CN112429078A - Control method and control system for engineering vehicle - Google Patents
Control method and control system for engineering vehicle Download PDFInfo
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- CN112429078A CN112429078A CN202011364497.7A CN202011364497A CN112429078A CN 112429078 A CN112429078 A CN 112429078A CN 202011364497 A CN202011364497 A CN 202011364497A CN 112429078 A CN112429078 A CN 112429078A
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- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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Abstract
The invention discloses a control method and a control system of an engineering vehicle. The control method of the engineering vehicle comprises the following steps: the method comprises the steps that a man-machine interaction display receives a steering mode command selected by a driver, the steering mode comprises a pivot steering mode, a controller receives the pivot steering mode command and obtains actual gear information and current vehicle speed information, and when the actual gear is a neutral gear and the current vehicle speed is zero, a chassis transmission system is controlled to enter the pivot steering mode, and steering oil cylinders corresponding to wheels of the chassis transmission system are controlled to act according to a target steering angle of the wheels in the pivot steering mode. The engineering vehicle can realize pivot steering, so that the engineering vehicle can pass through a narrow area.
Description
Technical Field
The invention relates to the field of engineering machinery, in particular to a control method and a control system of an engineering vehicle.
Background
A large number of fire-fighting hidden dangers exist in regions such as urban villages, shed areas and the like in the existing cities, the passing roads and the regions allowing fire-fighting rescue operation are generally narrow, most of chassis of the existing general engineering vehicles cannot reach the rescue site, and the fire-fighting rescue robot can only realize operations such as fire extinguishing, obstacle breaking and the like and is limited by a rear support vehicle, so that the rescue can not be implemented at all when climbing is needed.
Disclosure of Invention
The invention provides a control method and a control system of an engineering vehicle, which are used for realizing passing in narrow areas.
A first aspect of the present invention provides a control method for an engineering vehicle, including the steps of:
the man-machine interaction display receives a steering mode instruction selected by a driver, wherein the steering mode comprises an in-situ steering mode; and
the controller receives the pivot steering mode instruction and acquires actual gear information and current vehicle speed information, and when the actual gear is a neutral gear and the current vehicle speed is zero, the controller controls the chassis transmission system to enter the pivot steering mode and controls a steering oil cylinder corresponding to the wheels of the chassis transmission system to act according to the target steering angle of the wheels in the pivot steering mode.
In some embodiments, controlling the chassis drive train to enter the pivot steering mode comprises: and acquiring the real-time steering angle of the steering wheel and controlling the action of a reversing separation shifting fork and a shell locking shifting fork of the chassis transmission system when the real-time steering angle exceeds the set steering angle.
In some embodiments, the main differential lock is controlled to be activated to bring the chassis transmission into a differential state before the real-time steering angle of the steering wheel is acquired.
In some embodiments, the control method further comprises: the real-time steering angle of the wheels is obtained through the angle sensor, and when the real-time steering angle of the wheels reaches the target steering angle of the wheels, the steering oil cylinder of the chassis transmission system is controlled to stop acting.
In some embodiments, the control method further comprises controlling suspension cylinder actuation to adjust body inclination while controlling steering cylinder actuation of the chassis drive train.
In some embodiments, the steering modes further include a front wheel steering mode, a rear wheel steering mode, a four wheel steering mode, and a crab steering mode.
In some embodiments, the control method further comprises: and under one of a front wheel steering mode, a rear wheel steering mode, a four-wheel steering mode and a crab steering mode, calculating a target steering angle of the wheels under the corresponding steering mode according to the real-time steering angle and the steering acceleration of the steering wheel, and controlling the action of a steering oil cylinder corresponding to the wheels according to the target steering angle of the wheels.
In some embodiments, the control method further comprises the steps of acquiring a real-time steering angle of the wheels, calculating a deviation value between the real-time steering angle and a target steering angle, and correcting the driving parameters of the control module of the steering cylinder according to the deviation value.
A second aspect of the present invention provides a control system for a construction vehicle, including:
the human-computer interaction display is used for receiving a steering mode instruction of a driver; and
and the controller is in communication connection with the human-computer interaction display, receives a steering mode instruction, acquires actual gear information and current vehicle speed information, controls the chassis transmission system to enter a pivot steering mode when the actual gear is a neutral gear and the current vehicle speed is zero, and controls a steering oil cylinder of the chassis transmission system to act according to a target steering angle of wheels in the pivot steering mode.
In some embodiments, the control system further includes a steering wheel encoder communicatively coupled to the controller, the steering wheel encoder detecting a real-time steering angle of the steering wheel and transmitting the real-time steering angle to the controller.
In some embodiments, the control system further comprises an angle sensor in communication connection with the controller, the angle sensor detects a real-time steering angle of the wheels and sends the real-time steering angle to the controller, and the controller controls the steering cylinders corresponding to the wheels to act according to the real-time steering angle and the target steering angle of the wheels.
In some embodiments, the control system further comprises a body tilt sensor that senses a body tilt, and the controller controls the suspension cylinder action based on the body tilt.
Based on the technical scheme provided by the invention, the control method of the engineering vehicle comprises the following steps: the method comprises the steps that a man-machine interaction display receives a steering mode command selected by a driver, the steering mode comprises a pivot steering mode, a controller receives the pivot steering mode command and obtains actual gear information and current vehicle speed information, and when the actual gear is a neutral gear and the current vehicle speed is zero, a chassis transmission system is controlled to enter the pivot steering mode, and steering oil cylinders corresponding to wheels of the chassis transmission system are controlled to act according to a target steering angle of the wheels in the pivot steering mode. The engineering vehicle can realize pivot steering, so that the engineering vehicle can pass through a narrow area.
Other features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1 is a schematic structural diagram of a construction vehicle according to an embodiment of the invention;
fig. 2 is a schematic structural diagram of a steering system of a working vehicle according to an embodiment of the present invention;
fig. 3 is a control flow diagram of the engineering vehicle in one of a front wheel steering mode, a rear wheel steering mode, a four wheel steering mode and a crab steering mode according to the embodiment of the invention;
FIG. 4 is a schematic control flow chart of the engineering vehicle in the pivot steering mode according to the embodiment of the invention;
FIG. 5 is a schematic control flow chart illustrating the process of exiting the pivot steering mode of the engineering vehicle according to the embodiment of the present invention;
fig. 6 is a schematic structural diagram of a main transmission of the working vehicle according to the embodiment of the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.
Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously positioned and the spatially relative descriptors used herein interpreted accordingly.
Referring to fig. 4, a control method of a work vehicle according to an embodiment of the present invention includes the steps of:
the man-machine interaction display receives a steering mode instruction selected by a driver, wherein the steering mode comprises an in-situ steering mode; and
the controller receives the pivot steering mode instruction and acquires actual gear information and current vehicle speed information, and when the actual gear is a neutral gear and the current vehicle speed is zero, the controller controls the chassis transmission system to enter the pivot steering mode and controls a steering oil cylinder corresponding to the wheels of the chassis transmission system to act according to the target steering angle of the wheels in the pivot steering mode.
The engineering vehicle provided by the embodiment of the invention can realize pivot steering, so that the engineering vehicle can pass through a narrow area. For example, when the engineering vehicle is a fire truck, the engineering vehicle has the pivot steering function, so that the fire truck can timely arrive at an area needing fire rescue, and the rescue efficiency is improved.
The engineering vehicle of the embodiment is not limited to an emergency rescue vehicle, and is also suitable for military vehicles, engineering machinery and the like used in other narrow areas.
When the obtained actual gear is not the neutral gear or the current vehicle speed is not zero, an alarm is sent out and the chassis transmission system is controlled not to enter a pivot steering mode, and at the moment, a driver needs to be reminded to select the neutral gear or the brake to enable the vehicle speed to become zero.
The pivot steering mode of the present embodiment includes a left pivot steering mode and a right pivot steering mode, and the selection of the two pivot steering modes needs to be determined according to the turning direction of the steering wheel by the driver.
In some embodiments, controlling the chassis drive train to enter the pivot steering mode comprises: and acquiring the real-time steering angle of the steering wheel and controlling the action of a reversing separation shifting fork and a shell locking shifting fork of the chassis transmission system when the real-time steering angle exceeds the set steering angle.
When the driver turns the steering wheel to the left and exceeds an angle threshold and a time threshold, the driver enters a left pivot steering mode; and when the driver turns the steering wheel to the right beyond the angle threshold and the time threshold, entering a right pivot steering mode.
In some embodiments, the main differential lock is controlled to be activated to bring the chassis transmission into a differential state before the real-time steering angle of the steering wheel is acquired.
In some embodiments, the control method further comprises: the real-time steering angle of the wheels is obtained through the angle sensor, and when the real-time steering angle of the wheels reaches the target steering angle of the wheels, the steering oil cylinder of the chassis transmission system is controlled to stop acting.
In some embodiments, when the engineering vehicle is steered, the working condition that suspension adjustment is needed exists in combination with the terrain in the actual narrow region, and the control method further comprises the step of controlling the suspension oil cylinder to act so as to adjust the inclination of the vehicle body when controlling the action of the steering oil cylinder of the chassis transmission system.
In some embodiments, the steering modes further include a front wheel steering mode, a rear wheel steering mode, a four wheel steering mode, and a crab steering mode.
In some embodiments, the control method further comprises: and under one of a front wheel steering mode, a rear wheel steering mode, a four-wheel steering mode and a crab steering mode, calculating a target steering angle of the wheels under the corresponding steering mode according to the real-time steering angle and the steering acceleration of the steering wheel, and controlling the action of a steering oil cylinder corresponding to the wheels according to the target steering angle of the wheels.
In some embodiments, the control method further comprises the steps of acquiring a real-time steering angle of the wheels, calculating a deviation value between the real-time steering angle and a target steering angle, and correcting the driving parameters of the control module of the steering cylinder according to the deviation value.
The present embodiment also provides a control system of an engineering vehicle, including:
the human-computer interaction display is used for receiving a steering mode instruction of a driver; and
and the controller is in communication connection with the human-computer interaction display, receives a steering mode instruction and acquires actual gear information and current vehicle speed information, and controls the chassis transmission system to enter a pivot steering mode and controls a steering oil cylinder of the chassis transmission system to act according to a target steering angle of wheels in the pivot steering mode when the actual gear is a neutral gear and the current vehicle speed is zero.
In some embodiments, the control system further includes a steering wheel encoder communicatively coupled to the controller, the steering wheel encoder detecting a real-time steering angle of the steering wheel and transmitting the real-time steering angle to the controller.
In some embodiments, the control system further comprises an angle sensor in communication connection with the controller, the angle sensor detects a real-time steering angle of the wheels and sends the real-time steering angle to the controller, and the controller controls the steering cylinders corresponding to the wheels to act according to the real-time steering angle and the target steering angle of the wheels.
In some embodiments, the control system further comprises a body tilt sensor that senses a body tilt, and the controller controls the suspension cylinder action based on the body tilt.
The control system and the control method of the construction vehicle according to the present embodiment will be described in detail below with reference to fig. 1 to 6.
The structure of the engineering vehicle of the embodiment of the invention is shown in fig. 1, and the control system of the engineering vehicle comprises a chassis electrical system S1, a get-off electrical system S2, a turntable electrical system S3, a boom electrical system S4 and a platform electrical system S5.
The chassis electrical system S1 includes a cab operating electrical system S11, a chassis control module S12, a steering electrical system S13, a suspension electrical system S14, a transmission electrical system S15, an engine electrical system S16, a chassis tilt angle monitoring system S17, and a chassis auxiliary electrical system S18.
The get-off electrical system S2 includes a get-off manipulation electrical system S21, a get-off control module S22, a leg electrical system S23, and a get-off auxiliary electrical system S24.
The turntable electrical system S3 includes a turntable manipulation electrical system S31, a turntable control module S32, and a turntable angle monitoring system S33.
Boom electrical system S4 includes main arm electrical system S41, sub arm electrical system S42, and crank arm electrical system S43. The master arm electrical system S41 includes a master arm amplitude monitoring system S411 and a master arm auxiliary electrical system S412, and the master arm amplitude monitoring system S411 includes a master arm angle sensor S4111 and a master arm length sensor S4112. The secondary arm electrical system S42 includes a secondary arm amplitude monitoring system S421 that includes a secondary arm angle sensor S4211. The crank arm electrical system S43 includes a crank arm amplitude monitoring system S431 and a leveling electrical system S432, wherein the crank arm amplitude monitoring system S431 includes a crank arm angle sensor S4311.
The platform electrical system S5 includes a platform handling electrical system S51, a platform control module S52, a platform angle monitoring system S53, and a platform auxiliary electrical system S54 including, for example, a light electrical system.
As shown in fig. 2, the steering electrical system S13 includes a right front wheel steering angle sensor R1, a left front wheel steering angle sensor R3, a right rear wheel steering angle sensor R5, a left rear wheel steering angle sensor R7, and a servo valve control module, wherein the right front wheel steering angle sensor R1, the left front wheel steering angle sensor R3, the right rear wheel steering angle sensor R5, and the left rear wheel steering angle sensor R7 respectively detect the steering angles of the corresponding wheels when the right front wheel steering cylinder a1, the left front wheel steering cylinder a2, the right rear wheel steering-suspension cylinder A3, and the left rear wheel steering-suspension cylinder a4 are actuated.
The engineering vehicle of the embodiment has five steering modes of front wheel steering, rear wheel steering, four-wheel steering, crab steering and pivot steering.
Fig. 3 shows a control flowchart in one of four steering modes of front-wheel steering, rear-wheel steering, four-wheel steering, and crab steering.
As shown in fig. 3, after the chassis electrical system S1 is powered on and ignited, the driver selects the desired steering mode using the human interactive display of the cab steering electrical system S11, the powered default steering mode being the front wheel steering mode. When one of the front wheel steering mode, the rear wheel steering mode, the four wheel steering mode or the crab steering mode is selected, the man-machine interaction display transmits a steering mode signal to the chassis control module S12, and the chassis control module S12 calls corresponding control parameters and protection strategies according to the signal. The chassis control module S12 reads the gear information and the current vehicle speed information at this time. When the gear is not in the neutral position or the current vehicle speed is not zero, an alarm is given on the human-computer interaction display, and the steering mode is not switched. And when the detected gear is neutral and the current vehicle speed is zero, executing the conversion of the steering mode. When a driver drives in gear and uses a steering wheel, a steering wheel encoder transmits a steering angle signal of the steering wheel to a chassis control module S12, the chassis control module S12 calculates steering wheel angular acceleration after acquiring the steering wheel angular acceleration signal, the two signals are subjected to algorithm calculation in the chassis control module S12 to determine a target angle, an output driving signal C1 is transmitted to a servo valve control module, and the servo valve control module converts and amplifies the signals to drive the corresponding steering valve to control the corresponding steering oil cylinder to act. When the steering is operated, the steering angle sensor feeds back the steering angle of the corresponding wheel to the chassis control module S12 in real time, the chassis control module S12 calculates the deviation value of the steering angle of each wheel after acquiring the steering angle of the wheel, the deviation value is calculated by using the algorithm of the chassis control module S12 again, the error feedback driving signal DeltaC 1 is output to correct the output driving signal C1 to obtain an updated output driving signal C1', the updated output driving signal is transmitted to the servo valve control module, and the updated driving signal is used for updating and driving the corresponding steering valve to control the steering oil cylinder to operate after the updated output driving signal C1 is converted and amplified by the servo valve. And the feedback is circulated until the rotation angle value of the corresponding wheel reaches the target angle value.
Fig. 4 shows a control flow diagram in the pivot steering mode.
When the driver selects the pivot steering mode by using the human-computer interaction display of the cab operation electrical system S11, the human-computer interaction display transmits a steering mode signal to the chassis control module S12, and the chassis control module S12 invokes corresponding control parameters and protection strategies according to the signal. Firstly, the chassis control module S12 reads the gear information and the current vehicle speed information at the moment, and when the gear is not in a neutral position or the current vehicle speed is not zero, the chassis control module alarms on a human-computer interaction display and does not execute a pivot steering mode. When neutral is detected and the current vehicle speed is zero, the main differential lock B1 is activated, and the chassis transmission enters a differential state. When the driver uses the steering wheel, the steering wheel encoder transmits a steering angle signal of the steering wheel to the chassis control module S12, and the chassis control module S12 determines whether to enter a left pivot steering state or a right pivot steering state according to the signal. Taking left pivot steering as an example, when a driver turns the steering wheel to the left and exceeds a set angle threshold and a time threshold, the chassis control module S12 will drive the left steering release fork B4 to act first, when the sensor W6 detects that the left steering release fork B4 is in place, the chassis control module S12 will drive the left housing locking fork B5 to act, and when the sensor W8 detects that the left housing locking fork B5 is in place, the transmission system enters a left pivot steering state. The chassis control module S12 transmits the output driving signal C2 to the servo valve control module according to the set wheel steering target angle value, and the output driving signal C2 is converted and amplified by the servo valve control module to drive the corresponding steering valve to control the steering oil cylinder to act. When the steering is operated, the steering angle sensor feeds back and transmits the steering angle of the corresponding wheel to the chassis control module S12 in real time until the steering angle value of the corresponding wheel reaches the target angle value, and the chassis control module S12 stops outputting the driving signal C2. At the moment, the chassis enters a left original place steering mode, and left original place movement of the whole vehicle can be realized.
When the driver returns the steering wheel to reach the set angle threshold and time threshold and the current vehicle speed is zero, whether the current steering mode is kept or not is selected on the human-computer interaction display. When hold is selected, the chassis control module S12 will maintain the current state. When the selection is cancelled, whether the pivot steering mode is kept or not is selected on the man-machine interaction display. When holding is selected, the chassis control module S12 will firstly read the gear information and the current vehicle speed information at this time, and when the gear is not in the neutral position and the current vehicle speed is not zero, alarm will be given on the human-computer interaction display and return action will not be executed. When the vehicle speed is detected to be neutral and the current vehicle speed is zero, the chassis control module S12 drives the left shell locking fork B5 to move reversely, when the sensor W7 detects that the left shell locking fork is in reverse position, the chassis control module S12 drives the left reversing release fork B4 to move reversely, when the sensor W5 detects that the left reversing release fork B4 is in reverse position, the chassis control module S12 keeps the current state and waits for the operation of the steering wheel of a driver. When the selection is cancelled, the chassis control module S12 will release the main differential lock B1 after completing the above actions, at which point the chassis transmission exits the differential state. And then, the four-wheel aligning angle driving signal C3 is transmitted to a servo valve control module, and after the four-wheel aligning angle driving signal is converted and amplified by the servo valve control module, the servo valve control module drives a corresponding steering valve to control the steering oil cylinder to act. When the steering is operated, the steering angle sensor feeds back and transmits the steering angle of the corresponding wheel to the chassis control module S12 in real time until the steering angle value of the corresponding wheel reaches the target angle value, and the chassis control module S12 stops outputting the driving signal C3. At which point the chassis exits the steer-in-place mode.
The control flow of the right pivot steering mode is the same as the above process, and is not described herein again.
When the engineering vehicle of the embodiment is steered, suspension adjustment can be performed according to the terrain requirement of a narrow area. As shown in fig. 2, the suspension electrical system S14 of the present embodiment includes a right front suspension cylinder magnetostrictive sensor R2, a left front suspension cylinder magnetostrictive sensor R4, a right rear suspension cylinder magnetostrictive sensor R6, and a left rear suspension cylinder magnetostrictive sensor R8. When a driver needs to adjust the chassis suspension, the single suspension or the whole suspension can be adjusted by using the human-computer interaction display, and the suspension height is displayed on the display in real time after being calculated by the chassis control module S12. Meanwhile, in order to protect the stability of the vehicle body, the vehicle body inclination angle sensor monitors the inclination of the vehicle body in real time, and when a certain threshold value is exceeded, the chassis control module S12 executes a safety protection strategy.
Referring to FIG. 4, a vehicle final drive according to one embodiment of the present invention includes a housing 4, and a final drive assembly 1 and a two-sided diverter assembly 2/3 located within the housing 4;
the main reducer assembly 1 comprises a driving bevel gear 101, a driven bevel gear 102 and a first differential; the rotation of the driving bevel gear can drive the rotation of the driven bevel gear, and the rotation of the driven bevel gear can drive the left half shaft 110 and the right half shaft 107 in the first differential mechanism to rotate in the same speed and direction without other external force;
the commutator assembly comprises a left commutator assembly 2 and a right commutator assembly 3 which are arranged in mirror symmetry with respect to the axis of the drive bevel gear 101;
the diverter assembly includes a second differential, a stop ring 204/304 and a lock ring 217/317; the left half shaft 110/107 of the first differential and the left half shaft of the second differential are coaxially arranged, and the right half shaft of the second differential in the left/right commutator assembly is connected with the left/right half shaft of the first differential in the main speed reducer; the half shaft of the second differential in the commutator assembly facing away from the first differential is the output half shaft 218/318 of the main drive;
the locking ring 217/317 is sleeved on the periphery of the output half shaft 218/318 and can slide along the axial direction of the output half shaft; the periphery of the output axle shaft and the periphery of the housing 207/307 of the second differential are respectively provided with first meshing teeth, and the periphery of the locking ring is provided with second meshing teeth 214/314 which can be meshed with the first meshing teeth 213/313 of the output axle shaft independently and can be meshed with the first meshing teeth 212/312 of the output axle shaft and the differential housing simultaneously; the locking ring further comprises a release fork 215/315 for changing the state of engagement between the second engagement teeth of the locking ring and the first engagement teeth of the differential case, the outer end of the release fork being located outside the main transmission housing 4;
a check ring 204/304 is mounted between the outer case 4 and the second differential case 207/307 and is axially slidable along the output half shafts; third engaging teeth are respectively arranged on the inner peripheral part of the outer shell 4 and the outer peripheral part of the shell 207/307 of the second differential, and fourth engaging teeth which can be constantly engaged with the third engaging teeth 202/302 of the outer shell independently and can be simultaneously engaged with the third engaging teeth 206/306 of the outer shell and the differential shell are arranged on the stop ring; the stop ring further includes a stop fork 201/301 for changing the state of engagement between the fourth meshing teeth of the stop ring and the third meshing teeth of the differential case, the outer end of the stop fork being located outside the main transmission case 4.
When the main transmission is applied, the stop ring and the locking ring are subjected to axial displacement control of the output shaft, so that the meshing relation between the respective meshing teeth and the meshing teeth of the differential shell is realized, the second differential rotates simultaneously with the output half shaft when a vehicle runs normally, the second differential is equivalent to a through shaft, and the power transmission from the output shaft of the main speed reducer to the output half shaft of the main transmission is realized; when the vehicle needs pivot steering, the stop ring limits the rotation of the second differential shell, and the locking ring is separated from the second differential shell, so that the purpose that the rotation direction of the output half shaft of the second differential is opposite to the rotation direction of the output half shaft of the main speed reducer is achieved.
In this embodiment, the first differential and the second differential are both of the conventional planetary differential structure, and the conventional differential includes a differential case, a planetary shaft, a planetary gear, a side gear, and left and right half shafts.
In this embodiment, the driven bevel gear 102 is fixedly connected to the housing 105 of the first differential, and the gear shaft of the driven bevel gear is coaxially arranged with the left half shaft and the right half shaft of the first differential; the planet shaft 103 of the first differential is provided with 2 planet gears 104/108, and the first differential drives the side gears on two sides of the planet shaft to rotate through the two planet gears. The number of planetary gears can also be arranged into 4 according to the transmission requirement, which is the prior art.
In the first and second differentials, the side gear 109/106/210/209/309/310 is drivingly connected to the respective axle end by involute splines.
The right half shaft of the second differential and the left half shaft of the first differential in the left commutator assembly 2 are the same shaft 110; the left half shaft of the second differential and the right half shaft of the first differential in the right commutator assembly are the same shaft 107.
The first meshing teeth on the periphery of the output half shaft and the periphery of the shell of the second differential are annular external teeth, and the second meshing teeth on the periphery of the locking ring are annular internal teeth, so that the structure is compact. The external tooth is the prong orientation and is deviating from output semi-axis axle center, and the internal tooth is the prong orientation and exports semi-axis axle center.
The second meshing teeth of the locking ring are always meshed with the first meshing teeth of the output half shaft; the fourth toothing of the locking ring is always in engagement with the third toothing of the main transmission housing.
Further, when the first meshing teeth of the output half shaft and the first meshing teeth of the second differential case are projected in the axial direction of the output half shaft, the projected edges of the first meshing teeth and the first meshing teeth of the second differential case are overlapped with each other. The second meshing teeth on the locking ring can be ordinary meshing teeth, the length of the teeth is increased only along the axial direction, and the tooth surface is controlled by the separation shifting fork to be axially translated at the output half shaft so as to realize simultaneous meshing with the first meshing teeth of the output half shaft and the first meshing teeth of the second differential shell, or separate from the first meshing teeth of the second differential shell.
The fourth meshing teeth of the snap ring include external teeth 203/303 constantly engageable with third meshing teeth 202/302 on the inner peripheral portion of the housing of the main transmission, and internal teeth 205/305 engageable with third meshing teeth 206/306 of the second reduction gear case in a state where the external teeth are engaged with the third meshing teeth of the housing. I.e. the fourth engagement tooth is actually an engagement tooth assembly.
In the fourth meshing teeth of the snap ring, the outer teeth and the inner teeth are both annular meshing teeth.
The separating shifting fork is arranged in parallel to the output half shaft, and the stopping shifting fork is arranged perpendicular to the output half shaft. When the locking ring and the stop ring need to be controlled by axial sliding, force is applied along the direction parallel to the axial direction of the output half shaft.
In order to realize the engagement or the disengagement between the fourth meshing teeth of the stop ring and the third meshing teeth of the second differential case when the stop ring moves axially, the vertical direction projection of the third meshing teeth of the main transmission case and the third meshing teeth of the second differential case are positioned at different positions in the axial direction of the output half shaft.
The control method of the vehicle main transmission in the above embodiment includes:
defining a first status position and a second status position of the locking ring: the first state position of the locking ring is a state that the second meshing teeth are only meshed with the first meshing teeth of the output half shaft, and the second state position is a state that the second meshing teeth are simultaneously meshed with the first meshing teeth of the output half shaft and the second differential mechanism shell;
defining a first status bit and a second status bit of the snap ring: the first state position of the stop ring is a state that the fourth meshing teeth are meshed with the third meshing teeth of the main driver shell and the second differential shell at the same time, and the second state position is a state that the fourth meshing teeth are meshed with the third meshing teeth of the main driver shell only;
when the vehicle normally runs, the locking ring and the stop ring are controlled to keep a second state position, so that when the driving bevel gear rotates, the output half shaft of the main speed reducer, the second differential and the output half shaft of the main transmission are driven to rotate simultaneously;
when the vehicle needs to turn on site, the driving bevel gear is controlled to stop rotating, then the locking ring and the stopping ring on one side of the direction to be rotated are controlled to be switched to the first state position according to the direction requirement to be rotated, so that the second differential mechanism shell on one side of the direction to be rotated is locked with the main transmission mechanism shell, and then the driving bevel gear is controlled to rotate again, so that the output half shaft gear of the second differential mechanism drives the output half shaft of the main transmission mechanism to rotate towards the direction opposite to the rotating direction of the output half shaft of the main speed reducer.
The axial sliding control of the stop ring and the locking ring is realized by the stop shifting fork and the separation shifting fork respectively, the controller can adopt the existing controller, and the execution of the control command can be realized by the existing execution and transmission mechanism.
In order to reduce stress damage to the second differential and the output half shaft caused by inertia, when a vehicle needs to steer in situ, after the driving bevel gear is controlled to stop rotating, the locking ring on one side of the direction to be steered is controlled to be switched to the first state position, then the locking ring on one side of the direction to be steered is controlled to be switched to the first state position, and then the rotation of the driving bevel gear is recovered.
Referring to the embodiment illustrated in FIG. 4, in another embodiment, final drive assembly 1 is a conventional final drive configuration with driven bevel gear 102 fixedly connected to first differential housing 105; the planet gears 104 and 108 are arranged on the planet shaft 103 and meshed with the side gears 106 and 109, and the first differential planet gears may be arranged in two as 104 and 108 or four as shown in fig. 4 according to the transmission requirement; involute splines are arranged at two ends of the left half shaft 110 and the right half shaft 107, and the opposite ends of the two involute splines are respectively matched with the involute splines on the half shaft gears 109 and 106.
The rotation of the driven bevel gear 102 causes the planetary shaft 103 fixedly connected with the first differential housing 105 to drive the planetary gears 104 and 108 to rotate, so that the left half shaft 110 and the right half shaft 107 rotate at the same direction and the same speed without differential speed, and the left half shaft 110 and the right half shaft realize the differential function when the speed difference is required.
The left commutator assembly 2 and the right commutator assembly 3 are arranged in mirror symmetry about the axis of the drive bevel gear 101; the main body of the commutator is also a set of planetary differentials, and involute splines are arranged on the side gears 209(309) and are matched with external splines on the right half shaft 107 of the left half shaft 110; the planetary gears 208 and 216 and 316 are disposed on the planetary shaft 211, meshing with the side gears 209 and 210 and 310; the planet shaft 211 is fixedly connected to a second reversing differential housing 207307, and the reversing differential housing 207 has external teeth 206 and 212; the stop ring 204 is provided with external teeth 203 and internal teeth 205, the stop ring 204 can slide along the axial direction by the stop fork 201, the external teeth 203 are in constant mesh with the stop teeth 202 integrated on the housing 4, the stop ring 204 cannot rotate around the shaft, the length of the external teeth 203, namely the axial width allows the internal teeth 205 on the stop ring 204 to mesh with the external teeth 206 on the reversing differential housing 207 when the stop ring 204 slides, so that the reversing differential housing 207 is stopped; involute splines are arranged on the side gear 210 and are matched with external splines arranged on an output half shaft 218, and external teeth 213 are arranged on the output half shaft 218; the locking ring 217 is provided with internal teeth 214, the locking ring 217 can slide along the axial direction through a release fork 215, the internal teeth 214 and the external teeth 213 are in a normally meshed state, the locking ring 217 rotates along with an output half shaft 218, and the length of the internal teeth 214 allows the locking ring 217 to realize the meshing and the separation of the internal teeth 214 and the external teeth 212 when sliding axially; the left-side stopping shifting fork 201 and the separating shifting fork 215 can be linked through a control mechanism, and the right-side stopping shifting fork 301 and the separating shifting fork 315 can also be linked through the control mechanism.
Under the normal running condition, the stop shifting fork 201 is in a free state, and the internal teeth 205 and the external teeth 206 on the stop ring 204 are separated; the release fork 215 is in a free state, the internal teeth 214 on the locking ring 217 are simultaneously meshed with the external teeth 213 on the output half shaft 218 and the external teeth 212 on the reversing differential case 207, and the locking ring 217 fixes the output half shaft 218 and the reversing differential case 207 as a whole, so that the reversing differential case 207, the side gears 209, 210 and 310, the planetary gears 208, 216 and 316, the output half shaft 218 and the right half shaft 107 of the left half shaft 110 do not move relatively, and the left commutator assembly 2 and the right commutator assembly 3 correspond to two through shafts at the moment, and the power transmission of the main speed reducer assembly 1 is realized.
In the pivot steering working condition, the wheels on the two sides are required to rotate in opposite directions in the pivot steering working condition, namely the output half shaft 218 and the output half shaft 318 rotate in opposite directions, the switching of the steering working condition needs to be carried out in the state that the main transmission bevel gear 101 is static, the input end of the main transmission bevel gear 101 is used as the front end of the vehicle, and in the normal forward working condition, the main transmission bevel gear 101 rotates anticlockwise when the rear end of the vehicle is seen forwards. When it is desired to reverse the left output half shaft 218, the left pivot steering mode is switched, the release fork 215 is actuated first, the locking ring 217 slides to the left, disengaging the internal teeth 214 from the external teeth 212, the output half shaft 218 can rotate relative to the reversing differential case 207, then the stop fork 201 is actuated, the stop ring 204 slides to the right, the internal teeth 205 engage with the external teeth 206, and the reversing differential case 207 is locked with the transmission case 4. When the drive bevel gear 101 rotates, the right-hand side commutator 3 rotates in the same direction and at the same speed as the right-hand side shaft 107 in the normal driving mode, the left-hand side shaft 110 rotates the side gear 209, and the reversing differential case 207 is stopped, so that the planetary gears 208 and 216 rotate rapidly around the planetary shaft 211 under the drive of the left-hand side shaft 110 and the side gear 209, and the side gear 210 and the output half shaft 218 rotate in the same speed and in the opposite direction together. When it is desired to reverse the right output half shaft 318, the right pivot steering mode is switched, the release fork 315 is actuated first, the locking ring 317 slides to the right, disengaging the internal teeth 314 from the external teeth 312, the output half shaft 318 can rotate relative to the reversing differential case 307, then the stop fork 301 is actuated, the stop ring 304 slides to the left, the internal teeth 305 engage the external teeth 306, and the reversing differential case 307 is locked to the transmission case 4. The drive bevel gear 101 rotates, the left hand side reverser 2 rotates in the same direction and at the same speed as the left hand side shaft 110 in the normal driving mode, the right hand side shaft 107 rotates the side gear 309, and the side gear 310 and the output shaft 318 are driven to rotate in the same direction and in the opposite direction by the planetary gears 308 and 316 rotating rapidly about the planetary shaft 311 due to the stopping of the reversing differential case 307. When the left and right pivot steering modes are switched, the power input of the driving bevel gear 101 is only required to be temporarily cut off, the driving bevel gear is kept static, the steering of the driving bevel gear is not required to be changed, the switching of the left and right pivot steering modes is realized only through the linkage control of a middle separation shifting fork and a locking shifting fork of a left and right commutator assembly, and the mode switching is convenient, fast and flexible.
In conclusion, the vehicle main driver of the embodiment controls the rotation of the second differential shell and the linkage between the second differential shell and the output half shaft through the locking ring and the stop ring, so that the autonomous differential function of the output shafts on two sides is realized under the normal running working condition of the vehicle, and the vehicle is ensured to have good running performance; when the output shafts on the two sides have reverse requirements, the positive and negative rotation of the output shafts on the two sides can be conveniently realized under the condition that the rotation direction of the driving bevel gear is not changed, and the differential function is kept.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention and not to limit it; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art will understand that: modifications to the specific embodiments of the invention or equivalent substitutions for parts of the technical features may be made; without departing from the spirit of the present invention, it is intended to cover all aspects of the invention as defined by the appended claims.
Claims (12)
1. A control method of a work vehicle, characterized by comprising the steps of:
the method comprises the steps that a man-machine interaction display receives a steering mode instruction selected by a driver, wherein the steering mode comprises an in-situ steering mode; and
and the controller receives the pivot steering mode instruction and acquires actual gear information and current vehicle speed information, and when the actual gear is a neutral gear and the current vehicle speed is zero, the controller controls the chassis transmission system to enter a pivot steering mode and controls a steering oil cylinder of the chassis transmission system corresponding to the wheels to act according to the target steering angle of the wheels in the pivot steering mode.
2. The method of controlling a work vehicle according to claim 1, wherein controlling the chassis drive train to enter the pivot steering mode comprises: and acquiring a real-time steering angle of a steering wheel and controlling a reversing separation shifting fork and a shell locking shifting fork of the chassis transmission system to act when the real-time steering angle exceeds a set steering angle.
3. The control method of the engineering vehicle according to claim 2, wherein before the real-time steering angle of the steering wheel is obtained, the main differential lock is controlled to be activated to enable the chassis transmission system to enter a differential state.
4. The control method of a work vehicle according to claim 1, characterized by further comprising: and acquiring the real-time steering angle of the wheels through an angle sensor, and controlling a steering oil cylinder of the chassis transmission system to stop acting when the real-time steering angle of the wheels reaches the target steering angle of the wheels.
5. The control method of a working vehicle according to any one of claims 1 to 4, characterized by further comprising controlling suspension cylinder action to adjust the inclination of the vehicle body when controlling steering cylinder action of the chassis transmission system.
6. The control method of a working vehicle according to any one of claims 1 to 4, wherein the steering modes further include a front wheel steering mode, a rear wheel steering mode, a four wheel steering mode, and a crab steering mode.
7. The control method of a work vehicle according to claim 6, characterized by further comprising: and under one of the front wheel steering mode, the rear wheel steering mode, the four-wheel steering mode and the crab steering mode, calculating a target steering angle of wheels under the corresponding steering mode according to the real-time steering angle and the steering acceleration of a steering wheel, and controlling a steering oil cylinder corresponding to the wheels to act according to the target steering angle of the wheels.
8. The control method of the construction vehicle according to claim 7, further comprising obtaining a real-time steering angle of wheels and calculating a deviation value between the real-time steering angle and the target steering angle, and correcting a driving parameter of a control module of the steering cylinder according to the deviation value.
9. A control system of a work vehicle, characterized by comprising:
the human-computer interaction display is used for receiving a steering mode instruction of a driver; and
and the controller is in communication connection with the human-computer interaction display, receives the steering mode instruction and acquires actual gear information and current vehicle speed information, and controls the chassis transmission system to enter a pivot steering mode and controls a steering oil cylinder of the chassis transmission system to act according to a target steering angle of wheels in the pivot steering mode when the actual gear is a neutral gear and the current vehicle speed is zero.
10. The control system of a work vehicle of claim 9, further comprising a steering wheel encoder communicatively coupled to said controller, said steering wheel encoder detecting a real-time steering angle of a steering wheel and transmitting said real-time steering angle to said controller.
11. The control system of the engineering vehicle as claimed in claim 9, further comprising an angle sensor in communication connection with the controller, wherein the angle sensor detects a real-time steering angle of a wheel and sends the real-time steering angle to the controller, and the controller controls the steering cylinder corresponding to the wheel to act according to the real-time steering angle and a target steering angle of the wheel.
12. The control system of a working vehicle according to claim 9, further comprising a body tilt sensor that detects a body tilt, wherein the controller controls the suspension cylinder operation according to the body tilt.
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| CN202011364497.7A CN112429078A (en) | 2020-11-27 | 2020-11-27 | Control method and control system for engineering vehicle |
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| CN202011364497.7A CN112429078A (en) | 2020-11-27 | 2020-11-27 | Control method and control system for engineering vehicle |
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| CN114735071A (en) * | 2022-04-22 | 2022-07-12 | 徐工集团工程机械股份有限公司 | Unmanned platform multi-mode trailing arm type steering driving control system and method |
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Application publication date: 20210302 |