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The research of the dynamic load of the power train of the caterpillar tractor Chetra 6C-315

Shekhovtsov V., Sokolov-Dobrev N., Shevtchuk V., Liashenko E.

Journal of KONES

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2011

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Vol. 18, No. 1

535-546

EN

The paper describes the developed dynamic model of the caterpiller's power transmission. Its advantage is the integrated dimensional model of caterpillar propeller. Animated motion modelling provides the formation and transfer of kinematic and dynamic disturbances from caterpillar chassis, causing the greatest loadings of the power circuit sections. The principle of power transmission mathematical model’s differential equations forming is described. Result of the model's computational research is a set of oscillograms of the drive wheel’s torque changing for different operating modes. The values of power transmission masses' natural frequencies are obtained. The research of the nature of transmission sections' dynamic loading by torsional vibrations, that arise and spread on the shafting, when the linked track rewinds, is carried out. The diagrams show that local maximums of dynamic coefficients characterize the regimes with high hook load. The increase of torques for these sections happens because of approximation of the peculiar frequency of the system and the frequency of one of the harmonic components of stimulating actions. At this peak, value of the oscillation belongs to the masses, the partial frequencies of which are closest to the frequencies to the stimulation actions. Dynamic load of such sections is quite high. The material of these sections often gets fatigue damage, which can lead to breakdown. The analysis of the diagrams, made for basic operation speeds between 1,0 – 5,5 m/sec showed, that maximal peak values of dynamic coefficients appear on sections between 10 and 59 masses in the transmission. Maximal dynamic load of these sections appear at hook load from 0 to 40 kN.

2

The optimization of the design strength characteristics of the frame of the tractor

Babushkin A. E., Kosov O., Shekhovtsov V., Lyashenko M.

Journal of KONES

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2011

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Vol. 18, No. 1

10-14

EN

At present there are a many constructions of the carrier systems of motor transport means, bodies with the systems of communications in the form of rigid triangles executed in the form. This makes it possible to assume that the technical solution has high efficiency and correctly it can be examined in application to the tractors. An increase in the hardness, strength and longevity of frame due to an increase in the dimensions of the profile used or improvement of technology and design of the welded connections, which decrease the stress concentration in the region of the welds, can prove to be not the most rational solution from the point of view of labor expense and material consumption. More preferable in this respect the frame, made in the form of three-dimensional truss in lower part of which is fastened running apparatus, and inside are located engine, transmission, panels of skin of cowling and cab, control station. But since farm in “pure” form because of the impossibility to have struts on the front is hardly possible, although the inclined cross connection in the aperture of front glass of cab and does not contradict the requirements of field of view, has sense to speak about skeleton type frame, where only the sidewalls and the top of body to a greater or lesser extent answer the classical determination of farm.

3

Investigation of thermal intensity of hydropneumatic spring of vehicle

Cherkashina E., Liashenko E., Shekhovtsov V., Valentsev M.

Journal of KONES

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2011

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Vol. 18, No. 1

99-102

EN

During the moving of vehicle is a change in temperature mode, which arises due to fluid friction in the dissipative element (throttle bores) hydropneumatic spring. In this case, hydropneumatic spring can be warm to significant temperatures. Due to lower viscosity of the fluid below the warning level, the increased heat causes a sharp increase in various types of leakage, increased friction parts, and as a consequence, the intensive wear and seizure of the surfaces. This leads to partial or complete loss of efficiency hydropneumatic springs. To changes in temperature mode in the hydropneumatic spring is influenced not only the external surface of the hydropneumatic spring, temperature and speed of blowing air flow, but also the conditions and the duration of the moving of vehicle. In this paper we investigate the heat intensity of the hydropneumatic springs of vehicle in weight 5.5 tons during the moving at different speeds for different types of roads. Investigations were carried out on the basis of mathematical models realized in a package of Matlab Simulink. In this case, was fixed the time average power released in the hydropneumatic spring in the form of heat. According to the research conclusions were drawn about the most heavy-duty vehicle and the amount of heat generated by the length of relative motion in this mode. To prevent overheating, an algorithm diagnosis of the condition and management of heat intensity of the hydropneumatic springs Also made recommendations to reduce the heat intensity hydropneumatic springs.

4

Combined control of hydropneumatic springs of the vehicle

Liashenko M., Podzorov A., Shekhovtsov V., Prytkov V., Cherkashina E.

Journal of KONES

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2011

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Vol. 18, No. 4

229-234

EN

The article is devoted to research of a vehicle ride comfort, equipped the suspension system with combined control of springing and damping elements. The spatial mathematical model of a vehicle which meets the requirements of adequacy to real object was developed. The results of the computer simulation of movement of the vehicle with controllable and passive suspension systems on stochastic microprofile are presented. It can be concluded that the spatial multi-mass model is satisfactory close to a real object and can be used for further calculations. Having analyzed simulation results we can state significant increase of ride comfort of a vehicle equipped with a controlled suspension system. Decrease of vertical acceleration of a cabin in a place where a driver sits amounted to 40% in average that can be considered as a limit value for this type of controlled suspension systems. It can be noted that a suspension system with combined control of springing and damping elements can be considered as rather effective in terms of decreasing load of vehicle spring-mounted parts that along with low power consumption makes it rather competitive. The shown research results and control laws for springing and damping elements can be used as a basis for development of relatively simple controlled suspension systems.