RU2271284C2 - Road vehicle antilock system - Google Patents

Abstract

FIELD: mechanical engineering; road vehicles.

SUBSTANCE: propose antilock system contains control device, remote controlled engine, transmission with driving wheels including clutch, gearbox, propeller shaft, final and differential drives, and vehicle wheels furnished with tachometers. Transmission contains at least two pairs of driving wheels. Gearbox is remote controlled by control device. Interaxle differential is connected to gearbox. Final and differential drives of all driving pairs of wheels remote controlled by control device are connected to interaxle differential, and steerable pairs of wheels are furnished with wheel angular position pickup connected to control device. Control device is made for setting additional pairs of wheels into active state in case of slipping or locking of one of wheels belonging to active pair.

EFFECT: possibility of regeneration of braking energy, increased cross-country capacity of vehicle, possibility of changing over of driving pairs of wheels of vehicle.

1 dwg

Description

The invention relates to mechanical engineering, is an anti-lock system of wheels of vehicles, is intended primarily for equipping vehicles.

Known anti-lock systems (hereinafter ABS) to prevent locking of the wheels of vehicles (hereinafter AS) when braking [1. p. 214], in particular, using a separately located modulating valve with three or four pairs of valves. The system works as follows. When braking the AC, if the wheel is blocked, the inlet modulating valve closes, preventing a further increase in pressure in the brake. If the wheel remains blocked, the exhaust modulating valve opens, which reduces the pressure in the brake.

The disadvantages of the existing ABS are:

1. The need for a special braking system.

2. The principle of braking is based on the use of friction, which leads to overheating and premature wear of rubbing brake parts.

3. The use of a special independent brake system complicates the design and makes the speaker more expensive.

4. The inability to provide a mode of recovery of braking energy AC.

5. Lack of accounting for the additional difference in the speed of rotation of the wheels of the speaker during its rotation.

The closest in technical essence adopted for the prototype is "Transmission of a car with four driving wheels" patent SU 342330 A [3].

This transmission is equipped with a three-input center differential and three-input axial differentials mounted on the front and rear wheels of the car. The front wheels are constantly leading, and the cardan of the rear driving wheels is equipped with an overrunning clutch with its manual blocking in the event of a disengagement of the power flow.

The action of the anti-lock system extends only to the front and rear propeller shafts and consists in rigid mechanical locking of the center differential, if the difference in the rotation speed of the propeller shafts exceeds the predetermined, unregulated value in advance, which turns the vehicle’s transmission into a transmission with one pair of front drive wheels.

The disadvantages of this transmission are:

1. Does not allow to switch driving pairs of wheels of the car.

2. Not applicable to vehicles with more than two pairs of drive wheels.

3. Does not take into account the difference in rotation speeds, namely wheels, incl. and when turning the vehicle.

4. When reversing the car, the device in question becomes inoperative.

5. When the anti-lock devices are triggered, the car is transferred to a single-wheel drive.

6. The work of overrunning anti-lock couplings is based on the use of the sliding friction force of the friction discs, which leads to their accelerated wear.

7. It does not allow to abandon the use of traditional brakes using friction-sliding force.

8. It is impossible to ensure the recovery of energy braking energy AC.

The technical result that is achieved by the application of the claimed invention is:

1. Refusal to use traditional brake systems in the AC.

2. The absence of rubbing working parts.

3. Allows you to implement the braking energy recovery mode.

4. Taking into account the additional difference in the speed of rotation of the wheels of the speaker during its rotation.

5. Provides increased cross-country ability of speakers.

6. Provides a mode of adaptive optimal cross-country ability of the speakers through the transition from a single-wheel drive vehicle to a multi-wheel drive in case of bad road conditions.

7. Provides uniform wear on the surface of the speaker tires in contact with the road surface.

8. Provides switching leading pairs of wheels AC.

9. Applicable to speakers with more than two pairs of drive wheels.

10. ABS maintains its operability when reversing the car.

The claimed result is achieved in that the transmission contains at least two pairs of drive wheels, the gearbox is remotely controlled from the control device, the center differential is connected to the gearbox, the main and differential gears of all the drives are remotely controlled by the control device a pair of wheels, and the steered pair of wheels is equipped with a wheel angle sensor connected to the control device, while the device The adjustment is made with the possibility of skidding or blocking of one of the wheels belonging to the active pair, the transfer of additional pairs of wheels in the active state.

The ABS circuit is shown in the drawing. The inventive inventive idea is to use the energy part of the speakers, both to accelerate and to decelerate it, moreover, with the recovery of the braking energy of the speakers. It is proposed to abandon the use of all kinds of brakes in the AC in their traditional design. The goal is to ensure automatic maximum grip of the wheels with the road surface, both during acceleration and during braking of the speakers, moreover, under any condition, both the surface of the road surface and the surface of the wheels of the speaker in contact with the road surface. The slippage of the surface of the wheels of the speaker relative to the road surface should not exceed 20%.

Ensuring automatic maximum traction of the AC wheels with the road surface is achieved through remote control:

- AC engine (Dv),

- according to the invention in addition to the AC transmission.

The engine control consists in adjusting its moment (rotating or braking), and the transmission - in remote switching the gear ratio of the gearbox (gearbox) and in the remote switching - transferring additional pairs of AC wheels from passive to active state, i.e. their connection to the speaker power system with the original one leading active pair of speaker wheels.

Remote switching, connection - disabling the interaxle differential (DIA) to the AC power system allows you to turn the car:

- in the rear wheel drive,

- in the front-wheel drive,

- in all-wheel drive.

Switching of pairs of wheels from a passive to an active state and vice versa can be accomplished by using multi-input differential gears in the main and differential transmissions (GDS), unlike the traditional three-input. An example of a four-input differential gear is a rigid connection by any one of the shafts of two three-input differential gears. Thus, in order to put the wheelset in an active state, i.e. to mechanically connect it to the AC power system, it is necessary:

- disable the brake of the drive shaft of the center differential (T1),

- apply the brake of the fourth shaft of the axial differential gearbox (T2).

The passive state of the axial pair of wheels AC is:

- disinhibited state of the fourth shaft of the differential gearbox (T2),

- the inhibited state of the corresponding drive shaft of the center differential (T1).

In general, the ABS works as follows. In the initial state, by a fixed lever of the hand brake, the free shaft of the center differential is put into a braked state (not shown in the drawing). This shaft is also equipped with a foot brake pedal. If the control device detects skidding or blocking of one of the wheels belonging to the active pair of speakers through the difference in the readings of the wheel speed sensors (D1), it first puts the additional pairs of wheels in the active state. If even after that there is a prohibitive skid or blocking of the wheels, then by controlling the gearbox (gearbox) and the engine (Dv), the control device seeks to eliminate the skidding or blocking of the active wheels of the AC.

When turning the speaker, the control unit takes into account the additional difference in the speed of rotation of the wheels, taking readings from the sensor D2.

If it becomes necessary to tow a vehicle with a faulty engine or control system, the driven shaft of the center differential is in a locked state. In this case, the brake lever of the free shaft of the interaxle differential is turned off by the lever of the hand brake, and then the vehicle is braked by the foot brake pedal.

This anti-lock system is applicable to any motor vehicle in conjunction with the Grebennikov Energy Technical System described in patent No. 2216635, (2).

The drawing shows an anti-lock speaker system, on which:

DV - engine

Gearbox - gearbox,

MD - center differential

GDP - differential gear wheelset,

T1 - brake final drive,

T2 - differential transmission brake,

K1, K2 - speaker wheelset,

NK1, NK2 - controlled pair of wheels AC,

D1 - wheel speed sensor,

D2 - angle sensor position of a controlled pair of wheels AC.

Sources of information taken into account

1. A.A. Kosenkov "The device of brake systems", Rostov-on-Don, "Phoenix", 2003

2. "Energy technical system Grebennikova", patent No. 2216635.

3. "Transmission of a car with four driving wheels", patent SU 342330 A.

4. "Sensor of speed and angular position of the wheel of a vehicle", patent SU 588910 A.

Claims (1)

An anti-lock system of motor vehicles, comprising a control device, a remotely controlled engine, a transmission with drive wheels including a clutch, a gearbox, a driveshaft, main and differential gears, wheels of a vehicle equipped with tachometers, characterized in that the transmission contains at least , two pairs of drive wheels, the gearbox is remotely controlled from the control device, the center differential is connected to the box gear shifting, the main and differential gears of all driving pairs of wheels remotely controlled by the control device are connected to the center differential, and the controlled pairs of wheels are equipped with a wheel angle sensor connected to the control device, while the control device is configured to skid or lock one of the wheels, belonging to the active pair, transferring additional pairs of wheels to the active state.