SU1731657A1 - Self-powered machine - Google Patents

Abstract

FIELD OF THE INVENTION The invention relates to mechanical engineering, in particular, to agricultural engineering. The purpose of the invention is to improve the operational and economic characteristics of the machine. Connecting the axle of the controllable wheels 2 to the carriage frame 1 of the machine with the possibility of their displacement relative to each other in the transverse direction makes it possible to convert the indicated displacement into machine control actions. The devices for converting the relative displacement of the frame and the bridge are made in the form of an additional kinematic connection of the supporting frame 1 either directly with the beam 9 of the bridge or with the mechanism for turning the steered wheels. The machine can be equipped with devices for varying the ratio of the rotational speeds of left and right thrusters, and these devices are functionally connected with sensors installed in the circuit of the aforementioned additional kinematic connection of the supporting frame with the axle of the controlled wheels. Provides for the installation of a centering spring and damper. 13 hp ff, 17 ill.

Description

The invention relates to mechanical engineering, namely to self-propelled machines, and can be used in machines that are subject to increased requirements for maneuverability and driving accuracy, and their control is associated with overcoming large moments of forces resulting from the interaction of working bodies with the ground. , namely, in self-propelled agricultural machines and especially machines for the processing and harvesting of tilled crops (sugar beet, corn and others).

The purpose of the invention is to increase the operational and economic characteristics of the machine.

Figure 1 shows a self-propelled machine, side view; Fig. 2 illustrates a axle of controlled wheels, its connection with a carrier frame and a diagram of communications with control systems; Figures 3 to 7 are examples of constructive design of the connections of the axle of the driven wheels with the frame and with the control systems; Fig. 8 is a first diagram of an apparatus for measuring the ratio of the speeds of rotation of engines; Fig. 9 shows a first diagram of the mechanism for controlling devices for changing the ratio of the speeds of rotation of the propellers; in fig. 10 is a second diagram of the device for varying the ratio of the speeds of rotation of thrusters; 11 - the same, the third scheme; in fig. 12 - the same, the fourth scheme; in fig. 13 is a second diagram of a device control mechanism for varying the ratio of rotational speeds of thrusters; in fig. 14 - the same, the third scheme; in fig. 15 - the same, the fourth scheme; in fig. 16 - mechanism

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blocking; in fig. 17 is a section A-A in FIG.

The self-propelled machine comprises a carrier frame 1 (Figures 1 and 2), a chassis with a axle of controlled wheels 2 and left 3 and right 4 engines, an engine 5, a driver's platform with a cab 6 and a control system.

The carrier frame 1 is attached to the axle of the controlled wheels 2 with the possibility of their relative displacement. This connection can be made by means of a slider 7 (FIGS. 2 and 3) connected to the frame pivotally or by means of t-suspensions 8 (FIG. 4), each of which is connected at one end pivotally to the bridge beam 9, and the other also with intermediate link 10, which, in turn, is attached pivotally to the supporting frame of the machine 1.

At least one centering spring 11 (Fig. 2) can be installed between the carrier frame and the beam of the bridge 9, for transmitting to the frame 1 the side reaction forces of the controlled wheels 2.

The machine also contains a device for converting the relative displacement A of the frame and the bridge into machine control actions.

The device may include an additional kinematic connection of the frame 1 with the axle of the steerable wheels or directly with its beam 9, or with the mechanism of the steer of the steered wheels, for example, with the lever 12 fixed on the steering wheel of the steerable wheel 2 (FIG. 3).

An additional kinematic connection of the carrier frame 1 with the axle of the steered wheels 2 may comprise a hydraulic cylinder 13 (Fig. 5), which is connected hydraulically by oil-driven actuators 14 to the steering system 15.

In cases of increased requirements for driving accuracy and working conditions, the machine can be equipped with devices 16 (Fig. 2) to change the ratio between the rotational speeds of the left and right propulsive devices, which are operatively associated with the device for converting the relative displacement of the frame and bridge to control. acting by means of a sensing element (sensor) 17, a control and communication mechanism 18 19.

In these cases, the hydraulic cylinder connected to the steering system for controlling the wheels 2 (not shown) is connected directly to the beam of the bridge 9 and the lever on the steering knuckle of the wheel 2. Between the steering knuckles of the wheels 2 are connected by a known trapezoidal mechanism

containing levers on steering cams linked between each other.

As a sensitive element (sensor), known

5 devices, such as a Bowden cable (braided cable) 20 (FIG. 6), an electrical displacement transducer (not shown), or a hydraulic cylinder 21 (FIG. 7).

The sensing element (sensor) 17 can be installed in the chain of the aforementioned additional kinematic connection of the carrier frame 2 with the beam 9 of the axle of the controlled wheels 2 (figure 2) or with the mechanism of rotation of the controlled wheels, for example

5 by a lever 12 (FIG. 3) fixed on the steering knuckle of the steering wheel 2.

Depending on the specific conditions of use of the invention, various versions of the device can be used to change the ratio between the speeds of the left 3 and right 4 propulsive devices. Under the conditions of increased demands on the accuracy of driving and large torques of resistance to its turning, the most

5, the use of known hydrostatic transmissions (FIGS. 8,10 and 11) can be effective for this purpose,

With less stringent requirements, known systems of separate brakes 22 and 23 (Fig. 12) can be used: controlled by hydraulic cylinders 24,25, which are connected either directly to the hydraulic cylinder - sensor 21 (Fig. 7) by oil pipes 26,27 or

5 electro-hydraulic valves (not shown) to the overall hydraulic system of the machine (not shown) and to the sensor 17, which in this case should be based on the electrical principle.

0 As a device for changing the ratio of the rotational speeds of the left 3 and right 4 thrusters in machines with little power required for movement, can also be used.

5 known mechanical variators.

In self-propelled machines with one of the options of hydraulic transmission to control the transmission and transfer control actions from the sensor 17

0 (FIG. 2), various variants of the control mechanism 18 (FIGS. 9, 13-15) can be used.

The hydrostatic transmission includes a hydraulic pump 28 (Fig. 8) connected to

5 hydraulic motors, drive of the left 29 and right 30 thrusters by means of the well-known adjustable divider - flow adder 31 and oil lines 32-36. The control mechanism of the splitter-flow adder can be associated with the displacement transmitter via a kinematic link 20, for example in the form of a Bowden cable.

The divider (Fig. 4) includes a spool 37, the annular grooves of which overlap the holes in the sleeve 38, communicating with the inlet channel 32, and the holes communicating with the output channels 33 and 34. The spool 37 is installed in the sleeve 38 with the possibility of movement along its axis. In the adder, the input and output channels are swapped.

In the case when adjustable hydraulic motors 39 and 40 (fig. U) are used to drive the propulsion units, driven by hydraulic pump 28 through oil lines 35,36,41-43, the system of changing the ratio of rotational speeds due to changing the ratio of hydraulic motors 39 and 40 can be effective. .

The mechanisms for regulating the working parts of the hydromotors in this case contain kinematic connections 44 and 45 with one of the variants of the displacement sensor 17 by means of one of the variants of the control mechanisms (Figs. 13-15).

In the case of using a two-flow hydrostatic transmission (Fig. 11), in which the hydraulic motor 29 is powered by its adjustable hydraulic pump 46, and the hydraulic motor 30 is powered by its hydraulic pump 47 through the corresponding oil lines 48-51, the ratio of the rotational speeds of propulsion changes due to a change in the ratio of working volumes hydraulic pumps 46 and 47. In this case, kinematic connections 44 and 45 (Fig. 11) link the mechanisms for changing the working volumes of pumps 46 and 47 with one of the variants of the displacement sensor 17 by means of one of the mechanisms PCA control 18 (Figures 13-15).

Depending on the particular conditions of use of the invention, the known control mechanisms may have the following construction.

The transmission mechanism (Fig. 13) contains a hydraulic cylinder 49 mounted rotatably around a hinge 48, a piston rod 50 with a piston 51, and centering springs 52. With a displacement sensor (with a hydraulic cylinder 21) the hydraulic cylinder 49 is connected by oil lines 26 and 27. Rod ends 50 kinematically, by means of connections 45, 44, they are connected to pump control mechanisms 46 and 47 (Fig. 11) or hydraulic motors 39 and 40 (Fig. U). The hydraulic cylinder has a kinematic connection 53 with the pedal 54 controlling the speed of the vehicle. The two shoulders pivot arm 55 (Fig. 14) has a kinematic connection 56 with the machine speed control handle 57 and

connections 44 and 45 with corresponding mechanisms for varying the working volumes of pumps 46 and 47 or hydraulic motors 39 and 40. Lever 55 is also kinematically connected to displacement sensor 17, for example, cable 20.

The double-arm lever 58 (Fig. 15) is mounted with the possibility of displacement relative to the axis of rotation 59 of the element 60, which has a kinematic connection 61 with the speed control pedal 62. The lever 58 has kinematic connections 44 and 45 with corresponding mechanisms for changing the working volumes of hydraulic pumps 46 and 47 (Fig. 11) or of the hydraulic motors 39 and 40 (Fig. U).

It is also possible to use adjustable throttle valves (not shown) mounted on hydraulic lines 26 and 27 (Fig. 12) with electric, hydraulic or mechanical control connected to displacement sensor 17, directly or through one of the described control mechanisms.

In all applications of the invention using hydrostatic transmissions and hydraulic actuators, known reservoirs for the working fluid, safety valves, filters for cleaning the working fluid, etc. are used. items.

In high-speed machines, the carrier frame and the axle beam of the driven wheels can be interconnected by a damper 63 (Fig. 2).

For reversing, the relative displacement of the bridge and frame can be locked (Figs. 16 and 17). The axle of the driven wheels is connected to the frame 1 by means of a pin 64 with the possibility of displacement along it by the value a. In the bridge girder 9, there is a figured hole (Fig. 17) in which pin 64 enters, simultaneously passing through corresponding circular holes in the slider 7 or in link 10 (not shown) and in the support fork of the frame 1. The pin 64 has areas with diameters D and d and in the interval between them the conical part. Figured hole in the beam 9 also has a section with a cylindrical surface D and a slot width d.

For the case of connecting the frame to the bridge (Fig. 4), the lock has a similar construction.

It is possible to use other known devices for locking the control action from the relative displacement of the frame and bridge when reversing, for example, in the form of various devices (electrical switches, hydraulic distributors and mechanical couplings) for disconnecting the sensor 17 (Fig. 2) from mechanism 18 management

Finally, in a number of cases of non-rigid requirements for the controllability of the machine when it is reversing, no locks are required at all.

For variants with a two-flow hydrostatic transmission (Fig. 11), a system must be provided in the system to switch on the differential coupling between the left and right hydraulic actuators simultaneously with the transition to reversing. As such a device, an adjustable choke or an electro-hydraulic valve (not shown) can be used, which connects between the main 48-51 (Fig. 11).

Such devices can be controlled, for example, by a special electrical switch mounted on the driver’s control panel or connected to the reverse actuation mechanism (not shown). It is also possible to install a switch at the junction of the axle of the controlled wheels with the frame of the machine.

Self-propelled machine works as follows.

The engine 5 drives the thrusters 3,4 in rotation, which, due to the coupling with the road, inform the vehicle to move forward. If the steered wheels 2 occupy a position parallel to the longitudinal axis of the machine and there are no disturbing torques (a flat horizontal section of the road, symmetrical resistance of the working bodies, etc.), then the machine moves linearly.

In cases where a turning moment occurs due to various possible causes (uneven terrain, asymmetrical resistance of the working bodies, the presence of a side slope, etc.), the frame 1 of the machine turns in the direction of the disturbing moment, for example, to the right and shifts relative to beam 9 of the axle driven wheels 2 by some value Л

This bias is converted into a machine driving action in different ways depending on the particular design of the device for the specified transformation.

If a direct kinematic connection of the frame 1 with the steering mechanism of the controlled wheels 2 (Fig. 5) is applied, the frame displacement is converted into rotation of the cam 12 and the wheels 2 to the left, resulting in a lateral reaction force of the controlled wheels 2, which holds the bridge, and through the spring 11 or through the drags 8, the frame is kept from further displacement. So without

driver interventions are automatically supported by the chosen direction of movement.

For a purposeful turn, the driver through the steering system 15 by means of the hydraulic cylinder 13 turns the wheel 2 in the right direction, and under their action the machine turns.

If the machine is equipped with devices

to change the ratio of the rotational speeds of the left 3 and right 4 thrusters, and in additional kinematic communication a sensor 17 is installed (figure 2), through this sensor, the displacement A through communications 19 and the control mechanism 18 transforms into a controlling effect on the mechanism for changing the speed ratio rotation of propellers 16.

When using a hydrostatic transmission in a car, the pumps 28 (FIGS. 8 and 10) or 46 and 47 (FIG. 11) connected to the engine 5 are supplied through the corresponding hydraulic lines working fluid to hydraulic motors 29.30 or 39.40, respectively.

The translational speed of the machine in these cases is determined by the displacement volumes of the pumps and the hydraulic motors.

When the steered wheels are rotated by means of a known steering system, for example, to the left, transverse components of the force arise, under the action of which the axle of the steered wheels 2 is displaced relative to the road to the left. While the slider 7 (figure 2) or link 10 (figure 4)

together with the frame 1 are held by the driving wheels 3.4 in their original position. The resulting misalignment of the frame and bridge relative to each other, D, is sensed by the displacement sensor and transmitted through communications 19 as a control action to the control mechanism 18 and the device 16 for changing the ratio of rotational speeds of left and right thrusters.

Left turn, the speed of the left propulsion unit 3 slows down, while the right turn 4 increases. As a result, a moment of force is created that turns the machine to the left.

In the case where the sensor 17 movements

connects the frame with the turning mechanism of the controlled wheels 2 (for example, the lever 12), the controlling influences from the steering system and from the displacement of the bridge beam are algebraically summed, the rotation occurs with

increased speed.

If, when the car moves straight from the roughness of the road or due to reduced grip, one of the thrusters, for example the right one, slips, this causes the frame 1 to turn to the right and displace it relative to the steering wheels 2. held by the road grip forces 2. Corresponding to this displacement the control action through the sensor 17, the communication 19 is transmitted to the devices 16, which increase the speed of the right propulsion 4, thus compensating for its slipping. As a result, the rectilinear motion of the machine is restored.

Due to the feedback frame carried out by the feedback frame, the displacement A and, consequently, the ratio of the rotational speeds of the right and left thrusters in all cases are automatically set in kinematic correspondence with the steering angles of the steered wheels, and ultimately with the turning radius of the machine,

When a rigid mechanical kinematic connection is used, for example, in the form of a Bowden cable, 20 displacement is transmitted to lever 55 (Fig. 14) or to lever 60 (Fig. 15) of control mechanisms, or to element 31 of a flow divider, for example, to valve 37 (Fig. 9).

When used as a displacement sensor of hydraulic cylinder 21 (Fig. 7), as a result of displacement of its rod and piston, the working fluid is expelled from the corresponding cavity and fed through hydraulic lines 26 or 27 into the corresponding cavity of the hydraulic cylinder 49 of the control mechanism (Fig. 13) or directly into the cavity of one of the cylinders 24 or 25.

When the piston of the hydraulic cylinder 21 returns to the neutral position, compensation of possible leaks of the working fluid occurs due to its delivery from the supply tank through the hydraulic line, which communicates with both cavities of the hydraulic cylinder 21.

Changes in the ratio of rotational speeds of thrusters are made either by braking the corresponding wheel 3, or 4 by brake 22 or 23 under the action of the hydraulic cylinder 24 or 25 (Fig. 12), or by changing the ratio of the amount of working fluid supplied to the hydraulic motors 29 and 30 (Fig. , 11), which is produced either by changing the working volumes of the hydraulic pumps 46.47 (FIG. 11), or by means of a flow divider 31 (FIGS. 8 and 9). In the latter case, the redistribution of the working fluid flows occurs as a result of changing the cross sections of the throttle orifices depending on the displacement of the spool 37. For example, when the slide is displaced to the right, the flow of fluid entering through the channel 34 to the right hydraulic motor 30 increases and decreases to the left 29.

Under the action of kinematic connections 44 and 45 (Fig. 10), the ratio of the working volumes of the hydraulic motors 39.40, and hence the ratio of the speeds of their rotation, changes.

Although the control mechanisms may have a different design, their main functions are the transformation and transfer of the control action of the displacement transducer 17 to the devices for varying the speeds of rotation of the propellers. The mechanisms (Figures 13-15) are simultaneously used as elements of a system for controlling the overall speed of the vehicle.

In the embodiment (Fig. 14), under the action of the cable 20, the lever 55 rotates at a certain angle and through the glands 44, 45 acts on the mechanism for adjusting the rotational speeds of the thrusters, changing their ratio in proportion to the angle of rotation of the lever 55. 55 a translational displacement is reported, with the result that the thrusters 44 and 45 are displaced by the same amount and transmit the same effect on the mechanisms for varying the speeds of rotation of the propellers, as a result of which the total speed of the machine is changed.

In the control mechanism (Fig. 15), the cable 20 shifts the lever 58 relative to the axis of rotation 59, thereby changing the ratio of the arms. Correspondingly, the ratio of control actions transmitted through the gi 44.45 to the mechanisms for changing the rotational speeds of propulsion changes.

The principle of the mechanism (Fig. 13) differs from the previous one in that the displacement of the rod 50, performing together with the hydraulic cylinder the role of a pivoting lever with a variable arm length, occurs under the action of a piston 51 controlled by the flow of working fluid through hydraulic lines 26 and 27.

The damper 63 suppresses excessive oscillations of the displacements of the frame and axle of the controlled wheels in machines moving at elevated speeds.

When switching to reversing (in Fig. 16 to the right), frame 1 is displaced with a bolt 64 relative to the axle of the steered wheels 2 to the right by an amount a. At the same time, the kingpin 64, with its section with a diameter D, enters a cut-out in the beam 9, which also has diameters. To D (Fig. 17). Thereby

the bridge girder 9 is fixed against displacement relative to the slider 7.

Under the variant of connecting the bridge with the frame (Fig. 4), the principle of the locking is similar.

After blocking the relative displacement of the frame and bridge, the controllability of the machine is ensured only by the lateral reaction forces of the wheels 2, as in the known self-propelled machines. When reversing, it usually does not require increased driving accuracy, and the reversing mode itself takes up a disproportionately smaller share of running time as compared to moving forward.

Compared to the known, the proposed self-propelled machine can provide more precise driving, for example, by the series of agricultural plants during their processing, reduce driver fatigue, increase the working speeds of the machine and ultimately improve the quality of work, productivity and economic characteristics of the machine.

Especially significant effect can be obtained in objects operating under severe conditions: increased soil moisture or roads, the presence of transverse slopes and uneven soil microrelief or road.

Claims (14)

Claim 1. Self-propelled machine comprising a carrier frame, a running gear with a steering wheel axle and driving gears, an engine gear for driving the drive motor and a steering system including steering and devices for changing the ratio between the rotational speeds of the left right-handed engines with a control system associated with a sensitive element associated with a steering wheel axle, in order to improve operational and economic performance the machine, the axle of the controlled wheels is mounted on the frame with the possibility of displacement relative to each other at the point of their connection in the direction transverse to the longitudinal axis of the machine, and the control system includes a device for converting the relative displacement of the frame and the axle of the controlled wheels into the controllers impact. 2. Machine according to claim 1, characterized in that the carrier frame is attached to the beam of the axle-controlled wheels nocpeflctBOM of the slide connected to the carrier frame pivotally. 3. The machine according to claim 1, characterized in that the carrying frame is connected to the axle beam of the steered wheels by means of suspension hooks, each of which is connected at one end pivotally to the axle beam, and the other also pivotally to an intermediate link the bearing frame of the machine. 4, Machine according to claim 1, characterized in that at least one centering spring is installed between the supporting frame and the beam of the axle of the steering wheels, acting in the direction of the relative displacement of the axle of the steering wheels and the supporting frame. 5. A machine in accordance with claim 1, wherein the device for converting the relative displacement of the frame and the bridge into machine-driving influences comprises at least one additional kinematic connection of the frame with the axle of the steering wheels. 6. The machine according to claims 1 and 5, differing in that the additional kinematic connection of the carrier frame is carried out directly with the beam of the steerable wheels. 7. The machine according to claims 1 and 5, differing in that the additional kinematic connection of the carrier frame is made with the mechanism of rotation of the steered wheels. 8. The machine according to claims 1, 5 and 7, that is, with the fact that the additional kinematic connection of the carrier frame with the steering wheel axle includes a hydraulic cylinder connected hydraulically to the steering system. cars. 9. The machine according to claims 1 and 5, differing in that the control system of devices for changing the ratio between the rotational speeds of left and right engines is associated with at least one sensory element installed in the chain of additional kinematic connection carrying frame with axle driven wheels. 10. A machine in accordance with claim 1, wherein the supporting frame and the beam of the axle of the steering wheels are interconnected by a damper. 11. A machine in accordance with claim 1, characterized in that it is provided with a device for blocking the lateral displacement of the carrier frame and the axle of the steered wheels relative to each other during the transition to the movement of the car in reverse. 12. The machine according to claims 1 and 11, characterized in that the mechanism for activating said blocking is associated with the mechanism for activating the drive. 13. A machine with nTI, which makes it possible that the carrier frame of the machine and the axle of the controlled wheels are connected with each other with the possibility of limited displacement relative to each other in the direction coinciding with the direction of the longitudinal axis of the machine, and the machine is equipped with a device for converting the relative displacement of the frame and the bridge in control of the said device for locking the lateral displacement of the frame and the bridge of the controlled wheels. 0 14. The machine according to claim 13, characterized in that the locking device is an axle pivot of a steering axle containing sections with smaller and larger diameters and a tapered portion between them and interacting with the axle axle of the steering wheels, in which there is a shaped hole with a cylindrical section, the diameter of which is equal to the larger diameter of the pivot, and an elongated groove with a width equal to the smaller diameter of the pivot. / 7 / /// /// & /// /// /////////////// fig.Z / ww ///////////// 40 srig.by i u 6 nineteen /// /// /// J /// /// /// /// 77 77G Fig 7 F (L.6 Sf 30 3634 & 23 32. 37, Fig 9 M 4 Fig.Yu & 20 C 36 f-2  / / Ohno FIG. // // 7 And /////// rig. / 2 55 50 FIG. 15 FIG. L