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|United States Patent
, et al.
August 15, 1972
AUTOMATIC DIAGNOSTIC STATION FOR AUTOMOBILES
An automated diagnostic station for automobiles comprising all the
necessary technical equipment for rapid and all-round examination of the
automobile and for spotting the troubles.
Demidov; Vladimir Vasilievich (Ogre, SU), Goldshtein; Oleg Semenovich (Riga, SU), Peterson; Arnold Ivanovich (Riga, SU), Gusev; Leonty Fedorovich (Riga, SU), Rubina; Vera Petrovna (Riga, SU), Zelik; Alexandr Ivanovich (Riga, SU), Tarantsev; Boris Ivanovich (Saulkrasty, SU), Martinson; Yan Eduardovich (Riga, SU), Orsky; Eduard Modestovich (Riga, SU), Okruzhnov; Nikolai Nikolaevich (Riga, SU), Purmalis; Laimon Karlovich (Riga, SU), Sukonnikov; Felix Semenovich (Riga, SU), Grachev; Jury Petrovich (Riga, SU), Derevtsov; Anatoly Nikolaevich (Omsk, SU), Shekherev; Dmitry Nikolaevich (Omsk, SU), Eliseev; Dmitry Stepanovich (Omsk, SU), Vodolagin; Alexei Ivanovich (Riga, SU), Zurovsky; Arnold Yanovich (Riga, SU), Drits; Leonid Borisovich (Riga, SU) |
June 17, 1970|
Foreign Application Priority Data
Jun 20, 1969
Jun 20, 1969
Jun 20, 1969
|Current U.S. Class:
||73/116.06 ; 374/142; 374/145; 73/115.01; 73/123|
|Current International Class:
||G01M 15/02 (20060101); G01M 15/05 (20060101); G01M 15/04 (20060101); G01m 015/00 ()|
|Field of Search:
U.S. Patent Documents
Myracle; Jerry W.
What is claimed is:
1. An automatic station for all-round diagnosing of the technical conditions of automobiles, comprising dynamometer stands; rotatable race drums on said stands, on which
drums the wheels of the automobile being diagnosed are supported; electric motors with liquid rheostats in each of said stands for driving and braking said race drums; a control panel of said station; indicating and recording instruments on said
control panel; actuating means electrically connected with said control panel and serving in conjunction with said dynamometer stands for bringing into operative condition the units and components of the automobiles being diagnosed; a control and
measuring system comprising means for measuring the residual and service pressure in the hydraulic brake system of the automobiles; in said means for measuring the residual and service pressure, pickups for the residual and service pressure and a pipe
union with a non-return valve connected to the brake pipeline of the automobile and to said pickups for the residual and service pressure, and further means included in said control and measuring system for individual diagnosing of the air brake system
of the automobile; warning devices and pickups of said means for diagnosing the air brake system connected to a receiver, brake chambers and an automobile-to-trailer coupling member of the same automobile; electric stop-watches, pressure indicators and
warning devices of said means for diagnosing the air brake system of automobiles mounted on said control panel and connected by means of relays to said warning device and pressure pickups; means included in said control and measuring system for
measuring the temperature difference between the top and bottom tanks of the radiator of the automobile; a pipeline in said means for measuring the temperature difference serving for connecting said top tank, in which a temperature pickup is arranged,
with aid bottom tank of the radiator; a pump in said means for measuring the temperature difference serving to circulate liquid in said pipeline from said bottom tank to said top tank of the radiator; a temperature pickup built in said pipeline at the
end of said pipeline which is connected to said bottom tank; means included in said control and measuring system for determining slipping of the automobile clutch, including a stroboscopic device mounted on one of said dynamometer stands; a pickup of
the same means mounted on an ignition plug of the engine of the automobile being diagnosed and electrically connected with said stroboscopic device; a lamp of said stroboscopic device directed onto the propeller shaft of the automobile being diagnosed;
means for maintaining the diagnosing conditions, comprising electronic regulators comparing predetermined signals from said control panel with the electric signals of the pickups mounted on said dynamometer stands and engine of the automobile,
transmitted via electrical coupling units, said means for maintaining the diagnosing conditions being electrically connected with said actuating means.
2. An automatic station as claimed in claim 1, wherein aid control and measuring system includes means for diagnosing the electric appliances of automobiles, comprising standard resistors connected to pickups mounted on the engine of the
automobile being diagnosed and electrically connected with the panel-mounted recording instruments of the automobile, said standard resistors being adapted to simulate the operating conditions of pickups and indicators of the panel-mounted instruments of
an automobile when the engine is not operating for detecting faults in said pickups and indicators.
3. An automatic station as claimed in claim 1, wherein means are provided for introducing, processing and delivering diagnostic information, said means comprising electrically connected panels for parameter input, memory units, a logic unit for
analyzing the information and a commutator interrogating said memory units and delivering signals of detected faults to the recording means of said control panel.
4. An automatic station as claimed in claim 1, wherein an electronic regulator is provided to maintain the preset speed and load conditions of said dynamometric stands, which regulator is electrically connected with said stands by at least one
connection unit, and another electronic regulator included in said station for maintaining a preset speed of the automobile engine and electrically connected therewith by a second connection unit.
5. An automatic station as claimed in claim 1, wherein said connection units between the dynamometric stands and the automobile engine and said electronic regulators maintaining the preset speed of said dynamometer stands and said engine
comprise converters converting the pulse signals derived from said pickup of the engine ignition plug via an electronic tachometer of said control panel and from the pickups of said dynamometer stands into an analog signal which is applied to said
electronic regulators comparing the signals received with the signals from the condition setting devices of said control panel and operating said actuating means of the accelerator pedal and of the electrodes of said liquid rheostats of the electric
motors of said dynamometer stands.
The present invention relates to the automobile-building industry and, more specifically, it relates to the diagnostic stations for automobiles.
These stations are intended to determine the technical condition of automobiles by dianosing their troubles symptomized by the changes in their characteristics (without disassembling the automobile) with a view to establishing the scope of
repairs and adjustments required.
Known in the art are diagnostic stations for automobiles comprising devices for activating individual units and mechanisms of the automobile, these devices consisting of dynamometer stands and actuating mechanisms, a control and measuring system
comprised of pickups, measuring instruments and apparatus, and auxiliary devices.
The known stations are not adapted for spotting the troubles in the automobile brake systems, for checking the cooling system of the I.C. engines, for estimating the ignition system with sufficient accuracy in view of the absence of the
automatic devices which could analyze the transient processes in the ignition system, for checking the panel-mounted instruments of the automobile jointly with their pickups without disconnecting their electrical circuits, for unit-by-unit checks of the
power transmission mechanisms, for stabilizing automatically the operating conditions of the automobile units and mechanisms in the course of diagnosing, and are not capable of ensuring sufficient objectivity in making the diagnosis because
identification of the troubles is entrusted to the operators.
An object of the invention resides in eliminating the disadvantages of the known diagnostic stations for automobiles.
A particular object of the invention is to provide a diagnostic station which would comprise all the technical means required for an all-round diagnosing of the condition of the automobiles.
This object is accomplished by providing an automated diagnostic station for automobiles comprising devices consisting of dynamometer stands and actuating mechanisms for activating the automobile units to be diagnosed, a control and measuring
system and devices for maintaining the diagnosing conditions in which, according to the invention, the control and measuring system includes: a device for measuring the residual and service pressure in the hydraulic brake system comprising a pipe union
with a non-return valve, said pipe union being connected with pickups of the residual and service pressure in the hydraulic brake system; a device for diagnosing the air brake system comprising pressure drop warning units and pressure pickups coupled to
the air receiver, brake chambers and automobile-to-trailer air coupling and connected by a system of relays with electric stop-watches, pressure gauges and signal units; a device for measuring the temperature differential in the top and bottom tanks of
the radiator, comprising a pipe communicating the top tank in which the temperature pickup is installed with the bottom tank, and a pump for transferring the coolant through a pipe from the bottom tank into the top tank, said pipe being provided with a
built-in temperature pickup at the end connected to the bottom tank; a device for determining the slipping of the clutch comprising a stroboscopic instrument connected to a pickup installed on the engine spark plug, the lamp of said stroboscopic
instrument being aimed at the propeller shaft of the automobile.
This station is adapted for diagnosing the condition of automobiles both with the hydraulic and air brakes.
For determining the technical condition of the automobile electrical equipment it is practicable that the control and measuring system of the station should comprise a device with standard resistors connected to the pickups installed on the
engine, said pickups being electrically connected with the panel-mounted instruments of the automobile.
To ensure objectivity of diagnosing, the station is equipped with a device for the input, processing and output of the diagnostic information, said device consisting of the parameter input panels, of the electrically inter-connected memory unit,
a unit for processing and logical analysis of information, and of a commutator which interrogates the memory units and sends the signals of the identified troubles to a recording device.
To ensure automatic setting and stabilization of the parameter-measuring conditions which is indispensable for improving the accuracy of diagnosing, it is practicable that the station should comprise at least one unit for connecting the
dynamometer stands with an electronic regulator which stabilizes the preset speed and load conditions of the dynamometer stands, and a unit for connecting the automobile engine with an electronic regulator which stabilizes the preset speed of said
The units connecting the automobile mechanisms with the electronic regulators which stabilize the preset speeds of the engine and dynamometer stands are made in the form of a transformer which converts the pulse signals of the electronic
tachometer into an analog signal fed to said electronic regulator which compares this analog signal with the signal of the diagnosing condition setter and energizes the mechanisms which actuate the automobile accelerator pedal and the electrodes of the
liquid rheostat of the dynamometer stand motor.
Now the invention will be described in detail by way of example with reference to the accompanying drawings, in which:
FIG.1 is a top view of an automated diagnostic station for automobiles according to the invention;
FIG.2 shows the same station, section taken along line II--II in FIG. 1;
FIG.3 is a block diagram of the same station;
FIG.4 is a block diagram of the device for setting and stabilizing the operating conditions of the automobile and dynamometer stands;
FIG.5 shows a pipe union of the device for measuring the residual and service pressure in hydraulic brake system;
FIG.6 is a diagram of connections of the device for diagnosing the air brake system;
FIG.7 shows a device for measuring the difference of temperatures in the top and bottom tanks of the automobile radiator;
FIG.8 is a block diagram of the device for diagnosing the slipping of the clutch.
The diagnostic station for automobiles comprises the following basic components: a device for activating the automobile units and mechanisms being
diagnosed; a control and measuring system; a device for automatic setting and stabilizing the diagnosing conditions; a device for input, processing and output of the diagnostic information.
The device for activating the units and mechanisms of the automobile includes a dynamometer power stand I (FIG.1), a dynamometer inertia stand 2 which, taken together, are capable of simulating the movement of the vehicle on the road.
The stand 1 is used to determine the condition of the front wheel brakes and measuring the reaction of the lateral forces of the some wheels.
The stand 2 is used to determine the condition of the automobile rear wheel brakes, trailer wheel brakes, and to load the automobile engine.
Each stand consists of two sections 3, 4, and 5, 6, respectively.
Each section 3, 4 and 5, 6 includes two drums 7, 8 installed under each wheel of the automobile.
The drums of each section 3, 4 are rotated by electromechanical drives 9. The speed reducer 10 of each drive 9 of the power stand 1 is of the two-speed type to provide a low rotation speed of the drums for diagnosing the brakes and a high speed
of said drums for measuring the reaction of the lateral forces of the front wheels.
Installed between the race drums 7 and 8 in each section 3, 4 and 5, 6 of the stands 1 and 2 are measuring rollers 11 and 12.
The rollers 11 are connected with the front wheel speed pickup 13 and the lateral force reaction pickup 14. The roller 11 is designed and installed so that it can rotate while contacting the wheel and, additionally, move laterally through a
distance proportionate to the lateral force of the wheel.
Connected to the roller 12 of the sections 5, 6 of inertia stand 2 is the rear wheel speed pickup 15 and the pickup 16 measuring the deceleration of the same wheels. Connected with one of the race drums of each section 3, 4 and 5, 6 of both
stands is the rotation speed pickup 17 which, jointly with one of the pickups 13 and 13 of the measuring roller 11 and 12, is connected to the system 18 (FIG. 3) which gives information on the slipping of the automobile wheel on the race drums 7 and 8
(FIG.1) and disconnects the drives of the stands 1, 2 when slipping becomes critical.
For driving the automobile on and off the stands 1 and 2 there are wheel lifts 19 located between the drums 7, 8 of each section 3, 4 and 5, 6 of the stands I, 2.
To ensure safe operation and to provide for the required diagnosing conditions which would exclude the sidewise skidding of the automobile, the stands 1, 2 are equipped with guard rollers 20 (FIG.1) which are spaced so that the distance between
the guard rollers of one and the same stand is equal to the inner track of the automobile wheels.
The stands 1 and 2 are equipped with hydraulic lifts 21 (FIGS. 1, 2) for lifting the automobile by its axles.
The inertia stand 2 is mounted immovably on the metal structure 22 whereas the power stand 1 can be moved by the electromechanical drive 23 (FIG. 1) for positioning it under the front wheels of automobiles with different wheel bases.
In addition, free movement of the stand 1 makes it possible to determine the misalignment of the automobile front axle when the rear wheels are fixed on the race drums of the inertia stand 2.
The metal structure 22 on which stands 1 and 2 are mounted, is installed on a foundation 24 (FIG.2) in the foundation pit 25 entrance into which is through an underground tunnel 26.
The device for activating the units to be diagnosed comprises the following actuating mechanisms: a mechanism 27 (FIG.3) for pressing the brake pedal with a preset force and speed, a mechanism 28 (FIGS. 3, 4) for actuating the accelerator pedal,
a mechanism 29 (FIGS. 1, 4) for actuating the electrodes of the liquid rheostats 30 (FIGS. 1, 2) and the electric motor 31 (FIG. 1) driving the drums 7, 8 of the dynamometer stand 2. The control and measuring system includes, apart from the
above-mentioned pickups 13, 14, 15, 16 and 17, pickup 32 (FIG.3) of the front wheel torque, pickup 33 (FIGS. 3, 4) of the engine crankshaft speed, pickup 34 (FIGS. 3, 4) showing the blow-by of gases into the engine crankcase, oil pressure pickup 35,
pickup 36 showing the leakage of air through engine valves, pickup 37 registering the leaks of air through the cylinder-and-piston groups of the engine, pickup 38 indicating the carbon dioxide content in the exhaust gases, pickup 39 (FIGS. 3, 6)
indicating the air pressure in the compressor, pick up 40 (FIG.3) registering the depression in the inlet manifold, oil temperature pickup 41, water temperature pickup 42 (FIGS. 3, 7) in the radiator top tank and a water temperature pickup 43 in the
radiator bottom tank, pickup 44 (FIG. 3) indicating the noises in the automobile engine, pickup 45 registering the knocking in the engine valve gear, pickup 46 (FIGS. 3, 8) installed on the cylinder spark plug, pickup 47 of the secondary voltage in the
ignition system, pickup 48 (FIG. 3 of the current drawn by the starter, pickup 49 of the luminous intensity of the headlamps, pickup 50 showing the position of the headlamp beam in space, pickup 51 indicating the top dead center of the engine piston,
pickup 52 (FIGS. 3, 6) indicating the air pressure in the automobile pneumatic system, pickup 53 (FIG.3) of the brake pedal free travel and pickup 54 of the clutch pedal free travel, pickup 55 (FIGS. 3, 6) registering pressure in the
automobile-to-trailer air coupling, pickup 56 of the brake pedal residual travel, pickup 57 of the beginning of braking of automobile brakes, fuel consumption pickup 58, fuel pressure pickup 59, pickups 60 and 61 of the residual and service pressure in
the hydraulic brake system, pickup 62 registering the vacuum before the hydrovacuum booster, pickup 63 of the brake chamber rod travel, pickup 64 indicating the angular play of the propeller shaft, pickup 65 of the angular play of the gear box main
shaft, pickup 66 of the clearances in the king pin joints, pickup 67 of the angular play of the rear axle drive shaft, pickup 68 of the steering wheel play, pickup 69 of the force at the steering wheel rim, pickup 70 of front wheel misalignment, pickup
71 of the position of liquid rheostat electrodes, pickup 72 of the torque moment on the automobile rear wheels, and pickup 73 (FIGS. 3, 6) of the pressure in the automobile brake chambers.
To increase the efficiency and convenience of operators, work and to reduce the diagnostic time, all the pickups are located in close proximity to the points of their connection. The pickups connected to the automobile engine units are secured
at the ends of the cables wound on selfreeling drums 74 (FIG.2). When out of service, these pickups are stored on shelves 75 left and right of the engine, said shelves being secured on suspension 76.
The control and measuring system includes the following measuring instruments: indicator 77 (FIG.3) of the lateral forces of the automobile wheels, indicator 78 of the torque moment on the automobile front wheels, indicator 79 of the rear wheel
torque, indicator 80 (FIGS.3, 4) of engine crankshaft speed, indicator 81 of the automobile wheel speed, indicator 82 (FIG.3) of engine oil temperature, indicator 83 of engine oil pressure, indicator 84 of fuel consumption, indicator 85 of fuel pressure
in engine fuel system, indicator 86 of braking distance, indicator 87 of crankcase blow-by gases, indicator 88 of vacuum in the engine inlet manifold, indicator 89 of vacuum before hydrovacuum booster, indicator 90 of water temperature in radiator top
tank, indicator 91 of water temperature in radiator bottom tank, indicator 92 of voltage frequency in the supply system of the dianogstic station, indicator 93 of voltage in the station supply source, indicator 94 of pressure in the station pneumatic
system, indicator 95 of the response time of the air brake system, indicator 97 of the release time of the air brake system, indicator 98 of pressure in the automobile-to-trailer air coupling, indicator 99 of pressure in the receiver of the automobile
brake system, indicator 100 of pressure in the automobile brake chambers indicator 101 of compressor output, indicator 102 of pressure in the station hydraulic system, indicator 103 of clearances in king pin joints, indicator 104 of residual pressure in
the hydraulic brake system indicator 105 of service pressure in the hydraulic brake system, indicator 106 of brake pedal free travel, indicator 107 of clutch pedal free travel, indicator 108 of steering wheel play, indicator 109 of total clearance in
automobile final drive, indicator 110 of total clearance in gearbox gears, indicator 111 of angular play of automobile propeller shaft, indicator 112 of carbon dioxide content in exhaust gases, indicator 113 of air leaks through engine
piston-and-cylinder group, indicator 114 of air leaks through engine valves, indicator 115 of luminous intensity of automobile headlamps, indicator 116 of the position of headlamp beam in space, ammeter 117, voltmeter 118, and oscillograph 119.
The indicating instruments listed above are installed on the main control desk 121 (FIG.1), roll-up control desk 122 (FIG.2), and on the device 123 (FIG.1) for diagnosing the headlamps and blowing the engine.
The control and measuring system comprises also a device for measuring the residual and service pressure in the hydraulic brake system, said device consisting of a pipe union 124 (FIG.5) with a non-return valve 125, connected with the pickups 60
and 61 of the residual and service pressures in the hydraulic brake system.
The pipe union 124 is connected through the non-return valve 125 to the brake lines of the automobile. For convenience of connections the automobile is fitted with a Tee-pipe 126 having a socket for connecting the pipe union 124. This socket is
in communication with the channel 127 of the Tee-pipe 126. The channel 127 communicates with the automobile wheel brake cylinders, while the channel 128 communicate brake master cylinder.
The control and measuring system also includes a device for diagnosing the air brake system comprising a pickup 39 of pressure in the compressor, said pickup being cut in between the automobile compressor 129 (FIG.6) and the pressure regulator
130, an electric-contact pressure gauge 131 and a pickup 52 of pressure in the automobile air system connected to the cock 132 for taking off air from the receiver 133, an electromagnetic valve 134 and a throttle 135 communicating the receiver 133 with
the atmosphere, a pickup 74 of pressure in the automobile brake chambers 136 and pressure warning units 137 and 138 connected to one of the brake chambers 136, and a pressure pickup 55 connected to the automobile-to-trailer air coupling 139. The pickup
39 is connected with the indicator 101, the pickup 52 with the indicators 99 and 97, the pickup 73 with the indicator 100, and the pickup 55 with the indicator 98.
Said pickups of the device for diagnosing the air brake system are connected to the corresponding indicators through a system of relays and limit switches.
The control and measuring system also includes a device for measuring the difference of temperatures in the top and bottom radiator tanks of the automobile, this device comprising: a pipe 140 (FIG.7) one end of which is connected to the drain
cock 141 of the radiator bottom tank 142 while its other end is connected via the pump 143 with the radiator top tank 144, a pickup 42 installed in the top tank 144 and a pickup 143 installed in a special container 145 of the pipe 140. The pickup 42 is
connected with the indicator 90, and the pickup 43 with the indicator 91 (FIG.3). The pump 143 (FIG.7) transfers the coolant from the bottom tank into the top tank through the pipe 140.
The control and measuring system also includes a device for determining the slipping of the clutch, said device comprising a stroboscopic instrument 146 (FIG.8) connected with the pickup 46 which is installed on the spark plug 147 of the
automobile engine 148.
The control and measuring system also includes a device 149 (FIG.3) for diagnosing the electrical equipment, said device comprising an ammeter 117, a voltmeter 118, a system (not shown in the drawing) controlling the functioning of said device
149, standard resistors 150 connected to the pickups installed on the engine 148 and connected electrically with the panel-mounted instruments of the automobile.
To ensure objectivity of diagnosing, the station is equipped with a device 151 (FIG.3) for input, processing and output of diagnostic information consisting of parameter input panels 152, of electrically interconnected memory units 153, a unit
154 for processing and logical analysis of information and a commutator 155 which interrogates the memory units 153 and sends the signals of the identified troubles to the recording devices 156.
Automatic setting and stabilization of the parameter-measuring conditions is ensured by a device 157 including a unit 158 (FIG.4) connecting the dynamometer stands with the electronic regulator 159 which stabilizes the preset speed and load
conditions of the dynamometer stand 2, and a unit 160 connecting the automobile engine 148 with the electronic regulator 161 which stabilizes the preset speed of the automobile engine.
The connection unit 158 is made in the form of a transformer which converts the pulse signals sent by the electronic tachometer 162, (said signals being proportionate to the rotation speed of the drums 7 and 8 of the dynamometer stand 2) into an
analog signal which is fed to one of the inputs of the electronic regulator 159 the other input of said regulator receiving signals from the setter 163 of the rotation speed and load. The output of the electronic regulator 159 is connected via actuating
relays 144 with the actuating mechanism 29 of the liquid rheostat electrodes. For setting and stabilizing the loading conditions of the dynamometer stand 2 the input of the electronic regulator 159 is connected with the connection unit 160 while the
output of the same electronic regulator 159 is connected by actuating relays 164 with the actuating mechanism 29 of the liquid rheostat electrodes.
The connection unit 160 is a transformer which converts the pulse signals sent by the electronic tachometer 162, (said signals being proportionate to the crankshaft speed of the engine 148), into an analog signal which is fed to one of the inputs
of the electronic regulator 161, its other input receiving a signal from the crankshaft speed setter 165. From the output of the electronic regulator 161, the signal is fed through the actuating relays 164 to the actuating mechanism 28 of the automobile
After inspecting the automobile units whose examination with the aid of special instruments is impractical and after readying the automobile for diagnosing by measuring the type pressure and bringing it to the normal level, checking the engine
drive belt tension, the clutch free travel and, in winter, raising the oil temperature in the engine mechanisms to the required level, the automobile is taken to the diagnostic station.
The diagnostic station is manned by three operators. For the sake of simplicity, in describing the diagnosing process the operators will be called "first," "second" and "third" operators. The first operator working at the control desk 121
prepares the instruments for diagnosing the automobile, checks the service characteristics of the diagnostic station systems by the instruments 92, 93, 94 and 102 and adjusts the sections of the front movable stand 1 to suit the wheel base of the
automobile. Meanwhile, the second operator opens the gates of the diagnosing bay of the station and the third operator drives the automobile from the inspection bay over the ramps 166 (FIG.1) onto the stands 1 and 2 so as to position the automobile
wheels on the wheel lifts 19. Then the first operator feeds the automobile data (make, number, speedometer readings, etc.) and the date of diagnosing into the memory unit 153 of the device 151. The second operator connects the exhaust gas drawout pipe
167 to the automobile, the first operator lowers the wheel lifts 19 so that the front and rear wheels of the automobile come down on the drums 7 and 8 of the stands 1 and 2. While the wheels are being lowered on the drums, the sections 3 and 4 of the
front sand are moved forward or backward by the weight of the automobile thus being adjusted to the relative positions of the automobile axles. If the axles are misaligned, the pickups 70 installed on the movable sections of the stand 1 send a
misalignment signal to the memory unit 153 of the device 151. After complete lowering of the wheel lifts 19, the sections 3 and 4 of the stand 1 are automatically locked.
The first and second operators install the following pickups on the automobile engine: fuel consumption pickup 58, fuel pressure pickup 59, oil temperature pickup 41, device for measuring the temperature differential in the top and bottom
radiator tanks 144 and 142, pickup 46 on the spark plug on No 1 cylinder of the engine 148, secondary voltage pickup 47 in the ignition system, startor draw current pickup 48, piston top dead center pickup 51, inlet manifold or valution pickup 40,
crankshaft speed pickup 33, oil pressure pickup 35, crankcase blow-by gases pickup 34; then they connect the cable clips to the elements of the automobile electrical equipment. In case of an automobile with air brakes, the third operator installs
pickups 39, 52, 73, 137, 55 and warning unit 138 of the device for diagnosing air brake system, as described above, and pickups 63 of brake chamber rod travel.
In case of an automobile with hydraulic brakes, the same operator installs the pickups 60, 61 of the device for measuring the residual and service pressures in the hydraulic brake system of the automobile, as described above, and a pickup 62 of
depression before the brake hydrovacuum booster.
The third operator stationed underneath the automobile installs the pickups 66 of clearances in the king pin joints. When the automobile front axle is lifted by lifts 21 and lowered (the lifts are controlled by the first operator from the main
control desk 121) any deviations of the clearances from the rated values are automatically indicated by a signal fed into the unit 154 for processing and logical analysis of the diagnostic information.
Then the third operator installs the propeller shaft angular play pickup 64, the gearbox main shaft angular play pickup 65, the rear axle drive shaft angular play pickup 67 and, assisted by the first operator who actuates the automobile hand
brake and shifts the gearbox gears, measures the angular clearances in the rear axle final drive, propeller shaft and gearbox. If the clearances are other than normal, this is indicated automatically by a signal sent to the unit 154 for processing and
logical analysis of information. After measuring the above-mentioned parameters, the pickups 66, 64, 65 and 67 are removed from the automobile. After the installation of the pickups on the automobile engine 148, the first operator rolls up and puts in
position the device 123 for diagnosing the headlamps, said device comprising the luminous intensity pickups 49, the pickup 50 of the position of light beam in space, and indicators 115 and 116. If the measured parameters are other than normal, this is
automatically indicated by signals fed into the unit 154 for processing and logical analysis of information. Then the first operator uses the device 149 for diagnosing the electrical equipment, measures the parameters of the automobile storage battery,
pickups and instruments on the instrument panel. If the values of the measured parameters are other than normal, the first operator presses the corresponding buttons of the information input panel 152. The third operator sitting in the automobile cab
measures the parameters of the clutch and brake control linkages and of the steering gear with the aid of steering wheel play pickup 68, pickup 69 of the force at the steering wheel rim, brake pedal free travel pickup 53 and clutch pedal free travel
pickup 54. If the measured parameters differ from the normal values, the signals will be automatically fed into the unit 154. The third operator installs the brake pedal actuating mechanism 27 into the cab and, assisted by the first operator stationed
at the control desk 121, makes a diagnosis of the automobile brake systems; for this purpose, the first operator switches on the device 157 for operation under the conditions of automatic setting and stabilization of brake diagnosing and sets the
operating duty of the dynamometer stands 1 and 2. Then the first operator switches on the mechanism 27 actuating the brake pedal and measures the parameters of the automobile brake system. If these parameters are other than normal, the first operator
working at the control desk 152, feeds the signals into the unit 154. In the same way, the first and third operators made a diagnosis of the automobile parking brake for which purpose a different operating duty is set and maintained on the dynamometer
During operation of the stand 1, the operators diagnose the steerable wheels of the automobile with the aid of the measuring roller 11 and the pickups 14 of the reaction of the wheel lateral forces.
Then the third operator removes the brake pedal actuating mechanism 27 from the cab and installs the accelerator pedal actuating mechanism 28 instead. The first and second operators make a diagnosis of the performance of the automobile engine
The first operator stationed at the control desk 121 sets the required operating conditions of the stand 2 and engine 148, ranging from no-load to full-load operation; meanwhile, the second operator works at the roll-up desk 122, measuring and
recording the diagnosed parameters on the parameter input panel 152; the first operator, working at the main control desk 121, measures the parameters and, if they are other than normal, feeds the corresponding signals from the parameter input panel 152
into the unit 154. During this operation, the electrical, ignition, fuel supply, cooling and lubricating systems are diagnosed as well as the crank and valve gears of the engine. Using a special device, the first operator determines the degree of
slipping of the clutch 168 at a full-load of the engine 148; in so doing, he watches the effect of immobility of the propeller shaft joint cross, the latter being illuminated by a pulse flashing lamp 170 whose flashing frequency is equal to the
crankshaft rotation speed of the engine 148; the flashing lamp 170 is secured on the metal structure of the stand 2. The second operator measures the carbon dioxide content in the exhaust gases and listens to the operating noises in the engine, gearbox
and the rear axle final drive with the aid of the electronic stethoscope 120.
The engine ignition system is diagnosed with the aid of the device 171 (FIG.3) which analyses the transient process in the functioning ignition system and is actuated by the piston TDC pickups 51, secondary voltage pickup 47 and the pickup 46
installed on the spark plug.
Having diagnosed the engine 148, the first and second operators feed the signals indicating the deviations of the measured parameters from normal values from the panel 152 into the unit 154 for processing and logical analysis of information.
This completes the diagnosing cycle.
In the process of diagnosing, the unit 154 for processing and logical analysis of information analyses the data fed in by the operators and stores the results in the memory unit 153.
At the end of the cycle, the diagnosis is automatically issued by the recording device 156.
The process of all-round diagnosing of one automobile takes not more than 45 minutes.
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