SU1705143A1 - Transport vehicle control unit - Google Patents

Abstract

The invention relates to a transport engineering, in particular to vehicle control devices with a hydrostatic transmission type. The purpose of the invention is to improve the reliability of the vehicle by eliminating the stalling of the engine. The control device contains kinematically associated with the drivers 2

Description

45 15 ft

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Hydraulic motors A, hydraulically connected to hydraulic pumps 5 and 6 driven by engine 13, mechanisms 7 and 8 for controlling working volumes by means of g 9 and 10 are connected to the steering column 11. Sensors 14 and 15 controlling working volumes of hydraulic pumps 5 and 6 are connected through adders 16, 17, and 20, multipliers 10, 19, and 21, and an amplifier / converter unit 22 to an engine speed control unit 23 and a splicing rate change organ 24. The latter has lower and upper limit stops 25 and 26 of the engine speed variation limit, the first of which is connected to the steering lock block 27 and steering gears 9 and 10 and the one-hundred-five night brake lever 45, which interacts with the switch included in the circuit with the 40 angle sensor. transport engineering, in particular to devices for controlling the movement of vehicles with onboard turning.

The purpose of the invention is to improve the reliability of the vehicle by eliminating the stalling of the engine.

Fig. 1 is a plot of the change in the steady-state rotational speed of the engine versus the location of the vehicle on a slope; Fig. 2 is a schematic diagram of the proposed control device; FIG. 3 shows the mechanism for limiting travel.

The vehicle control device contains propulsive units 1 and 2 of the right and left sides, kinematically connected to unregulated hydraulic motors 3 and 4, which are hydraulically connected to adjustable pumps 5 and 6. The latter are equipped with control mechanisms 7 and 8, which are kinematically connected with bars 9 and 10. The magnitude and direction of movement of the rods 9 and 10 are changed by means of the steering column 11. Adjustable pumps are rotated from the transfer gearbox 12, the input shaft of which is connected to the engine 13. The values of workers volumes of pumps 5 and 6 are controlled by sensors 14 and 15, which are connected to adders 16 and 17. The output of adder 16 is connected to the input of multiplier 18. The output of adder 17 is connected to input of multiplier 19. The outputs of multipliers 18 and 19 are connected to the outputs of adder 20, the output of which is is connected with multiplier 2, which is connected to the amplifier converter

position of the vehicle, amplifier 41 and actuator 42. Before the vehicle begins to move and the lever 45 is turned off, the hundred-night brake additionally makes an automatic adjustment to the minimum possible stable engine speed in the direction of its increase in proportion to the slope on which vehicle, and this adjustment is made only when the vehicle is in the direction of lifting, and the beginning Lifting is performed at a corrected value of the lowest possible stable engine speed. 1 h, para. f-ly, 3 ill.

unit 22, which is connected to the input of the engine speed control unit 23. The output of the latter is connected with a rotation speed change organ 24 having lower and upper limit stops 25 and 26 of the engine speed variation limit.

The lower limiter 25 of the limit of the change in the frequency of rotation of the engine corresponds to the minimum stable frequency. This frequency corresponds to the neutral position of the working volume control mechanisms 7 and 8, at which the working volumes of the pumps are zero. Block

27 stoppers r 9 and 10 (fig.Z) has two exits connected to the locking mechanisms, made in the form of movable plates 28 and 29, interacting with the ends of r 8 and 10. The plates are provided with rods 30 and 31. In this case, block 27 the locking is made so that when it is triggered, it is impossible to move grades 9 and 10 towards increasing the working volumes of pumps 7 and 8, but their reverse movement is possible.

For this, the locking unit has brake elements 32 and 33, acting on the rods 30 and 31, each of which is placed respectively in the guides 34 and 35 and is provided with rests 36 and 37, rigidly connected with it, respectively, spring-loaded elements 38, 39, which tighten rods 30 and 31 with plates 28 and 29 to the ends of r g9 and 10.

The control device also contains

the angular position sensor 40 of the vehicle, the output of which is connected to the input of the amplifier 41, to the output of which

an actuator 42 is connected, acting on the anvil 43, rigidly connected by means of traction 44 to the lower limiter 25. Th. ha 44 is made movable in the axial direction and kinematically connected with the lever 45 one hundred night brake. A switch 46 is installed in the power supply circuit of the amplifier 41.

The control device operates as follows.

The motion and rotational speed of the engine 13 is controlled simultaneously from one steering column 11. When moving from grams 9 and 10, the position of the adjusting mechanisms 7 and 8 and the proportional change in the working volumes of pumps 5 and 6 are carried out. The working volumes of pumps 6 and 5 are controlled using sensors 14 and 15, which produce electrical signals to the adders 15 and 17. In the adder 16 is the sum of these signals, and in the adder 17 - their subtraction. From the output of the adder 16, the absolute value of the obtained signal value is fed to the input of the multiplier 18, in which it is multiplied by 0.5. From the output of the adder 17, the signal, which is the modulus of the difference between the current values of the working volumes of the pumps, enters the input of the multiplier 19 multiplied by the value of Cs / 2, where Cs is the dimensionless coefficient characterizing the increase in resistance to movement during maneuvering, compared to the resistance that occurs during linear motion of the vehicle. Next, from the outputs of the multipliers 18 and 19, the signals arrive at the inputs of the adder 20, where their addition occurs. From the output of the adder 20, the signal goes to the multiplier 21. where it is multiplied by the value "2", which characterizes the ratio of the linear displacement increment Dx of the displacement adjustment mechanism to the corresponding increment of the displacement of the pump D.t. "2 Ax / Aq. .

The current value of the engine speed p is determined according to the formula

n no-fMKiK2 / qi q2 / +

+ K2 / qi: q3 /.

about)

where n0 is the minimum possible stable engine speed;

Ptah - the maximum allowed engine speed:

M is the scaling factor characterizing the used mechanism for transferring movement from bodies of change in pump working volumes to body of engine rotation frequency change;

Ki is the coefficient characterizing the ratio of the increment of the engine rotation frequency to the corresponding increment of the position of the engine speed control unit, i.e.

.Ki

An y

Q1.Q2 - current values of pump working volumes.

Next, the signal is fed to the input of the amplifier-converter unit 22 and the engine speed control unit 23 13. As soon as the engine speed change unit 24 reaches the upper limiter 26 corresponding to the maximum engine speed, the signal ;: from the limit speed sensor (FIG. .2 not shown) generates a signal for the actuation of the block 27 of the locks r 9 and 10, which controls the locking mechanisms. In this case, the brakes of the rods 30 and 31 are braked. The latter have the ability to move along the guides 35 and 34 with some braking, preventing the free movement of the rods 30 and 31 when the vehicle is moving on a slope, i.e. when it is accelerated. The rods 30 and 31 are rigidly connected to the supporting plates 28 and 29, which are in contact with the ends of the grades 9 and 10. Thus, by moving, the rods 9 and 10 act on one of the plates 28 and 29

(depending on the direction of movement) and move it. As soon as the engine speed reaches the maximum value, the lock block 27 and 9 and 10 breaks, and the lock mechanism

will fix the rods 30 and 31. Further movement of the r 9 and 10 in this direction becomes impossible. Thus, when the engine reaches its maximum speed, a further increase in working

pump volumes 5 and 6 becomes impossible, i.e. It is impossible to further increase the power required for movement. In this device, there is the possibility of reversing t 9 and 10 V

the direction of decreasing the speed and steepness of maneuvering, which is ensured by the presence of a locking mechanism (Fig. 3). which works as follows.

When moving t g 9,10 in one direction or another, they affect with their ends

on the corresponding plate 28 or 29, by moving the rods 30 or 31. When the engine reaches the maximum number of revolutions, block 27 receives a signal and the braking elements 32 and 33, which fix the position of the rods 30 or 31. possible only in the opposite direction, i.e. downward displacement of pumps, a. This means a reduction in engine speed. As soon as the engine speed is reduced, the locking unit turns off the brake elements, and the rods 30 or 31 are again able to move. The position of the lugs 36 and 37, in which they interact with the ends of the guides 34 and 35, corresponds to the neutral position of the tg 9 and 10.

The lower limiter 25 of the engine speed variation limit is movable. Its position is set by the actuator 42, the signal to which is supplied from the output of amplifier 41. In this case, amplifier 41 produces a control signal proportional to the elevation angle (+ a) of the vehicle, the value of which is measured by sensor 40. At the same time, the lower limiter 25 by means of thrust 33 It is connected to the lever 45 of a hundred-night brake, which, when it is turned on (regardless of the position of the vehicle), places the lower limiter 25 in the position of the minimum fuel supply. In order for the actuator not to counter the lever 45 of the hundred-night brake, the latter acts on the switch 46 installed in the power supply circuit of the amplifier 41, which turns on the power supply circuit of the amplifier 41 only when the position of the hundred-night brake is off. Due to the fact that the lever 45 of the hundred night brake is interlocked with the switch 46 of the amplifier 41, the engine speed is always minimal when the vehicle is braked, which corresponds to the minimum fuel injection regardless of the slope on which the vehicle is located. Before you start the movement, the driver moves the lever 45 to the position corresponding to the switching off of the hundred-night brake. In this case, the contacts of the power switch 46 of the amplifier 41 are closed and electrical power is supplied to the amplifier 41. The amplifier 41 generates a control signal proportional to the amount of slope that goes to the actuator 42, and subsequently moves the lower limit.

25 by an amount proportional to the slope, thereby increasing the fuel supply.

Thus, the value according to the formula

(1) is a function of the slope a, i.e. By f (a). Therefore, during the subsequent moving of the vehicle up the slope, the engine at the time of moving gets a big fuel supply, developing and more power, enough to confidently move the vehicle up. In this case, due to the fact that the correction of the minimum possible stable frequency of rotation n0 of the engine towards its

increases are made only when the standby night brake is off and when the vehicle is positioned on the side of the lift, excessive fuel consumption during short stops is eliminated

without turning off the engine.

Claims (2)

Claims 1. A vehicle control device comprising kinematically coupled hydraulic motors with propulsion, hydraulically connected to hydraulic pumps connected to the engine and having adjustment mechanisms connected by means of steering t with the steering column, hydraulic system, one hundred night brake lever and electric power source, characterized by the fact that increase the reliability of transport means of excluding cases of engine stalling, it is equipped with two sensors controlling the working volumes of hydraulic pumps, a vehicle angular position sensor, three adders, three multipliers, an amplifier-converter unit, an engine frequency control device with a rotation speed limiter, and upper and lower limits changes in engine speed, steering lock t g with the mechanism of their locking, the actuator, the switch and the amplifier connected to the vehicle’s angular position sensor and through the switch to the source of electrical power supply and connected to an actuator adapted to interact with a lower limit limiter for varying the rotational speed of the engine connected to the unit stopping of steering gears and kinematically coupled with a hundred-night brake lever connected to a switch, while the outputs of the sensors of the monitoring of the hydromongsoso operating sensors are connected to the inputs of the first and the second adders, the outputs of which are connected by the respective inputs of the first and second multipliers, the outputs of which are connected to the third adder connected to the third multiplier connected to the amplifier-converter unit connected to the input of the jigatel frequency control unit, the possibility of interaction with the limiter of the upper limit of the engine speed variation. / 32 36 28 9 11Z9 35 37 33 3 teJ 0 2. Device pop. 1, characterized in that the steering lock mechanism includes two plates rigidly connected to the rods, on which axially spring-loaded stops, which guide, to which the rods and brake elements are mounted, are fixed, connected to the locking unit, and made with the possibility of its interaction with the rods, while the steering rods are capable of interacting with the said plates from the side opposite to the rods.