RU2706681C1 - Mechanical transmission with automatic control system of torque distribution between vehicle wheels (4k4) with disengaged drive of one of driving axles - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: invention relates to mechanical transmission with interaxle and inter-wheel differential mechanisms. Interaxle and inter-wheel differential mechanisms comprise two single-row planetary gears and a differential coupling shaft connected to their sun gears by a pair of step-down gearing. At that, automatic control system of torque moments distribution between vehicle wheels by means of individual automatic throttle control of hydraulic machines rotation frequency with automatically switched mode of operation or compensates for difference in path traveled by vehicle wheels, or provides difference of torsion moments of external and internal wheels. Both said modes of ACS are provided both with full drive and with disconnected drive of rear drive axle.EFFECT: higher maneuverability, flotation ability and efficiency.10 cl, 14 dwg

Description

The invention relates to the field of transport engineering and can be used in the design of wheeled four-wheel drive vehicles.

The objectives of the invention are to improve controllability and increase the stability of indirect motion in normal road conditions, as well as maneuverability, maneuverability and efficiency in extreme conditions of movement of wheeled all-wheel drive vehicles.

The indicated functional qualities of the automatic telephone exchange largely depend on the nature of the energy distribution of the primary engine in the four-wheel drive automatic transmission between its drive wheels during indirect movement. The possibilities in this regard of widely used self-locking differentials with various types of locking mechanisms (load-sensitive with friction clutches, speed-sensitive viscous couplings, as well as controlled Haldex friction clutches) are limited. These mechanisms are able to redistribute torques only in one direction, from decelerating when turning the wheel or axle to accelerating when turning the wheel or axle. Therefore, in indirect motion, the “inner” wheels (with respect to the instantaneous center of rotation) and drive axles with uncontrolled wheels are more loaded, which causes an increase in the moment of resistance to rotation of the ATS. They are not able to redistribute the torques in the opposite direction to compensate for the moment of resistance to rotation of the ATS. Using for this purpose the braking of more loaded wheels is not rational due to a significant increase in energy losses proportional to their rotational speed, an order of magnitude higher than the energy loss in the differentials proportional to the difference in output shaft speed.

A known all-wheel drive ATC transmission [1], containing several driving axles, in which V-belt variators with automatically adjustable gear ratios are built in between the main gearboxes with interwheel mechanical differentials (MKD) and the wheel gearboxes of the drive wheels. These variators provide a change in the speed of movement of the ATS and individual correction of the torques of each drive wheel and the redistribution of torques between the outer and inner wheels when turning. Compensation for the reduction in the frequency of rotation of the outer wheels due to an increase in the gear ratio and the increase in the frequency of rotation of the internal wheels due to the symmetric reduction in the gear ratio of the respective variators is provided by the MCD due to the corresponding difference in the frequency of rotation of the semi-axial gears. The main disadvantage of such a transmission, as well as a similar one with the use of planetary multi-stage gears instead of CVTs [2], is the technical complexity, increase in the dimensions, weight and cost of the transmission.

Mitsubishi's rear axle has a simpler arrangement of the drive axle in comparison with the axles proposed in these patents. [3] with AYC systems. Between the driven gear of the main pair and one of the axle shafts of the wheels of this drive axle, a two-stage gearbox with up and down gears is included with a small and symmetrical change in the gear ratio relative to the unit. When turning, upshift or downshift automatically turns on depending on the direction of rotation, while differential communication is blocked. The excess of the specified difference in the frequency of rotation of the wheels relative to the difference in their actual speed, depending on the radius of rotation, provides a redistribution of torques of the rear wheels of the wheels from a decelerating wheel to an accelerating one. In this case, the difference between the torques and the active turning moment relative to the vertical axis of the ATS increases as the radius of rotation increases. This moment compensates for the moment of resistance to the rotation of the ATS, which under normal road conditions is caused primarily by the higher rolling resistance of the accelerating outer wheels due to their greater weight load when turning in comparison with the slowing inner ones. This system compensates for the understeer of the ATC with the gear ratio of the gearbox, for example, 1.05 and 0.95 in the range of the radius of rotation of 100 ... 200 m.

However, in the case of oversteering of the ATS in the presence of a turning moment, for example, due to a higher internal rolling resistance when turning the wheels on a dirt road, this system can cause side skidding of the rear axle and destabilize the movement of the ATS. The fixed gear ratios of the gearbox will not give the necessary effect when the ATS moves in conditions of reduced wheel adhesion on the ground, including when using tires with an all-terrain tread, in which a stepless change in the difference in wheel speed is necessary. And in addition, this drive axle is not designed for all-wheel drive two and three-axle automatic telephone exchanges, since the redistribution of torque between similar drive axles has not been worked out.

In the patent [4], it is proposed to change the difference in the rotation frequency difference of the differential output shafts by means of an “active” drive of conical satellites. As its proposed gear hydraulic motor, the housing of which must be rigidly connected with the rotating differential housing, and the working fluid to which from the hydraulic pump must flow through the axis rotating relative to the differential housing. Used in hydraulic systems for controlling friction clutches of automatic transmissions, a similar method for supplying and discharging working fluid through radial clearances between mating parts rotating relative to each other is associated with large volumetric losses of the working fluid. The relative share of these losses reaches 30 ... 40%, despite the low working pressure of 1-1.2 MPa. And for an active hydraulic drive of satellites, the working pressure should be at least an order of magnitude higher. In addition, when integrating one or several gear hydraulic motors into the differential case, the problem of observing the dynamic balancing of the rotating differential case arises, the rotation frequency of which can reach 1200 ... 1400 rpm, and the dimensions and weight of the differential case significantly increase.

In the patent [5], instead of a monoblock differential, a differential mechanism is proposed containing two cycloidal gearboxes with input, output and control links, the control links being connected by a kinematic connection, which ensures their identical rotation frequency in the opposite direction and differential connection of the output links. This connection is made in the form of two coaxial control shafts located parallel to the axis of the drive axle. The eccentrics of cycloidal gearboxes are fixed on them, and their inner shanks are connected with the same bevel gears to the drive gear of the control electric motor with an adjustable speed, which provides "active" control of the change in the difference in the frequency of rotation of the output links of the differential mechanism. The gear ratio between the control shafts and the output links due to cycloidal engagement can reach at least 50. This allows you to use a high-speed electric motor to control the speed of the control shafts in the active mode. But as in the AYC system [3], the redistribution of torques from a wheel decelerating during a turn to accelerating in this case is impossible, since the transmission of torque at a gear ratio of 1/50 causes self-braking of the cycloidal pair. Therefore, such a differential mechanism cannot be used in conditions of oversteer. In addition, the measuring sensors proposed for the control system: steering angle, current, and engine speed are not enough for its normal functioning, even if only the active mode of operation. Moreover, the signal of the angular deviation of the steered wheels may not always indicate the rotation of the ATS. With a blocked MCD, in the case of a rectilinear movement of the ATS and unequal rolling and clutch coefficients of the right and left wheels in difficult road conditions, a moment arises from the total difference in the tangential traction forces of the left and right wheels. The only way to compensate for this moment with a blocked MCD and to maintain the straightness of motion is the corresponding rotation by a small angle of the steered wheels.

The present invention is based on an alternative construction of a differential mechanism used as an interwheel and interaxle differentials, based on two single-row planetary mechanisms with sun gears as control links, multidirectional rotation with a variable frequency of which is provided by a reversible hydraulic machine with throttle regulation as in the active mode work as a motor from a constant pressure source, and in a passive mode of operation as The pump is driven by a more loaded driven link. In the active mode, the torque is redistributed from the decelerating driven link to the accelerating one, and in the passive one, from the accelerating to decelerating one. In both cases, the variation in the rotational speed of the hydraulic machines of all three differentials of the ATC transmission is automatic.

The objectives of the present invention is the creation of a mechanical transmission for automatic telephone exchanges (4x4) with automatically adjustable differential mechanisms in the transfer case and drive axles with automatic control system (ACS) with two modes of operation, which will provide increased maneuverability, maneuverability and efficiency of automatic telephone exchanges in non-linear motion in conditions reduced and uneven grip of the wheels, and in normal road conditions with high-speed indirect movement - to improve controllability and ensure t transverse stabilization and traffic safety PBX.

Technical result: improved functional characteristics of the ATS (4k4): maneuverability, maneuverability, manageability, traffic safety and economy.

The solution of these problems is achieved by the use of inter-axle (MOD) and inter-wheel (MKD) differential mechanisms in a mechanical automatic transmission system (4x4), each containing two single-row planetary mechanisms, the driven links of which are the ring gear of the MOD and the carrier of the MKD, and the sun gears are the control links , with a differential coupling shaft kinematically connected with the last pair of gear reduction gears with external gearing and with multidirectional rotation due to the parasitic gear with the same magnitude gear ratio, while the differential coupling shaft located in the transfer case housing is split, consisting of two sections interconnected by a gear clutch with a movable carriage to enable and disable the rear drive axle drive, while the shafts of the said MKD shafts and the shank of the front section of the split shaft differential communication MOD connected to the shafts of volumetric reversible hydraulic machines, for example, gerotor or gerroller type, depending on the sign of the difference in torque on the driven links of the MKD and MOD, either in the driven mode of the pump or in the driving mode of the motor, the input and output cavities of which are connected via the inlet check valves to the drain line of the hydraulic system equipped with a backup valve of 2 ... 3 MPa and through two-position four-way spools of rotation reversal the input cavities of hydraulic machines are constantly connected with the outputs of the throttle flow controllers, the inputs of which are connected by similar spools of switching the operating mode of the hydraulic machine or with the output cavities mi hydraulic machines in the slave mode, or with the discharge line of the hydraulic system, the pressure source of which is used the hydraulic accumulator with an automatic charging valve, carried out, for example, from a gear hydraulic pump, in the leading mode of operation, in which the output cavities of the hydraulic machines are connected to the drain line; while the input and output cavities of the hydraulic machines are in parallel connected with the inputs and outputs of the on-off two-way slide valves for unlocking the hydraulic machines; spools and throttle flow regulators of the hydraulic system are equipped with an electric control provided by an automatic control system (ACS), the operation of which is provided by sensors of the rotational speed of all wheels and steering angles of the steered wheels, two-component accelerometers mounted above the central points of the front and rear axles of the wheels, and a sensor of the angular speed of rotation of the ATS in the horizontal plane, pressure sensors in the hydraulic lines, as well as discrete sensors off Rear axle drive, reverse gear and deceleration CAT ATC; analog sensor signals are transmitted for processing to a computing unit, in which the current values of the calculated angle of the steered wheels and the derivative of its absolute value in time with their accelerating rotation are determined, the relative values of the difference between the average values of the frequency of rotation of the front and rear wheels, internal and external (when turning ) of the front wheels and rear wheels, the angles of the side drive of the front and rear axles of the wheels and their ratio, the absolute value of the time derivative of the angular speed of rotation of the ATS, and d with the sensor of the angular velocity of rotation of the ATC and the calculated value of the peripheral velocity of the pole of rotation, determined for fixed values of the speed loss coefficient equal to the limiting value from the condition that the tire tread does not slip during the accelerated rotation of the steered wheels, and - when it is slowing down, approximate values of the radii of the trajectories are calculated wheels and center points of the front and rear axles of the wheels and the corresponding relative values of the difference in the length of the trajectories of the central points of the front and rear axles of the wheels, the outer and inner front wheels, the outer and inner rear wheels, which together with the above time derivative of the absolute value of the estimated steering angle of the steered wheels are transmitted as input signals to the electronic control unit for the speed of the hydraulic machines, which contains three closed-loop servo-type circuits of automatic control systems (ATS) of MOD hydraulic machines, front and rear MKD, in which the decree is used as feedback signals the relative values of the difference in the rotational speed of the wheels given above, and the tracking error signals after adjustment in the isodromic links are fed to the input of the corresponding electronic control units of the throttle flow controllers and provide tracking of the specified input signals that change in accordance with the specified speed and curvature of the ATS movement path and the operation of the ATS circuits in the initial mode of compensation for the difference in the path traveled by the outer and inner, front and rear wheels, which in the case will soon A clear indirect movement of the ATS is supplemented by a lateral stabilization mode, activated by a manual button on the control panel or automatically when the average lateral withdrawal angle exceeds a predetermined limit value, which is carried out in the electronic lateral stabilization control unit by limiting the magnitude of the aforementioned ratio of lateral withdrawal angles to a predetermined range, for example , 1.03 ... 1.1, and the formation of additional input control signals - a positive excess signal in an extreme threshold value and a negative decrease signal relative to the lower threshold value, the first of which is transmitted to the ATS of the rear MCD and MOD when the ATC is understeer, and the second when neutral or oversteer is transferred to the ATS of the front MCD and MOD, and in these circuits are summed with the above control input signals, increasing them at a positive value and decreasing them at a negative value, and provide due to a corresponding change in the speed of the hydraulic machines to mpensiruyuschey difference torques outer and inner wheels, positive in the master mode of operation the hydraulic machine - in the first case and negative in the slave mode of operation the hydraulic machine - in the second, while simultaneously unloading the traction rear axle in the first case and the front drive - in the second; the electronic control unit for lateral stabilization of movement is equipped with a relay controlled by a signal from the rear drive axle switch-off relay with three permanently closed and one switched contact, when switched on, the transmission of all input control signals to the ATS MOD loop is stopped, and these additional control signals are transmitted to the ATS loop rear MCD; control of the above-mentioned spools of switching the operating mode of the hydraulic machines is individual and automatic for each hydraulic machine and is provided by digital signals generated in the electronic control unit of the solenoids of the hydraulic system spools from the driven mode of the pump to the leading motor mode - while reducing the current pressure drop between the output and input cavities hydraulic machines, defined in the computing unit, to a predetermined threshold value corresponding to pressure losses in the throttle reg flow rate at the maximum idle speed of the hydraulic machine in the pump mode and the minimum turning radius of the automatic telephone exchange, and provided that the automatic rotation of the automatic telephone exchange is accelerated, and the reverse operation of the hydraulic machine is subject to the angular deceleration of the rotation and a decrease in the specified pressure drop to zero when idling the hydraulic machine in a motor; automatic control of the aforementioned spools of reverse of hydraulic machines is provided by a digital signal of the reverse gear enable sensor for the MOD hydraulic machine and a digital signal equal to zero when the solenoids of these spools are turned off, and obtained as a result of logical multiplication of the logical sum of the signal of the specified sensor and the signal of the direction of rotation of the automatic telephone exchange, equal to zero, for example, when turning right, to invert the logical product of these signals for hydraulic machines front and rear MKD; the aforementioned control valves for unlocking hydraulic machines, when the solenoids are turned off, the hydraulic machines are unlocked, are carried out by two digital signals, one of which, which is the logical sum of the signals from the manual enable button on the control panel and from the braking sensor, controls the activation of two relays with permanently closed contacts, providing the unlocking of all three hydraulic machines, and the second signal from the manual button to turn off the transverse stabilization mode when turned off Rear axle rivode provides inclusion of one of said relay control unlocking only adjustable hydraulic machine MCD; in the electronic control unit for lateral stabilization of movement, warning signals are generated about a hydraulic system malfunction when a pressure switch is turned on, which record a decrease below a predetermined pressure level in the accumulator and back-up pressure in the drain line, and the automatic vehicle speed is excessive for current road conditions when the specified limit values of the lateral angle are exceeded removal of either the front or rear axles of the wheels, which are transmitted to the manual control panel and light indication.

In FIG. 1 shows the kinematic diagram of the ATC transmission; in FIG. 2 - design (main longitudinal section) of the lower part of the transfer case with MOD; in FIG. 3 - cross section of the front section of the transfer case; in FIG. 4 - design (main longitudinal section) of the central part of the rear driving axle with MCD and main gear; in FIG. 5 is a left view of the arrow of the central part of the rear axle; in FIG. 6 - section of the Central part of the rear drive axle and MCD; in FIG. 7 is a diagram of a hydraulic differential control system for ATC transmission differentials; in FIG. 8 is a block diagram of an automatic control system (ACS) of ATC transmission differentials; in FIG. 9 is a functional diagram of a computing unit; in FIG. 10 is a diagram of the circular movement of the exchange; in FIG. 11 is a functional diagram of an electronic control unit for lateral stabilization of the movement of the exchange; in FIG. 12 is a functional diagram of an electronic control unit for the rotational speed of the differential hydraulic machines; in FIG. 13 is a functional diagram of an electronic control unit for solenoids of spools of a hydraulic system; in FIG. 14 is a schematic diagram of a control panel and light indication.

The transmission (Fig. 1) contains a gearbox - 1, a two-stage transfer case - 2 with an adjustable interaxle differential mechanism (MOD) and a rear axle drive shut-off mechanism, front and rear drive shafts - 3 and 4, front axles - 5 and rear - 6 with adjustable cross-axle differential mechanisms (MKD), hypoid main gears - 7, 8 and driven front - 9 and rear axles - 10.

The case of the transfer case (Fig. 2) consists of a central - 11 and flanged to it front - 12 and rear - 13 sections. In the central section, there is a lead - 14 (Fig. 1), an intermediate - 15 and a driven - 16 transfer case shafts. In the front and rear sections of the housing coaxially with the driven shaft - 16, the shafts of the front - 17 and rear - 18 drives with external flanges for connecting to the cardan shafts - 3 and 4 are installed. In the same sections of the transfer case housing there are front - 19 and rear - 20 single-row planetary gears MOD with a carrier - 21 mounted on the splined outer shanks of the driven shaft - 16. Crown gears - 22 planetary gears equipped with internal gears with an involute profile rims for connection with gear half-couplings - 23, which are made at the same time with the shafts - 17 and 18. On the necks of the driven shaft - 16 with the possibility of relative rotation on the bearings, the leading front - 24 and rear - 25 differential gears are installed, each of which is made in one block with sun gears - 26 planetary gears. On the lower part of the transfer case, on four bearings, there is a split MOD differential shaft, consisting of the front - 27 and rear - 28 sections, made integral with driven gears - 29 (front) and 30 (rear) differential coupling. In this case, the front driving gears - 24 and driven gears - 29 gears interact directly with each other, and the rear gears - 25 and 30 - through the parasitic gear - 31 (Fig. 3), which is mounted on the needle bearing - 32 and the tubular axis - 33, rigidly fixed in the rear wall - 34 of the Central section - 11 of the housing using a shaped nut - 35 and a coupling bolt - 36 (Fig. 3). These gears have the smallest possible number of teeth, which ensures the smallest possible and the same gear ratio of the front (24, 29) and rear (25, 30) pairs of gears of differential coupling. In this case, rotation of the front and rear sections of the split shaft and, accordingly, the sun gears - 26 is possible only with the same speed and in the opposite direction, which provides differential communication between the ring gears - 22 of the front and rear planetary mechanisms - 19, 20, and between the shafts front - 17 and rear - 18 drive. The outer horsetail of the front section - 27 of the split shaft is permanently connected by a connecting gear coupling - 37 (Fig. 2) with the shaft of the transfer case of the volumetric gerotor (or geroller) medium-speed hydraulic machine - 38. The inner shanks of the front - 27 and rear - 28 sections of the split shaft are equipped with a gear coupling with a movable carriage - 39 to separate sections - 27 and 28 of the split shaft of the differential coupling. when disconnecting the rear axle drive.

Presented in FIG. 4, the design of the rear MCD is almost identical to the design of the front MCD. Both MKD, as well as MOD. contain two single-row planetary gears - 40, 41, 42, 43 (Fig. 1), located in the central part of the front and rear drive axle housings - 5, 6 coaxially with driven axles - 9, 10. The main gears of these mechanisms are ring gears - 22, similar in design and size to the ring gears of the MOD. Their internal gear rims are coupled with gear half couplings - 44 (Fig. 4), which, together with driven gears - 45, 46 main gears - 7 and 8 are installed on the splines of the tubular drive shafts - 47 (Fig. 1) of the front and - 48 of the rear leading bridges. Bearings are located in the end bores of the tubular drive shaft in both drive axles - 49 internal bearings - 50, which are made integral with the driven shafts - 51, and the outer splined shanks of which are connected with half shafts - 52, axles - 9, 10 drive axles. On driven shafts -51 with the possibility of relative rotation on the bearings, 26 leading gears of the left - 53 and right - 54 differential coupling are made in one block with sun gears - 26. In the housings of the driving axles parallel to their axes are shafts - 55 differential coupling with two driven gears, left - 56 and right - 57 with the smallest possible number of teeth. The right gears - 57 interact with the driving gears - 54 directly, and the left gears - 56 - with the driving gears - 53 - through the parasitic gears - 58 (Figs. 1 and 6) installed on the needle bearing - 59 and the axis - 60 (Fig. 5 and 6). The number of teeth of the driving and driven gears of differential communication is selected from the condition that the gear ratios between the pairs of left gears are 53, 56 and the right gears are 54, 57. In this case, rotation of the shaft - 55 differential gears is possible only at the same speed and in the opposite direction of rotation of the drive gears - 53 and 54 and, respectively, sun gears - 26 left and right planetary gears. This provides a differential connection between the carriers - 50 for both MKD and between the left and right axles of the drive axles. The right shaft end - 55 of the differential coupling of the MKD of each drive axle via a gear coupling - 61 is connected to the shaft of the volumetric gerotor (or gerroller) medium-speed hydraulic machine flanged to the axle housing - 62 at the front and 63 at the rear drive axle. When installing MKD hydraulic machines on one side (in this case, on the left side) from the longitudinal axis of the automatic telephone exchange, hydraulic machines with the same direction of rotation can be used.

The working cavities of hydraulic machines - 38 MOD and hydraulic machines - 62, 63 of the front and rear MKD highways - 64, 65, 66, 67, 68, 69 (Fig. 7) are connected to the outputs of two-position, four-way reverse spools - 70 hydraulic machines MOD and similar reverse spools - 71, 72 hydraulic machines front and rear MKD. These spools are designed to change the direction of rotation of hydraulic machines associated with the inclusion of reverse gear transmission, and for hydraulic machines MKD, in addition, with a change in the direction of rotation of the ATS. The inputs of each of the reverse spools are connected by highways - 73, 74, 75 with the outputs of the throttle flow controllers - 76, 77, 78 with proportional electrical control, and the outputs - with the highways - 79, 80, 81 with the inputs of the two-position, four-way spools - 82, 83, 84 switching the operating mode of hydraulic machines, in the off state of which is the pump mode, and in the on state is the motor mode. In the first case, the mains - 79, 80, 81 are connected to the inputs of the corresponding throttle flow controllers, and in the second - to the drain line - 85 of the hydraulic system, and the inputs of the throttle flow controllers in this case are connected to the discharge line - 86 of the hydraulic system.

Thus, in the pump mode, the working fluid circulates in a closed circuit: the output of the hydraulic machine - the reverse spool - the switching valve of the operating mode - the throttle flow regulator - the reverse spool - the input of the hydraulic machine. To avoid cavitation of the working fluid in the pumping mode due to its excessive speed in the inlet channels of the gerotor motors used as hydraulic machines, both working cavities of the hydraulic machines are connected via inlet check valves - 87 to a drain line - 85, at the outlet of which 88 is installed in the tank - 88 check valve - 89, supporting a small overpressure of 0.2 ... 0.3 MPa.

In motor mode, there is no closed circulation loop, the working fluid from the discharge line 86 through the operating mode switching spool, the throttle flow regulator, and the working cavities of the hydraulic machine enters the drain line - 85. The discharge line - 86 through the throttle damper - 90 is connected by a line - 91 s the working chamber of the accumulator - 92 and the valve output - 93 automatic charging of the accumulator. The battery is charged from the hydraulic pump - 94, for example, gear type, with a drive from the prime mover. The second valve output - 93 line - 95 is connected to the reservoir - 88 working fluid. The change in pressure in the main - 91 from above is limited by the pressure of switching the valve - 93 to drain and from below - by the pressure at which the valve - 93 switches to the charging position. This pressure change should not exceed 15 ... 20% of the charging pressure. The pressure at the outlet of the hydraulic pump - 94 is limited by the safety valve - 96.

Between the main lines - 73 and 79, 74 and 80, 75 and 81, connected with the inputs and outputs of the reverse spools - 70, 71, 72, two-position two-way spools - 97, 98, 99 of unlocking, in the off position of which these lines are interconnected, are installed and directly connect the input and output cavities of the hydraulic machines. In this case, the moment of resistance to rotation of the hydraulic machines in the driven mode of the pump drops to a minimum value depending on the level of mechanical losses during idle rotation of the hydraulic machines. In the on position of the spools, these cavities are disconnected and the hydraulic machines are in one of the two operating modes indicated above - a pump or a motor. With rectilinear movement and the spools turned on, 97, 98, 99, closed throttle flow controllers 76, 77, 78 block the highways 64, 66, 68, blocking the rotation of hydraulic machines in the slave mode, blocking the axle and wheel differential connections.

When the rear axle drive is disconnected, the hydraulic machine - 38 MOD is blocked by a blocked output line - 64 with a zero control signal at the input of the electrically controlled throttle flow regulator - 76. In this case, the hydraulic machine - 62 of the front MKD continues to function either in pump mode or in motor mode, and the hydraulic machine - 63 rear MCD can also be unlocked.

To limit the pressure at the outlet of the hydraulic machines in case of their operation in the pump mode, safety valves - 100 are installed, the inputs of which are 101, 102, 103 with the outputs of the corresponding operating mode spools and the inputs of the throttle flow controllers, and the outputs are with the drain line - 85 .

Electric control by throttle flow controllers - 76, 77, 78 and hydraulic system spools is carried out by self-propelled guns, the block diagram of which is presented in FIG. 8. Block - 104 includes analog sensors, rotational speeds Ω _1l , Ω _1p , Ω _2l , Ω _{2p of} all wheels; turning angles Θ _l , Θ _p front steered wheels; a gyroscope for measuring the angular velocity Ω _{α of} rotation of the ATS; two-component accelerometers for measuring transverse and longitudinal components J _1y , J _1x , J _2y , J _{2x of} centripetal acceleration of the central points of the front and rear axles of the wheels; pressure p ₀₀ , p ₀ (MOD), p ₁₀ , p ₁ (front MKD), p ₂₀ , p ₂ (rear MKD) at the outlet and inlet of all three hydraulic machines. In addition, in the control system of the ATS discrete sensors are installed for engaging reverse gear z ₁ , braking z ₂ and turning off the rear axle drive z ₃ . The corresponding output signals of the sensors are ω _1l , ω _1p , ω _2l , ω _2p wheel speed; θ _l , θ _p rotation angles of the front wheels; ω _{α the} angular velocity of rotation of the ATS; j _1x , j _1y , j _2x, j _2y longitudinal and transverse components of centripetal acceleration, p ₀₀ , p ₀ , p ₁₀ , p ₁ , p ₂₀ , p ₂ pressures are transmitted to the electronic computing unit - 105. This unit is designed to calculate kinematic parameters of the indirect movement of the ATS and the formation of analog and discrete control signals and feedback signals transmitted to electronic control units (ECUs) by the hydraulic machine rotation speed of 106, 107 by transverse stabilization of the movement, and 108 by the hydraulic system solenoids.

The functional block diagram of the computing unit (Fig. 9) shows the formulas for calculating the current values: the calculated value of the angle of rotation of the front wheels equal to the angle of rotation of the "conditional" front wheel with the axis of rotation crossing the center point of the front axle of the wheels, at which the radius of rotation of the ATS is the same as with two wheels (Fig. 10), its absolute value | θ | and time derivative d | θ | / dt; the difference in the rotational speed of the outer (when turning) and inner wheels Δω ₁ (front) and Δω ₂ (rear); the average speed ω _{1 of the} front and ω _{2 of the} rear wheels and the difference Δω _{0 of} these average values; time derivative d | ω _α | / dt of the absolute value of the angular velocity of rotation of the ATS; angles of lateral withdrawal ψ _{1 of the} front and ψ _{2 of the} rear axle of the wheels in terms of the tangents of the difference of angles (ψ ₁ -θ) and angle ψ ₂ , which are the ratios of the longitudinal and transverse components of the output signals of the front and rear accelerometers (Fig. 10); longitudinal displacement L _{1 of the} rotation pole relative to the front axle of the wheels (positive - forward and negative - back); the radii of the circular trajectories of the rotation pole — R ₀ , the central point of the front axle of the wheels — R _1, and the conditional contact points of the front wheels with the rolling surface — R _1l , R _1n relative to the instantaneous center of rotation (Fig. 10); the estimated magnitude of the peripheral velocity of the rotation pole V _p . The calculation of the actual speed V (Fig. 10) of the rotation of the pole of rotation based on the readings of the gyroscope and accelerometers due to their limited resolution is almost impossible. At low speeds and turning radii, this is due to the excessive measurement error of centripetal acceleration, and at high speeds and large turning radii, to the excessive measurement error of the angular velocity of rotation of the vehicle. Therefore, its calculated (approximate) value of V _p is determined at a fixed value of the coefficient δ _{p of} speed losses. It is the product of its maximum value δ _max , at which the tire tread begins to slide relative to the rolling surface, and the discrete value K _δ obtained at the output of the relay link - 109 and equal to unity for an accelerated turn of the steered wheels and zero for their slower turn. When determining the radii of circular trajectories R _1l , R _1p due to the small difference (Fig. 10) of the angles ψ _1p and ψ _{1l of the} lateral drive of the front wheels, the cosines of these angles are taken equal to the cosine of the angle of the lateral drive of the front axle ψ _{1 of the} wheels.

To coordinate the direction of rotation of the ATS with the signs of the measured and calculated kinematic parameters j _1y , j _2y , ω _α , Δω ₁ , Δω ₂ , θ, the computing unit contains a relay two-position link - 110 (Fig. 9), to the input of which the current value θ, and the discrete output signal is S _θ = + 1 for θ> 0 (for example, for a right turn) and S _θ = -1 for θ <0.

In order to exclude R ₀ = ∞ when the ATS moves in a straight line and the angular velocity ω _{α of} rotation is equal to zero, the denominator of the calculation formula R _{0 is} supplemented by the term Δε - a constant value equal to 0.0001 ... 0.0002, which practically does not affect the accuracy of the calculation of R ₀ within 0 ... 600 m .

The value of the rolling radius of the wheel - r, taken equal for all wheels, is entered when setting the self-propelled guns for the used tires.

To exclude high-frequency components, the output of the accelerometers and gyroscope installed filters - 111 low frequency, such as active type RC.

Automatic control of the rotational speed of hydraulic machines and the corresponding difference in the rotational speed of the output links of the MOD, the front and rear MKD with the indirect movement of the ATS is carried out in two modes.

At low speeds and limited by a predetermined limit of the average value of the angles of lateral withdrawal of the front and rear axles of the wheels, the speed of the hydraulic machines is controlled from the condition of maintaining the equality of the relative values of the difference in speed of the corresponding outer and inner wheels, as well as the relative value of the difference of the average values of the speed of the front and rear wheels with relative values of the difference of the actually necessary speed of movement of these wheels, as well as the relative value of the difference of fact the required speed of the central points of the front and rear axles of the wheels, in accordance with the calculated curvature of the trajectory and the speed of movement of these wheels when turning the ATS. In this case, the difference between the calculated values of the coefficients of speed losses of the wheels caused by the tangential elasticity of the tires is theoretically equal to zero. This regulation condition due to the insufficiently accurate determination of the curvature of the trajectory and the speed of movement, although it does not ensure the equality of the actual values of the speed loss coefficients and the corresponding torques, but it allows minimizing their difference (torques of the outer and inner wheels, torques on the front and rear shafts transfer case drive) under normal road conditions. In difficult road conditions, this condition allows to minimize slippage of either the outer or inner track with a reduced coefficient of adhesion. This mode of operation of the self-propelled guns is the source.

If the specified boundary value of the average value of the angles of the lateral slope of the front and rear axles of the wheels is exceeded, either due to an increase in the speed of movement, or when the radius of rotation is decreased without reducing the speed, the mode of lateral stabilization of the movement of the ATS is automatically activated to limit the decrease in the margin of lateral stability of movement. In this mode, self-propelled guns ensure maintaining the ratio of the angles of the lateral drive of the front and rear axles of the wheels in a given narrow range, for example, in the range 1.03 ... 1.1, in which both excess and neutral are excluded and the understeer of the ATC is limited.

Violation of the lower boundary of this range with neutral or oversteer is compensated by the stabilizing moment of resistance to turning the ATS due to the negative difference in the torques of the outer and inner front wheels, as well as the negative difference in the torques of the front and rear drive axles. This difference is formed by reducing the rotational speed of the front MKD hydraulic machine and the difference in front wheel speed, as well as reducing the speed of the MOD hydraulic machine and the difference in the average speed of the front and rear wheels. In this case, the hydraulic machines operate in the slave mode of the pump due to the specified difference in torques. In this case, the automatic regulation of the rotational speed of the rear MKD hydraulic machine does not change and remains the original.

Violation of the upper limit of the specified range with insufficient understeer is compensated by the stabilizing moment directed towards the side of the ATS, due to the positive difference in the torques of the outer and inner rear wheels, as well as the positive difference in the torques of the front and rear drive axles, if the weight of the drive axles is static about the same. This difference is ensured by increasing the speed of the rear MKD hydraulic machine and the difference in the frequency of rotation of the rear wheels, as well as increasing the speed of the MOD hydraulic machine and the difference in the average speed of the front and rear wheels. At the same time, hydraulic machines operate in the driving mode of the motor due to the supply of working fluid from the discharge line of the hydraulic system. In this case, the initial mode of automatic speed control does not change for the front MKD hydraulic machine.

The formation of a stabilizing difference in torque from the point of view of providing a traction margin and regulation efficiency is advisable on wheels that experience less lateral load when turning. Therefore, in the first case, this difference is formed on the front wheels, and in the second - on the rear wheels.

The specified redistribution of torques between the front and rear drive axles makes it possible, due to traction unloading of the drive axle, on the wheels of which a stabilizing torque difference is formed, to reduce energy costs during regulation due to the narrowing of the range of regulation of the hydraulic machine speed.

With an increase in the difference in the coefficients of rolling resistance of the external and internal and the corresponding moment, which deviates the ATE from a given trajectory, the range of regulation of the rotation speed of hydraulic machines expands and the energy consumption during the regulation increases.

The main function of self-propelled guns is automatic regulation of the difference in the frequency of rotation of the output links of the MOD, the front and rear MKD is performed by the ECU speed of the hydraulic machines. This block contains three closed-loop feedback circuits ATS - 112, 113 and 114 follow-up type (Fig. 11). The indices in the designation of the signals correspond to: "0" - the ATS circuit - 112 MOD, "1" - the ATS circuit - 113 front MKD and "2" - the ATS circuit - 114 rear MKD.

The executive links of the ATS are the electrically controlled throttle flow controllers - 76, 77, 78, connected either to the output of hydraulic machines (in pump mode) or to the input of hydraulic machines (in motor mode). These links are practically inertial and proportional with the upper limit on the flow rate of the working fluid and the speed of the hydraulic machines.

As signals of negative feedbacks, the current values of adjustable relative difference values are used: ε _{ω0 of the} average values of the front and rear wheels speed, the difference of the speed of the external and internal front ε _ω1 and rear wheels ε _ω2 (Fig. 11).

In the initial mode, ATS circuits function as servo systems. As input control signals, approximate relative values are used - ε _{V0 of the} difference in the length of the trajectories of the central points of the front and rear axles of the wheels, as well as relative values - ε _{V1 of the} difference in the length of the paths of the outer and inner front wheels and ε _{V2 of the} difference in the length of the outer and inner trajectories rear wheels.

The magnitude of these control signals is proportional to the angular velocity ω _{α of the} rotation of the ATS. In the case of angular deviation of the steered wheels from the neutral position, the transition from the rectilinear movement of the ATS to the turn and the change in the angular speed of rotation is inhibited by differential, primarily cross-axle, connections blocked by rectilinear movement. To accelerate the turn-in, the CAP - 113 and 114 circuits receive an additional signal ε _θ with gain K _θ1 and K _θ2 equal to the product of the time derivative of the absolute value of the calculated steering angle d | θ | / dt and the above discrete signal K _δ . This input signal is valid only when the ATS enters the turn and is equal to zero in the case of exiting the turn at d | θ | / dt <0.

The current calculated values of the specified input signals ε _V0 , ε _V1 , ε _V2, ε _θ feedback signals ε _ω0 , ε _ω1 and ε _{ω2 are} determined in the computing unit (Fig. 9). The calculated values ε _V0 , ε _V1 , ε _{V2 of the} positive angular velocity of the steered wheels (K _δ = 1) due to the underestimated design speed V _p exceed the actual values of these parameters by 0.02-0.05 depending on the average value of the coefficient of speed losses of the rear wheels , and with a negative (K _δ = 0) angular velocity due to the overestimated value of the calculated speed of movement, on the contrary, it is lower by the same value below the actual values of these parameters. This allows you to somewhat speed up the transition process in the indicated circuits of the ATS when the ATS enters the turn in the first case and when exiting the turn in the second.

The current values of ε _V1 and ε _V2 are transmitted directly to the ECU - 106 by the rotational speed of the hydraulic machines, and the current values of ε _V0 - through the ECU - 107 by the lateral stabilization of the ATS movement (Fig. 8).

In the mode of lateral stabilization of movement, the ATS circuits perform the functions of automatic regulators, providing a change in the input signals ε _V0 , ε _V1 , ε _V2 to maintain the ratio of the angles of lateral withdrawal of the front and rear axles of the wheels within a given range, preventing this parameter from decreasing relative to the lower threshold value and exceeding its relative to the upper threshold value, due to the corresponding change in the frequency of rotation of the hydraulic machines either in the circuits of the SAR MOD and the front MKD., or in the circuits of the SAR MOD and the rear MKD.

The values of the angles of lateral withdrawal and ψ ₁ and ψ _2, determined in the computing unit (Fig. 9), the value of their ratio ε _ψ are transmitted to the ECU (Fig. 12) by lateral stabilization of movement. The difference between the sum of the current values of ψ ₁ and ψ ₂ and a given boundary value of twice the average value of the angles of lateral withdrawal ψ _lim , the parameter Δψ _{0 is} converted in relay event - 115 into a digital signal u _5a , equal to unity at Δψ ₀ .≥0. In this case, the ACS mode of lateral stabilization of movement is turned on. This mode can also be switched on by force using the manual button on the control panel and light indication - 116. The digital signal u ₅ , which is the logical sum of the signal U _{5p for} manual and u _{5a for} automatic switching on, enters the relay RE5 with permanently open contacts K ₅ , which are closed when equality u _{5 to} unity. Through the closed contacts of the enabled relay RE5, the current value of the parameter ε _ψ is transmitted to the input of the links 117 and 118 for comparison with the given lower threshold value ε _ψlimH , for example, equal to 1.03, and the upper ε _ψlimB , for example, equal to 1.1, respectively.

The current values of the deviation of the parameter ε _ψ from the lower threshold value Δε _ψH and from the upper threshold value Δε _{ψВ are} converted by relay links - 119 and 120 into discrete signals S _ψН and S _ψВ . Violation of the lower limit Δε _{ψH is} negative and for S _ψН equal to unity, the analog value of the product Δε _ψ1 = Δε _ψН * S _{ψН is} negative. Violation of the upper threshold limit Δε _ψB is positive and for S _ψВ equal to unity, the analog value of the product Δε _ψ2 = Δε _ψB * S _{ψB is} positive. The analog parameters are either Δε _ψ1 <0 or Δε _ψ2 > 0, as well as their sum Δε _ψ0, in addition to the input control signals, are transmitted through the contacts of the RE6 relay (Fig. 12) to the corresponding circuits of the ATS ECUs with the frequency of rotation of the hydraulic machines (Fig. 11). In these circuits, after amplification with the coefficients K _ψi (i = 0, 1, 2), they are summed with the main control signals ε _V0 , ε _V1 and ε _V2.

For Δε _ψ1 <0, Δε _ψ2 = 0, Δε _ψ0 = Δε _ψ1 and violation of the lower threshold limit of the parameter ε _{ψ, the} main input signals ε _V1, ε _V0 are reduced by the value of the analog parameter Δε _ψ1 . Due to this, the difference in the frequency of rotation of the outer and inner front wheels is reduced, as well as the relatively smaller difference between the average values of the rotation frequencies of the front and rear wheels due to the ratio of the amplification factors K _ψ1 and K _ψ0 and the above-mentioned redistribution of the torques of the front wheels compensating for neutral or excessive understeer ATS.

For Δε _ψ2 > 0, Δε _ψ1 = 0, Δε _ψ0 = Δε _ψ2 and violation of the upper threshold limit of the parameter ε _{ψ, the} main input signals ε _V2 and ε _V2 , on the contrary, increase by the value of the analog parameter Δε _ψ2 . Due to this, the difference in the frequency of rotation of the outer and inner rear wheels increases, as well as a relatively smaller difference between the average values of the rotation frequencies of the front and rear wheels due to the ratio of the gain K _ψ2 and K _ψ0 and the above-mentioned redistribution of the torques of the rear wheels, limiting the understeer of the ATS, is provided .

In the absence of violations of threshold restrictions, the sign of Δε _ψН and Δε _ψВ is reversed, the discrete signals S _ψН and S _ψВ are equal to zero, and at the output of the links 121 and 122, the analog values Δε _ψ1, Δε _ψ2 are equal to zero. In this case, all three ATS circuits operate in the initial mode.

Relay RE6 is controlled by a digital signal u ₆ from the sensor - 123 off the rear axle drive. It contains a switch contact K ₆₀ , as well as three permanently closed contacts K ₆₁ , K _62, K ₆₃ . When the rear axle drive is switched on, signals are transmitted through permanently closed contacts, respectively, Δε _ψ1 , Δε _ψ2, ε _V0 , and through switch contacts, Δε _ψ0 . When the rear axle drive is turned off, only one signal Δε _ψ0 is transmitted from the ECU of the transverse motion stabilization ECU via the relay contacts RE6, which is directed by the switched contact K ₆₀ to the circuit 114 of the ATS of the rear MKD hydraulic machine. In this case, regardless of the sign of the deviation of the parameter ε _ψ, non-zero current values of either Δε _ψ1 <0 or Δε _ψ2 > 0 are summed with the main control input signal ε _V2. The ATS front Aircraft Circuit operates in its original mode.

The summation of the main input signals ε _V0, ε _V1 , ε _V2 in the ATS circuits with additional input signals Δε _ψ0 , Δε _ψ1 , Δε _ψ2 and ε _θ is performed in adders - 124. The total input signals ε _Σ0 , ε _Σ1 , ε _{Σ2 are} compared with the corresponding feedback signals ε _ω0 , ε _ω1 , ε _ω2 in the links - 125, 126, 127 (Fig. 11). The difference of these signals is ε _δ0 , ε _δ1, ε _δ2 in order to reduce static tracking errors, which depend on the angle of inclination of the static characteristics of electrically controlled throttle flow controllers and a given curvature of the motion path, are corrected in isodromic links - 128. Analog output signals u ₀ , u ₁ and u _{2 of} these links are fed to the input of the ECU of the corresponding throttle flow controllers - 76, 77, 78 of the hydraulic system - 129 differential control, causing a change in the capacity of the throttle flow controllers Q ₀ , Q ₁ , Q ₂ , often you rotate the hydraulic machines Ω ₀ , Ω ₁ , Ω _{2 the} difference in rotational speed and the difference in the corresponding torques of the output links of the MOD and MCD, at which the value of tracking errors ε _δ0 , ε _δ1 , ε _δ2 decreases to the level of the indicated static control errors. In this case, transient processes in the ATS circuits can be completed both with the slave mode (pump) and with the master mode (motor) of the hydraulic machines. It depends on the ratio of clutch and rolling conditions for the outer and inner wheels of the vehicle.

In the process of increasing the angular velocity ω _α of the ATC rotation, the rotation frequency of the hydraulic machines increases. An increase in the difference between the respective outer and inner wheels causes a decrease in the difference in their torques and the pressure difference between the output and input cavities of the MKD hydraulic machines. Similarly, this pressure drop changes in the MOD hydraulic machine. These pressure drops are reduced to a minimum level corresponding to the pressure drop losses in the throttle flow controllers on the control valves. If, upon reaching this minimum level of pressure drop, the transient control processes in the ATS circuits continue, to further increase the speed of the hydraulic machine, they are transferred to the leading operating mode (motor).

The reverse transition from the motor mode to the pump mode occurs when, as a result of a decrease in the control input signal, a mismatch occurs between the flow capacity of the throttle flow controller and the difference in the rotational speed of the output links of the corresponding differential. In this case, the occurrence of vacuum in the inlet cavity of the hydraulic machine operating in the motor mode is prevented by the inlet check valves - 87 (Fig. 7), connecting its inlet and outlet cavities and the pressure drop between these cavities is reduced to zero.

Automatic change of the operating mode of hydraulic machines is provided by electrically controlled spools - 82, 83, 84 (Fig. 7) and is carried out individually for each hydraulic machine. The transition from the pump mode to the motor mode occurs when the pressure drop between the outlet and inlet cavities of the hydraulic machine decreases to a predetermined lower boundary value δр _н and under the condition of an accelerated turn of the ATS. This value should not be lower than the minimum pressure drop in the hydraulic machine specified above when turning the telephone exchange with a minimum radius. The reverse transfer of the hydraulic machine from the motor mode to the pump mode occurs when the pressure drop between the working cavities of the hydraulic machine decreases to zero and under the condition of a slowing rotation of the vehicle.

To automatically control the switching of these spools in the computing unit (Fig. 9), the pressure drops Δр _0, Δр ₁ , Δр _{2 of the} pressure between the outlet and inlet cavities of the hydraulic machines, which are transmitted to the ECU - 108 by the solenoids of the spools of the hydraulic system, are determined. The current values of these parameters are converted in relay links - 130 with a deadband of width δр _n into digital signals S _p0 , S _p1 , S _p2 (Fig. 13). The current value of the angular acceleration d | ω _α | / dt of rotation of the ATS is also transmitted from the computing unit. In the relay link - 131, this analog parameter is converted to a digital signal S _ω equal to unity for a positive value of this parameter and zero for a negative value. The digital control signals u ₂₀ , u ₂₁ , u ₂₂ obtained as a result of logical multiplication of S _ω ^ S _p0 , S _ω ^ S _p1 , S _ω ^ S _p2 are fed to the inputs of the corresponding relays RE20, РЭ21, РЭ22 with permanently open contacts K ₂₀ , K ₂₁ , K ₂₂ (Fig. 13). With open contacts and turned off spools - 82, 83, 84 hydraulic machines operate in pump mode, with closed - and turned on spools - in motor mode.

General unlocking of the axle and cross-axle differential connections with the aforementioned electrically controlled spools - 97, 98 and 99 (Fig. 7) is carried out either by a digital signal u _1p (Fig. 13) from the manual button from the control panel and light indication - 116, or automatically by digital the signal u _1a from the signal z ₂ sensor - 132 braking converted in the relay link - 133 ECU solenoids of the spools of the hydraulic system (Fig. 13). As mentioned above, the lateral stabilization of the ATS movement when the rear drive axle drive is turned off is manually performed by individually unlocking the rear MKD hydraulic machine. To do this, the logical product of the digital signal u _3p from the manual button from the control panel and light indication is 116 and the above signal u ₆ from the sensor is 123 (Fig. 12) to turn off the rear axle drive. - the digital signal u _11p together with the digital signal u ₁₁ - the logical sum of u _1a and u _1p - is fed to the input of the adder - 134 with the output digital signal u ₁₂ . The signal u ₁₁ goes to the input of the relay RE11, and the signal u ₁₂ to the input of the relay RE12 (Fig. 13). The first - due to the opening of permanently closed contacts K ₁₁ and K ₁₂ and turning off the solenoids C10, C11, C12 of these spools, it provides the general unlocking of the MOD and both MCDs regardless of the presence or absence of signals u _3p , u ₆ and u _11p . The second - due to the opening of a permanently closed contact K ₁₂ and turning off the solenoid C12 of the spool - 99, it only unlocks the rear MCD provided u ₁₁ = 0, i.e. lack of signals from the enable button of the general unlock and the brake sensor.

The inclusion of the solenoid C00 of the spool - 70 of the reverse of the hydraulic machine - 38 MOD (Fig. 7) is carried out automatically by the signal z _{1 of the} sensor - 135 (Fig. 13) of switching the reverse gear of the gearbox. This signal is converted by relay link 136 into a digital signal u ₀₀ , which provides the closure of the permanently open contact K _{00 of the} RE00 relay and turns on the indicated solenoid.

The inclusion of the solenoids С01 and С02 of the spools of the reverse of the hydraulic machines - 62, 63 of the front and rear MKD (Fig. 7) is also automatic, but based on the digital signal u ₀₀ above and the discrete signal S _θ indicated above, fixing the direction of rotation of the front wheels, which is transmitted from on-off relay link - 110 computing unit (Fig. 9). The signal S _{θ is} converted by relay link - 137 into a digital signal S ₀₁ (Fig. 13), which is equal to zero when the front wheels are turned, for example, to the right side. Using logical transformations, the digital signal u _{01 of} turning on the solenoids С01 and С02 is determined as the logical product of the logical sum of digital signals u ₀₀ , S ₀₁ and the inversion of the logical product of the same signals. The signal u ₀₁ is transmitted to the input of the relay RE01, ensuring the closure of the permanently open contact K ₀₁ and the inclusion of these solenoids (Fig. 13).

In extreme road conditions with reduced wheel adhesion and an excessive value of either the turning resistance moment or the turning moment due to the uneven rolling resistance of the outer and inner wheels, a possible way to laterally stabilize the movement of the ATS in a bend is to reduce its speed. In order to warn the driver about the automatic vehicle speed in the ECU - 107 being inflated for current conditions of non-linear motion, the lateral stabilization of the movement determines the difference between the limiting and current values of the lateral drive angles (ψ _max -ψ ₁ ) of the front and (ψ _max -ψ ₂ ) of the rear axle of the wheels (Fig. 12) and these analog values are converted in relay links - 138 into digital signals S _ψ1 and S _ψ2 . The zero value of these input analog signals corresponds to the loss of lateral stability of movement. In these cases, the corresponding digital output signals are equal to one. The digital signal u ₄ , equal to the logical sum of these signals, is transmitted to the control panel and light indication - 116 (Fig. 8) and, if equal to unity, causes the corresponding light signal to exceed the speed allowed for the given conditions.

A digital signal u ₇ equal to the logical sum of digital signals (Fig. 11) S _p0 and S _pa from the pressure switch RD-SL - 139 and RD-A - 140 (Fig. 7) is also transmitted to the control panel and light indication - 116 ( Fig. 8). These signals record an insufficient level of pressure p _a in the accumulator and pressure p _c backwater in the drain line of the hydraulic system. A signal u ₇ equal to one causes a light signal about a malfunction of the hydraulic system.

The control panel and light indication - 116 (Fig. 8) is equipped with four buttons for manual control (Fig. 14).

The K _py0 button is designed to connect a voltage of 24 volts and enable the automatic transmission system differentials in the automatic control system.

_{Using the} K _py1 button, the general unlocking mode of all transmission differentials is activated. When it is turned on, the permanently open contact K _{1 of the} relay RE1 closes, the green indicator light L ₁ lights up and at the same time the above signal u _{1p for} switching on the general unlocking is transmitted to the computer with the solenoids of the spools of the hydraulic system (Fig. 13).

Button K _ru3 turns off the ACS mode by transverse stabilization of the movement of the ATS with the drive off the rear drive axle. When it is turned on, the permanently open contact K _{3 of the} RE3 relay closes, the green light indicator L ₃ lights up, and at the same time, the signal u _3p is transmitted to the ECU by the solenoids of the hydraulic system, which, as already mentioned above, together with signal u ₆ from the rear master drive shutdown sensor bridge generates a signal u _11p enable unlocking the rear MCD.

To manually enable the lateral stabilization mode, the K _py5 button is _intended . The digital enable signal u _5p is transmitted to the ECU 107 lateral stabilization of movement (Fig. 12), where it is added to the signal u _{5a to} automatically turn on the specified mode. The total signal u ₅ , which controls the above RE5 relay, is transferred from this ECU to the control panel and light indication to the input of the RE50 relay with a permanently open contact K ₅₀ , closed when the signal is equal to one and turns on the green light indicator L _{5 of} the transverse stabilization mode.

The aforementioned digital signal u _{6 for} turning off the drive of the rear drive axle is also transmitted to the control panel and light display from the ECU - 106 of the lateral stabilization of movement, which is fed to the input of the RE60 relay with a permanently open contact K ₆₀ and, if equal to one, turns on the green light indicator L ₆ .

The two digital signals u ₄ and u ₇ (Fig. 12) of exceeding the permissible speed and malfunction of the hydraulic system for current conditions, respectively, are transmitted to the control and light indication panel from the ECU - 107. If equal to unity, these signals through RE4 and RE7 with constantly open contacts K ₄ and K ₇ provide the inclusion of red light indicators L ₄ and L ₇ .

The work of self-propelled guns with transmission differentials and distribution of torques between the wheels of the ATS under various driving conditions is as follows.

After starting the engine and turning on the K _ru0 button and with the other buttons off (K _ru1 , K _ru3 , K _py5 ) on the control panel (Fig. 14), the self-propelled guns are brought into operation. When starting, accelerating and rectilinear movement, the angular velocity ω _α of the ATC turn, as well as the input signals ε _V0 , ε _V1 , ε _V2, are equal to zero. In this case, the solenoids of the reverse spools are 70, 71, 72 (with the steering wheels in neutral and the forward gear is engaged) and the spools 82, 83, 84 are switched off of the hydraulic machines. In this case, the output cavities of the hydraulic machines are connected to the inputs of the corresponding throttle flow controllers (Fig. 7). When the drive of the rear driving axle is turned on, both sections - 27, 28 of the split differential shaft of the differential mode MOD in the transfer case are connected by a movable carriage - 39 of the gear coupling (Fig. 1, 2). At zero input control signals, throttle flow controllers - 76, 77, 78 lock the highways - 64, 66, 68 and the output cavities of the hydraulic machines - 38, 62, 63 (Fig. 7) block the differential communication shafts - 55 front and rear MKD and a split shaft differential communication MOD.

With the rear axle drive turned off and the sections 27 and 28 of the differential differential connection split shaft MOD (Fig. 2) disconnected, the RE6 relay is switched on by the signal of the sensor z ₃ , the contact K _{63 is} open, and the signal input ε _V0 to the ATS circuit of the hydraulic machine - 38 is closed (Fig. 2). 12). In this case, it blocks the front section - 27 of the split shaft and, when the sun gear is inhibited - 26 of the front planetary gear - 19, and ensures the transmission of the front axle that rotates to the drive. In rectilinear motion, as in the previous case, the front and rear MCD are blocked. In this case, the rear wheels rotate synchronously in the driven mode.

ACS, depending on the speed of movement, operates in two modes: in urban traffic with limited speed - the initial mode, and in high-speed traffic on the highway - the lateral stabilization mode, which turns on automatically, but if necessary, can be turned on at a low speed manual button K _py5 on the control panel (Fig. 14).

The driver turns the steered wheels when the ATS leaves the rectilinear movement smoothly and during the time of the wheels turning, a signal ε _θ proportional to the wheel turning speed is transmitted to the front and rear MKD ATS circuits. It accelerates the inclusion of throttle flow controllers - 77 and 78, which begin to pass the working fluid and provide rotation of the hydraulic machines - 62 and 63 in the driven mode under the influence of the torque difference between the inner and outer wheels. ATS rotation begins and the input of control signals ε _V0 , ε _V1 , ε _V2 , proportional to the angular velocity of rotation of the ATS ω _α into the ATS MOD and both MCD circuits, begins. The flow capacity of the throttle flow controllers increases, the pressure drop between the output and input cavities of the hydraulic machines decreases while their rotation is accelerated. When driving at a limited speed (in the initial ACS operating mode) and when the manual button K _{py5 is off, the} additional input signals Δε _ψ0 , Δε _ψ1 , Δε _{ψ2 of} the transverse stabilization mode are not transmitted to the ATS circuits. When the pressure drops decrease to the above boundary value δр _{n, the} spools 82, 83, 84 (Fig. 7) automatically switch the hydraulic machines to the driving mode of the motor. In this case, the outlet cavities of the hydraulic machines are connected to the drain line - 85 of the hydraulic system, and the inlet cavities through the throttle flow regulators - 76, 77, 78 - to the discharge line - 86. At the first moment, as a result of this switching, the pressure differential between the outlet and inlet cavities of the hydraulic machines changes the sign also drops to zero, but with a continued increase in the angular velocity of rotation of the ATS and an increasing flow of working fluid from the discharge line - 86 through the throttle flow regulators, the differential pressure naet increase. As a result of the reduction of the errors ε _δ0 , ε _δ1 , ε _{δ2 of} tracking to the minimum value (static errors of the ATS), the transition processes are completed. The capacity of the throttle flow controllers and the rotation speed of the hydraulic machines at this moment are independent of the difference in the torques at the output links of the MOD and MKD and are determined only by the speed and curvature of the motion path. At the same time, due to the indicated underestimated value of the estimated speed of the movement and the error of the accelerometers and gyroscope, the established values of the relative difference in the frequency of rotation of the outer and inner wheels and the relative difference of the average values of the frequency of rotation of the front and rear wheels will be slightly overestimated relative to the theoretical values from the condition of compensation of the path difference wheels when moving along trajectories of different curvatures.

If the rolling resistance coefficients of the outer m inner wheels are not the same, either a moment of resistance to the rotation of the ATS or an additional turning moment occurs. In the first case, the ATS rotation begins with an increased pressure drop between the outlet and inlet cavities of the hydraulic machines, and by the time the transition process in the circuits of the ATS of the hydraulic machines is completed, this pressure drop does not decrease to the above boundary value δр _н . In this case, the steady-state value of the hydraulic machine rotation speed is achieved in their slave operation mode and the spools 82, 83, 84 keep the off position (Fig. 7). In the second case, the rotation of the ATS begins at a lower specified pressure drop and the transition process in the circuits of the ATS of the hydraulic machines ends after switching the spools - 82, 83, 84 and transferring the operation of the hydraulic machines to the driving mode of the motor.

Extreme driving conditions occur when the coefficient of adhesion of either the outer or inner wheels is excessively low, such as, for example, if there is an ice crust on the road surface under the left wheels and if it is not under the right wheels of the vehicle. When the ATE exits from the rectilinear movement and enters the left turn, the transient in the circuits of the hydraulic machines ends in the slave operation mode of the hydraulic machines (pump mode) due to an increase in the pressure drop between the output and input cavities of the hydraulic machines when unloading the outer wheels. The acceleration of rotation of the external unloaded wheels and the deceleration of the internal ones is limited by the throughput of the throttle flow controllers specified in the process of regulation. Upon entering the right turn due to unloading of the internal wheels and a drop in the specified pressure drop, the spools - 82, 83, 84 are turned on and the hydraulic machines are switched to the driving mode of the motor. The throughput of the throttle flow controllers specified in the control process prevents the possibility of reducing the speed of the hydraulic machines and the speed of the outer more loaded wheels and the acceleration of the inner ones.

When the vehicle is moving on the highway and exceeding the recommended speed on circular sections of the trajectory, centripetal acceleration can exceed the value of 0.2 g by 1.5 to two times one and a half to two times that recommended by SNIP 2.05.02-85. In this case, the difference in either the rolling resistance coefficients or the weight load of the outer and inner wheels can cause an excessive momentum deflecting the ATS from a given trajectory, and a corresponding redistribution of the lateral load of the front and rear axles of the wheels and their angles. If their average value exceeds a predetermined boundary value, the control of the ratio, and therefore the relative difference, the angles of the lateral withdrawal of the front and rear axles of the wheels, is automatically turned on. If the magnitude of this difference does not go beyond 3% ... 10%, all three ATS circuits continue to function in the initial mode. And when it decreases below 3% or an increase in excess of 10%, the lateral stabilization mode starts to operate, and additional analog input signals Δε _ψ1 or Δε _{ψ2 of} control are formed in the ECU by this mode, respectively, to change the speed of the hydraulic machines. When the rear drive axle drive is turned on, the signal Δε _ψ1 <0 enters the ATS of the hydraulic machines - 62 and 38 (front MKD and MOD), if the difference in the indicated lateral angles is less than 3%, and the signal Δε _ψ2 > 0 enters the ATS of the hydraulic machines - 63 and 38 (back MKD and MOD), if it is above 10%. When the rear axle drive is turned off through the RE6 relay, controlled by the sensor - 123 (Fig. 12), each of these signals enters only the ATS of the hydraulic machine - 63 of the rear MKD. These additional signals are summed in the corresponding circuits with the main input signals, either ε _V1 and ε _V0 or ε _V2 and ε _V0 with all-wheel drive and with the signal ε _V2 when the rear drive axle is turned off.

In the case of neutral or excessive understeer at Δε _ψ1 <0, the total signal ε _Σ1 at the input of the ECU of the throttle flow controller - 77 decreases, causing a decrease in the difference in the frequency of rotation of the outer and inner front wheels and the corresponding difference in their torques, until the difference in the indicated angles of lateral withdrawal increases until 3%. In this case, the hydraulic machine - 62 front MKD works in the slave mode of the pump.

If the difference between the indicated lateral angle angles exceeds 10% and Δε _ψ2 > 0, the total signal ε _Σ2 at the input of the throttle flow regulator ECU - 78 increases, causing an increase in the difference in the frequency of rotation of the outer and inner rear wheels and the corresponding difference in their torques, while the indicated the difference will not decrease to 10%. In this case, the hydraulic machine - 63 rear MKD works in the leading mode of the motor.

In the ATS circuit of the MOD hydraulic machine, in the first case, the reduction of the total signal ε _Σ0 causes a decrease in the difference in the average values of the front wheel speed and the corresponding traction unloading of the adjustable front and traction load of the rear drive axle, and in the second, an increase in ε _Σ0 and the corresponding difference in the average speed front and rear wheels causes traction unloading adjustable rear and traction loading of the front drive axle. Such a redistribution of the traction load of the driving axles ensures more efficient operation of the MKD hydraulic machines.

With rectilinear movement and the rear drive axle drive turned off, the rear wheels move in the driven mode and their differential cross-wheel connection via the shaft - 55 (Fig. 1, 4) is blocked by a braked hydraulic machine - 63. When the ATS is rotated, its speed in the initial operating mode of the ACS is regulated in the same way as the hydraulic machine - 62 front MKD. When the regime of lateral stabilization of movement is on, the analog signals Δε _ψ1 and Δε _ψ2 , as was indicated, enter only the circuit of the ATS - 114 hydraulic machines - 63 of the rear MCD (Fig. 11). The process of controlling the hydraulic machine - 63 in the case of insufficient understeer of the ATS and the formation of a signal Δε _ψ2 > 0 proceeds the same way as with a full drive of the ATS. Hydraulic machine - 63, operating in the driving mode of the motor, due to the pressure of the working fluid supplied from the accumulator, increasing the speed of the outer rear wheel and lowering the speed of the inner one, creates active torque on the outer wheel and increases the drag moment of the inner rear wheel. In the case of neutral or oversteer and the formation of the signal Δε _ψ1 , the total control signal ε _Σ2 decreases at the input of the ECU of the throttle flow regulator - 78 and the speed of the hydraulic machine - 63 of the rear MCD operating in the driven mode of the pump. Hydraulic machine - 63 due to the decelerating internal rear wheel, redistributes the moments of rolling resistance of the rear wheels with a change in its sign at the outer wheel and increasing it on the inner wheel. And thus, in both cases, moments are created from the difference in longitudinal reactions in the contact of the rear driven wheels with the roadway, redistributing the lateral load between the front and rear wheels. In the first case, the difference in the angles of the side drive of the front and rear wheels increases to 3%, and in the second it decreases to 10%. The ATS circuit of the MKD hydraulic drive of the front driving axle in both cases works in the initial mode of self-propelled guns.

In urban traffic with minimal rolling resistance and limited speed, lateral stabilization mode is not relevant. In this case, it is advisable not only to turn off the rear wheel drive, but also turn off this mode in the ATS circuit of the rear MKD hydraulic machine by unlocking it. This is done by the manual button K _ru3 on the control panel (Fig. 14). In this case, the signal of this inclusion u _3p , transmitted to the computer by the solenoids of the hydraulic spools, is equal to unity and is summed with the signal u ₆ of the rear axle drive shutdown sensor. Provided that the unity of these two signals is equal, the relay RE12 is switched on, the contacts of which are opened. Spool unlock - 99 connects the input and output cavities of the hydraulic rear axle. In this case, the ATS circuit of the hydraulic machine - 62 front MKD works in the initial mode.

In such traffic conditions, you can turn on the mode of the complete unlocking of hydraulic machines using the K _ru1 button on the control panel (Fig. 14), both when the rear wheel drive is turned off and when it is turned on. In both cases, MKD and MOD due to mechanical friction losses in hydraulic machines work like differentials with internal friction.

The mode of full unlocking of hydraulic machines is also activated automatically when the ATS is braked by a sensor signal - 132 brakes (Fig. 13) to combine the work of self-propelled guns with transmission differentials with the ABS system.

In case of emergency towing of the ATS and the engine idle, all control solenoids of the spools are de-energized, while the input and output cavities of the hydraulic machines are connected by spools - 97, 98, 99 (Fig. 7) to each other and the hydraulic machines are unlocked.

Thus, the proposed mechanical transmission with interaxle and interwheel differential mechanisms, each of which contains two single-row planetary gears and a differential coupling shaft, kinematically connected to their sun gears by a pair of reduction gears with external gearing and multidirectional rotation due to the spurious gear and the same gear ratio providing either differential coupling of output links with free rotation, or an adjustable frequency difference the output links during the indirect movement of the ATS, due to the automatically controlled drive of the indicated shafts of differential mechanisms from the volumetric reversible hydraulic machines, it provides a distribution of torques between the wheels of the ATS, in which either the difference in the path traveled by the wheels of the ATS is compensated with different trajectories, or a stabilizing difference is formed torques of the outer and inner wheels, limiting the change in the ratio of the angles of lateral withdrawal of the front and rear axles of the wheels annym range. This improves maneuverability, automatic telephone exchange and allows to increase its maneuverability and efficiency in difficult road conditions, as well as to improve controllability and increase traffic safety during high-speed traffic. As a result, the efficiency of the PBX operation is increased both in the conditions of the city and in the countryside. When equipping automatic telephone exchanges with all-terrain tires and additional tuning of the ACS computing unit, it can be effectively used in off-road conditions.

The practical implementation of the proposed differential mechanisms and self-propelled guns is possible on the basis of commercially available gerotor or gerroller type hydraulic machines and electrically controlled hydraulic equipment.

Information sources.

1. Ivanov V.A. et al. A method for controlling a vehicle’s transmission. RU Patent 2340472 C2, dated October 18, 2006.

2. Kotovich S.V. Differential mechanism for driving wheels or axles of a vehicle. RU Patent 2520224 C1, dated December 13, 2012.

3. Mileshkin K. //www.zr.ru/content/articles/335779-electronika_v polnom_privode_naprazhhennije_4_4 / Electronics in all-wheel drive: voltage 4 × 4.

4. Lyalin A.P. Differential drive axle of a vehicle. RU Patent 2594269 C1, dated 06/18/2015.

5. Photographers V.K. Managed cross-axle (center) differential. RU Patent 2376515 C2, dated 08.20.2007.

Claims (10)

1. Mechanical transmission with automatic control system (ACS) of the distribution of torque between the wheels of the ATS (4x4) with a switchable drive of one of the drive axles, equipped with a gear differential interaxle (MOD) mechanism in a transfer case with a mechanism for disabling the rear axle drive and interwheels (MKD) in the main gearboxes of the drive axles, with mechanisms with adjustable differential coupling of the driven links due to the drive of the control links from an external energy source with the same and automatically regulated variable frequency of multidirectional rotation, containing sensors of wheel speed, steering angle of front steering wheels, vehicle steering angle, reverse gear and reverse gear transmission, two-component accelerometers located above the center points of the front and rear axles of the wheels, and a computing unit for processing their analog signals , as well as the corresponding electronic control units and control panel and light indication, characterized in that in order to increase maneuverability, maneuverability and eco For ATC in difficult road conditions and lateral stabilization of non-linear at elevated speeds under normal road conditions, each of these differential mechanisms contains two single-row planetary gears, driven by which are driven by MKD and ring gears by MOD, and control gears are sun gears, and differential coupling shaft kinematically connected to the last pair of gear reduction gears with external gearing and multidirectional due to the parasitic pole by rotation with the same gear ratio, the shank of which is connected to the shaft of a reversible volumetric hydraulic machine, for example, a gerotor or a gerroller type, operating depending on the direction of the torque difference on the driven links of planetary mechanisms either in the driven mode of the pump or in the driving mode of the motor, the output cavities of the hydraulic machines of the indicated differential mechanisms in the first case and the input cavities of the hydraulic machines in the second case are connected to electrically controlled throttle regulators flow controllers, which are the actuators of the aforementioned self-propelled guns containing a hydraulic system with a pressure source, electrically-controlled spools and pressure sensors, which, in the case of indirect movement of the automatic telephone exchange, provides individual automatic control of the flow rate of the working fluid through each of the specified flow controllers and, accordingly, the speed of these hydraulic machines and the difference in the rotation frequencies of the driven links of differential mechanisms in two operating modes: initial mode compensation for the difference in the path traveled by the outer and inner, front and rear drive wheels with unequal trajectories when turning the ATS and in the mode of lateral stabilization of the ATS automatically switched on with an increased average value of the side axle angle of the wheels, limiting the predetermined range of the ratio of the angles of the side of the front and rear the rear axles of the wheels by forming a compensating difference in the torques of the outer and inner wheels with all-wheel drive by often reducing you rotate the hydraulic motors of the front MKD and MOD working in the driven mode of the pump in the case of oversteer and by increasing the speed of the hydraulic machines of the MOD and rear MKD working in the main mode of the motor from the pressure source of the hydraulic system, in case of understeer, and with the drive turned off the rear drive axle in similar cases due to a decrease or increase in the speed of rotation of only the hydraulic motor of the rear MCD, respectively. 2. The mechanical transmission according to claim 1, characterized in that the MOD differential shaft specified in Clause 1, located in the transfer case, is split, consisting of two sections, the front of which is mounted on two bearing bearings and connected to the MOD hydraulic machine, and on the inner shanks of the sections there is a toothed coupling with a movable carriage for manually disconnecting these sections, the corresponding movement of which is detected by the rear axle drive shutdown sensor. 3. The mechanical transmission according to claim 1, characterized in that a hydraulic accumulator with an automatic charging valve, which is carried out from a hydraulic pump with a constant working volume, for example, a gear type, restricting the change in working pressure in the discharge line, is used as the pressure source of the hydraulic system specified in paragraph 1 within 15 ... 20%, and the drain line of the hydraulic system is equipped with a backup valve that maintains an overpressure of 2 ... 3 MPa in it, and is connected through the intake check valves and with both working cavities of hydraulic machines; in this case, the output cavity of each hydraulic machine is connected via a two-position four-way spool of reverse rotation of the hydraulic machine to a similar spool for switching the operating mode either to the inlet of the throttle flow regulator in pump mode or to the drain line in the motor mode or by means of the two-position two-way spool for unlocking differential connections - to the input cavity of the hydraulic machine, constantly associated, in addition, with the output from the throttle flow regulator, the input of which in motor mode is connected to netatelnoy highway. 4. Mechanical transmission according to paragraphs. 1 and 2, characterized in that the computing unit determines the radii of the trajectories of the central points of the front and rear axles of the wheels according to the data specified in paragraph 1 of the sensor of the angular velocity of rotation of the ATS and the calculated value of the peripheral velocity of the pole of rotation, determined at fixed values of the speed loss coefficient δ _p equal to the limiting value of this coefficient, corresponding to the beginning of sliding of the tire tread in contact with the roadway, with an accelerated rotation of the steered wheels, and zero when replaced continuous rotation, and based on these parameters, approximate values of the relative value ε _{V0 of the} difference in the length of the trajectories of the central points of the axles of the wheels, the relative value of ε _{V1 of the} difference in the length of the trajectories of the outer and inner front wheels and the similar parameter ε _V2 for the rear wheels are determined, as well as the parameter ε _θ equal to the product of the time derivative of the absolute value of the current value of the estimated steering angle of the steered wheels and a discrete signal equal to unity for a positive value the value of this derivative and zero at a negative value, according to the data of two-component accelerometers indicated in paragraph 1, the current values of the lateral drive angles of the front and rear axles of the wheels and their ratio ε _{ψ are} calculated, based on which the difference in the average angle value is determined in the electronic control unit for lateral stabilization of movement lateral withdrawal and its predetermined boundary value, which is converted into a digital signal u _5a and as a result of its logical addition to the signal u _5p from the manual button for switching on the pop-up mode river stabilization of movement on the control panel, the total digital signal u _{5 by} switching on the relay with a constantly open contact ensures the transfer of the current value ε _ψ to the comparison links with the lower threshold values for excluding neutral understeer and the upper ones for minimizing understeer threshold values ε _ψlimH and ε _ψlimB respectively, and by multiplying respective values of the difference Δε _ψH and Δε _ψB with discrete signals S _ψH and S _ψB, equal to one, when Δε _ψH <0 and Δε _ψ> 0, respectively, -retarded, defined analog values Δε _ψ1 and Δε _ψ2 disorders of the lower and upper predetermined threshold values, as well as their amounts Δε _ψ0; the electronic control unit for lateral stabilization of movement is equipped with a relay controlled from the sensor for turning off the drive of the rear driving axle according to signal u ₆ , if it is equal to zero, the current values of the specified parameters ε _V0 , Δε _ψ2 , Δε _ψ1 through constantly closed contacts and Δε _ψ0 via a switchable relay contact, and ε _V1 , ε _V2 and ε _θ - are directly transmitted as input control signals to the electronic control unit for the speed of hydraulic machines. 5. Mechanical transmission according to paragraphs. 1 and 4, characterized in that the electronic block for controlling the speed of the hydraulic machines specified in paragraph 4 contains three closed-loop servo-type circuits of the automatic control system (ATS) of the MOD hydraulic machines, front and rear MKD, in which, as negative feedback signals from the computing unit transmitted current relative value ε _ω0 average speed difference of the front and rear wheels, a difference ε _ω1 frequency of rotation of the outer and inner front wheels and the difference ε _ω2 frequency of rotation of the outer and vnut ennego rear wheels, respectively, and are indicated in claim 4 input control signals to the SAR circuits are formed aggregate input control signals: when the drive rear axle: for MOD _{- ε Σ0 = ε V0 + K} ψ0 * Δε ψ0, for front... MCD - ε _Σ1 . = Ε _V1 + K _θ1 * ε _θ + K _ψ1 . * Δε _ψ1 , for the rear MCD - ε _Σ2 . = Ε _V2 + K _θ2 * ε _θ + K _ψ2 . * Δε _ψ2 and with the rear drive off drive axle: for the front MCD - ε _Σ1 . = ε _V1 + K _θ1 * εθ and for the rear MCD - ε _Σ2 . = ε _V2 + K _θ2 * ε _θ + K _ψ2 . * Δε _ψ0 , which change in accordance with the change in speed and trajectories of the automatic telephone exchange in the initial mode Job SAR circuits in accordance with the compensated error Δε _ψ1 <0 and Δε _ψ2> 0 regulation mode of transverse motion stabilization PBX, wherein the difference of total input signals and feedback signals in the two SAD operation modes - the error signals ε _δ0, ε _δ1 , ε _δ2 tracking after adjustment in the isodromic links are fed to the inputs of the corresponding electronic control units throttle flow controllers. 6. Mechanical transmission according to paragraphs. 1 and 3, characterized in that the control of the spools for switching the operating mode of the hydraulic machines specified in clause 3 is individual and automatic and is provided by digital signals u ₂₀ , u ₂₁ , u ₂₂ , which are generated in the electronic control unit of the solenoids of the spools of the hydraulic system by logical multiplication of a digital signal S _ω, resulting in conversion relay link analog value of the time derivative of the magnitude of the angular rotation velocity PBX equal to unity for the positive value of roizvodnoy and digital signals _{S p0, S p1, S p2} , obtained by the conversion in the relay links is determined in the computing unit according to the pressure differential analog values of pressure sensors between the outlet and inlet cavities hydraulic and equal to unity for reducing these values to a predetermined threshold value δр _n corresponding to pressure losses on the control valve of the throttle flow regulator at the maximum idle speed of the hydraulic machine in pump mode when turning the ATC with a minimum radius, in in the case of transferring the operation of the hydraulic machine from the driven mode of the pump to the leading mode of the motor and with the equality of this differential pressure to zero at the minimum idle speed of the hydraulic machine in motor mode in the case of the reverse transfer of its work to the driven mode of the pump. 7. Mechanical transmission according to paragraphs. 1 and 3, characterized in that the automatic control of the reverse spools indicated in paragraph 3, the solenoids of which are turned off during the forward movement of the automatic telephone exchange, is provided by two relays with permanently open contacts and the corresponding digital signal u ₀₀ of the reverse gear enable sensor for the MOD hydraulic machine and a digital signal u ₀₁ obtained in the electronic control unit of the solenoids of the hydraulic system as a result of logical multiplication of the logical sum of the signal of the specified sensor and the digital signal S _{θ1 of the} direction of rotation of the ATS, equal to zero, for example, when turning to the right and one when turning to the left, which is a conversion of a discrete signal S _θ from a two-position relay link of a computing unit, to the inverse of the logical product of these two digital signals, the first of which goes to the control valve of the hydraulic machine reverse valve MOD, and the second - in the control relay spool reverse hydraulic machines front and rear MKD. 8. Mechanical transmission according to paragraphs. 1, 3 and 4, characterized in that the control of the spools of unlocking indicated in paragraph 3, when the solenoids are turned off, the hydraulic machines are unlocked, is provided by two relays with permanently closed contacts, one of which is supplied with a digital signal u ₁₁ , which controls the unlocking of the MOD and front hydraulic machines MKD and which is the logical sum of the signal from the manual unlock enable button on the control panel and the light indication and the brake sensor signal, and to the input of the second, which controls the unlocking of the rear hydraulic machine MCD, the relay receives a digital signal u ₁₂ , which is the logical sum of the signal u ₁₁ and the digital signal u ₁₁ - the logical product of the signal u _3p from the manual button to turn off the transverse stabilization mode when the rear drive axle drive is off on the control panel and light indication and specified in p .4 digital signal u ₆ from the rear axle drive shutdown sensor. 9. The mechanical transmission according to claim 1, characterized in that in the electronic control unit for stabilizing the transverse movement, the differences between the maximum permissible and the current values of the angles of the lateral drive of the front and rear axles calculated in the computing unit are determined, and these two analog parameters are converted by digital relay links signals equal to zero for positive values of these parameters, the logical sum of which is a digital signal u ₄ is transmitted to the control panel and light indication, causing the red light to turn on the total indicator of excess of the speed admissible for the given conditions. 10. Mechanical transmission according to paragraphs. 1 and 3, characterized in that the hydraulic system is equipped with a pressure switch installed in the discharge and drain lines and fixing the decrease below a predetermined level of the battery charging pressure in the discharge line and the back pressure in the drain line, the logical sum of the digital signals of which is a digital signal u ₇ is transmitted on the control panel and light indication, causing the inclusion of a red light indicator of a malfunction of the hydraulic system.

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