DE4219050A1 - User interface for the control of a drive machine and a continuously variable transmission - Google Patents

Description

The invention relates to a user interface for the Consolidated control of the primary drive machine Vehicle, through the at least one switchable PTO is drivable, and one of the primary drive machine nachge switched, at least partially continuously adjustable Ge driven. The drive machine, the gearbox and the Zapfwel lenantrieb preferably each have their own control tion or circuit on. The user interface is called the unification of the controls including the Linking logic between the controls and the Controlled units viewed.

In particular agricultural, municipal and commercial vehicles In addition to their necessary for driving operations, witnesses Controls often a variety of other settings elements, e.g. B. for front and rear of the vehicle devices. The multitude of operating and setting elements reduces clarity and requires the operator an increased concentration. To the Be not tired of servant and keep their attention It is great to promote especially for longer assignments worth it, the number of controls as low as to keep possible.

The safety of the vehicle on the road and that on the Hang vehicle related operator attention essentially from direct steering as possible wheel, brake and accelerator pedal by the operator and the direct response behavior of the vehicle.  

While the functions mentioned for security reasons Operator should not be withdrawn, there is other operating functions and elements that an Automa tization are accessible, such. B. the circuit of car Matics driven in passenger and commercial vehicles.

For agricultural machines and agricultural tractors men to add additional power consumers to the travel drive, e.g. B. the PTO drives for the front and rear of the drive attachable devices. The operating requirements person continue to increase in this respect in that each lei service customers in relation to all other service customers should be set optimally. This is not an easy one Task for the operator and poses for the Automa not a trivial problem.

The object underlying the invention is ge see a consolidated user interface of the beginning to create the type by which the named Pro bleme can be overcome, the simple operation allowed and both the requirements of road traffic as well as agricultural or commercial a sentence is sufficient without the operational safety and driving com continue to affect.

The task is based on the generic term of the patent Proverb 1 solved by its characteristic features. Before partial configurations and developments of the invention emerge from the subclaims.

By a first preselection device, e.g. B. a swivel hand throttle with a swivel angle sensor, is a Setpoint for the base load or base speed of the primary drive machine, which is usually an internal combustion engine machine is selected. Can be used to control the engine speed  an engine control device can be used on the based on the specification of the first preselection control signal to the engine's fuel supply. The engine control can also contain a control loop which is used for Speed control of the internal combustion engine a target Makes actual comparison. The selected signal of the first Preselection can be done by pressing a first or change the second control device. This Abän The change is made, for example, by an accelerator pedal Activate the engine speed above the pre-set increase the setpoint, or by a brake pedal, by operating the engine speed below the preset setpoint. Even from the drive parameters derived from the operation of the tool can cause a deviation of the Induce engine speed from the preset setpoint. Limit values can be used as derived parameters, for example for a power limitation if the machine is too hot or serve for a speed limit.

The motor expediently drives directly, i.e. H. without Interposition of the continuously variable transmission, we at least one PTO. Between engine and PTO can a mechanical gear to switch between meh reren PTO speeds and / or a PTO clutch be arranged. This brings the PTO speed together adjusted with the engine speed regardless of the travel drive or controlled. The functionality of setting the Mon door speed "inherits" directly to that of the Zapfwel oil speed.

A first mode switch is preferably provided, by which is a switch between a preset mode and can make a constant mode. In the pre-selection mode the engine speed always with a preset Speed operated. In this mode, however,  the engine speed as described, by actuation accelerator pedal, brake pedal or vehicle parameters modulate. In the constant mode, however, the Mo reacts door speed does not depend on such influences and remains on the setpoint preselected by the first preselection device fixed (programmed).

By a second preselector, e.g. B. a ver swiveling speed adjustment lever with swiveling winch kelgeber, is a setpoint for the driving or transmission drive speed selected. To control the transmission output speed can be a transmission control device be provided by which the transfer ratio of the infinitely variable gear according to the specification the second preselector is set so that the desired driving or transmission output speed results. The latter can also be done through a target-actual comparison be managed. In a similar way as already mentioned described the setting of the engine speed can be here too the preselected signal of the second preselection direction by operating a first or second operating change the equipment. This change takes place at for example by an accelerator pedal, by pressing it the vehicle speed above the preset target increase value, or by a brake pedal, by its Activate the vehicle speed below the set value can be lowered. Here, too, can parameters derived from vehicle operation a deviation the vehicle speed from the preset target evoke worth.

A second mode switch is preferably provided, by which is a switch between a preset mode and can make a constant mode. In the pre-selection mode the vehicle basically at the preset Ge  speed operated. In this operating mode you can but the vehicle speed as described by pressing the accelerator pedal, the brake pedal or by Modulate vehicle parameters. Reacts in the constant mode however, the vehicle speed is not such Influences and remains on the through the second selection direction of the preselected setpoint (program lubricated). However, the footbrake has a definable Pressure point passed through, so security establish the drive wheels automatically from the drive train separated, and the vehicle is braked.

The mode switches are preferably in the range of the respective Handle the hand throttle or speed electrical micro-switches arranged by the lever, through which a switch between preselection mode and constant mode is possible. In the case of the fashion switches, for example wise are microswitches, which are in the handle let the attacking hand operate with one finger.

The operating states are to facilitate the operation the primary drive machine, the switchable PTO and / or the continuously variable transmission as elek trical actual values and the default values of the first and / or second preselection device as electrical setpoints detected. The recorded setpoints and actual values can be opened a monitor in an analog target / actual comparison diagram represent. The operator can thus be fixed at any time make sure that those set by the preselection devices Values are actually achieved. On the monitor also represent the operating states of the mode switches.

Alternatively, the speed is preferably displayed on the monitor the prime mover or the PTO by a corresponding switchover is made. Here is  it is advantageous to switch the display at the same time the associated labeling and scaling of the target-actual-to show on the monitor to switch.

A quick, but also sensitive adjustment of the driving or transmission output speed can preferably by a spring-centered, adjustable in two directions Make the speed adjustment lever that is in both Directions each have a first pressure point at which a slow The preselection value is adjusted, and a second one Pressure point at which a quick adjustment of the preselection value has occurred. The second preselector is trained in the manner of a joy stick. This allows a precise and sensitive setting in tight speeds areas as required for creeper operation and a quick approach to the preset value via larger speed ranges, as is the case with the Trans port operation is desirable.

According to a preferred embodiment of the invention, a Reverser switch for switching between forward and reverse travel and a controller are provided. The Control gives a chronological sequence of the switching of the art that the time to reach the pre set forward or reverse speed of the Location of the first preselector depends. Is located the first preselection device, for example, near the Idle position, so there is a slow approach to the preset vehicle speed value. Take with you the engine power or engine speed takes time from within which the preset vehicle speed value is actually achieved. At full throttle The first preselection device rapidly approaches the preset vehicle speed value.  

With the solution according to the invention, the operator can are relieved in many operations that the Control device automatically the engine speed and thus the PTO speed and / or the vehicle speed keeps constant.

The control device according to the invention enables in particular the following modes of operation:

• A. Constant mode for both vehicle speed and also for engine speed. Here, both the driving tool speed as well as the engine speed the operator is preselected. You let yourself be influence neither by accelerator nor brake pedal. Such one mode of operation has to be set, for example, if a fixed PTO speed when the vehicle is at a standstill stuff is required. It can also be used for manure discharge be desirable.
• B. Constant mode for vehicle speed and preselection Engine speed mode. The selected vehicle gen Speed is fixed while the selected engine speed and thus also the PTO speed Actuation of the gas or brake pedal can be influenced. This mode of operation allows control under the Consideration of lowest fuel consumption, if the engine is not operated under full load. she can for example when planting seedlings be put.
• C. Preset mode for vehicle speed and constant Engine speed mode. The preselected engine speed and so the PTO speed is fixed while the preselected vehicle speed by actuation of the gas or brake pedal can be influenced. This Be  is drive-wise for PTO work with heavy Bo intervention and advantageous in hilly terrain.
• D. Preselection mode for both vehicle speed and also for engine speed. The preselected engine speed and leave the preselected vehicle speed affected by the accelerator or brake pedal rivers. This mode of operation can be advantageous Transport trips are set, in which the Driving speed by pressing the accelerator pedal is modifiable.

The first and the second preselection device can each by a mechanical transmission mechanism with the Stell organs of the gearbox or the motor are connected in such a way that thereby the basic setting of the transmission and Motor is specified. By an electrical and / or hy drastic auxiliary control can be the mechanical over carrying mechanism depending on the accelerator pedal actuation, brake pedal actuation and / or derived parameters adjust. By means of the auxiliary control, the Basic setting for the vehicle speed and for the Modulate engine speed. This configuration is the Functionality of the control elements even in the event of a failure of the electrical or hydraulic systems guaranteed.

Preferably the mechanical transmission mechanism is like this trained that it functions even without an auxiliary control is capable and that he can choose an auxiliary tax tion can be supplemented, with the auxiliary control of Setting value of the mechanical transmission mechanism via can drive. This training makes it possible to use of identical transmission mechanisms alternatively one simple, inexpensive design without the invention Control device and a comfortable version with  to create control device according to the invention. The identi The training of the transmission mechanisms has costs parts during production.

Expedient are in the engine control and the Ge drive control relevant transmission and engine control strategies integrated.

Based on the drawing, the embodiments of the invention shows, the invention and further are below parts and advantageous developments and refinements the invention described and explained in more detail.

It shows:

Fig. 1, the hydraulic and electrical formwork Tsche ma operation of an inventive upper surface,

Fig image of a monitor operating states by the vehicle are displayed. 2,

Fig. 3 is a schematic representation illustrating the range of the hand throttle, and

Fig. 4 is a schematic representation that illustrates the adjustment possibilities of the speed setting lever.

The operating surface shown in FIG. 1 contains a hand throttle lever 10 which can be pivoted in the direction of the arrow and which is mounted in a pivot point 12 . Outside the pivot point 12 , the hand throttle lever 10 engages a cylinder jacket 14 of a hydraulic cylinder in such a way that the cylinder jacket 14 is axially displaced when the hand throttle lever 10 is pivoted. Within the cylinder jacket 14 , a piston 16 is arranged on which engages a pivotally mounted adjusting lever 18 . The adjusting lever 18 is connected to an engine control device 20, not shown in detail. A setpoint value for the engine speed can be set by pivoting the adjusting lever 18 . The engine control device 20 detects the actual value of the engine speed, takes a target-actual comparison of the engine speed and regulates the engine speed by influencing the fuel supply to the value specified by the control lever 18 .

The two ends of the hydraulic cylinder are connected via hydraulic lines 22 , 24 to a hydraulic, double-sided magnetically actuated, spring-centered 4/3-way valve 26 . When the electromagnets 28 , 30 are not energized, the Wegeven valve 26 is set by spring force to its middle position. In this position, the two Hydraulikleitun conditions 22 , 24 are locked, so that the piston 16 can not be moved against the cylinder jacket 14 and the hand throttle lever 10 is rigidly coupled to the adjusting lever 18 , so that a pivoting movement of the hand throttle lever 10 immediately pivots of the adjustment lever 18 has the consequence.

The two electromagnets 28 , 30 of the directional control valve 26 are each connected to the center tap of an associated potentiometer 32 , 34 . The potentiometers 32 , 34 lie between the vehicle mass 36 and the positive pole of a vehicle battery 38 . One potentiometer 32 can be adjusted by actuating the brake pedal 40 and the other potentiometer 34 can be adjusted by actuating the accelerator pedal 42 , as indicated by the lines of action shown in the diagram. If the brake pedal 40 and the accelerator pedal 42 are not actuated, the respective center tap of the potentiometers 32 , 34 is at the potential of the vehicle mass. The electromagnets 28 , 30 are not energized, and the directional control valve 26 assumes its illustrated central position.

With increasing actuation of the brake pedal 40 , the electromagnet 32 is excited and the directional control valve 32 is increasingly shifted into the position shown on the left, in which the hydraulic line 22 is connected to a hydraulic pump 44 and the hydraulic line 24 is connected to a reservoir 46 . The hydraulic pressure of the hydraulic pump 44 reduced by the directional control valve 26 causes the piston 16 to be displaced relative to the cylinder housing 14 in accordance with the brake actuation to the right. The adjusting lever 18 is pivoted with a fixed hand throttle lever 10 such that the engine control device 20 reduces the engine speed.

If, on the other hand, the accelerator pedal 42 is actuated, the elec tromagnet 30 responds and moves the directional control valve 26 into its illustrated right position, so that the hydraulic line 22 is connected to the reservoir 46 and the hydraulic line 24 to the hydraulic pump 44 . As a result of the hydraulic pressure of the hydraulic pump 44 reduced by the directional control valve 26 , the piston 16 is now displaced relative to the cylinder housing 14 to the left, which results in an increase in the engine speed when the hand throttle lever 10 is stationary.

With the hand throttle lever 10 , an engine speed can thus be preselected, which can be changed by actuating the brake pedal 40 or the accelerator pedal 42 . By a microswitch 48 , which may be net in the area of the handle 50 of the hand throttle 10 , the potentiometers 28 , 30 can be separated from the vehicle battery 38 , so that actuation of the brake pedal 40 and the gas pedal 42 has no effect on the position of the directional valve 26 and the engine speed setting.

The microswitch 48 thus serves to switch between a preselection mode in which the engine speed set by the hand throttle lever 10 can be influenced by actuating the brake pedal 40 or the accelerator pedal 42 , and a constant mode in which no such influencing is permitted.

In Fig. 1 a pivotable in the direction of the arrow, stored in a pivot 54 speed setting lever 56 is shown, which engages the cylinder jacket 58 of a hydraulic cylinder. Similar to what has already been described in connection with the engine speed setting, a displaceable piston 60 is arranged within the cylinder jacket 58 , which is connected to an adjusting lever 62 , which in turn provides input signals (setpoint signal) for a transmission control device 64 , so that Pivoting the adjusting lever 62 can set the transmission ratio of the continuously variable transmission, not shown. The transmission can be, for example, a hydromechanical power split transmission, as described for example by EP-A-0 302 188 or EP-A-0 444 472.

Here, too, the two ends of the cylinder jacket 58 are connected via hydraulic lines 66 , 68 to a double-sided, magnetically actuated, spring-centered 4/3-way valve 70 , which acts on the two sides of the cylinder jacket 58 either with the pressure of a hydraulic pump 44 or a reservoir 46 . The electrical power of the electromagnets 72 , 74 of the directional control valve 70 is set by the potentiometers 76 and 78 , the center taps of which can be adjusted by the accelerator pedal 42 or the brake pedal 40 .

With increasing actuation of the accelerator pedal 42 , the electromagnet 76 is excited and the directional control valve 70 is moved into its left position, in which the hydraulic line 66 is connected to the hydraulic pump 44 and the hydraulic line 68 to the reservoir 46 . Due to the hydraulic pressure derived from the hydraulic pump, the piston 60 moves to the right relative to the cylinder jacket 58 . In this case, the adjusting lever is pivoted at a fixed digkeitseinstellhebel Geschwin 56 62 such that the Getrie taxation device 64, the vehicle or Getriebeaus increased gear speed corresponding to the accelerator operation.

If, on the other hand, the brake pedal is actuated, the electromagnet 74 responds, which results in pressurization of the right side of the cylinder housing 58 and a displacement of the piston 60 to the left. In this case, the transmission control device 64 reduces the vehicle or transmission output speed in accordance with the brake pedal actuation. If the brake pedal is depressed beyond a predeterminable amount, a brake switch (not shown) is actuated, which emits a corresponding control signal to the transmission control device 64 so that it separates the transmission from the final drive train of the vehicle. This means that the vehicle is no longer driven by the engine and can be brought to a standstill.

With the speed setting lever 56 , a certain vehicle speed can be preselected, which can be changed by operating the brake pedal 40 or the accelerator pedal 42 . In this circuit too, a microswitch 80 is provided, by means of which the potentiometers 76 , 78 can be separated from the vehicle battery 38 , so that actuation of the accelerator pedal 42 or the brake pedal 40 has no effect on the transmission setting. The brake switch described, however, also retains its function, so that emergency braking remains possible at all times.

The micro-switch 80 which the speed adjustment lever 56 may be disposed in the vicinity of the handle 82, is used to switch between a preset mode, wherein the time set by the speed adjustment 56 vehicle speed can be influenced by actuation of the accelerator pedal 42 or the foot pedal 40, and a constant mode , in which no such interference is permitted.

From Fig. 2, the image shows a monitor 84 with a digita len engine speed display 86 and a digital vehicle speed indicator 88. Below each of the two displays 86 , 88 there is an associated two-part analog bar display 90 , 92 , the left bar of which is the size of the setpoint signal, which is set by the hand throttle lever 10 or the speed adjustment lever 56 and modulated by the brake pedal 40 and the accelerator pedal 42 , and whose right-hand bar shows the size of the measured actual value signal. In addition to the bar graphs, there may be a scale (not shown) that allows the displayed values to be read.

The engine speed display 86 and the scaling of the associated bar display 90 can be designed switchable, so that either the engine speeds or the speeds of the PTO are called up and displayed on the monitor by a suitable switch.

In addition to the bar displays 90 , 92 , a display 94 , 96 is provided, which shows the switching state of the microswitches 48 , 80 and shows whether the respective preselection mode or the constant mode is set.

Fig. 3 illustrates the adjustment range of the hand throttle 10 , which is adjustable between an idle position A and a position B for maximum engine and PTO speed. According to the adjustment of the hand throttle lever 10 , a throttle valve, not shown, of the engine is set. A scale 98 in the area of the hand throttle lever 10 facilitates the setting of the desired engine speed. The engine or PTO shaft speed is shown digitally by the engine speed display 86 or analogously by the bar display 90 on the monitor 84 .

When the constant mode is set, an automatically operating engine control device 20 maintains the preselected engine speed even when the load changes. In this case, the set constant engine speed cannot be overridden by actuating the accelerator pedal 42 , the brake pedal 40 or by another algorithm.

If the preselection mode is set by the microswitch 48, the engine speed set by the hand throttle lever 10 can be overridden by actuating the accelerator pedal 42 or the brake pedal 40 . This is indicated by the double arrow P in Fig. 4. In the same way as oversteering by actuating the accelerator pedal 42 or brake pedal 40 , the setting of the hand throttle lever 10 can also be overridden by any other vehicle parameter. Such parameters can be derived, for example, from the load conditions of the engine or a demand for the lowest possible fuel consumption.

Fig. 4 shows the supervision of a speed setting lever, which is designed in the manner of a joy stick and which carries one of the microswitches in the region of its handle. The speed setting lever is in its middle neutral position N and can be pivoted in half a plane in two directions from its middle position N. The pressure points D-, D +, T- and T + can be set. When the pressure points D- and D + are set, the originally set target value for the vehicle speed is slowly reduced or increased. The setpoint can be set sensitively and observed on the vehicle speed display 88 of the monitor 84 . When the pressure points T- and T + are set, the setpoint of the vehicle speed is rapidly reduced or increased. This allows a quick, rough approximation to the desired setpoint. With the speed setting lever, the vehicle speed can be set between standstill and a maximum value.

Even if the invention has only been described with reference to the above exemplary embodiments, many different alternatives, modifications and variants, which fall under the present invention, will become apparent to the person skilled in the art in the light of the above description. So the electro-hydraulic specification of the setpoints according to FIG. 1 can also be done electronically by the hand throttle lever, the brake pedal and the accelerator pedal are each provided with an electrical transmitter which emits electrical signals corresponding to the respective actuation deflection to an electronic control unit. The speed setting lever can be designed as a joy stick, as described with reference to FIG. 4, and connected to the control unit. Furthermore, it summarizes the control unit, the switching states of the microswitches, through which the working modes can be set, and the actual value signals of the engine or PTO speed and the transmission output or vehicle speed. The control unit is programmed to perform the functions described above.

Claims (10)

1.User interface for the control of the primary drive machine of a vehicle, through which at least one switchable PTO shaft ( 52 ) can be driven, and a downstream of the primary drive machine, we at least partially continuously variable transmission, characterized by a first preselection device ( 10 ) for presetting a base load or a basic speed of the primary drive machine which drives the at least one PTO shaft ( 52 ) independently of the drive, a second preselection device ( 56 ) by means of which a desired drive or gearbox output speed can be set independently of the output speed of the primary drive machine, and little at least one operating device ( 40 , 42 ) which can be actuated by an operator, by means of which the presetting of the basic load or the basic speed of the primary drive machine and / or the presetting of the driving or transmission output speed during operation can be changed or mod is possible. 2. User interface according to claim 1, characterized records that at least one of the presets by parameters derived from vehicle operation is changeable or modulatable. 3. User interface according to claim 1 or 2, characterized marked by a first mode switch ( 48 ), through which a change or modulation of the pre-setting of the base load or the base speed of the primary drive machine can optionally be suppressed, and / or a second mode switch ( 80 ), by means of which a change or modulation of the presetting of the driving or transmission output speed can optionally be suppressed. 4. Control surface according to one of claims 1 to 3, characterized in that the first preselection device has a pivotable hand throttle lever ( 10 ) and / or the second preselection device has a pivotable speed adjustment lever ( 56 ), the pivot angle of which is detected by an analog encoder. 5. Operating surface according to one of claims 1 to 4, characterized in that the at least one operating device has an accelerator pedal ( 42 ) or a brake pedal ( 40 ). 6. Operating surface according to claim 4 or 5, characterized in that the mode switch is an in the area of the handle ( 50 , 82 ) of the hand throttle lever ( 10 ) or the speed setting lever ( 56 ) arranged electrical microswitch ( 48 , 80 ). 7. Operating surface according to one of claims 1 to 6, characterized in that the operating states of the primary drive machine, the switchable PTO shaft ( 52 ) and / or the continuously variable transmission as actual values and the preset values of the first and / or second preselection device ( 10 , 56 ) are recorded as nominal values and that the recorded nominal values and actual values are compared on a monitor ( 84 ) in an analog nominal-actual comparison. 8. User interface according to claim 7, characterized in that a switching device is provided, through which the scaling and labeling of the target-actual display between the primary engine speed and the speed of the directly coupled PTO shaft ( 52 ) are switchable. 9. Operating surface according to one of claims 1 to 8, characterized in that the second Vorwaheinrich device contains a spring-centered, in two directions ver adjustable speed adjustment lever ( 56 ), each in both directions a first pressure point (D-, D +), in which a slow adjustment of the pre-selection value takes place, and each has a second pressure point (T-, T +), at which the pre-selection value is rapidly adjusted. 10. User interface according to one of claims 1 to 9, characterized in that a reverse switch for switching between forward and reverse travel and a controller are provided and that the Steue tion such a timing specifies that the time to reach the pre set forward or backward speed of the position of the first preselection device.