KR20230093667A - auxiliary engine diagnostic measurement system for vacuum cleaning vehicles - Google Patents

Abstract

To improve inspection convenience, the present invention provides an auxiliary engine diagnostic measurement system for a vacuum cleaning vehicle, which comprises: an auxiliary engine unit which is provided independently from a main engine provided to drive the vacuum cleaning vehicle and is positioned on one side of the vehicle; a vacuum suction unit which is connected to the auxiliary engine unit to drive, and is provided to vacuum suck foreign materials; a power transmission unit which includes a fluid coupling part connected between the auxiliary engine unit and the vacuum suction unit to transmit the driving force from the auxiliary engine to the vacuum suction unit; a diagnostic sensor unit which is provided on the fluid coupling part, and includes an RPM sensor measuring the revolutions per minute of the fluid coupling part to generate a corresponding rotational signal, and a vibration sensor measuring the intensity of vibration occurring in the fluid coupling part to generate a vibration signal; a control unit which is circuit-connected to the diagnostic sensor unit, wherein the effective operational range of the rotational and vibration signals are individually set; a data storage unit which is circuit-connected to the control unit, and in which the rotational and vibration signals received from the diagnostic sensor unit are stored in real-time, and the effective operational ranges set by the control unit are also stored; and a monitoring unit which is circuit-connected to the control unit and positioned in the driver's seat of the vacuum cleaning vehicle, and displays the rotational and vibration signals. Therefore, the auxiliary engine diagnostic measurement system can reduce vibration originating from the fluid coupling part and minimize power transmission loss.

Description

Auxiliary engine diagnostic measurement system for vacuum cleaning vehicles}

The present invention relates to an auxiliary engine diagnosis and measurement system for a vacuum cleaning vehicle, and more particularly, to an auxiliary engine diagnosis and measurement system for a vacuum cleaning vehicle with improved inspection convenience.

In general, when cleaning the road surface garbage on the road, not only many difficulties followed due to the number of vehicles driving on the road, but also very dangerous, and there was a problem that the efficiency of cleaning was remarkably lowered.

Therefore, in recent years, a road sweeping vehicle exclusively for roads has been proposed and used to automatically suck in and collect garbage on the road surface while driving the road using the road sweeping vehicle.

Meanwhile, FIG. 1 is an exemplary view showing a conventional vacuum cleaning vehicle.

As shown in FIG. 1, the road sweeper 1 is equipped with a blower 3 connected to and operated by a separate auxiliary engine 2 at the rear and a hopper 4 to suck in and collect garbage, and the road sweeper 1 A suction mouse 6 may be mounted on the side of the hopper 4 and connected to the suction duct 5 to suction and collect garbage on the road.

In addition, a side brush 7 may be formed in front of the suction mouse 6 so as to sweep the garbage on the road while being rotated and driven by the power of the motor and guide it toward the suction mouse 6, and installed on the bottom in the direction of the vehicle width. A cylindrical central brush may be formed to sweep the garbage on the road surface on which the vehicle travels toward the suction mice 6 on both sides.

Therefore, while the blower 3 is operated by the auxiliary engine 2 mounted on the road sweeper 1 to clean the road, the air in the hopper 4 is sucked in and discharged to the outside, so that the inside of the hopper 4 At the same time, strong vacuum pressure is generated, and road waste can be sucked into and collected into the hopper 4 through the suction mouse 6 and the suction duct 5 by the vacuum pressure.

As such, the road sweeping vehicle 1 may be configured to drive the blower 3 by mounting a separate auxiliary engine 2 for cleaning on the loading platform separately from the main engine so as to drive the vehicle.

Here, in the conventional configuration of the auxiliary engine 2, the flywheel 8 is connected as a belt to a pulley connected to the rotational shaft of the blower 3, and the pulley includes a hydraulic pump, a compressor, etc. to provide power necessary for the cleaning system. Auxiliary machines can be connected by belts. In addition, a clutch capable of arbitrarily switching and regulating power may be provided in a power transmission process between the auxiliary engine 2 and the blower 3 .

However, in the prior art, when power is transmitted from the auxiliary engine 2 to the blower 3, there is a problem in that shock and vibration occur due to the characteristics of the power transmission method, and there is a concern that a breakdown or fire may occur due to an overload of the power transmission area. .

That is, in the prior art, when the power and vibration intensity are out of the proper range when the power is transmitted from the auxiliary engine 2 to the blower 3, there is no special means for the manager to detect it, so unexpected maintenance is performed in consideration of the external environment Therefore, there was a problem that not only maintenance costs were incurred in case of sudden maintenance, but also the work efficiency was remarkably lowered.

Korean Patent Registration No. 10-0416240

In order to solve the above problems, an object of the present invention is to provide an auxiliary engine diagnosis and measurement system for a vacuum cleaning vehicle with improved inspection convenience.

In order to solve the above problems, the present invention provides an auxiliary engine unit provided independently of a main engine provided for driving of the vacuum cleaning vehicle and disposed on one side of the vacuum cleaning vehicle; a vacuum suction unit driven and connected to the auxiliary engine unit to vacuum foreign substances; a power transmission unit including a fluid coupling unit connected between the auxiliary engine unit and the vacuum suction unit to transmit driving force of the auxiliary engine unit to the vacuum suction unit; An RPM sensor provided in the fluid coupling part measures the number of revolutions per minute of the fluid coupling part and generates a rotation signal corresponding to the number of revolutions per minute, and generates a vibration signal by measuring the intensity of vibration generated in the fluid coupling part Diagnostic sensor unit including a vibration sensor to; a control unit connected to the diagnostic sensor unit by a circuit and individually setting effective driving ranges of the rotation signal and the vibration signal; a data storage unit circuit connected to the control unit, storing the rotation signal and the vibration signal received from the diagnostic sensor unit in real time, and storing an effective driving range of the rotation signal and the vibration signal set in the control unit; and a monitoring unit that is circuit-connected to the control unit and disposed in a driver's seat of the vacuum cleaning vehicle to display the rotation signal and the vibration signal.

Here, the control unit compares and determines the rotation signal and the vibration signal measured by the diagnostic sensor unit and the effective driving range of the rotation signal and the vibration signal pre-stored in the data storage unit, respectively, Preferably, when the vibration signal exceeds the effective driving range or is less than the effective driving range, an emergency notification signal including an abnormal rotation signal and an abnormal vibration signal is transmitted to the monitoring unit.

And, the power transmission unit further includes a flow rate adjusting means provided to variably adjust the opening degree of the flow path formed inside the fluid coupling unit and connected to the control unit in a circuit to be driven and controlled, wherein the control unit controls the rotation signal and the vibration signal. When the effective driving range is exceeded for a predetermined time, a flow path expansion signal is transmitted to the flow control means, and when the rotation signal and the vibration signal are less than the effective driving range for a predetermined time, a flow path reduction signal is sent to the flow control means It is preferable to transmit.

At this time, an electromagnetic clutch provided between the auxiliary engine unit and the vacuum suction unit for selectively switching and regulating power transmission is further provided, and the control unit measures the vibration signal exceeding the effective driving range of the vibration signal. In this case, a power cutoff signal is firstly transmitted to the clutch during a first predetermined period, and a power connection signal is secondarily transmitted to the clutch during a second predetermined period after the first period has elapsed, and the first period and Preferably, the power cutoff signal and the power connection signal are alternately transmitted every second period.

The diagnostic sensor unit further includes a temperature sensor that measures the temperature inside the fluid coupling unit and generates a temperature signal, and the control unit sets an effective driving range of the temperature signal. The set effective driving range of the temperature signal is stored, the temperature signal is displayed in the monitoring unit, and the control unit generates a temperature anomaly signal to the monitoring unit when the temperature signal exceeds the effective driving range or is less than the effective driving range. and transmits a normal temperature signal to the monitoring unit when the temperature signal is within the effective driving range.

Through the above solution, the present invention provides the following effects.

First, when the rotation signal for the number of revolutions per minute of the fluid coupling part and the vibration signal for the intensity of vibration generated in the fluid coupling part deviate from the preset effective driving range, an emergency notification signal is displayed on the monitoring unit, so that the user can make an emergency. It is possible to immediately check the situation and take emergency measures to prevent serious secondary damage in advance.

Second, if the rotation signal and vibration signal exceed/below the effective driving range for a preset time, the flow rate control unit transmits a flow path expansion signal/flow path reduction signal to automatically and variably control the amount of power transmission transmitted from the auxiliary engine unit to the vacuum suction unit. Failure and fire due to overload of the power transmission unit can be prevented in advance, and the safety of use can be significantly improved.

Third, when the vibration signal exceeds the effective driving range, the control unit firstly transmits a power cutoff signal to the clutch during the first preset period, and secondly transmits the power connection signal to the clutch during the preset second cycle after the first cycle has elapsed. Vibration generated in the fluid coupling unit can be reduced while minimizing power transmission loss by repeatedly and alternately transmitting the power transmission.

1 is an exemplary view showing a conventional vacuum cleaning vehicle;
2 is an exemplary view showing an auxiliary engine diagnostic measurement system for a vacuum cleaning vehicle according to an embodiment of the present invention.
3 is a block diagram showing an auxiliary engine diagnosis and measurement system for a vacuum cleaning vehicle according to an embodiment of the present invention.
4, 5, and 6 are flowcharts illustrating a diagnostic measurement process in the auxiliary engine diagnostic measurement system for a vacuum cleaning vehicle according to an embodiment of the present invention.

Hereinafter, an auxiliary engine diagnosis and measurement system for a vacuum cleaning vehicle according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

2 is an exemplary view showing an auxiliary engine diagnostic measurement system for a vacuum cleaning vehicle according to an embodiment of the present invention, and FIG. 3 is a block diagram showing an auxiliary engine diagnostic measurement system for a vacuum cleaning vehicle according to an embodiment of the present invention. 4, 5, and 6 are flowcharts illustrating a diagnostic measurement process in the auxiliary engine diagnostic measurement system for a vacuum cleaning vehicle according to an embodiment of the present invention.

2 to 6, the auxiliary engine diagnosis and measurement system 100 for a vacuum cleaning vehicle according to an embodiment of the present invention includes an auxiliary engine unit 10, a vacuum suction unit 20, and a power transmission unit 30. , It includes a diagnostic sensor unit 40, a control unit 50, a data storage unit 60 and a monitoring unit 70.

Here, it is preferable that the auxiliary engine unit 10 is provided independently of a main engine (not shown) connected to wheels provided for running of the vacuum cleaning vehicle and disposed on one side of the vacuum cleaning vehicle. And, it is preferable that the vacuum suction unit 20 includes a motor, a pump, etc. so as to be drive-connected to the auxiliary engine unit 10 to vacuum foreign substances.

For example, the vacuum cleaning vehicle is provided as a cargo vehicle and removes the auxiliary engine unit 10 and the vacuum suction unit 20 operated by being driven and connected to the auxiliary engine unit 10 and the garbage on a mounting unit provided behind the driver's seat. A hopper (not shown) is mounted to suction and collect, and a suction mouse (not shown) is mounted on the side of the vacuum cleaning vehicle to suction and collect garbage on the road while being connected to the hopper (not shown) and a suction duct (not shown). can Accordingly, when a road is to be cleaned, the vacuum suction unit 20 is operated by the auxiliary engine unit 10 mounted on the road sweeper 1 to suck air in the hopper (not shown) and discharge it to the outside. , Strong vacuum pressure is generated inside the hopper (not shown), and at the same time, road waste is sucked into the hopper (not shown) and collected by the vacuum pressure through a suction mouse (not shown) and a suction duct (not shown). can As such, the vacuum cleaning vehicle may be configured to drive the vacuum suction unit 20 by mounting a separate auxiliary engine unit 10 for cleaning on the loading table separately from the main engine (not shown) so as to drive the vehicle. .

Meanwhile, referring to FIG. 2 , the power transmission unit 30 transmits the driving force of the auxiliary engine unit 10 to the vacuum suction unit 20 so that the auxiliary engine unit 10 and the vacuum suction unit 20 ) It is preferably provided, including a fluid coupling portion 31 connected between. At this time, the fluid coupling part 31 may be axially connected to the driving shaft of the auxiliary engine part 10 .

Here, the fluid coupling part 31 is a power transmission element that transmits the rotational force of the input shaft to the output shaft through a fluid medium. That is, the fluid coupling part 31 has the advantage of realizing smooth power transmission by absorbing shock and torsional vibration and causing a slip when overloaded due to the characteristics of a power transmission method using a fluid as a medium. The fluid coupling unit 31 is divided into a fixed speed ratio fluid coupling and a variable speed fluid coupling depending on whether or not the rotational speed of the output shaft compared to the rotational speed of the input shaft can be controlled under normal operating conditions.

At this time, the fixed speed ratio fluid coupling part usually refers to a general fluid coupling. When the rotational speed of the input shaft of the fluid coupling is constant, the output shaft may vary in slip amount depending on the amount of load, but the coupling usually rotates at a constant speed. says This fixed speed ratio fluid coupling part is a method in which the oil inside the fluid coupling part transfers torque from the turbine to the impeller with a flow force by centrifugal force according to the rotation of the fluid coupling part, and the rotational speed of the driven side is steady state operation. It becomes constant speed operation.

And, the variable speed fluid coupling part refers to a fluid coupling capable of controlling the rotational speed of the output shaft independently of the rotational speed of the input shaft by externally adjusting the amount of fluid inside the fluid coupling unit. The variable speed fluid coupling unit controls the amount of oil inside the turbine by taking out the oil inside the turbine to the outside by a scoop tube or a pump connected thereto, or supplying oil to the inside of the fluid coupling by an oil circulation pump. In this way, the amount of power transmission is determined by the changed amount of oil, and the speed change between the drive shaft and the driven shaft is actively implemented. At this time, the fluid amount control method of the variable speed fluid coupling unit is not limited to the above-described example.

In addition, the power transmission unit 30 may include a first pulley 33 power-connected to the driven shaft of the fluid coupling unit 31 . At this time, the first pulley 33 may be power-connected to the second pulley 21 provided on the rotating shaft of the vacuum suction unit 20 through a belt.

Accordingly, the driving force of the auxiliary engine unit 10 is sequentially transmitted to the fluid coupling unit 31, the first pulley 33, the belt, and the second pulley 21, and the vacuum suction unit 20 can be forwarded to

Of course, although not shown in the drawing, in some cases, a device such as a hydraulic pump or a compressor may be power-connected to the first pulley 33 in parallel with the second pulley 21 through a power distributor (not shown).

Furthermore, an electromagnetic clutch provided between the auxiliary engine unit 10 and the vacuum suction unit 20 to selectively switch and regulate power transmission between the auxiliary engine unit 10 and the vacuum suction unit 20 ( not shown) may be further provided.

Meanwhile, referring to FIGS. 2 and 3 , the diagnostic sensor unit 40 is provided in the fluid coupling unit 31 and measures the number of revolutions per minute (rpm) of the fluid coupling unit 31 to determine the number of revolutions per minute. It is preferable to include at least one RPM sensor 41 that generates a corresponding rotation signal and a vibration sensor 42 that generates a vibration signal by measuring the intensity of vibration generated from the fluid coupling part 31.

Here, at least one RPM sensor 41 is provided to measure the revolutions per minute of the driving shaft and the driven shaft of the fluid coupling unit 31, respectively, and is installed at the same position as the inner wall surface of the fluid coupling unit 31. It can be.

In addition, the vibration sensor 42 measures the intensity of vibration generated in the fluid coupling part 31 at a position adjacent to the driven shaft of the fluid coupling part 31 or the fluid coupling part 31 and the first It may be disposed between the pulleys 33.

And, it is preferable that the control unit 50 is circuit-connected to the diagnostic sensor unit 40 and provided so that effective driving ranges of the rotation signal and the vibration signal are individually set.

Here, the effective driving range refers to a range of rpm values set by a user when power is transmitted between the auxiliary engine unit 10 and the vacuum suction unit 20 through the power transmission unit 30. . At this time, when setting the effective driving range, the user may individually set it by referring to numerical values statistically appearing in the normal driving range or may modify it after setting.

In addition, it is preferable to understand that the rotation signal is a signal generated by measuring the number of revolutions per minute of each of the driving and driven shafts of the fluid coupling unit 31 in the RPM sensor 41 and converting them into electrical signals. , For example, it may be displayed as an electrical signal value, such as 4 to 20 mA, but is not limited to the above example.

In addition, the vibration signal is preferably understood as a signal generated by measuring the intensity of vibration generated when the fluid coupling part 31 is driven by the vibration sensor 42 and converting it into an electrical signal.

In addition, the data storage unit 60 is connected to the control unit 50 by circuit or wireless communication, and the rotation signal and the vibration signal received from the diagnostic sensor unit 40 are stored in real time, and the control unit 50 It is preferable that the set effective driving ranges of the rotation signal and the vibration signal are stored.

In addition, the monitoring unit 70 is connected to the control unit 50 by circuit or wireless communication and is disposed in the driver's seat of the vacuum cleaning vehicle, and is preferably provided to display the rotation signal and the vibration signal. Furthermore, the data storage unit 60 and the monitoring unit 70 may be provided in plurality and disposed in a control center operated by a monitoring agent as well as a driver's seat of the vacuum cleaning vehicle.

Meanwhile, referring to FIG. 4 , the control unit 50 individually sets effective driving ranges of the rotation signal and the vibration signal (s10). Accordingly, it is preferable that the effective driving ranges of the rotation signal and the vibration signal set by the controller 50 are stored in the data storage unit 60 .

And, the diagnostic sensor unit 40 including the RPM sensor 41 and the vibration sensor 42 individually measures the rotation signal and the vibration signal (s11). At this time, it is most preferable that the rotation signal and the vibration signal are individually measured in real time, and may be repeatedly measured at predetermined intervals.

Here, the control unit 50 controls the rotation signal and the vibration signal measured from the diagnostic sensor unit 40 including the RPM sensor 41 and the vibration sensor 42, and the data storage unit 60. It is preferable to mutually compare and determine the effective driving ranges of the rotation signal and the vibration signal stored in advance.

In detail, the control unit 50 determines whether the rotation signal and the vibration signal measured by the diagnostic sensor unit 40 are within the effective driving range of the rotation signal and the vibration signal pre-stored in the data storage unit 60. Comparative judgment is made (s12).

At this time, the control unit 50 transmits a normal driving signal to the monitoring unit 70 when the rotation signal and the vibration signal are within the effective driving range of the previously stored rotation signal and the vibration signal (s15). . That is, the control unit 50 preferably transmits a normal driving signal to the monitoring unit 70 when the rotation signal and the vibration signal are within the effective driving range at the same time.

On the other hand, the control unit 50 determines that the rotation signal and the vibration signal measured by the diagnostic sensor unit 40 are within an effective driving range of the rotation signal and the vibration signal pre-stored in the data storage unit 60. If not, it is compared and determined whether the rotation signal and the vibration signal exceed the effective driving range (s13).

At this time, the control unit 50 transmits an emergency notification signal including an abnormal rotation signal and an abnormal vibration signal to the monitoring unit 70 when the rotation signal and the vibration signal exceed the effective driving range (s16). .

On the other hand, when the rotation signal and the vibration signal do not exceed the effective driving range, the controller 50 compares and determines whether the rotation signal and the vibration signal are smaller than the effective driving range (s14).

Here, the controller 50 transmits an emergency notification signal including an abnormal rotation signal and an abnormal vibration signal to the monitoring unit 70 when the rotation signal and the vibration signal are less than the effective driving range (s16). In addition, when the rotation signal and the vibration signal are not less than the effective driving range, the algorithm is terminated.

That is, the controller 50 sends an emergency notification signal including an abnormal rotation signal and an abnormal vibration signal to the monitoring unit 70 when the rotation signal and the vibration signal exceed the effective driving range or are less than the effective driving range. Sending is preferred.

Accordingly, the control unit 50 transmits an emergency notification signal to the monitoring unit 70 when the rotation signal and the vibration signal exceed or exceed the effective driving range and display the emergency notification signal so that the user knows an emergency situation. You can immediately check and take emergency measures to prevent serious secondary damage in advance.

On the other hand, an electronic clutch provided between the auxiliary engine unit 10 and the vacuum suction unit 20 to selectively switch and regulate power transmission between the auxiliary engine unit 10 and the vacuum suction unit 20 ( not shown) may be further provided.

Here, when the vibration signal measured by the vibration sensor 41 exceeds the effective driving range of the vibration signal, the control unit 50 transmits a power cutoff signal to the clutch (not shown) for a predetermined first cycle by 1 and secondly transmits a power connection signal to the clutch (not shown) during a predetermined second period after the lapse of the first period, and the power cutoff signal and the The power connection signal can be repeatedly and alternately transmitted. For example, the first period and the second period may be set to 5.0 to 10.0 ms, but are not limited to the above example.

Accordingly, when the vibration signal exceeds the effective driving range of the vibration signal, the control unit 50 first transmits a power cutoff signal to the clutch (not shown) during a preset first period, and the first period After the lapse, a power connection signal is secondarily transmitted to the clutch (not shown) during a predetermined second period, and the power cutoff signal and the power connection signal are repeatedly and alternately transmitted for each repeated first period and second period Vibration generated from the fluid coupling part 31 can be reduced while minimizing power transmission loss.

On the other hand, the power transmission unit 30 is provided to variably adjust the opening degree of the flow path formed inside the fluid coupling unit 31, and further includes a flow control means 32 connected to the control unit 50 by a circuit and controlled by driving. You may.

Here, the flow control means 32 controls the output shaft rotational speed independently of the input shaft rotational speed by controlling the amount of fluid inside the fluid coupling unit 31 from the outside so that the fluid coupling unit 31 is of a variable speed type. It is desirable to understand it as encompassing the configuration provided to be able to do it.

For example, a flow path (not shown) communicating with the inside of the fluid coupling part 31 in which an input shaft and an output shaft are disposed may be formed in the fluid coupling part 31, and the flow rate control means 32 is operated by a rotary lever. It may be provided as a rotational opening adjusting screw, and as the opening of the flow path (not shown) is adjusted by the flow rate adjusting means 32, the size of power transmission from the auxiliary engine unit 10 to the vacuum suction unit 20 can be set. At this time, the opening degree means a flow cross-sectional area of the flow path (not shown) that is varied by the flow control means 32 . In addition, an oil tank (not shown) piped to the flow path (not shown) outside the fluid coupling part 31 and a circulation pump (not shown) provided in the flow path (not shown) for pumping fluid. may be provided.

In detail, referring to FIG. 5 , the controller 50 individually sets effective driving ranges of the rotation signal and the vibration signal (s10). Accordingly, it is preferable that the effective driving ranges of the rotation signal and the vibration signal set by the controller 50 are stored in the data storage unit 60 .

And, the diagnostic sensor unit 40 including the RPM sensor 41 and the vibration sensor 42 individually measures the rotation signal and the vibration signal (s11). At this time, it is most preferable that the rotation signal and the vibration signal are individually measured in real time, and may be repeatedly measured at predetermined intervals.

Here, the control unit 50 controls the rotation signal and the vibration signal measured from the diagnostic sensor unit 40 including the RPM sensor 41 and the vibration sensor 42, and the data storage unit 60. It is preferable to mutually compare and determine the effective driving ranges of the rotation signal and the vibration signal stored in advance.

In detail, the control unit 50 determines whether the rotation signal and the vibration signal measured by the diagnostic sensor unit 40 are within the effective driving range of the rotation signal and the vibration signal pre-stored in the data storage unit 60. Comparative judgment is made (s12).

At this time, the control unit 50 may transmit a normal driving signal to the monitoring unit 70 when the rotation signal and the vibration signal are within an effective driving range of the previously stored rotation signal and the vibration signal. The diagnostic sensor unit 40 returns to step s11 of individually measuring the rotation signal and the vibration signal.

On the other hand, the control unit 50 determines that the rotation signal and the vibration signal measured by the diagnostic sensor unit 40 are within an effective driving range of the rotation signal and the vibration signal pre-stored in the data storage unit 60. If not, it is compared and determined whether the rotation signal and the vibration signal exceed the effective driving range for a predetermined time (s17). In this case, the numerical value for the predetermined time may be manually set by the user in the control unit 50 and stored in the data storage unit 60 in advance.

At this time, the controller 50 transmits a passage expansion signal to the flow control means 32 when the rotation signal and the vibration signal exceed the effective driving range for a predetermined time (s19).

Accordingly, when the flow path expansion signal is transmitted to the flow control means 32, the flow rate inside the fluid coupling part 31 is increased, and the amount of power transmission transmitted from the auxiliary engine part 10 to the vacuum suction part 20 is increased. This reduction can be automatically controlled so that the measured rotation signal and the vibration signal are reduced.

On the other hand, when the rotation signal and the vibration signal do not exceed the effective driving range for a predetermined time, the control unit 50 compares whether the rotation signal and the vibration signal are less than the effective driving range for a predetermined time. It is judged (s18).

Here, the control unit 50 transmits a channel reduction signal to the flow control means 32 when the rotation signal and the vibration signal are less than the effective driving range for a predetermined time (s20). In addition, when the rotation signal and the vibration signal are not less than the effective driving range, the algorithm is terminated.

Accordingly, when a flow path reduction signal is transmitted to the flow control unit 32, the flow rate inside the fluid coupling part 31 is reduced, and the amount of power transmission transmitted from the auxiliary engine part 10 to the vacuum suction part 20 is reduced. As this increases, the measured rotation signal and the vibration signal may be automatically controlled to increase.

In other words, when the rotation signal and the vibration signal exceed the effective driving range for a predetermined time, the control unit 50 transmits a flow path expansion signal to the flow control means 32, and the rotation signal and the vibration signal When the signal is less than the effective driving range for a predetermined time, a channel reduction signal is transmitted to the flow control unit 32 .

That is, the control unit 50 compares and determines whether the rotation signal and the vibration signal exceed or exceed the effective driving range for a predetermined time, and are transmitted from the auxiliary engine unit 10 to the vacuum suction unit 20 The amount of power transmission is automatically and variably controlled.

Therefore, when the rotation signal and the vibration signal exceed the effective driving range for a predetermined time, a flow path expansion signal is transmitted to the flow rate control means 32, and the rotation signal and the vibration signal are transmitted for a predetermined time. If it is less than the effective driving range, a flow path reduction signal is transmitted to the flow control means 32 so that the power transmission amount transmitted from the auxiliary engine unit 10 to the vacuum suction unit 20 is automatically variably controlled, so that the power transmission unit 30 ), failure and fire due to overload can be prevented in advance, and the safety of use can be significantly improved.

Meanwhile, the diagnostic sensor unit 40 preferably further includes a temperature sensor 43 for generating a temperature signal by measuring the temperature inside the fluid coupling unit 31 .

Further, the control unit 50 sets an effective driving range of the temperature signal, and the effective driving range of the temperature signal set by the control unit 50 is stored in the data storage unit 60, and the monitoring unit 70 ), the temperature signal is preferably displayed.

Here, referring to FIG. 6 , the controller 50 individually sets the effective driving range of the temperature signal (s21). At this time, the effective driving range of the temperature signal is a desirable temperature value set by the user when power is transmitted between the auxiliary engine unit 10 and the vacuum suction unit 20 via the power transmission unit 30. It is desirable to understand in the range of. For example, at a temperature exceeding the effective driving range of the temperature signal, the fluid coupling part 31 may overheat, and at a temperature below the effective driving range of the temperature signal, the fluid coupling part 31 may not operate normally. can Accordingly, it is preferable that the effective driving range of the temperature signal set by the control unit 50 be stored in the data storage unit 60 .

Then, the diagnostic sensor unit 40 including the temperature sensor 43 measures the temperature signal (s22). At this time, it is most preferable that the temperature signal is measured in real time, and may be repeatedly measured at predetermined intervals.

Here, the control unit 50 determines the effective driving range of the temperature signal measured from the diagnostic sensor unit 40 including the temperature sensor 43 and the temperature signal pre-stored in the data storage unit 60. It is desirable to make a mutual comparison judgment.

In detail, the control unit 50 compares and determines whether the temperature signal is within an effective driving range of the temperature signal previously stored in the data storage unit 60 (S23). At this time, the controller 50 transmits a normal temperature signal to the monitoring unit 70 when the temperature signal is within an effective driving range of the previously stored temperature signal (S26).

On the other hand, if the temperature signal measured by the diagnostic sensor unit 40 is not within the effective driving range of the temperature signal pre-stored in the data storage unit 60, the control unit 50 determines that the temperature signal It is compared and determined whether the effective driving range is exceeded (s24).

At this time, the controller 50 transmits an abnormal temperature signal to the monitoring unit 70 when the temperature signal exceeds the effective driving range (S27).

On the other hand, when the temperature signal does not exceed the effective driving range, the controller 50 compares and determines whether the temperature signal is less than the effective driving range (S25).

Here, the control unit 50 transmits an abnormal temperature signal to the monitoring unit 70 when the temperature signal is less than the effective driving range (s27). In addition, when the temperature signal is not less than the effective driving range, the algorithm is terminated.

That is, the controller 50 preferably transmits an abnormal temperature signal to the monitoring unit 70 when the temperature signal exceeds the effective driving range or is less than the effective driving range.

In other words, the control unit 50 transmits a temperature anomaly signal to the monitoring unit 70 when the temperature signal exceeds the effective driving range or is less than the effective driving range, and the temperature signal is within the effective driving range. In this case, a normal temperature signal is transmitted to the monitoring unit 70 .

Accordingly, when the temperature signal exceeds or falls below the effective driving range, the control unit 50 transmits and displays an abnormal temperature signal to the monitoring unit 70 so that the user can immediately check an emergency situation and make an emergency. By taking action, serious secondary damage can be prevented in advance.

In this case, terms such as "include", "comprise" or "have" described above mean that the corresponding component may be present unless otherwise stated, excluding other components. It should be construed as being able to further include other components. All terms, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention belongs, unless defined otherwise. Commonly used terms, such as terms defined in a dictionary, should be interpreted as consistent with the contextual meaning of the related art, and unless explicitly defined in the present invention, they are not interpreted in an ideal or excessively formal meaning.

As described above, the present invention is not limited to the above-described embodiments, and it is possible to modify and implement the present invention by those skilled in the art without departing from the scope claimed in the claims of the present invention. And, such modifications fall within the scope of the present invention.

10: auxiliary engine part 20: vacuum suction part
30: power transmission unit 31: fluid coupling unit
32: flow control means 33: first pulley
34: second pulley 40: diagnostic sensor unit
41: RPM sensor 42: vibration sensor
43: temperature sensor 50: control unit
60: data storage unit 70: monitoring unit
100: Auxiliary engine diagnostic instrumentation system for vacuum cleaning vehicles

Claims (5)

an auxiliary engine unit provided independently of a main engine provided for driving of the vacuum cleaning vehicle and disposed on one side of the vacuum cleaning vehicle;
a vacuum suction unit driven and connected to the auxiliary engine unit to vacuum foreign substances;
a power transmission unit including a fluid coupling unit connected between the auxiliary engine unit and the vacuum suction unit to transmit driving force of the auxiliary engine unit to the vacuum suction unit;
An RPM sensor provided in the fluid coupling part measures the number of revolutions per minute of the fluid coupling part and generates a rotation signal corresponding to the number of revolutions per minute, and generates a vibration signal by measuring the intensity of vibration generated in the fluid coupling part Diagnostic sensor unit including a vibration sensor to;
a control unit connected to the diagnostic sensor unit by a circuit and individually setting effective driving ranges of the rotation signal and the vibration signal;
a data storage unit circuit connected to the control unit, storing the rotation signal and the vibration signal received from the diagnostic sensor unit in real time, and storing an effective driving range of the rotation signal and the vibration signal set in the control unit; and
An auxiliary engine diagnosis and measurement system for a vacuum cleaning vehicle comprising a monitoring unit connected to the controller by a circuit and disposed in a driver's seat of the vacuum cleaning vehicle to display the rotation signal and the vibration signal. According to claim 1,
The control unit compares and determines the rotation signal and the vibration signal measured by the diagnostic sensor unit and the effective driving range of the rotation signal and the vibration signal pre-stored in the data storage unit, respectively,
An auxiliary engine for a vacuum cleaning vehicle, characterized in that for transmitting an emergency notification signal including an abnormal rotation signal and an abnormal vibration signal to the monitoring unit when the rotation signal and the vibration signal exceed the effective driving range or are less than the effective driving range diagnostic instrumentation system. According to claim 1,
The power transmission unit is provided to variably adjust the opening degree of the flow path formed inside the fluid coupling unit, and further includes a flow rate adjusting means that is connected to the control unit and driven and controlled,
The control unit transmits a flow path expansion signal to the flow rate control means when the rotation signal and the vibration signal exceed the effective driving range for a preset time, and the rotation signal and the vibration signal transmit the effective driving range for a preset time. Auxiliary engine diagnosis and measurement system for a vacuum cleaning vehicle, characterized in that for transmitting a flow path reduction signal to the flow rate control means when it is less than the range. According to claim 2,
An electromagnetic clutch provided between the auxiliary engine unit and the vacuum suction unit to selectively switch and regulate power transmission is further provided, and the control unit
When the measured vibration signal exceeds the effective driving range of the vibration signal, a power cutoff signal is firstly transmitted to the clutch during a first predetermined period,
Secondary transmission of a power connection signal to the clutch during a predetermined second period after the lapse of the first period, wherein the power cutoff signal and the power connection signal are alternately transmitted for each repeated first period and second period An auxiliary engine diagnostic instrumentation system for a vacuum cleaning vehicle. According to claim 1,
The diagnostic sensor unit further includes a temperature sensor that measures the temperature inside the fluid coupling unit and generates a temperature signal,
The control unit sets an effective driving range of the temperature signal, the data storage unit stores the effective driving range of the temperature signal set in the control unit, and the temperature signal is displayed in the monitoring unit.
The control unit transmits a temperature anomaly signal to the monitoring unit when the temperature signal exceeds the effective driving range or is less than the effective driving range, and transmits a normal temperature signal to the monitoring unit when the temperature signal is within the effective driving range. An auxiliary engine diagnostic instrumentation system for a vacuum cleaning vehicle, characterized by a transmission box.

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