SU1382685A1 - Automatic control system for vehicle operating conditions - Google Patents

Abstract

The invention relates to a transport technique, in particular to systems that perform optimization according to the criterion of the minimum specific fuel consumption of the operating modes of a vehicle, and can be used in vehicle control devices. The invention is an increase in efficiency by improving the acceleration process while reducing the level of dynamic loading in the transmission. The system contains engine 1, transmission 2, which is externally loaded 3, fuel consumption sensor 4, torque sensor 5, engine crankshaft sensor 6, motion speed sensor 7, multiplier unit 8, comparison unit 9, engine power setting unit 10 control key 11, optimizer 12, control command generation unit 13, control key 14, actuator 15 for controlling the rail of the fuel pump 16, comparison unit 17, motion speed adjuster 18, control key 19, control actuator 20 regulator 21 of transmission 2, control unit for acceleration 22, actuators for acceleration 23 and 24, differential links 25 and 26, block 27 for determining the speed of change in engine torque, sensor 28 for torque at the output shaft of the transmission, block for determining the rate of change for torque torque 29, comparison unit 30. Measuring the magnitude of the torque on the drive shaft of the transmission and on its output shaft, determine the rates of change of torque and subtract the speed from the rate of change of torque on the drive shaft changes in torque on the output shaft of the transmission. If the result of the subtraction is positive, the acceleration rate of the vehicle is increased; if it is negative, the acceleration rate is reduced in proportion to the magnitude of the excess. (L from 00 you O5 00 ate

Description

influencing the mechanism of engaging the main clutch and reducing the speed of its engagement. In this case, the amplitude of forced oscillations is reduced by adjusting the rate of change of moment at the input and output shafts and, thereby, the datgap of the transmission increases.

6 Il.

The invention relates to a vehicle, in particular to systems, which optimizes according to the criterion of the minimum specific fuel consumption of the modes of operation of the vehicle, and can be used in vehicle control devices.

The aim of the invention is to increase efficiency by improving the acceleration process while reducing the level of dynamic loading in the transmission.

FIG. 1 shows a block diagram of a control object and an automatic control system (ACS) for vehicle operation modes; in fig. 2 - device multiplication unit; in fig. 3 - optimizer device; in fig. 4 — device for the formation of control commands; in fig. 5 - device for acceleration control unit; in fig. 6 - device differential links.

The system contains engine I, transmission 2, which is externally loaded 3, fuel consumption sensor 4, torque sensor 5, engine crankshaft sensor 6, motion speed sensor 7, multiplication unit 8, comparison unit 9, engine power setting unit 10 control key 11, optical controller 12, control command generation unit 13, control key 14, control actuator 15 of the fuel pump rail 16, comparison unit 17, motion speed setting unit 18, control key 19, actuator 20 admin-1u re transmission control unit 21 21, acceleration control unit 22, acceleration actuators 23 and 24, differential links 25 and 26, engine speed detection unit 27 for determining the engine torque, torque sensor 28 at the output shaft of the transmission moment, block 30 comparison.

The output of sensor 4 is connected to one of the inputs of the optimizer 12, the outputs of sensors 5 and 6 are connected to the inputs of multiplication unit 8, one of the outputs of which is connected to the second input of the optimizer 12, the output of which is connected to the key 14 via

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The main mechanism 15. The second output of the multiplication unit 8 is connected to one of the inputs of the comparison unit 9, the second input of which is connected to the engine power setting unit 10. The output of the comparison unit 9 is connected to one of the inputs of the actuator 20. The output of the movement speed sensor 7 is connected to one of the inputs of the comparison unit 17, the second input of which is connected to the movement speed setting 18. One of the outputs of the control command generation unit 13 is connected to the multiplication unit 8, the other to the control input of the key 11, the third to the control input of the key 19 through which the first output of the comparison unit 17 is connected to the second input of the actuator 20. The fourth the output of the unit 13 is connected with the control input of the key 14. The second output of the sensor 6 is connected to one of the inputs of the control command generation unit 13, the other input of which is connected to the regulating unit 21 and the third input to the second output of the comparison unit 17. The first input of the acceleration control unit 22 is connected to the fifth output of the unit 13, and the outputs are connected to the inputs of the acceleration actuators 23 and 24. The output of the actuator 23 is connected to one of the inputs of the differential link 25, the other input of which is connected to the actuator 15. The output of the actuator 24 is connected to one of the inputs of the differential link 26, the other input of which is connected to the actuator 20. The output of the differential link 25 is connected to rail 16 fuel pump. The output of the differential link 26 is connected with the regulatory body 21 of the transmission 2.

An additional output of the sensor 5 is connected to the output of the unit 27 for determining the rate of change of the engine torque, the output of which is connected to the first input of the unit 30 of the comparison. The second input of block 30 is connected to the output of block 29 for determining the rate of change of torque on the output shaft, the input of which is connected to the output of torque sensor 28 mounted on the output shaft of the transmission. The output of block 30 comparison

connected to the second input of the runaway control unit 22.

The multiplication unit 8 (Fig. 2) contains an analog semiconductor voltage multiplier 31, a logic element HE 32, a key on the transistor 33.

The optimizer (Fig. 3) contains an approximator made on the integral operational amplifier 34, and a single-threshold comparator 35.

The control command generation unit (Fig. 4) is implemented on logic elements 36-39 and optocouplers 40 and 41.

Acceleration control unit 22 (FIG. 5) consists of logic elements 42-44.

Differential units (Fig. 6) are built on the operational amplifier 45, included in the scheme of the differential adder.

ACS modes of operation of the vehicle works as follows.

The speed control knob 18 sets the vehicle's speed limit. The input of the control command generation unit 13, which can be implemented on the known AND, OR, NOT logic elements, is supplied with various combinations of input signals, depending on which output produces unique definite switching functions providing the required sequence of system operation, initially regulating organ 21 is in a neutral position. The comparator unit 17 transmits the error signal to the control command generation unit 13, which disables the optimizer 12, and the acceleration control unit 22 is connected, which is implemented on the same element base as unit 13. After the control unit 22 is connected, control outputs are generated at its outputs which are transmitted to the inputs of the actuators 23 and 24 and, through differential units, simultaneously act on the rail 16 of the fuel pump and the regulator 21 of the transmission 2, which, moving, floats the head th stsep- ement and decreases its transmission starts otnoschenie transmission. The value of the initial speed of movement of the regulator is chosen as the maximum, but not exceeding the value, which allows the vehicle to develop accelerations exceeding the maximum permissible by sanitary standards. The torque of the engine as it engages begins to affect the transmission by twisting its shafts. The nature of the change in torque on the output shafts (semi axes) of the transmission, proportional to the external load, is detected by the sensor 28, from which the signal goes to the input of the block 29 for determining the rate of change in torque (tempo). Information about the rate of change of torque on the output shafts of the transmission from unit 29 and about the rate of change of the driving moment (on the input shaft) from the output of unit 27 enters unit 30 of comparison. The magnitude of the torque momentum on the semi-axle x is compared by block 30 to the tempo rate on the input shaft of the transmission. If the tempo of the moment on the semi-axes exceeds the magnitude of the tempo of the moment on the primary shaft, then at the output of block 30 a signal is generated that exceeds the magnitude of the excess. The overdrive signal enters the acceleration control unit 22, which generates control to the actuator 24, which reduces the speed of movement of the regulator 21. Thus, the rate deviation on the output shaft is corrected from the tempo value on the input shaft, which leads to a decrease in the oscillation amplitude, and , respectively, the dynamic loads in the transmission. Thus, the speed of movement of the regulator should be changed as follows;

V

Vp ... v

where Vp., is the speed of movement of the regulator;

Vo is the initial speed of movement of the regulator;

Un-rate of change of the driving torque on the primary shaft;

Vn is the rate of change of torque on the half-axis;

a is the adjustment coefficient.

Thus, as the external load increases, the acceleration time increases. since the tempo at the output shaft rises faster than the tempo at the input shaft, and with a decrease in load, it decreases. At the same time, the magnitude of the dynamic load is reduced due to a decrease in the amplitude of the forced oscillations of the system due to the correction of the pace in one direction or another.

Simultaneously with the start of acceleration, the rail 16 is moved by the actuator in the direction of increasing the fuel supply to failure (up to the stop). Acceleration is continued until the difference between the speed of the real and the given one becomes less than a certain value. In this case, the unit 13 turns off the unit 22 and through the keys 14 and 19 connects the outputs of the optimizer 12 and the comparison unit 17 to the actuators 15 and 20. The mode of maintaining a given speed of movement is implemented, and the optimizer provides

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VYHO, VOLUME is connected to HXO,: U DOIOL II 1 ELFA o block () n (ds, dark, change cool tick about the moment and the output of a cohort 1o (, dt1713826858

not with the input of the third unit of comparison, the other moment, the output of the third unit with the input of which is connected to the output of the unit connected to the second input of the unit

How to determine the rate of change of cool-control overclocking.

From sensor 5 From sensor 6

To 1Z optimizer

1K sensor (/ 4

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to sensor 6

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K 5 Lo (1 / J

From 5 l to 30

FIG. 5 K ray not 16

Regulatory body ZJ

L

J3 key

To 17

Claims (1)

From sensor 5 From sensor 6 Fig.Z 1382685 To block 13 To executive From block 30 Fie 5 FIG. 6 to mechanism 23