JPH075035B2 - Constant vehicle speed controller for tracked vehicle - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a constant vehicle speed control device for a tracked vehicle such as a combat vehicle.

Conventional technology Generally, in combat vehicles traveling on rough terrain, when shooting while traveling, it is important to be able to travel at a constant vehicle speed in order to accurately grasp the target.In the past, the accelerator pedal directly moved the engine throttle lever. The constant vehicle speed is controlled by a combination of an engine that is controlled in this manner and a continuously variable transmission that automatically controls the input / output rotation speed ratio.

Problems to be Solved by the Invention However, in the above method, when the accelerator pedal position is controlled to the target vehicle speed, the change in the running resistance of the vehicle must be absorbed only by the change in the input / output rotation speed ratio of the continuously variable transmission. Therefore, the engine rotation speed changes from a low rotation speed to a high rotation speed in the same throttle state, and as a result, the vehicle runs in a state in which the fuel efficiency of the engine is poor. Further, in the throttle state where the running resistance is set to be large, there is a problem that the vehicle speed cannot be kept constant when the engine output horsepower is small.

The present invention has been made for the purpose of improving the above problems.

Means and Actions for Solving Problems In a tracked vehicle equipped with an engine for automatically controlling the fuel injection amount and a continuously variable transmission for automatically controlling the input / output rotation speed ratio, a pedal for indicating a target vehicle speed or A means for detecting the position of the manual lever and generating a pedal or manual lever position signal, and a throttle lever or fuel control rack position for controlling the fuel injection amount of the engine, and generating a slot lever or fuel control rack position signal. Means for detecting the engine rotation speed and generating an engine rotation speed signal, and detecting the output rotation speed of the continuously variable transmission or the rotation speed of a portion that can be converted into the output rotation speed of the continuously variable transmission. Means for generating a signal corresponding to the output rotation speed of the continuously variable transmission, a pedal or manual lever position signal as a signal corresponding to the target vehicle speed, and a vehicle speed equivalent Means for generating a slot lever or fuel control rack target position signal by comparing and calculating the output rotation speed equivalent signal of the continuously variable transmission and the slot lever or fuel control rack position signal as a signal of A means for controlling the throttle lever or fuel control rack position to the target position by receiving the fuel control rack target position signal, and the throttle lever or fuel control rack position signal or the throttle lever as a signal equivalent to the target rotation speed of the engine. Alternatively, the fuel control rack target position signal is compared with the engine rotation speed signal and the output rotation speed equivalent signal of the continuously variable transmission, and the input / output rotation speed ratio of the continuously variable transmission is set so that the engine rotation speed becomes the target rotation speed of the engine. The means for generating the control signal and the input of the continuously variable transmission A means for controlling the input / output rotation speed ratio of the continuously variable transmission in response to the force rotation speed ratio control signal, and moving the throttle lever or the fuel control rack from the target vehicle speed and the vehicle speed set by the pedal or lever. To calculate the target rotation speed of the engine with respect to the position of the throttle lever or the fuel control rack, and at the same time to control the throttle lever or the fuel control rack to the target position. Controlling the input-output rotation speed ratio of the continuously variable transmission by controlling the discharge volume of the pump so that the engine rotation speed becomes the target rotation speed at a certain speed stage from the rotation speed and the continuously variable transmission output shaft rotation speed. Even if the running resistance changes during rough terrain travel, the slot-like shape is always set by the pedal or lever. In constant vehicle speed control apparatus for tracklaying vehicle constant speed is to be maintained.

Embodiment An embodiment of the present invention will be described with reference to the drawings. In the embodiment, a description will be given of a case where a four-stage hydrostatic mechanical continuously variable transmission utilizing a throttle lever for controlling the fuel injection amount of the engine and a variable hydraulic pump and a fixed hydraulic motor as the continuously variable transmission.

In FIG. 1, 1 is an engine, 2 is a hydrostatic mechanical continuously variable transmission, 3 is an input shaft of the continuously variable transmission 2, 4 is an output shaft of the continuously variable transmission 2, 5 is a gear 7 by an input shaft 3, A variable displacement pump driven through 8,9, 6 is a motor driven by the discharge oil of the pump 5, P1 is a planetary gear unit for mechanical speed reduction of 2nd speed, P2 is for 2nd speed and 4th speed Planetary gear set for combining mechanical drive system and hydraulic drive system, P3 is planetary gear set for combining mechanical drive system and hydraulic drive system for first speed, second speed, third speed, and fourth speed, C1, C2, C
3, C4 are clutches for 1st speed, 2nd speed, 3rd speed and 4th speed, respectively. The sun gear of the planetary gear unit P1 for mechanical input reduction is connected to the input shaft 3 and the ring gear is connected to the second speed clutch C2. The planetary carrier is coupled to the planetary carrier of the compound planetary gear set P2, the sun gear is coupled to the motor 6 via the gears 10, 11, 12 and the ring gear is coupled to the ring gear of the compound planetary gear set P3. Is connected to the motor 6 via gears 10, 11, 13 and 14, and the planetary carrier is connected to the output shaft 4
The first-speed clutch C1 can fix the ring gear of the compound planetary gear set P3, and the second-speed clutch C2 can fix the ring gear of the mechanical input reduction planetary gear set P1.
The speed clutch C3 can connect the input shaft and the ring gear of the compound planetary gear set P3, and the fourth speed clutch C4 can connect the input shaft 3 and the planetary carrier of the compound planetary gear set P2.

Further, 101 is a pedal position detector that detects a pedal position for indicating a target vehicle speed and generates a pedal position signal, 102
Is a throttle lever position detector that detects the throttle lever position that controls the fuel injection amount of the engine and generates a throttle lever position signal, and 103 detects the input rotation speed of the continuously variable transmission, that is, the rotation speed of the engine. An engine rotation speed detector that generates an engine rotation speed signal, 104 is a motor rotation speed detector that detects the rotation speed of the motor 6 and generates a motor rotation speed signal, and 105, 106, 107, and 108 are 1 respectively.
A clutch operation detector that detects the engagement of the clutches for the second speed, the third speed, and the fourth speed and generates a signal, 111 is a throttle lever control actuator for controlling the throttle lever position of the engine 1, and 112 is a pump 5 The pump discharge volume control actuators, 113, 114, 115, and 116 for controlling the discharge volume of 1st, 2nd, 3rd, and 4th speed clutches C1, C2, C3, C, respectively.
A clutch switching switch 120 for controlling the operation of 4 is a computing device for receiving the above signals and performing a comparison computation and sending a control signal to all the actuators and the switching switches.

Here, the operation of the hydrostatic mechanical continuously variable transmission will be described.

An ON signal is sent to the 1st speed clutch switching switch 113, and the 1st speed clutch C1 is engaged.
Since the ring gear of is fixed, when the signal given to the discharge volume control actuator 112 of the pump 5 is lowered from 0 in the negative direction, the motor 6 reversely rotates and the gears 10, 11, 13, 14 are rotated.
The output shaft 4 is reversely rotated through the compound planetary gear set P3, and the vehicle moves in the backward direction. On the contrary, when the signal given to 112 is increased from 0 in the forward direction, the output shaft 4 rotates in the forward direction via the motor 6, the gears 10, 11, 13, 14 and the planetary gear set P3, and the vehicle moves in the forward direction. . Then, the relative rotation speed of the second speed clutch C2 gradually decreases via the gears 11 and 12 combining planetary gear units P2 and P1, and becomes 0 when the signal to be given to the actuator 112 reaches a set value. At this point, if an ON signal is sent to the second speed clutch switching switch 114, the second speed clutch C2 is engaged and at the same time the second speed clutch operation detector 106 issues an engagement signal. Then, from the arithmetic unit 120, the 1st speed clutch switching switch 1
An OFF signal is sent to 13, and at the same time the first speed clutch C1 is released, the first speed clutch operation detector 105 issues a release signal. It is judged that 120 has received this and is in the second speed state. 2
Move to control of high speed state.

In the second speed state, since the ring gear of the mechanical input reduction planetary gear set P1 is fixed, the rotation from the input shaft 3 is reduced, and the planetary carrier of the mechanical input reduction planetary gear set P1 is further combined with the synthetic planetary gear. Transmit to Planetary Carrier of device P2. On the other hand, the rotation from the motor 6 is a gear.
It is transmitted to the sun gear of the combining planetary gear device P2 via 10, 11 and 12, and is combined here and transmitted to the ring gear of the combining planetary gear device P2 and the ring gear of the combining planetary gear device P3. The rotation of the motor 6 is also transmitted to the sun gear of the combining planetary gear set P3 via the gears 10, 11, 13 and 14, and the rotation is also combined in the combining planetary gear set P3 to create the combining planetary gear set P3. Is transmitted to the output shaft 4 from the planetary carrier. In this second speed state, when the signal given to the actuator 112 is lowered in the negative direction from the gear shift point, the sun gear of the compound planetary gear device P2 increases in rotation in the reverse direction, so the ring gear of the compound planetary gear device P2, that is, the compound planetary gear device P2. The ring gear of the gear device P3 increases its rotation in the normal direction. Also, the sun gear of the compound planetary gear set P3 is rotated in the reverse direction to lower the rotation of the planetary carrier of the compound planetary gear set P3. The action of increasing the rotation of the planetary carrier of the gear device P3 is greater, and in the end, the planetary carrier of the compound planetary gear device P3, that is, the rotation of the output shaft 4 increases and the vehicle speed also increases. At the same time, the relative rotation speed of the clutch C3 for the third speed gradually decreases and becomes 0 when the signal given to the actuator 112 reaches the set value. At this time point, if an ON signal is sent to the third speed clutch switching switch 115, the third speed clutch C3 is engaged, and at the same time, the third speed clutch operation detector 107 issues an engagement signal. Then arithmetic unit 1
Send an OFF signal from 20 to 2nd speed clutch switching switch 114 2
At the same time that the speed clutch C2 is released, the second speed clutch operation detector 106 issues a release signal. The arithmetic unit 120 receives this and determines that the third speed state is reached, and shifts to the control of the third speed state.

In the third speed state, the input shaft 3 and the ring gear of the compound planetary gear set P3 are coupled, while the rotation of the motor 6 causes the gears 10, 11,
It is transmitted to the sun gear of the synthesizing planetary gear device P3 via 13, 14, and is synthesized here and transmitted from the planetary carrier of the synthesizing planetary gear device P3 to the output shaft 4. In this third speed state, when the signal given to 112 is raised in the positive direction from the shift point, the sun gear of the compound planetary gear set P3 is rotated in the forward direction, and the planetary gear and output of the compound planetary gear set P3 are increased. The rotation of the shaft 4 increases and the vehicle speed also increases. At the same time, the relative rotation speed of the 4-speed clutch C4 gradually decreases,
It becomes 0 when the signal given to the actuator 112 reaches the set value. At this point, 4-speed clutch switching switch 11
When the ON signal is sent to 6, the fourth speed clutch C4 is engaged, and at the same time, the fourth speed clutch operation detector 108 issues an engagement signal. Then, the arithmetic unit 120 turns off to the 3-speed clutch switching switch 115.
Send a signal and the third speed clutch C3 is released and at the same time 3
The fast clutch actuation detector 107 issues a release signal. The arithmetic unit 120 receives this and determines that the vehicle is in the fourth speed state.
Move to control of high speed state.

In the 4th speed state, the input shaft 3 and the planetary carrier of the compound planetary gear set P2 are coupled, and the rotation of this planetary carrier is only faster than in the 2nd speed, and the operation is the same as in the 2nd speed. .

By operating as described above, the input / output speed ratio can be steplessly changed from the first speed to the fourth speed.

Next, the operation of the present invention will be described with reference to FIG.

It may be necessary to switch the speed stage during the control. Since the speed stage switching has been described above, the control method within a certain speed stage will be described here.

The arithmetic unit 120 receives the clutch actuation signals from the clutch actuation detectors 105, 106, 107, 108 and determines the speed stage Z at step. From the engine rotation speed signal n _E from the engine rotation speed detector 103 and the motor rotation speed signal nm from the motor rotation detector 104, the output shaft rotation speed no in the Z speed stage
Is calculated in step. Then, the vehicle speed υ is calculated from no in step. On the other hand, the target vehicle speed V is calculated in step from the pedal position signal from the pedal position detector 101. From the vehicle speed υ and the target vehicle speed, the amount Δx of moving the throttle lever is calculated in step. The target position X of the slot lever is calculated in step from the slot lever position signal x and Δx from the slot lever position detector 102, and the signal X is sent to the slot lever control actuator 111.
To control the throttle lever position to X. On the other hand, the set engine target rotational speed N _E for the throttle lever position is calculated from X in step. The relationship between this X and N _E should be determined so that the fuel consumption amount per mileage of the vehicle is minimized. Next, from the target engine speed N _E , the engine speed n _E, and the output shaft speed, the pump discharge volume control actuator that n _E becomes N _E at the Z speed stage.
The signal Y to 112 is calculated in step and the actuator 1
12, the discharge volume of the pump 5 is controlled, the input / output rotational speed ratio of the continuously variable transmission 2 is controlled, the load torque to the engine is controlled, and the engine rotational speed is controlled to be N _E. .

As a result, a constant vehicle speed can be obtained.

As described above in detail, the present invention calculates the amount of movement of the throttle lever or fuel control rack from the target vehicle speed set by the pedal or lever and the vehicle speed, and sets the throttle lever or fuel control rack at the target position. At the same time, the target rotation speed of the engine with respect to the position of the throttle lever or the fuel control rack is calculated, and the obtained target rotation speed, the rotation speed of the engine and the output shaft rotation speed of the continuously variable transmission By controlling the discharge volume of the pump so that the engine rotation speed reaches the target rotation speed, the input / output rotation speed ratio of the continuously variable transmission is controlled, and the running resistance changes during rough terrain travel. Even so, you can always maintain a constant vehicle speed in the throttle state set by the pedal or lever, and shoot while driving. Even if you do, you will be able to accurately grasp the target.

[Brief description of drawings]

The drawings show one embodiment of the present invention. FIG. 1 is a block diagram and FIG. 2 is a flow chart showing the operation. 1 is an engine, 2 is a continuously variable transmission.

Claims (1)

[Claims] 1. A tracked vehicle comprising an engine 1 for automatically controlling a fuel injection amount and a continuously variable transmission 2 for automatically controlling an input / output rotation speed ratio, and a position of a pedal or a manual lever for instructing a target vehicle speed. And means for generating a pedal or manual lever position signal, and means for detecting a throttle lever or fuel control rack position for controlling the fuel injection amount of the engine 1 and generating a slot lever or fuel control rack position signal. , A means for generating the engine speed signal by detecting the rotation speed of the engine 1, and an output speed of the continuously variable transmission 2 or a rotation speed of a portion convertible to the output speed of the continuously variable transmission 2 are detected. , Continuously variable transmission 2
Of the output rotation speed equivalent signal, a pedal or manual lever position signal as a signal equivalent to the target vehicle speed, an output rotation speed equivalent signal of the continuously variable transmission 2 as a signal equivalent to the vehicle speed, and a throttle lever or fuel. A means for generating a throttle lever or fuel control rack target position signal by comparing and calculating with the control rack position signal, and a slot lever or fuel control rack target position signal for receiving the throttle lever or fuel control rack target position signal. Means for controlling the engine 1 and the throttle lever or fuel control rack position signal as a signal corresponding to the target rotation speed of the engine 1, or the throttle lever or fuel control rack target position signal and the engine rotation speed signal and the continuously variable transmission 2. Compare the output rotation speed equivalent signal with the engine A means for generating an input / output rotational speed ratio control signal of the continuously variable transmission 2 so as to make the rotational speed the target rotational speed of the engine 1, and a continuously variable transmission receiving the input / output rotational speed ratio control signal of the continuously variable transmission 2. 2. A constant vehicle speed control device for a tracked vehicle, comprising: a means for controlling an input / output circuit speed ratio of 2.