JPH085351B2 - Stop control method for a vehicle equipped with a hydromechanical transmission / steering device - Google Patents
Stop control method for a vehicle equipped with a hydromechanical transmission / steering deviceInfo
- Publication number
- JPH085351B2 JPH085351B2 JP59000733A JP73384A JPH085351B2 JP H085351 B2 JPH085351 B2 JP H085351B2 JP 59000733 A JP59000733 A JP 59000733A JP 73384 A JP73384 A JP 73384A JP H085351 B2 JPH085351 B2 JP H085351B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- vehicle
- hydraulic
- transmission
- vehicle speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】 産業上の利用分野 本発明は、エンジンの動力を左右の出力軸に伝達する
機械式の変速装置と、エンジンにより駆動される油圧ポ
ンプと、この油圧ポンプの吐出圧油によって駆動されか
つ前記変速装置に連結された油圧モータとより成る油圧
機械式変速・操向機を備えた車両（主として装軌車両）
を停止させる停止制御方法に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mechanical transmission that transmits engine power to left and right output shafts, a hydraulic pump driven by the engine, and hydraulic oil discharged from the hydraulic pump. Vehicle equipped with a hydromechanical transmission / steering machine, which is composed of a hydraulic motor driven by a vehicle and connected to the transmission (mainly a tracked vehicle)
The present invention relates to a stop control method for stopping a.
従来の技術 油圧機械式変速・操向機は、車両の変速と操向とが、
一つの変速装置を利用してなされることが特徴であり、
この点、変速装置と操向装置とが各々独立してして設け
られているブルドーザ等の変速・操向機とは明確な構成
の違いがある。2. Description of the Related Art Hydraulic mechanical transmissions / steering gears are used for shifting and steering a vehicle.
The feature is that it is done using one transmission,
In this respect, there is a clear difference in configuration from a transmission / steering machine such as a bulldozer in which the transmission and the steering device are provided independently of each other.
このような油圧機械式変速・操向機の基本的作用を第
５図の上部を利用して説明すると、エンジン２の機械的
な直接的な動力は変速装置の軸100に伝えられる一方、
この動力に対し、同じエンジン２から、油圧ポンプ6,
7、油圧モータ8,9を経由した動力が変速装置の左右部か
ら和差的に付加させることにより、左右の出力軸4,5に
無段階の出力、即ち、変速出力が得られるが、前記油圧
モータ8,9による出力を異なる値とした時は、これらの
油圧モータ8,9の出力の平均値については、前記と同
様、エンジン２の機械的な動力に和差的に付加される一
方、油圧モータ8,9の不均等な出力も変速装置の左右部
からそれぞれ付加されるため、左右の出力軸4,5に不均
等な出力を生じ、操向が行われることになるものであ
る。The basic operation of such a hydromechanical transmission / steering machine will be described with reference to the upper part of FIG. 5, while the mechanical direct power of the engine 2 is transmitted to the shaft 100 of the transmission.
For this power, from the same engine 2, hydraulic pump 6,
7. By adding the power via the hydraulic motors 8 and 9 from the left and right parts of the transmission device with a difference, the stepless output, that is, the shift output can be obtained on the left and right output shafts 4 and 5. When the outputs of the hydraulic motors 8 and 9 are set to different values, the average value of the outputs of these hydraulic motors 8 and 9 is added to the mechanical power of the engine 2 in a different manner, as described above. The uneven outputs of the hydraulic motors 8 and 9 are also added from the left and right parts of the transmission, so that the left and right output shafts 4 and 5 have uneven outputs, and steering is performed. .
このような油圧機械式変速・操向機においては、油圧
モータの回転数を検出し、これをゼロに近づけるように
油圧ポンプ吐出容積を制御して中立制御としている。In such a hydromechanical transmission / steering machine, the neutral speed is controlled by detecting the rotational speed of the hydraulic motor and controlling the hydraulic pump discharge volume so that the rotational speed approaches zero.
発明が解決しようとする課題 しかし中立制御だけで車両を停止させようとすると、
油圧ポンプ、モータの劣化や調整不足により、中立制御
がうまく行なわれなくなり、車両が停止出来なくなると
いう不具合が発生する。Problems to be Solved by the Invention However, when the vehicle is stopped only by the neutral control,
Due to deterioration of the hydraulic pump and motor and insufficient adjustment, neutral control is not performed well and the vehicle cannot be stopped.
つまり、従来の中立制御では、油圧モータ回転数nmを
検出して、論理回路で処理し、油圧モータ回転数nmをゼ
ロに近づけるような油圧ポンプ吐出容積制御電流を出力
して、油圧モータ回転数を制御している。油圧ポンプ、
モータは左右２組が使われるが、この左右２つの油圧ポ
ンプ吐出容積制御電流i1,i2と左右２つの油圧モータ回
転数nm1,nm2の関係は第１図、第２図、第３図に示すよ
うになる。In other words, in the conventional neutral control, the hydraulic motor speed n m is detected and processed by the logic circuit, and the hydraulic pump discharge volume control current that makes the hydraulic motor speed n m close to zero is output to output the hydraulic motor. It controls the rotation speed. Hydraulic pump,
Two sets of left and right hydraulic motors are used. The relationship between the left and right hydraulic pump discharge volume control currents i 1 and i 2 and the left and right two hydraulic motor rotation speeds n m1 and n m2 is shown in FIGS. It becomes as shown in FIG.
例えば、左右２つの油圧モータが回転数nm1,nm2の応
答は第１・第２・第３図に示すように、制御電流i1,i2
に対してモータ回転数が変化しない領域が存在する。こ
の領域を以後デッドバンドと云う。For example, as shown in FIGS. 1, 2, and 3, the response of the two left and right hydraulic motors to the rotational speeds n m1 and n m2 is the control currents i 1 and i 2 respectively.
However, there is a region where the motor rotation speed does not change. This area is hereinafter referred to as a dead band.
第１図、第２図、第３図において、nm1は左油圧モー
タ回転数、nm2は右油圧モータ回転数、i1は左油圧ポン
プ吐出容積制御電流、i2は右油圧ポンプ吐出容積制御電
流であり、実線は左油圧ポンプ吐出容積制御電流i1と左
油圧モータ回転数nm1との関係を示し、点線は右油圧モ
ータポンプ吐出容積電流i2と右油圧モータ回転数nm2と
の関係を示している。In FIGS. 1, 2 and 3, n m1 is the left hydraulic motor rotation speed, n m2 is the right hydraulic motor rotation speed, i 1 is the left hydraulic pump discharge volume control current, and i 2 is the right hydraulic pump discharge volume. The control current, the solid line shows the relationship between the left hydraulic pump discharge volume control current i 1 and the left hydraulic motor speed n m1, and the dotted line is the right hydraulic motor pump discharge volume current i 2 and the right hydraulic motor speed n m2 . Shows the relationship.
第１図のようにデッドバンドW1,W2がともに（i1＝0,n
m1＝０）、（i2＝0,nm2＝０）の原点を含むように設定
されていれば、左右油圧ポンプ吐出容積制御電源i1,i2
をゼロとすることで左右油圧ポンプ回転数nm1,nm2をゼ
ロにできるから従来の中立制御で車両は停止出来る。し
かし、油圧ポンプ・モータの劣化や調整不足によって、
第２図に示すようにデッドバンドW1,W2の一方、例えば
右油圧ポンプ・モータのデッドバンドW2が原点からずれ
た場合、エンジン始動時右油圧ポンプ吐出制御電流i2が
ゼロの状態から中立制御によってi2が徐々に変化し、そ
れに応答して右油圧モータ回転数はＡ点からＢ点に変化
する。すなわち、右油圧ポンプ吐出容積制御電流i1をゼ
ロとしても右油圧モータ回転数nm2はＡ点となってＢ点
となるまで車両は移動するから停止できない。As shown in Fig. 1 , both dead bands W 1 and W 2 are (i 1 = 0, n
m1 = 0), (i 2 = 0, n m2 = 0 if it is set to include the origin of) the left and right hydraulic pump discharge volume control power i 1, i 2
By setting 0 to zero, the left and right hydraulic pump speeds n m1 and n m2 can be set to zero, so the vehicle can be stopped by conventional neutral control. However, due to deterioration of the hydraulic pump / motor and lack of adjustment,
As shown in FIG. 2, when one of the dead bands W 1 and W 2 , for example, the dead band W 2 of the right hydraulic pump / motor deviates from the origin, the right hydraulic pump discharge control current i 2 is zero at engine start. From i to neutral control, i 2 gradually changes, and in response thereto, the right hydraulic motor rotation speed changes from point A to point B. That is, even if the right hydraulic pump discharge volume control current i 1 is set to zero, the vehicle moves until the right hydraulic motor rotation speed n m2 becomes the point A and becomes the point B, so the vehicle cannot be stopped.
また第３図に示すようにデッドバンドW1,W2の一方、
例えば左油圧モータ回転数nm1が原点からずれた場合、
中立制御中は常にi1,im1はＣ点に収束しようとするが、
目標Ｃ点１点であり、幅をもたないため、左油圧モータ
回転数nm1はＣ点付近で微動を続ける。すなわち車両も
微動し、完全に停止することが出来なくなる。Also, as shown in FIG. 3, one of the dead bands W 1 and W 2 ,
For example, if the left hydraulic motor speed n m1 deviates from the origin,
I 1 and i m1 always try to converge to the C point during neutral control.
Since the target C point is 1 point and has no width, the left hydraulic motor rotation speed nm1 continues fine movement near the C point. That is, the vehicle also makes a slight movement and cannot be stopped completely.
この様に従来の油圧モータの回転数を検出し、それを
ゼロに近づける様に油圧ポンプ回転数を制御する中立制
御方法では、車両を確実に停止するとは事実上無理であ
る。As described above, in the conventional neutral control method of detecting the rotation speed of the hydraulic motor and controlling the rotation speed of the hydraulic pump so as to bring it closer to zero, it is virtually impossible to stop the vehicle reliably.
本発明は上記の事情に鑑みなされたものであり、その
目的は、油圧モータの回転数がゼロに近づくように油圧
ポンプを制御するとともに、ブレーキを作動させて車両
を制動することでチェンジレバーの中立時に車両を確実
に停止できるようにした油圧機械式変速・操向機を備え
た車両の電子式停止制御方法を提供することである。The present invention has been made in view of the above circumstances, and an object of the present invention is to control a hydraulic pump so that the rotational speed of a hydraulic motor approaches zero, and to activate a brake to brake a vehicle to achieve a change lever. It is an object of the present invention to provide an electronic stop control method for a vehicle equipped with a hydromechanical transmission / steering device that can surely stop the vehicle when in neutral.
実 施 例 以下第４図以降を参照して本発明の実施例を説明す
る。Example An example of the present invention will be described below with reference to FIG.
車体Ａには左右一対の履帯式走行装置B,Bが設けら
れ、車体Ａにはエンジン２及び後述する油圧機械式変速
・操向機Ｃ並びにアクセルＤ、ハンドルＥ、チェンジレ
バーＦ等が設けてある。The vehicle body A is provided with a pair of right and left crawler belt type traveling devices B, B, and the vehicle body A is provided with an engine 2, a hydraulic mechanical transmission / steering device C, an accelerator D, a handle E, a change lever F, etc. is there.
第５図は油圧機械式変速・操向機の説明図であり、第
５図中１は前記エンジン２に連結した入力軸３と２つ
（左右）の出力軸4,5を有する機械式の変速装置、6,7は
エンジン２にて駆動される２つ（左右）の油圧ポンプ、
8,9は各油圧ポンプ6,7の吐出油にて駆動される油圧モー
タであり、この両モータ8,9の出力軸は上記変速装置に
連結してあり、この油圧ポンプ6,7の吐出容積の制御に
より変速装置１は各速度段内で無段階に変速されるよう
になっている。変速装置１には、２速用クラッチＧ、２
速用クラッチＨ、３速用クラッチＩ、４速用クラッチＪ
があり、それぞれを油圧力にて選択的に作動することに
より出力軸4,5の回転数が１〜４速に変速されるように
なっていると共に、左右出力軸4,5が前記左右の履帯式
走行装置B,BのスプロケットＢ′,B′に連結してある。FIG. 5 is an explanatory view of a hydraulic mechanical transmission / steering machine. In FIG. 5, 1 is a mechanical type having an input shaft 3 connected to the engine 2 and two (left and right) output shafts 4 and 5. Transmission, 6 and 7 are two (left and right) hydraulic pumps driven by the engine 2,
Reference numerals 8 and 9 denote hydraulic motors driven by the discharge oil of the hydraulic pumps 6 and 7. The output shafts of the motors 8 and 9 are connected to the transmission, and the discharge of the hydraulic pumps 6 and 7 is performed. By controlling the volume, the transmission 1 is capable of continuously shifting within each speed stage. The transmission 1 includes a second speed clutch G, 2
High speed clutch H, third speed clutch I, fourth speed clutch J
And the rotational speed of the output shafts 4 and 5 is changed to the 1st to 4th speeds by selectively operating each of them by hydraulic pressure, and the left and right output shafts 4 and 5 are set to the left and right. It is connected to the sprockets B ', B'of the track type traveling device B, B.
11は前記アクセルＤにより操作されてエンジン２の回
転数を制御するスロットル位置を検出してこれの信号ａ
をとり出すスロットル位置検出器、12は車両を旋回させ
るためのハンドルＥの旋回角度を検出してこれの信号ｂ
をとり出すハンドル角検出器、13はチェンジレバーＦの
前進、後進、中立、超信地旋回の４種の位置を検出して
それぞれに応じた信号ｃをとり出すチェンジレバー位置
検出器、14はエンジンブレーキをかけるための信号ｄを
とり出すエンジンブレーキスイッチ、15は実際のエンジ
ン回転数（nE）によるエンジン回転数信号nEを取り出す
エンジン回転数検出器、16,17は各油圧モータ8,9の回転
数信号nm1,nm2を取り出すモータ回転数検出器、18,19,2
0,21は上記１速〜４速用クラッチＧ〜Ｊの油圧力を検出
してそれぞれの信号e,f,g,hを取り出す油圧スイッチ、2
2,23,24,25は上記１速〜４速用クラッチＧ〜Ｊを制御す
るそれぞれのクラッチ切換スイッチ、26,27は両ポンプ
6,7の吐出容積制御アクチュエータである。28は制御論
理回路であり、この回路28は上記各信号ａ〜ｈ及びnE,n
m1,nm2が入力することにより、この入力信号に応じて両
ポンプ6,7の吐出容積制御アクチュエータ26,27に信号
i1,i2を、また各クラッチ切換スイッチ22〜25に信号k,
l,m,nを出すようになっている。Reference numeral 11 denotes a signal a of the throttle position which is operated by the accelerator D to control the rotation speed of the engine 2 and detects the throttle position.
A throttle position detector 12 for taking out the signal detects a turning angle of a steering wheel E for turning the vehicle and outputs a signal b thereof.
A steering wheel angle detector for taking out the change lever F, 13 is a change lever position detector for detecting four positions of the change lever F of forward, reverse, neutral, and super turning, and for producing a signal c corresponding to each, 14 is a change lever position detector. An engine brake switch that takes out a signal d for applying the engine brake, 15 is an engine speed detector that takes out an engine speed signal n E according to the actual engine speed (n E ), 16 and 17 are hydraulic motors 8, Motor rotation speed detector for extracting rotation speed signals n m1 , n m2 of 9, 18, 19, 2
Reference numerals 0 and 21 are hydraulic switches for detecting the hydraulic pressures of the first to fourth speed clutches G to J and extracting respective signals e, f, g and h, 2
2,23,24,25 are respective clutch changeover switches for controlling the first to fourth speed clutches G to J, and 26 and 27 are both pumps.
6 and 7 discharge volume control actuators. 28 is a control logic circuit, and this circuit 28 uses the signals a to h and n E , n.
m1, by n m @ 2 is input, the signal to the ejection volume control actuator 26, 27 of both pumps 6,7 in response to the input signal
i 1 and i 2 as well as the signals k and
It outputs l, m, n.
29,30は左右出力軸ブレーキ作動アクチュエータであ
り、制御論理回路28は、チェンジレバー位置信号Ｃに応
じて、ブレーキ作動アクチュエータ29,30に信号p,qを出
力し、ブレーキ31,32をON,OFFする。Reference numerals 29 and 30 denote left and right output shaft brake actuating actuators, and the control logic circuit 28 outputs signals p and q to the brake actuating actuators 29 and 30 according to the change lever position signal C to turn on the brakes 31 and 32. Turn off.
上記のような装置における中立制御の具体的な実施例
を第６図を参照して説明する。A specific example of the neutral control in the above device will be described with reference to FIG.
チェンジレバーが中立位置にある場合、または他の位
置（走行状態）から中立位置に切換えられた場合、チェ
ンジレバー位置検出器13から中立信号Ｃが論理回路28に
入力される。このとき、エンジン回転数検出器15からの
回転数信号nEと、左右のモータ回転数検出器16,17から
の回転数信号nm1,nm2と、各速度段の油圧スイッチ18〜2
1からの速度信号ｅ〜ｈとから車速演算装置50にてその
ときの速度段における車両の平均速度Ｖが演算され、車
速信号ｖが出力される。中立信号Ｃと車速信号ｖが比較
回路51に入力されると、車速Ｖとあらかじめ設定された
車速Vcとの大小が判定される。ここでＶ＞Vcならば中立
制御は行なわず、車速を車輌の走行抵抗又はエンジンブ
レーキで減速させ、Ｖ＜Vcならば中立制御を行なう。When the change lever is in the neutral position or when the other position (running state) is switched to the neutral position, the neutral signal C is input from the change lever position detector 13 to the logic circuit 28. At this time, the rotation speed signal n E from the engine rotation speed detector 15, the rotation speed signals n m1 and n m2 from the left and right motor rotation speed detectors 16 and 17, and the hydraulic switches 18 to 2 of each speed stage.
The vehicle speed calculator 50 calculates the average speed V of the vehicle at the speed stage at that time from the speed signals e to h from 1 and outputs the vehicle speed signal v. When the neutral signal C and the vehicle speed signal v are input to the comparison circuit 51, the magnitude of the vehicle speed V and the preset vehicle speed Vc is determined. If V> Vc, neutral control is not performed, the vehicle speed is decelerated by running resistance of the vehicle or engine braking, and if V <Vc, neutral control is performed.
中立制御を行なうと判定されると、論理回路28から各
クラッチ切換スイッチ22〜25への信号ｋ〜ｎが全てゼロ
になり、各クラッチＧ〜Ｊが切れる。これと同時に左右
のモータ回転数信号nm1,nm2から停止信号I5及びI6を演
算する。上記回転信号nm1,nm2がゼロに近づくように停
止信号I5,I6をそれぞれ別々に左右の油圧ポンプ8,9の吐
出容積制御アクチュエータ26,27への信号i1,i2に加算器
81,82を介して加算され、このような加算は次々に繰り
返される。When it is determined that the neutral control is performed, the signals k to n from the logic circuit 28 to the clutch changeover switches 22 to 25 are all zero, and the clutches G to J are disengaged. At the same time, stop signals I 5 and I 6 are calculated from the left and right motor speed signals n m1 and n m2 . The stop signals I 5 and I 6 are separately added to the signals i 1 and i 2 to the discharge volume control actuators 26 and 27 of the left and right hydraulic pumps 8 and 9 so that the rotation signals n m1 and n m2 approach zero. vessel
81 and 82 are added, and such addition is repeated one after another.
これにより各モータ8,9の回転すなわち左右の出力4,5
の回転数はゼロに近づく、これと同時にブレーキON信号
p,qが左右ブレーキ作動ソレノイド29,30に出力され、ブ
レーキを作動させる。以上のような中立制御を行なえ
ば、ある設定された車速Vc以下の速度で、確実に車両さ
せることができる。By this, the rotation of each motor 8, 9
Rotation speed approaches zero, and at the same time the brake ON signal
p and q are output to the left and right brake actuation solenoids 29 and 30 to actuate the brakes. By performing the neutral control as described above, the vehicle can be reliably driven at a speed equal to or lower than a certain set vehicle speed Vc.
本発明は以上の様になり、ポンプ斜板中立のずれがあ
っても、チェンジレバー中立時は車両が完全に停止を保
てて、そして履帯の微動が全く起きない。また坂道にお
いてもチェンジレバーを中立にしておけば、車両は停止
を保てる。The present invention is as described above, and even if the pump swash plate is deviated from the neutral position, the vehicle can be completely stopped when the change lever is in the neutral position, and the crawler belt does not slightly move. Also, if the change lever is neutral on slopes, the vehicle can be kept stationary.
第１図、第２図、第３図は油圧ポンプ吐出容積制御電流
と油圧モータ回転数との関係を示す表図、第４図以降は
本発明の実施例を示し、第４図は車両の全体概略平面
図、第５図は油圧機械式変速・操向機の説明、第６図は
停止制御回路である。 １は変速機、２はエンジン、３は入力軸、4,5は出力
軸、6,7は油圧ポンプ、8,9は油圧モータ。1, 2 and 3 are tables showing the relationship between the hydraulic pump discharge volume control current and the hydraulic motor rotation speed, FIG. 4 and subsequent figures show embodiments of the present invention, and FIG. FIG. 5 is an overall schematic plan view, FIG. 5 is an explanation of a hydromechanical transmission / steering machine, and FIG. 6 is a stop control circuit. 1 is a transmission, 2 is an engine, 3 is an input shaft, 4 and 5 are output shafts, 6 and 7 are hydraulic pumps, and 8 and 9 are hydraulic motors.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 秋山 満 神奈川県相模原市渕野辺１―18―32 Ｄ 301 (72)発明者 増谷 文雄 神奈川県川崎市宮前区野川2608―１ (72)発明者 西島 敬義 神奈川県横浜市緑区鴨居町2115―10 (72)発明者 畑山 慶司 神奈川県横浜市神奈川区羽沢町318―30 (72)発明者 丸山 良一 神奈川県横浜市旭区二俣川１―64―１ (72)発明者 小西 秀幸 神奈川県鎌倉市植木177 (56)参考文献 特開 昭58−141934（ＪＰ，Ａ) 特開 昭51−118224（ＪＰ，Ａ) 実公 昭58−54262（ＪＰ，Ｙ２) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Mitsuru Akiyama 1-18-32 F301 Nobe, Sagamihara City, Kanagawa Prefecture D 301 (72) Inventor Fumio Masutani 2608-1, Nogawa, Miyamae-ku, Kawasaki City, Kanagawa Prefecture (72) Inventor Nishijima Keiji Hatayama, 21-15-10 Kamoi-cho, Midori-ku, Yokohama-shi, Kanagawa Prefecture (72) Keiji Hatayama 318-30, Hazawa-cho, Kanagawa-ku, Yokohama-shi, Kanagawa Prefecture (72) Ryoichi Maruyama 1-64-1, Futamatagawa, Asahi-ku, Yokohama-shi, Kanagawa 72) Inventor Hideyuki Konishi 177, Ueki, Kamakura City, Kanagawa Prefecture (56) References JP-A-58-141934 (JP, A) JP-A-51-118224 (JP, A) Jitsuko-SHO-58-54262 (JP, Y2)
Claims (1)
右の出力軸4,5と複数段の変速用油圧クラッチＧ〜Ｊと
を有する機械式の変速装置１と、エンジン２にて駆動さ
れる左右の油圧ポンプ6,7とこれの吐出油にて駆動され
る左右の油圧モータ8,9と、この油圧モータ8,9の出力軸
を上記変速装置１に連結し、油圧ポンプ6,7の吐出容積
の制御により変速装置１を各速度段で無段階に変速され
るようにした油圧機械式変速・操向機を備え、この左右
の出力軸4,5に左右走行装置B,Bを連結した車両の停止制
御方法であって、 チェンジレバー位置検出器13によってチェンジレバーが
中立位置であることを示す中立信号を停止制御装置内に
発生させ、 この中立信号をトリガーとして停止制御装置内で車速を
連続的に演算させると共に、それらの車速を設定車速と
比較させ、 演算車速が設定車速以上である場合、車輌の走行抵抗又
はエンジンブレーキで車速を減速させ、 演算車速が設定車速以下になった場合に、この制御装置
から全てのクラッチＧ〜Ｊを切ると同時にブレーキを作
動させる信号を出力すると共に、左右の油圧モータ8,9
の各モータの回転数信号nm1,nm2を検出し、これらの回
転数信号nm1,nm2がゼロに近づくよう斜板角制御バルブ
を制御する停止信号I5,I6を連続的に演算させ、毎回演
算されたこれらの停止信号I5,I6を前回の斜板角制御バ
ルブを制御するポンプ吐出容積制御電流i1,i2に加算す
ることを繰り返させることで油圧モータ8,9の回転数を
ゼロに近づける信号を出力するようにしたことを特徴と
する油圧機械式変速・操向機を備えた車両の停止制御方
法。1. A mechanical transmission device 1 having one input shaft 3 connected to an engine 2, left and right output shafts 4, 5, and a plurality of speed-changing hydraulic clutches G to J, and driven by an engine 2. The left and right hydraulic pumps 6 and 7, the left and right hydraulic motors 8 and 9 driven by the discharged oil, and the output shafts of the hydraulic motors 8 and 9 are connected to the transmission 1. It is equipped with a hydromechanical speed change / steering machine that allows the transmission 1 to be steplessly changed at each speed stage by controlling the discharge volume of 7. The left and right traveling devices B, B are provided on the left and right output shafts 4, 5. In the stop control method for a vehicle, the change lever position detector 13 generates a neutral signal indicating that the change lever is in the neutral position in the stop control device, and the neutral signal is used as a trigger in the stop control device. To calculate the vehicle speed continuously, and set those vehicle speeds as the set vehicle speed. If the calculated vehicle speed is equal to or higher than the set vehicle speed, the vehicle speed is reduced by the running resistance of the vehicle or the engine brake, and if the calculated vehicle speed becomes equal to or lower than the set vehicle speed, all the clutches G to J are disengaged from this control device. At the same time, it outputs a signal to activate the brakes, and the left and right hydraulic motors 8, 9
The motor rotation speed signals n m1 and n m2 are detected, and the stop signals I 5 and I 6 that control the swash plate angle control valve are continuously applied so that these rotation speed signals n m1 and n m2 approach zero. The hydraulic motor 8, by repeating the calculation and adding these stop signals I 5 , I 6 calculated each time to the pump discharge volume control current i 1 , i 2 for controlling the swash plate angle control valve of the previous time, A stop control method for a vehicle equipped with a hydromechanical transmission / steering device, characterized in that a signal for bringing the rotation speed of 9 closer to zero is output.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59000733A JPH085351B2 (en) | 1984-01-09 | 1984-01-09 | Stop control method for a vehicle equipped with a hydromechanical transmission / steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59000733A JPH085351B2 (en) | 1984-01-09 | 1984-01-09 | Stop control method for a vehicle equipped with a hydromechanical transmission / steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60146748A JPS60146748A (en) | 1985-08-02 |
| JPH085351B2 true JPH085351B2 (en) | 1996-01-24 |
Family
ID=11481925
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59000733A Expired - Lifetime JPH085351B2 (en) | 1984-01-09 | 1984-01-09 | Stop control method for a vehicle equipped with a hydromechanical transmission / steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH085351B2 (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1495989A (en) * | 1975-04-09 | 1977-12-21 | Caterpillar Tractor Co | Control system to apply vehicle brakes during a transmission directional shift |
| JPS5854262U (en) * | 1981-10-02 | 1983-04-13 | 中島 信夫 | Knife with adhesion removal device |
| JPS58141934A (en) * | 1982-02-17 | 1983-08-23 | Komatsu Ltd | Control of engine speed of hydraulic mechanical type speed change gear and steering unit |
-
1984
- 1984-01-09 JP JP59000733A patent/JPH085351B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60146748A (en) | 1985-08-02 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |