Building vehicle

FIELD: transport engineering.

SUBSTANCE: vehicle consists of motor, of hydraulic pump, of running hydro-motor, of running wheel, of adjustment block, of vehicle speed measurement block. The adjustment block is designed to operate under mode of reduced slipping in the range of low speed, when speed of the vehicle is less or equal to specified speed. This is designed to reduce maximal speed of motor rotation, when speed of the vehicle decreases.

EFFECT: reduced hazard of slipping.

6 cl, 9 dwg

 

The technical field to which the invention relates.

The present invention relates to a construction vehicle.

The level of technology

The movement of some construction vehicles is provided by a hydraulic pump driven by the engine, and running gear of the motor, which is driven by the oil under pressure discharged from the hydraulic pump. In the construction vehicle of this type, the regulation of speed and traction of the vehicle can be performed by adjusting the rotational speed of the engine, the performance of the hydraulic pump and the performance of the motor (Patent document 1).

[Patent document 1] publication of the patent application of Japan JP-A-2004-144254.

The characteristic dependence of traction from the vehicle speed obtained in the above construction vehicle presented on Fig.9. Along the horizontal axis of figure 9 delayed values of the vehicle speed and the vertical axis the values of tractive effort. As shown in the characteristic dependence of traction from the vehicle speed, the peak traction is achieved not at zero speed of the vehicle and when the vehicle speed in the range of small is Karosta. Therefore, in case of execution of excavation on the road with low friction, type of road with soft soil or road covered with snow, during operation at low speed pulling force reaches its maximum, and the wheels easily come off the slip.

The purpose of the present invention is to provide a construction vehicle with the ability to reduce the risk of failure in the slide.

Construction vehicle according to the first aspect of the invention includes an engine, a hydraulic pump driven by the engine driving the hydraulic motor, driven with pressure oil pumped by the hydraulic pump, the impeller is driven by the driving force of the driving motor, a control unit for regulating the speed and traction of the vehicle by regulating the rotation speed of the engine, the performance of the hydraulic pump and the performance of the motor, and the unit of measurement of speed of the vehicle to measure the speed of the vehicle. In the range of low velocities, in which the speed of the vehicle is less than or equal to a preset speed, the control unit can operate in the mode of reducing slippage to reduce the maximum speed of rotation of the engine in the La with decreasing vehicle speed.

In this construction vehicle mode reduce slippage regulating the maximum speed of the engine, providing its decrease with decreasing vehicle speed. This allows us to obtain the characteristic dependence of traction from the vehicle speed is approximated by the characteristic dependence of traction from the vehicle speed running torque Converter. The vehicle on which you installed the torque Converter has a characteristic dependence of traction from the vehicle speed at which the pulling force reaches a maximum value when the vehicle speed of zero. Therefore, the receipt of such approximated characteristics depending on traction from the vehicle speed prevents easy removal of the vehicle to slide even on the road with low friction. The result is that you can reduce the risk of failure of such a construction vehicle is in the slip.

Construction vehicle according to the second aspect of the invention includes an engine, a hydraulic pump driven by the engine driving the hydraulic motor, results in IMY into action by oil under pressure, pumped by the hydraulic pump, the impeller is driven by the driving force of the driving motor, and a control unit for regulating the speed and traction of the vehicle by regulating the rotation speed of the engine, the performance of the hydraulic pump and the performance of the motor. Thus the control unit can operate in the mode of reducing slippage for regulating the maximum speed of the engine so that the characteristic dependence of traction from the vehicle speed is approximated by the characteristic dependence of traction from the vehicle speed running torque Converter.

In this construction vehicle mode reduce slippage regulating the maximum speed of the engine. This allows us to obtain the characteristic dependence of traction from the vehicle speed is approximated by the characteristic dependence of traction from the vehicle speed running torque Converter. The vehicle on which you installed the torque Converter has a characteristic dependence of traction on the speed of transport is private funds, on which the pulling force reaches a maximum value when the vehicle speed of zero. Therefore, the receipt of such approximated characteristics depending on traction from the vehicle speed prevents easy removal of the vehicle to slide even on the road with low friction. The result is that you can reduce the risk of failure of such a construction vehicle is in the slip.

Construction vehicle according to a third aspect of the invention is the construction vehicle according to the second invention, in which the mode of reduction of slippage, the control unit adjusts the maximum speed of the engine so that the characteristic dependence of the traction speed of the vehicle is approximated by a monotonically decreasing function.

In this construction vehicle mode reduce slippage regulating the maximum speed of the engine. This allows us to obtain the characteristic dependence of traction from the vehicle speed, approximated by a monotonically decreasing function. Therefore, the maximum traction force is generated when the vehicle speed corresponding to zero or close to zero. In what the result, you can reduce the risk of failure of such a construction vehicle is in the slip.

Construction vehicle according to a fourth aspect of the invention is the construction vehicle according to the first invention or the second invention, in which the mode of reduction of slippage, the control unit adjusts the maximum speed of the engine so that the maximum tractive force characteristic based traction from the vehicle speed is produced at a lower speed than the speed at which is produced the maximum tractive force characteristic based traction from the vehicle speed in the case of work not in the mode of reducing slippage.

In this construction vehicle maximum traction force is generated at a lower speed than the speed at which the maximum traction force is generated in the case of work not in the mode of reducing slippage. Therefore, you can reduce the risk of failure of such a construction vehicle is in the slip even in comparison with the case where the maximum engine speed is set constant.

Construction vehicle according to the fifth aspect of the invention is the construction vehicle according to the second invention, further including with the BOJ unit of measurement of speed of the vehicle to measure the speed of the vehicle. When in this mode, reducing slippage, the control unit determines the maximum motor speed measured by the speed of the vehicle.

In this construction vehicle maximum speed of rotation of the motor is determined by the measured vehicle speed. So simple adjustment allows you to characterize the dependence of traction from the vehicle speed is approximated by the characteristic dependence of traction from the vehicle speed running torque Converter.

Construction vehicle according to the sixth aspect of the invention is the construction vehicle according to the fifth aspect of the invention, in which the mode of reduction of slippage, the control unit reduces the maximum engine speed decreasing speed of the vehicle.

In this construction vehicle mode reduce slippage maximum rotation speed of the engine decreases with decreasing vehicle speed. Thus, when the reduction mode slip regulating the maximum speed of the engine. Such regulation allows to obtain the characteristics of the head of the dependence of traction from the vehicle speed, the approximated characteristic based traction from the vehicle speed running torque Converter.

Construction vehicle according to the seventh aspect of the invention is the construction vehicle according to the first or second aspect of the invention, additionally includes a block select mode, reducing slippage, whereby the operator selects the mode of reduction of slippage.

In this construction vehicle manipulation of the block select mode decrease slippage allows the operator to freely select the operation mode or in the mode of reducing slippage. For example, work on the road with low friction can be set to reduce slippage, and work on the road with normal characteristics - not in the mode of reducing slippage.

Brief description of drawings

Figure 1 is a side view of a construction vehicle.

Figure 2 - schematic diagram of a design of the hydraulic drive mechanism.

Figure 3 - block diagram of the construction of the vehicle.

4 is graphs of traction on the speed of the vehicle.

5 is a graph illustrating the relationship between the angle of rotation, hydraulic Yes the population in the main thoroughfare and the rotation speed of the engine.

6 is a block diagram of process control in reducing slippage.

7 is a table of values of the maximum speed of rotation of the motor depending on the speed of the vehicle.

Fig is a graph illustrating the dependence of the maximum engine speed from the vehicle speed.

Fig.9 is a graph of traction from the vehicle speed for the prototype construction vehicles.

Description of the number of items

1 construction vehicle

4a, 4b bus (running wheel)

8 - engine

9 - primary pump (hydraulic pump)

13 - the second driving motor (driving hydromotor)

16 is a block regulation

34 - unit of measurement of vehicle speed

36 - unit mode selection reduce slippage

The best option of carrying out the invention

Figure 1 presents a side view of a construction vehicle 1 in accordance with the exemplary embodiment of the present invention. Construction vehicle 1 is propelled truck tires 4a and 4b and the working body 3 to perform useful work. Construction vehicle 1 includes a frame 2 of the body, the working body 3, bus 4a and 4b (wheels) and the cabin 5 of the operator.

Frame 2 of the body includes perednyaya 2a, which is available from the front side of the body, and the rear frame 2b placed on the rear side of the body. Front frame 2a and the rear frame 2b are connected to one another in the center of the frame 2 of the body with the possibility to perform swinging movement in the direction of the left and right.

On the front frame 2a has a work body 3 and a pair of front wheels 4a. The working body 3 is a device driven with pressure oil pumped by the hydraulic pump 11 of the working body (see figure 2). The working body 3 includes an arrow 37, mounted on the front part of the front frame 2a, bucket 38, mounted on the front end of the arrow 37, and the cylinder 26 of the working body for driving these elements (see figure 2). Pair of front tyres 4a are mounted on the side surfaces of the front frame 2a.

On the rear frame 2b installed cabin 5 operator, oil tank 6 of the hydraulic system, a pair of rear tyres 4b and so on. Cabin 5 operator mounted on the upper frame 2 of the body, while inside the cabin 5 operator placed the control unit type arm and a foot pedal accelerator, a display for displaying various information such as speed, seat and so on. The oil tank 6 of the hydraulic system is installed behind the cab 5 operator. It contains slurry pumped hydraulic pumps. Pair of rear tyres 4b are mounted on the side surfaces of the rear is the AMA 2b.

In addition, on the frame 2 of the body has a mechanism 7 hydraulic actuator for drive tires 4a and 4b and the working body 3. Below is a description of mechanism design 7 hydraulic actuator with reference to figure 2.

Mechanism 7 hydraulic drive

Mechanism 7 of the hydraulic actuator includes mainly the engine 8, the main pump 9 (hydraulic pump), the feed pump 10, the hydraulic pump 11 of the working body, the first driving motor 12, the second driving motor 13 (the driving hydromotor), the clutch 14, the driving shaft 15 and block 16 of regulation (see figure 3) and uses the so-called HST (hydrostatic transmission).

The engine 8 is a diesel engine that produces on the output shaft of the torque transmitted to the main pump 9, the feed pump 10, the hydraulic pump 11 of the working body, the hydraulic pump steering gear (not shown) and the like. On the engine 8 mounted device 17 of the fuel injection for torque control on the output shaft and the rotation speed of the engine 8. In accordance with the magnitude of the impact on the accelerator (hereinafter referred to as ”degree of opening of the accelerator) device 17 of the fuel injection controls the degree of opening of the accelerator (the value of the control signal for the motor speed), and the dose of the injection. The ACU is lerator is means for supplying commands to the target rotation speed of the engine 8, equipped with a block 18 measuring the degree of opening of the accelerator (see figure 3). Block 18 measuring the degree of opening of the accelerator is made in the form of a potentiometer, etc. and is designed to measure the degree of opening of the accelerator. Block 18 measuring the degree of opening of the accelerator sends a signal to the degree of opening corresponding to the opening degree of the accelerator, in block 16 of the regulation, which generates the control signal in the device 17 of the fuel injection. Therefore, by changing the control setting accelerator, the operator can adjust the speed of rotation of the motor 8. In addition, the motor 8 is supplied with the unit 19 measuring the rotation speed of the engine (see figure 3), which is made in the form of a rotation sensor to measure the actual speed of the engine 8. The signal speed of the rotation produced by the block 19 measuring the rotation speed of the engine, enters the block 16 of the regulation.

The main pump 9 is a hydraulic pump with variable capacity, which is driven by the engine 8. The oil under pressure discharged from the main pump 9, is directed along the main highways 20 and 21 in the first driving motor 12 and the second driving motor 13. Thus, the mechanism 7 of the hydraulic actuator is equipped with a block 22 measuring the hydraulic pressure in the main line (see figure 3) DL is the pressure measurement oil pressure (hereinafter referred to as “hydraulic pressure in the main line”), passing through the main roads 20 and 21. When this hydraulic pressure in the main line corresponds to the hydraulic pressure of the pressurized oil for actuating the first driving motor 12 and the second driving motor 13. In addition, to the main pump 9 is connected to the cylinder 23 of the regulation performance of the pump and the valve 24 regulation performance pump designed to regulate the performance of the main pump 9. The valve 24 of the regulation performance of the pump, which is an electromagnetic control valve to control the cylinder 23 of the regulation performance of the pump based on the control signal from unit 16 of the regulation, can provide an arbitrary change in the performance of the main pump 9 in the control cylinder 23 of the regulation performance of the pump.

The feed pump 10 driven by the engine 8, is designed to feed oil under pressure in the main line 20 and 21. In addition, the feed pump 10 supplies oil under pressure in the auxiliary line of the main pump 9.

Hydraulic pump 11 of the working body is driven also by the engine 8, and the oil under pressure discharged by the hydraulic pump 11 of the working body, goes on hydrobromide 25 in Qili what others 26 of the working body 3, and actuates the cylinder 26 of the working body. In addition, gidroprovod 25 working body is provided with a control valve 27 of the working body (see figure 3) to control the cylinder 26 of the working body. The control cylinder 26 of the working body is in the control of the regulating valve 27 based on the control signal from unit 16 of the regulation.

The first driving motor 12 is a hydraulic motor with variable performance. The first driving motor 12 is actuated by oil under pressure discharged from the main pump 9, and generates a driving force to ensure traffic. The first driving motor 12 is equipped with a cylinder 29 of the first motor to control the angle at the rotation of the first driving motor 12 and a control valve 30 of the first motor (see figure 3) to control the cylinder 29 of the first motor. The control valve 30 of the first motor is an electromagnetic control valve, which is controlled based on the control signal from unit 16 of the regulation and which can provide an arbitrary change in performance of the first driving motor 12 in the control cylinder 29 of the first motor.

As in the case of the first driving motor 12, the second driving motor 13 is a hydraulic motor with variable performance results IMY into action by oil under pressure, discharged from the main pump 9, and the developing drive shaft 15 of the driving force for movement. The second driving motor 13 is installed on hydrobromide parallel to the first driving motor 12. In addition, the second driving motor 13 is supplied by a cylinder 31 of the second motor to control the angle at the rotation of the second driving motor 13 and a control valve 32 of the second motor (see figure 3) to control the cylinder 31 of the second motor. The control valve 32 of the second motor is an electromagnetic control valve, which is controlled based on the control signal from unit 16 of the regulation and which can provide an arbitrary change in the performance of the second driving motor 13 in the control cylinder 31 of the second motor. In addition, the regulation control signal received at a control valve 32 of the second motor, allows you to adjust the maximum angle at rotation and the minimum angle of rotation.

The clutch 14 is a device for switching between transmission and non-transmission of the driving force of the second driving motor 13 on the driving shaft 15. Sleeve 14 provided with a valve 33 of the coupling (see figure 3) to switch the coupling 14 between the engaged position and lack of engagement. The distributor clutch 33 is electroma the magnetic control valve for switching the coupling 14 between the engaged position and the lack of engagement on the basis of the control signal from unit 16 of the regulation. While driving at a low speed clutch 14 is in the engaged position, which ensures the transmission of the driving force of the first driving motor 12 and the driving force of the second driving motor 13 on the driving shaft 15. While driving at high speeds, the clutch 14 is in a state of lack of engagement with the driving shaft 15 is transmitted to only the driving force of the first driving motor 12.

Drive shaft 15 transmits the driving force of the first driving motor 12 and the driving force of the second driving motor 13 on bus 4a and 4b. As a result of this transfer bus 4a and 4b (see figure 1) are rotated. In addition, the driving shaft 15 is equipped with a block 34 measuring the speed of the vehicle (see figure 3), made in the form of a speed sensor of the vehicle for measuring the vehicle speed based on the speed of rotation of the drive shaft 15. Signal vehicle speed generated by the block 34 measuring the speed of the vehicle enters the block 16 of the regulation.

Block 16 of regulation may make electrical control each of the control valves and the device 17 of the fuel injection on the basis of the output signal from each of the units of measure and regulate the speed of rotation of the engine, the performance of each of the hydraulic pumps 9-11, the performance of each is C motors 12 and 13 and the like. As a result, as shown in figure 4, in this construction vehicle 1 changes in tractive effort and vehicle speed can be carried out smoothly, and thus may be possible to automatically change the speed of the vehicle without switching transmission with zero vehicle speed to the maximum speed of the vehicle. Below is a description of the management process driving motors 12 and 13 carried by the block 16 of the regulation, and in particular, management process driving motors 12 and 13 in the range of low velocities.

Control driving motor

Block 16 regulatory processes output signals from block 19 measuring the rotation speed of the engine and block 22 measuring the hydraulic pressure in the main line and generates a command to change the angle when the rotation driving of the motors 12 and 13. Figure 5 illustrates the relationship between the angle of rotation, the hydraulic pressure in the main line and the rotation speed of the engine. The solid line in figure 5 is the line that defines the angle at the rotation according to the hydraulic pressure in the main line at a given speed of rotation of the engine. The tilt angle when the rotation is minimum (Min) until the hydraulic pressure is the main thoroughfare less than or equal to the specified value and then as you increase the hydraulic pressure in the main thoroughfare of the tilt angle when the rotation is gradually increased (sloping plot solid lines). Upon reaching the maximum value (Max) is the maximum value Max angle during the rotation remains constant even with increasing hydraulic pressure.

Sloping plot the solid line is shifted up or down depending on the rotation speed of the engine. In other words, at low motor speed control angle when the rotation is performed so that the increase starts from a state with a lower hydraulic pressure in the main line and the maximum value of the tilt angle when the rotation is achieved in a state with a lower hydraulic pressure in the main line (see the inclined section of the dotted line in figure 5 at a lower level). On the other hand, during high speed rotation of the engine control angle when the rotation is performed so that the minimum value Min remains constant up to a state with higher hydraulic pressure in the main line and the maximum value Max angle when the rotation is achieved in a state with a higher hydraulic pressure in the main line (see the inclined section of the dotted line in figure 5 at a higher level is).

With this construction, the vehicle 1 includes a block 35 selecting the maximum tractive effort (see figure 3). The manipulation unit 35 selecting the maximum traction allows you to change the maximum tractive effort. Block 35 selecting the maximum tractive effort is a switch mounted in the cab 5 operator. The regulation block 16 switches the maximum value of the tilt angle during the rotation of the second driving motor 13 on the basis of the output signal from block 35 selecting the maximum tractive effort and, thus, allows to change the maximum tractive effort. In this construction vehicle 1 unit 35 selecting the maximum tractive effort can be switched between two positions corresponding to the enabled state and disabled state. When the block 35 selecting the maximum traction force is in the off state, the maximum angle when the rotation is at the 5 position Max. Under this condition, the dependence of traction from the vehicle speed is illustrated in figure 4 graph L1. In the case when the block 35 selecting the maximum traction force is set to an on state, the maximum angle when the rotation is changed to 5 with Max to the Max'. Thus, in case the, when the maximum angle of inclination when the rotation is changed to Max' and becomes less than the Max, you can obtain a characterization of the dependence of traction from the vehicle speed with a lower maximum traction force, as illustrated by the graph L2 figure 4. When this schedules L1 and L2 are the characteristics according to traction from the vehicle speed when the state of full opening of the accelerator. As a result, even in the case of setting the maximum degree of opening of the accelerator to ensure the value of the parameter of the actuation of the working body 3 on the road with a low friction road type with soft soil or road covered with snow, is the suppression of the driving force of the tire 4a and 4b, and this prevents the failure of the slide. Moreover, it is possible not only a two-step change the maximum tractive effort, but multi-stage with three or more stages of change and continuous change.

Reducing slippage

Consider the construction vehicle 1 includes a block 36 mode selection reduce slippage, and the operator can implement the mode of reduction of slippage in the manipulation unit 36 mode selection reduce slippage. The mode of reduction of slippage is a control mode that allows moremore to reduce the risk of failure in the slip by changing the maximum speed of the engine depending on the vehicle speed. Block 36 mode selection reduce slippage 36 is a mounted in the cab 5 operator switch switchable between an enabled state and a disabled state. The sliding mode can be implemented in the case when the block 36 mode selection reduce slippage is in the enabled state. In the case when the block 36 mode selection reduce slippage is in the off state, to implement the mode of reduction of slippage is impossible. Below is a description of the process of reducing slippage with reference to the block diagram of the sequence of process figure 6.

First, at the first step S1 decides whether the block 35 selecting the maximum traction force in the on state or not. If the block 35 selecting the maximum traction force is in the enabled state, then in the second step S2 decides whether the mode of reduction of slippage or not. The decision about the choice of mode of reducing slippage accepted if enabled state unit 36 mode selection reduce slippage. Then in the third step S3 is implemented mode reduce slippage. In other words, the mode of reduction of slippage is the case in the on condition as block 35 selecting the maximum traction at the Elijah and block 36 mode to reduce slippage.

At the fourth stage S4 when working in the mode of reducing slippage is measured vehicle speed. Then at the fifth step S5 on the basis of the measured vehicle speed is determined by the maximum speed of the engine. The block 16 of the regulation specifies the maximum rotation speed of the engine based on the table 7 and graph on Fig. The table and graph are used to specify the maximum degree of opening of the accelerator, depending on the vehicle speed and a maximum degree of opening of the accelerator satisfy the following relations: E<D<C<B<A. in Other words, the table and the graph in the range of low velocities, in which the speed of the vehicle is less than or equal to a preset speed (in particular, 6.0 km/h), the maximum degree of opening of the accelerator decreases with decreasing vehicle speed. Block 16 of the regulation limits the maximum engine speed by limiting the maximum degree of opening of the accelerator in accordance with table and graph. As a result, as illustrated by the graph L4 in figure 4, block 16 of regulation may regulate the maximum speed of the engine so that the characteristic dependence of traction at the Elijah from the vehicle speed in the range of low velocities is approximated by the characteristic dependence of traction from the vehicle speed, running torque Converter (see figure L3).

The characteristic dependence of traction from the vehicle speed running torque Converter, is a monotonically decreasing function and reaches its maximum tractive effort at a speed of zero. The characteristic dependence of traction from the vehicle speed (see figure 4)obtained in the reduction mode slippage, the maximum traction force is generated at a lower speed than the speed at which is produced the maximum pulling force on the dependence of traction from the vehicle speed, is illustrated in the graph L2. Graph L2 expresses the dependence of traction from the vehicle speed (the degree of opening of the accelerator is 100%) in the case of the constancy of the maximum rotation speed of the engine even in the range of low speeds when not in the mode of reducing slippage and enabled state unit 35 selects the best traction. In other words, the speed of the vehicle, V1, at which is produced the maximum tractive force characteristic based traction from the vehicle speed in the case of mode reduction proschalsya what I lower than the speed V2 of the vehicle, which produces the maximum tractive force characteristic based traction from the vehicle speed in the case of work not in the mode of reducing slippage. For example, the speed V1 of the vehicle is 1 km/h At the maximum rotation speed of the engine when operating in the mode of reducing slippage occurs when the hydraulic pressure in the main line is greater than or equal to the pressure at which the tilt angle during the rotation of the second driving motor 13 becomes maximum angle of rotation. This is the case, when the vehicle speed is lower than the speed V3 of the vehicle in figure 4.

In the case when the block 35 selecting the maximum tractive effort or block 36 mode to reduce slippage is set to the off state, the regulation block 16 stops the operation of reducing slippage.

Features of the invention

(1)

In this construction vehicle 1 when operating in the mode of reducing slippage regulating the maximum speed of the engine. This allows us to obtain the characteristic dependence of traction from the vehicle speed is, the approximated characteristic based traction from the vehicle speed running torque Converter. This characteristic dependence of traction from the vehicle speed prevents easy removal of the vehicle to slide even on the road with low friction. For example, the efficiency of operation of the vehicle in such works as snow, works at the locations of livestock and works on sandy soil. In addition, preventing slippage of the tire 4a and 4b can be implemented independently of the accelerator.

(2)

In this construction vehicle 1 unit 36 mode selection reduce slippage allows arbitrary selection mode reduce slippage or work not in the mode of reducing slippage. Therefore, the operation of reducing slippage can be carried out if necessary. For example, when driving on the road with the normal characteristics of the vehicle may not work in the mode of reducing slippage, and when working on the road, covered with snow, in the mode of reducing slippage.

(3)

In the construction vehicle 1, the maximum speed limit rotation the engine when operating in the mode of reducing slippage occurs when the hydraulic pressure in the main line is greater than or equal to the pressure at which the tilt angle during the rotation of the second driving motor 13 is the maximum angle of rotation. Therefore, when the hydraulic pressure in the main line is lower than the pressure at which the angle at the rotation driving of the motor becomes maximum angle of rotation, the work is not carried out in the mode of reducing slippage, and thus, it is possible to achieve a good road running characteristics of the motor.

Other examples of implementation

(A)

In the described above embodiment, the maximum engine speed in the mode of reducing slippage decreases with decreasing vehicle speed. However, the possibility of obtaining characteristics depending on traction from the vehicle speed is approximated by the characteristic dependence of traction from the vehicle speed running torque Converter, the maximum rotation speed of the engine is not required.

(B)

In the described above embodiment, the maximum engine speed is determined based on the vehicle speed. However, it is possible and on what the definition based on the hydraulic pressure in the main thoroughfare. For example, the table type of the table 7 can be prepared for each of the specified range, the hydraulic pressure in the main thoroughfare.

In addition, the maximum engine speed may be determined based on the vehicle speed and the rotation speed of the driving shaft 15.

In addition, if multi-specify the maximum tractive effort selected by block 35 selecting the maximum tractive effort with three or more stages of change maximum engine speed may be determined depending on the vehicle speed and the selected maximum traction.

(C)

In the described above embodiment mode reduce slippage occurs on state of the block 35 selecting the maximum tractive effort and set a low value for the maximum tractive effort. However, the operation of reducing slippage may occur in the case of an off state of the block 35 maximum traction.

In addition, when operating in the mode of reduction of slippage in the case of an off state of the unit 35 selects the best traction possible to obtain a characteristic dependence of the traction speed Tran is tailor tools, the approximated characteristic based traction from the vehicle speed to the first speed transmission of the vehicle on which you installed the torque Converter, and when working in the mode of reduction of slippage in the case of the on state of the block 35 selecting the maximum traction you can also obtain a characterization of the dependence of traction from the vehicle speed is approximated by the characteristic dependence of traction from the vehicle speed at the speed of the second gear of the vehicle on which you installed the torque Converter.

(D)

In the described above embodiment, the present invention is applied to the forklift. However, the present invention can be applied not only to the forklift, but also to building a vehicle driven by a hydraulic motor. In addition, the construction vehicle is not limited to the construction vehicle 1 described above exemplary embodiment, driven by two hydraulic motors, and can represent, for example, a vehicle which is driven by one hydraulic motor./p>

(E)

In the described above embodiment, the maximum rotation speed of the engine when operating in the mode of reducing slippage occurs when the hydraulic pressure in the main line is greater than or equal to the pressure at which the tilt angle during the rotation of the second driving motor 13 is the maximum angle of rotation. However, this can be done in the case of other values of the hydraulic pressure in the main line.

Industrial applicability

The effect of the present invention is the ability to reduce the risk of failure in the slide and the suitability of its use as a construction vehicle.

1. Construction vehicle that contains the engine, hydraulic pump, is arranged to actuate the engine driving the hydraulic motor, is arranged to actuate the oil under pressure discharged by the hydraulic pump, the impeller, designed to bring the driving force of the driving motor, a control unit for regulating the speed and traction of the vehicle by regulating the rotation speed of the engine, the performance of the hydraulic pump and the performance of the motor, and the unit of measurement is Oia speed of the vehicle for measuring the vehicle speed, moreover, in the range of low velocities, in which the speed of the vehicle is less than or equal to a preset speed, the control unit is arranged to work in the mode of reducing slippage to reduce the maximum motor speed is decreasing vehicle speed.

2. Construction vehicle according to claim 1, in which the mode of reduction of slippage, the control unit adjusts the maximum speed of the engine so that the characteristic dependence of the traction speed of the vehicle is approximated by a monotonically decreasing function.

3. Construction vehicle according to claim 1, in which the mode of reduction of slippage, the control unit adjusts the maximum speed of the engine so that the maximum tractive force characteristic based traction from the vehicle speed is produced at a lower speed than the speed at which is produced the maximum tractive force characteristic based traction from the vehicle speed in the case of work not in the mode of reducing slippage.

4. Construction vehicle according to claim 1, additionally containing a unit of measurement of speed of the vehicle to measure the velocity of transport of the CSO funds moreover, in the reduction mode slippage, the control unit determines the maximum motor speed measured by the speed of the vehicle.

5. Construction vehicle according to claim 4, in which the mode of reduction of slippage, the control unit reduces the maximum engine speed decreasing speed of the vehicle.

6. Construction vehicle according to claim 1, additionally containing block mode to reduce slippage, whereby the operator selects the mode of reduction of slippage.



 

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2 cl, 1 dwg

FIELD: machine building.

SUBSTANCE: hydrostatic transmission can be used in various drives. Proposed transmission comprises one hydrostatic transformer incorporating oval-gear pump and piston-type hydraulic motor with its power output exceeding power consumed by gear pump. Proposed transmission is furnished with hydromechanical variator comprising hydraulic cylinder with its piston linked up with drive engine via adjustable kinematic linkage.

EFFECT: smooth control over gear ratio.

2 cl, 2 dwg

FIELD: technological processes.

SUBSTANCE: invention is related to method for implementation of change-overs from initial gear to target gear in change gearbox (CGB) with two-loop clutch. CGB has several gears distributed in two input shafts. The first, third and fifth gears are matched with the first input shaft of CGB, and the second, fourth and sixth gears are matched with the second input shaft of CGB. For every change of gear in control device there is value recorded for threshold of change-over to higher gear and lower gear, which is defined depending on actual motion speed. Indirect change-overs are eliminated by the following arrangement: in case with the last checked threshold value for change-over to lower gear, the higher gear of this threshold value for change-over to lower gear is matched with the same input shaft of gearbox as the initial gear, then actual speed of transport vehicle is compared to limit value of threshold for changer-over to higher gear, corresponding to the last checked threshold value for change-over to lower gear. When actual speed of transport vehicle is higher than this limit value of threshold for change-over to higher gear, then higher gear of this threshold is selected as target gear for change-over to higher gear. If actual speed of transport vehicle is lower than limit value of threshold for change-over to higher gear, then target gear selected is lower gear of this change-over threshold.

EFFECT: method makes it possible to reduce amount of indirect change-overs from initial gear to target gear.

2 cl, 3 dwg

FIELD: technological processes.

SUBSTANCE: invention is related to method for control of rotation frequency of input shaft in power takeoff mechanism. Engine (1) is connected to automatic stepped gear box (9) by automated friction clutch (3). Control of gear box (9), friction clutch (3) and engine (1) is realised with single control unit (45). Control unit (45) adjusts frequency of engine (1) shaft rotation depending on position of control lever (61) by throttling gate and controls operation of gear box (9) depending on position of gear change selector (46). When power takeoff mechanism (32) is connected to engine (1) and gear change selector (46) is put in driving position, frequency of engine (1) shaft rotation is controlled by control device (60). Sliding of friction clutch (3) is controlled by control lever (61) and throttling gate. When equipment driven by power takeoff mechanism (32) approaches limit position, frequency of engine (1) shaft rotation automatically reduces.

EFFECT: makes it possible to increase reliability and resource.

7 cl, 2 dwg

FIELD: transport.

SUBSTANCE: gearshift drive has gear selection and gear actuation mechanisms. The gear selection mechanism is a step motor mounted on the transmission casing. The gear actuation mechanism is a three-position pneumatic cylinder mounted on the gearshift shaft end with gearing between the rack and quadrant. The step motor is connected with the pneumatic cylinder so that the latter can reciprocate.

EFFECT: less time and money spent to modify the design.

1 dwg

FIELD: machine building.

SUBSTANCE: invention is related to the field of motor transport machine building. System of automatic transmission control comprises pump, hydraulic distributor of modes having three positions, slide type pressure controller, hydraulic distributors of transmissions, pump filter, distributor filter, lubricating throttle, heat exchanger. In the first position hydraulic distributor of modes connects forward manifold and backward manifold to drain cavity. In the second position hydraulic distributor of modes connects forward manifold to the main manifold, and backward manifold to drain cavity. In the third position hydraulic distributor of modes connects forward manifold and backward manifold to the main manifold. Hydraulic distributors of transmissions are arranged as electromagnetic, and supply power fluid via control manifold to hydraulic cylinders of transmission control elements. Slide type pressure controller comprises stem with two pistons - left and right - that separate the stem into three sections. Pump filter is installed in supply channel between drain and controller drain channel. Distributor filter is installed in main manifold between pump and hydraulic distributor of modes. Lubricating throttle is installed in lubricating manifold, through which liquid is supplied to lubrication system. Heat exchanger is installed between lubricating system and lubricating throttle.

EFFECT: higher reliability of automatic transmission.

2 cl, 2 dwg

Gear variator // 2326274

FIELD: motor industry.

SUBSTANCE: invention is related to continuously variable transmissions installed in cars. Transmission consists of engine flywheel (1) with the installed gear pinions (2) and gear wheels (3). Each gear pinion (2) is complete with gear wheel (3) forming hydraulic pump. There are holes (5) in cover (4), protecting pinion and wheels. These holes (4) connect positive pressure chamber with negative pressure chamber together with centrifugal governor (6) channels (9).

EFFECT: generation of continuously variable automatic transmissions with engine power take-off at given efficient speed range.

1 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to vehicle engineering, namely to cooling systems of vehicles. Liquid cooling circuit of hydro-transformer is connected to transmission lubrication system through heat exchanger on the line between auxiliary cavity of differential relief valve and drain channel. The channel, which connects drain valve with the heat-exchanger and hydro-transformer cooler, is provided with on/off control valve where moving spring-actuated valve slide is installed. In order to control valve slide position, on/off control valve is hydraulically connected with pressure mainline of lubricating system circuit.

EFFECT: invention allows for increasing effectiveness of cooling system in hudro mechanical transmission.

1 dwg

Fluid coupling // 2353834

FIELD: mechanics.

SUBSTANCE: fluid coupling comprises a pump rotor made up of impeller with mid cylindrical part and inner and outer casings, half-coupling with flange tightly fitted on the engine shaft, turbine rotor incorporating a moving rotor fitted on the shaft and header accommodating a scoop pipe. The pump rotor is fitted on the engine shaft and incorporates an additional bearing support, while the two-support turbine engine runs in bearings and incorporates the pump rotor additional support bearing seat. The turbine rotor seats on bearings fitted of the engine shaft or half-coupling. Hollow turbine shaft features the length not exceeding the axial size of as-assembled pimp impeller and moving rotor and the distance between end faces of the engine and driven machine. Afore mentioned header is arranged on the driven machine immobile housing. The pump rotor additional bearing support is fitted in the impeller disk hub. The proposed fluid coupling incorporates additionally the second fixed scoop pipe. The annular header locks the mechanical coupling toothed casing, while the fluid to lube and cool inner thrust bearings is forced through the hollow shaft inner surfaces.

EFFECT: torque adjustment with no turbine rotor outer support, reliability and smaller sizes of rotor and fluid coupling proper.

4 cl, 2 dwg

FIELD: mechanical engineering.

SUBSTANCE: automatic device for control of hydraulic transformer comprises friction clutch interposed between pump and turbine shafts and is connected with the actuating cylinder that is connected with the make-up pump through the distributor with electromagnetic control. The electric circuit of the distributor has movable contacts that are controlled by the centrifugal controllers mounted on the pump and turbine shafts of the hydraulic transformer. In addition, the automatic control device has device responsive to the change in the torque and mounted on the shaft of the drive of the pump wheel. The device is made of split shaft whose faces are provided with flanges with wedge-shaped grooves that receive expanding members and two housings with contacts mounted on the parts of the split shaft on the radial thrust bearings. The housings are compressed with springs having preliminary tension. The contacts mounted on the parts of the split shaft are used for sending a signal to the electric circuit depending on the torque and regime of operation of the hydraulic transformer thus providing the control of the hydraulic transformer.

EFFECT: enhanced reliability.

1 dwg

FIELD: transport engineering; automatic transmissions.

SUBSTANCE: invention relates to members of fixed-ratio planetary gear transmission. Proposed hydrodynamic torque converter consists of housing 1, pump 2, rigidly coupled with housing 1, turbine 3, stator 4, overrunning clutch 5, support bushing 6, drive bushing 7, at least two torsional vibration dampers 8, at least three fasteners 9 holding housing on drive set and lockup friction controlled clutch consisting of drum 10, piston 11, disk 12, at least three steel disks 13, at least two friction disks 14, fasteners 15 and sliding bearing 16. Housing 1 is coupled with fasteners 9 and is rigidly coupled with pump 2. Drum 10 of friction controlled clutch is welded coaxially to inner surface of housing 1. Drum is made stepped, and is provided with splines made on inner surface of drum larger diameter pointed to turbine 3 to install steel disks 13, and flat surface formed on inner surface of drum smaller diameter pointed to housing is designed for resting of piston 11. Stator 4 is arranged between pump 2 and turbine 3 being coupled with transmission case through overrunning clutch 5. Pump 2, turbine 3 and stator are furnished with vanes. Circular groove is made on axle of rotation of housing 1 in outer direction into inner part of which support bushing 6 for drive shaft of transmission is press fitted. Said bushing is provided with inner axial hole in which sliding bearing 16 is installed. Support bushing 6 is made stepped, and splines are made on its outer surface for connecting with piston 11 of friction controlled clutch. Turbine 3 is coupled by fasteners 15 simultaneously with drive bushing for transmission input shaft and disk 12 on which at least one torsional vibration damper 8 is installed and on outer surface of which slimes are made for mounting friction disks 14 of friction controlled clutch. Drive bushing 7 is separated from support bushing 6 at one side and from overrunning clutch 5 at other side by thrust bearings.

EFFECT: improved operating characteristics owing to reduced dimensions and number of components, increased service life.

4 cl, 1 dwg

FIELD: transport mechanical engineering.

SUBSTANCE: method of stabilizing frequency of rotation of consumer of internal combustion engine is based upon sustaining it within admissible deviation tolerance. Deviations are chosen on the base of admissible change in frequency of rotation of consumer; current frequency of rotation is measured and when its value reaches last top border of tolerance ω1, torque is stopped to be applied from engine to consumer to provide free run of rotating parts of consumer. When the value reaches low border of tolerance ω2 through transmission unit, torque is applied from engine to consumer, which torque is defined by mathematical relation. Device for stabilizing frequency of rotation of consumer of internal combustion engine has actuating unit and control unit with feedback. Actuating unit is made in form of hydraulic coupling with pump and turbine bends. Controlled friction coupling is mounted in space of hydraulic coupling. Friction coupling is provided with friction disc which interacts with back side of pump wheel and which forms booster cavity together with case of hydraulic coupling. The booster cavity communicates with hydraulic pressure source through hydraulic line. Booster cavity is provided with piston. Throttle outlet is also connected with hydraulic pressure source. The outlet is connected with working cavity of hydraulic coupling and it is provided with additional throttle, which is mounted onto external part of case of hydraulic coupling. Control unit is provided with detectors for measurement of frequency of rotation of engine's shaft and consumer's shaft, which are both connected with comparison unit, connected with eclectic-hydraulic valve mounted in hydraulic line of booster cavity.

EFFECT: permanency of turns of fan within specific range of frequencies of rotation of internal combustion engine.

4 cl, 3 dwg

FIELD: transport mechanical engineering.

SUBSTANCE: cooling system comprises tank for fluid, supplying hydraulic pump for the cooling system, cooler for fluid mounted at the drain of the fluid from the hydraulic transformer, drain valve interposed between the hydraulic transformer and cooler, and differential reduction valve which has main working space connected with the pressure line of the hydraulic pump and auxiliary working space connected with the inlet of the cooler. The fluid cooling circuit of the hydraulic transformer between the auxiliary space of the differential reduction valve and drain valve is connected with the cooling circuit of the internal combustion engine through the heat exchanger. The passage that connects the drain valve with the cooler of the hydraulic transformer is provided with the two-positioned distributor.

EFFECT: expanded functional capabilities.

1 dwg

FIELD: mechanical engineering.

SUBSTANCE: device comprises pumping wheel secured with the driving shaft of an actuator, turbine wheel secured to the driving shaft, at lest one reactor interposed between the pumping and turbine wheels, at least one casing, and at least one damper of torsional vibrations acting between the driving shaft and input shaft. The torsional vibration damper is mounted between the driving shaft and pumping wheel. The pumping and turbine wheels are mounted inside the casing.

EFFECT: enhanced efficiency of damping and simplified design of the device.

22 cl, 8 dwg

The invention relates to the field of engineering, namely the hydrodynamic transmission of machines and mechanisms, and can be used in drives of different machines, including pumps in the oil industry

The invention relates to hydraulic transmissions of hydrodynamic type

The invention relates to the field of engineering and is intended preferably for smooth start-up of machines and protecting the actuator against overload

FIELD: mechanical engineering.

SUBSTANCE: device comprises pumping wheel secured with the driving shaft of an actuator, turbine wheel secured to the driving shaft, at lest one reactor interposed between the pumping and turbine wheels, at least one casing, and at least one damper of torsional vibrations acting between the driving shaft and input shaft. The torsional vibration damper is mounted between the driving shaft and pumping wheel. The pumping and turbine wheels are mounted inside the casing.

EFFECT: enhanced efficiency of damping and simplified design of the device.

22 cl, 8 dwg

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