SU761735A1 - Remote control system for the engine with reverse-reductor transmission - Google Patents

Description

The invention relates to mechanical engineering, mainly to the engine structure, in particular, to control systems of internal combustion engines.

Known remote control system of the internal combustion engine with _PE-5 vers reduction gear comprising a local post management body dviga'telem handle and transmission control and a remote position from the combined body of the engine and transmission and to switch the frequency of rotation The output shaft of the transmission th Nogo connected to the transmission control knob via a command node, a transducer unit, a transmission control servo and traction kinematically connected to the shaft of the transmission position sensors and the control device ¹⁵ motor through motion command unit and a servo and motor control [1].

A disadvantage of the known system is its dependence on the switching operation time from one servo fiksi- about ₂ Rowan position to another when switching transmission. With a slow servo shift, a gear shift may occur2 with the engine running.

ti with the gradual inclusion in the work of the brake drum transmission and damage to their working surfaces. In addition, the stable operation of a known system is determined by the adjustment of throttling devices, which depends on the time and temperature of the environment and requires constant monitoring and verification.

The goal of the proposed system is to increase the reliability of the system and ensure the stability of its operation.

This goal is achieved by the fact that the transducer unit is connected to an additional lock position of the thrust, equipped with movable stops, and the thrust is provided with protrusions to interact with the stops of the latch with each of its fixed position.

Thus, when the servomechanism is repositioned and the thrust is moved from one fixed position to another, the thrust of the thrust will always rest against the extended stop of the fixture, which prevents slipping of the fixed position by the servo at any speed.

FIG. 1 shows a diagram of the device; in fig. 2 - kinematic diagram vza761735

and interaction of details of the fixing unit of the servo-mechanism for controlling the switching of the reverse-gear transmission.

Combined handle 1 remote control station (shown in the "Stop" - (C) with a shaft on which the cams 2-5 are located, interacting respectively with limit switches

6-9 alarm fixed positions of the remote control post. Limit switches 6-9 are connected respectively on the one hand to the power source (shown as a terminal), and on the other to the inputs of logical cells, respectively 10-13, consisting of pairs made up of AND and a storage device connected in series (for example 10 from item a - 10.1 and device 10.2; cell 11 from items a

11.1 and 11.3 and devices 11.2 and 11.4, etc., connected in series with them, respectively. Delays 11.5 and 12.5 are included in cells 11 and 12 at the output of the memory devices.

The outputs of cells 10-13 are connected with the help of logic elements OR 14-16 to control windings 17.1 —17.3 of the converter unit 17.

At the local post 18 is the handle-. Transmission Control 19 and Servo 20.

The power channels of the block 17 are connected on the one hand to the power supply source (not shown in Fig. 1), and on the other hand, to the servo-mechanism 20.

The servo-mechanism 20 includes a controlled latch 20.1, with protrusions 20.2 and 20.3, a hydraulic cylinder 20.4 connected with a gear 20.5 to the control lever of the gear 19 of the local post 18. The thrust 20.5 is connected with the shaft 20.7 of the gear position sensors. Position sensors consist of cams 20.8 - 20.13, interacting respectively with limit switches 20.14–20.19. The outputs of these switches are connected to the inputs of cells 10-13.

The handle 1 of the remote post is kinematically connected in the same way with the setting engine 21 of the engine speed. Through the element OR 22 to the input of the element And 23 connected switches 20.17 and 20.18 and unit 21.

The output And 23 is connected to the input of the summing element 24, to the other input of which is connected the sensor 25 of the engine speed. The output of the element 24 through the phase-sensitive element 26 is connected to the inverter 27, to its control windings 27.1 (“More” - increasing the speed) and 27.2 (“Less” - reducing the speed), and with the help of OR 28 - to the winding 29.1 of the converter 29.

Converters 27 and 29 are connected with

one side to the power supply source (not shown in Fig. 1), and on the other side to the servo-mechanism'30 controlling the change in engine speed. The servo-mechanism 30 is kinematically connected with the engine control body 31, kinematically connected with the engine regulator 32.

For switching the frequencies of rotation of the transmission output shaft, a switch 33 is provided at the remote post, which is connected to cells 12 and 13.

The system works as follows.

Consider the operation of the system from the position of the handle 1 C.

If necessary, a gear shift to the "Back" post remote the handle 1 is moved to H. The cam 2 closes limit switch 6 and a signal from the power source is supplied to the logical input element _{ment and 10.1 cell 10. Since at this moment arm 19 of the local post is located in the C position, the Cam 20.9 pressed the micro switch 20.15, which supplies power to the second input And 10.1.

The signal from the output And 10.11 is remembered by the device 10.2 and from the output goes through OR 14 to the winding 17.2 of the transducer block 17. Block 17 supplies power to the corresponding cavity of the hydraulic cylinder 20.4 of the servo-mechanism 20, which, moving all the way into the wall, rotates the lever 20.6 and moves the thrust 20.5 and the associated handle 19 of the local post 18 of the engine to the position N. This opens the switch 20.15 and the cam 20.8 closes the switch 20.14, which supplies a signal from the power source to the reset input of the device 10.2 and a signal from the output device 10.2 is removed.

If it is necessary to switch the gear to the “Stop” position from the “Back” position, move the handle 1 to the C position. At that, cam 3 closes the end Switch 7 and a signal is sent from the power supply to input 11.1 and 11.3 of cell 11. At the other input 11.11 there is signal from the power source through the switch 20.14, pushed by the cam 20.8.

The signal from the output AND 11.1 remembers the device 11.2 and enters through OR 16 to the winding 17.1 of the converter unit 17. Block 17 supplies power to the corresponding cavity of the hydraulic cylinder 20.4, which turns the lever with its stem

20.6 and moves the thrust 20.5 all the way into the ledge 20.3 controlled latch 20.1. Traction 20.5 moves the handle 19 of the local post 18 to position C. In this case, the switch 20.14 opens and the switch 20.15 closes, which supplies a signal from the power source to the device's reset input 11.2. The signal from the output device 11.2 is removed.

If it is necessary to shift the gear to the “Forward” position, the handle 1 is set to the “D” or “VP” position. 767635

The transfer mode is set according to specific driving conditions. In addition to the handle 1, the switch 33 of the rotational frequencies of the output shaft of the transmission must also be set to the appropriate position.

Upon the arrival of the handle 1, for example, in the position of the CW cam 4 closes the switch 7, the feed signal from the power source to And 12.1 and 12.3, to other inputs of which receives a signal from the switch 33 (set also in the VI position).

To the input And 12.1 receives a signal from the switch 20.15. The signal from the output And 12.1 is remembered by the device 12.2 and is fed through OR 15 to the winding 17.3 of the converter unit 17, which controls the power supply to the clamp 20.1. Latch 20.1 removes the stop 20.3 and brings the stop

20.2 to the dimples 20.15. From the output of the device 12.2 through the delay elements 12.5 and OR 16, the signal enters the winding 17.1 of the converter unit 17, which supplies power to the corresponding cavity of the hydraulic cylinder 20.4. The cylinder rod 20.4 and the associated thrust 20.5 moves up to the stop 20.2. In this case, the handle 19 is moved to the VP position, and the cam 20.11 closes the switch 20.17, which supplies a signal from the power source to the device reset input 12.2. The signal from the output of the device 12.2 is removed.

If you need to switch to the положение position, the handle 1 is moved'in the position BI. At the same time, cam 5 is closed by switch 9, which supplies power to input And 13.1 of cell 13. To other inputs And 13.1, the signal comes through switch 33 (set in position) and through limit switch 20.18. The signal from the output AND 13.1 is remembered by the device 13.2 and from the output through the OR 16 is fed to the winding 17.1 of the converter block 17, Block 17 supplies power to the corresponding cylinder cavity 20.4, the rod of which moves the thrust 20.5 to the stop 20.1 clamp. At the same time, the handle 19 is set to the position, and the cam 20.13 presses the switch 20.19, which supplies power from the source to the device's reset input 13.2. The signal from output 13.2 is removed.

If it is necessary to increase the engine rotation speed, the handle 1 moves beyond the position ΒΙ by changing the setpoint of the setpoint 21. The signal from the output of the setpoint 21 is fed to the input of AND 23, to another input of which, via OR 22, receives signals through switches 20.18 or 20.19 (VP or ΒΙ, depending on the speed at which the engine gear is engaged).

From the output And 23 signal is fed to the input

summing element 24, where it is compared with the signal from the engine speed sensor 25. The output from element 24 through the phase-sensitive element 26 enters the winding 27.1 of the converter 27 and through OR 28 to the winding of the converter 27 and through OR 28 to the winding

29.1 converter 29.

The converter 29 supplies power to the disinhibition of the servo 30, and the converter 27 supplies power to the corresponding cavity of the servo 30, causing movement of its current and the engine speed control 31 kinematically associated with it to increase the fuel supply (changing the controller 32 settings). After the engine reaches the specified rotational speed, the signals of the setting device 21 and the sensor 25 of the engine speed are compared and the signal from the output of the device 24 is removed.

If it is necessary to reduce the engine speed, the handle 1 moves towards the position ΒΙ, changing the setpoint of the dial 21 up to the position (HV). The output signal of the setting device 21 is compared at the input of the summing element 24 with the signal of the sensor 25 and from its output goes through the phase-sensitive element 26 to the winding 27.2 of the converter 27 and the winding of the converter 29. The converter 24 disarms the mechanism 30, and the converter 27 causes the rod 30 and the organ to move 31 in the direction of reducing the fuel supply.

If it is necessary to shift the gear to the VP position (if it was turned on in the position), move the handle 1 to the VP position. This closes the cam 4 switch 8, which supplies a signal from the source to the inputs And 12.1 and 12.3 of the cell 12.

To other inputs And 12.3 connected switch 33 (set in position VP) and switch 20.19. The signal from the output And 12.3 is remembered by the device 12.4 and through OR 14 is applied to the winding

17.2 of the block 17. Block 17 supplies the power supply to the corresponding cavity of the hydraulic cylinder 20.4, which moves the rod 20.5 up to the stop 20.1 of the clamp with its rod. At the same time the lever 20.6 rotates the cam 20.12, the closing switch 20.17. Switch 20.17 supplies power from the source to the device 12.4 input reset input, the signal from output 12.4 is removed.

If it is necessary to change the gear to the C position, move the handle 1 to the C position, while the cam 3 closes the switch 7. The power through the switch 7 is fed to the input And 11.1 and

11.3 cells 11. To the other input AND 11.3 power is supplied through the switch 20.18. The signal from the output And 11.3 is remembered by the device 11.4 and is fed through OR 15 to the winding 17.3. block 17 through OR 14 on

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winding 17.2 of the block 17. Block 17 supplies power to the movement of the stops 20.1 of the retainer releasing the thrust 20.5, and then into the corresponding cavity of the hydraulic cylinder 20.4, its rod and thrust 20.5 are displaced to the stop 20.1 of the retainer. At the same time, the handle 19 moves to the “C” position and the cam rotates.

20.9, closing the switch 20.15. Through the switch 20.15 a signal is input to the reset input of the device 11.4 and the signal from its output is removed.

On the pneumatic diagram (Fig. 2), the sequence of the mutual movement of the lugs 20.2 and 20.3 of the latch 20.1 relative to the thrust rod 20.5 during gear shifting is shown.

When moving the thrust 20.5 and handle 19 to position B! from the position of VP emphasis

20.3 pushed on the path of thrust 20.5, and the stop 20.2 pushed. Traction 20.5 rests on the end of the stroke in the focus 20.3. When moving thrust

20.5 and the handles 19 to position C from the position of the EP, the pre-stop 20.3 retracts and releases the thrust 20.5. At the same time, the stop 20.2 extends in the path of the thrust 20.5. At the end of the stroke, the thrust 20.5 rests on the stop 20.2. When moving the thrust 20.5 and the handle 19 to the position H from the position C, the pre-emphasis 20.2 retracts and releases the thrust 20.5. Simultaneously, the stop 20.3 is extended on the path of movement of the thrust 20.5. At the end of the stroke, the thrust 20.5 rests on the stop 20.3. When moving from thrust 20.5 and handle 19 to position C from position H, thrust 20.5 rests against the stop

20.3. When moving the thrust 20.5 and the handle 19 to the position of the EP from position C, the stop 20.3 is preliminarily retracted and the stop 20.2 is advanced. At the end of the stroke, the thrust 20.5 abuts against the rest 20.2.

When the thrust 20.5 and the handle 19 are moved to the position положение, the stop 20.2 is preliminarily removed from the position of the EP and the stop 20.3 is advanced. Traction 20.5 at the end of the stroke rests on the stop 20.3. Thus, at any speed of movement of the thrust 20.5, there is always a pre-extended stop in its path, which ensures accurate and precise fixation of the positions of the thrust 20.5 and the handle 19 and increases the reliability of the system by eliminating false alarms when individual elements malfunction.

Claims (1)

Claim A An engine remote control system with reverse gear transmission, containing a local post with engine control and transmission control knob and remote singing with a combined motor control and transmission knob and with a frequency switch of the output transmission shaft connected to the transmission control knob via a command node, block converters, servo-mechanism transmission control and thrust, kinematically connected with the shaft position of the transmission position, and to the engine control through the command unit and a servo motor control, characterized in that, in order to improve reliability, the transducers connected to the block an additional traction lock position, provided with movable stops, and rod is provided with projections for cooperation with the detent stops at each of its fixed position. ν