RU89462U1 - WHEEL-VEHICLE BRAKE SYSTEM - Google Patents

Abstract

Traction control system of a wheeled vehicle, comprising a controller, left and right drive wheel speed sensors, a pressure supply valve, left and right drive wheel brake pressure control valves, an indicator device, characterized in that it contains left and right driven wheel speed sensors with the controller.

Description

The utility model relates to mechanical engineering and can be used as a traction control system for a wheeled vehicle.

A known control system for differential locks of a wheeled vehicle, comprising an electronic control unit, electro-pneumatic valves, speed sensors, differential lock sensors and indicator lamps, a steering wheel rotation sensor [1]. In this system, the speed sensors of driving wheels are used as a wheel speed sensor.

The disadvantage of the differential lock control system is that the blocking of the drive differential of the drive wheels affects understeer and causes power circulation. As a result of the latter, the supporting patency and traction-speed properties of the wheeled vehicle are reduced.

The closest analogue to the proposed technical solution is an automatic wheel speed controller containing a controller, a steering wheel angle sensor, left and right drive wheel speed sensors, a pressure supply valve, left and right drive wheel brake pressure control valves, an indicator device [2].

The automatic wheel rotation regulator does not provide for locking differentials, but controls the braking mechanisms of the left and right driving wheels, which prevents the steering understeer and provides an increase in the supportability and traction-speed properties.

A disadvantage of the automatic wheel rotation controller (ASR) is that it contains a steering angle sensor that is difficult to compose into the steering structure, and the controller calculates the current value of the radius (curvature) of the trajectory of the wheeled vehicle and the theoretical translational speeds of the left and right leading wheels.

The proposed utility model is aimed at solving the problem of replacing the steering angle sensor by installing the speed sensors of the left and right driven wheels and processing their data.

The solution to this problem is achieved by the fact that the traction control system of the wheeled vehicle contains a controller, left and right drive wheel speed sensors, a pressure supply valve, left and right drive wheel brake pressure control valves, an indicator device, and, according to the technical solution, it contains frequency sensors rotation of the left and right driven wheels associated with the controller.

The essence of the utility model is illustrated by the scheme of the traction control system of the wheeled vehicle shown in the drawing.

The traction control system of a wheeled vehicle contains a controller 1, sensors 2 and 3 of the rotational speed of the left 4 and right 5 drive wheels, sensors 6 and 7 of the rotational speed of the left 8 and right 9 driven wheels, a pressure supply valve 10, left brake pressure control valves 11 and 12 4 and right 5 drive wheels, indicator device 13, switch 14.

Sensors 2 and 3 of the rotational speed of the left 4 and right 5 drive wheels, sensors 6 and 7 of the rotational speed of the left 8 and right 9 driven wheels, a pressure supply valve 10, valves for controlling the brake pressure of the left 4 and right 5 drive wheels 11, 12, indicator the device 13 and the switch 14 using electric cables (not marked) are connected to the controller 1.

Traction system of a wheeled machine operates as follows.

Using the switch 14, the driver turns on the system in the mode of automated operation, and the corresponding indicator lamp of the indicator device 13 lights up.

Data on the frequency of rotation of the left 4 and right 5 drive wheels from sensors 2 and 3 and the speed of the left 8 and right 9 driven wheels from sensors 6 and 7 are sent to the controller 1 via electric cables.

Controller 1 calculates the translational speeds of the left 8 and the right 9 driven wheels by multiplying the rolling radii of the left 8 and right 9 driven wheels by the corresponding rotation frequencies of the left 8 and right 9 driven wheels:

where ν _1l is the translational speed of the left driven wheel 8;

r _1l is the rolling radius of the left wheel 8 in the driven mode;

ω _1l - frequency of rotation of the left driven wheel 8 according to the sensor 6 speed of the left driven wheel;

ν _1r is the translational speed of the right driven wheel 9;

r _1r is the rolling radius of the right wheel 9 in the driven mode;

ω _1r - speed of the right driven wheel 9 according to the sensor 7 of the rotation speed of the right driven wheel.

The thus obtained values of the translational speeds ν _1l and ν _{1r of the} movement of the left 8 and right 9 driven wheels are correlated.

If the translational speed ν _{1l of the} left driven wheel 8 is greater than the translational speed v _{1r of the} right driven wheel 9, the radius of the trajectory of the wheeled vehicle and the translational speeds ν _2l and ν _{2r of the} movement of the left 4 and right 5 drive wheels are calculated based on the kinematics of curvilinear motion according to the following dependencies:

radius R of the trajectory of the wheeled vehicle:

where B ₁ is the distance between the points of intersection of the axles of the pivots of the controlled axis with the supporting surface;

L is the base of the wheeled vehicle;

translational speeds of movement of the left 4 and right 5 driving wheels:

where ν _2l is the translational speed of the left driving wheel 4;

ν _2r is the translational speed of the right drive wheel 5;

B ₂ - track driving axle of the wheeled vehicle.

If the translational speed ν _{1r of the} right driven wheel 9 is greater than the translational speed ν _{1l of the} left driven wheel 8, the radius of the trajectory of the wheeled vehicle and the translational speeds ν _2l and ν _{2r of the} movement of the left 4 and right 5 drive wheels are calculated according to the following relationships:

radius R of the trajectory of the wheeled vehicle:

where B ₁ is the distance between the points of intersection of the axles of the pivots of the controlled axis with the supporting surface;

L is the base of the wheeled vehicle;

translational speeds of movement of the left 4 and right 5 driving wheels:

where ν _2l is the translational speed of the left driving wheel 4;

ν _2r is the translational speed of the right drive wheel 5;

In ₂ - the track of the drive axle of the wheeled vehicle.

Based on the found current values of the translational speeds ν _2l and ν _2r of the left 4 and right 4 driving wheels, controller 1 calculates the slipping coefficients of the left 4 and right 4 driving wheels according to the dependencies [3]:

where S _δl - _slip coefficient of the left drive wheel;

- the rolling radius of the left drive wheel 4, where ω _2l is the speed of the left drive wheel 4 according to the sensor 2 of the rotation frequency of the left drive wheel 4;

- the rolling radius of the left driving wheel 4 in the driven mode;

S _δr - slipping coefficient of the right drive wheel 5;

- the rolling radius of the right drive wheel 5, where ω _2r is the speed of the right drive wheel 5 according to the sensor 3 of the rotation speed of the right drive wheel 5;

- the rolling radius of the right drive wheel 5 in the slave mode.

The obtained values of the _slip coefficients S _δl and S _{δr of the} left 4 and right 5 drive wheels are compared by the controller 1 with each other and with the threshold values S _{δ of} the slip coefficients.

In the case of inequality of the slipping coefficients S _δl and S _{δr of the} left 4 and right 5 drive wheels and the excess of the slipping coefficient S _{δl of the} left drive wheel 4 of the threshold value S _{δ, the} controller 1 activates the pressure supply valve 10 and controls the brake drive pressure control valve 11 of the left drive wheel 4. When braking the left-hand drive wheel 4, which has more slipping, the torque on the right-hand drive wheel 5 increases, and the support patency and the traction-speed properties of the wheeled vehicle increase. The operation of the traction control system is signaled by the corresponding indicator lamp of the indicator device 13.

In the case of inequality of slipping coefficients S _δl and S _{δr of the} left 4 and right 5 drive wheels and excess of the slipping coefficient S _{δr of the} right drive wheel 5 of the threshold value Sδ, controller 1 activates the pressure supply valve 10 and controls the brake pressure control valve 12 of the right drive wheel 5 When braking the right-hand drive wheel 5, which has more slippage, the torque on the left-hand drive wheel 4 increases and the supportability and the traction-speed properties of the wheeled vehicle increase. The operation of the traction control system is signaled by the corresponding indicator lamp of the indicator device 13.

The described algorithm of the traction control system of a wheeled vehicle is constantly repeated.

The traction control system of the wheeled vehicle is switched off using the switch 14. With the traction control system turned off, the corresponding indicator lamp on the indicator device 13 goes out.

Thus, the proposed traction control system of a wheeled vehicle, while maintaining its functionality, eliminates the steering angle sensor difficult to fit into the steering structure based on the use of left and right driven wheel speed sensors, which are widely used in anti-lock braking systems, and process their readings .

Information sources:

1. BY 4237 U, IPC B60K 17/16, 2008.

2. Factory instructions KOMATSU HD 785-5, HD 985-5. - Japan: Komatsu, 2001 .-- 1382 c.

3. Lefarov, A.Kh. Energy load and reliability of differential mechanisms of transport and traction machines / A.Kh. Lefarov, M.S. Vysotsky, V.V. Vantsevich, V.I. Kabanov. - Minsk: Science and technology, 1991. - 240 p.

Claims (1)

Traction control system of a wheeled vehicle, comprising a controller, left and right drive wheel speed sensors, a pressure supply valve, left and right drive wheel brake pressure control valves, an indicator device, characterized in that it contains left and right driven wheel speed sensors with the controller.