JP2006125535A - Auto-cruise device of moving vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an auto-cruise device having excellent operability and safety, easily enabling fine vehicle speed increasing and decreasing control, and manufacturable at low cost. <P>SOLUTION: This auto-cruise device comprises a hydraulic continuously variable transmission 10. In the moving vehicle, when a forward movement pedal 23 or a backward movement pedal 24 is depressed, a normal and reverse rotating motor 22 is driven according to its depressed amount, and the trunnion shaft 14 of the hydraulic continuously variable transmission 10 is rotated by the normal and reverse rotating motor 22 in a normal rotating direction or a reverse rotating direction. The moving vehicle comprises a means fixing the rotating position of the trunnion shaft 14 at any position and switch mechanisms 52 and 53 for speed adjustment rotating the trunnion shaft 14 in a fixed state to a speed increasing side or a speed decreasing side. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automatic cruise device for a moving vehicle such as a tractor or a riding lawn mower. Particularly, it is used for a moving vehicle in which a hydraulic continuously variable transmission (HST) is incorporated in a traveling transmission system.

As a conventional auto-cruise device, as described in Patent Document 1, a pedal that is depressed by the operation of a manual operation lever linked to a traveling operation pedal is fixed and maintained at the depressed position, or Patent Document 2 is known that uses an electromagnet to fix and keep the depression position of the speed adjusting pedal, such as that described in 2.
JP-A-1-190553 JP-A-5-178118

  However, in these documents, the forward pedal or the reverse pedal and the trunnion shaft of the HST, which is a hydraulic continuously variable transmission, are interlocked and connected via mechanical linkage means such as a rod or a link. Therefore, there is a problem that it takes force to turn the trunnion shaft by stepping on the pedal, or it takes time until the trunnion shaft is turned after the pedal is started to be depressed. Moreover, even if the vehicle speed is set to a certain speed using the auto-cruise mechanism, if the vehicle speed is to be changed slightly, the auto-cruise is canceled once, and then the forward pedal or reverse pedal is depressed again to adjust the vehicle speed. The vehicle speed must be fixed again using the auto-cruise lock mechanism, and the operation is troublesome.

  An object of the present invention is to provide a device that does not require any turning operation force with respect to a trunnion shaft of a hydraulic continuously variable transmission and that can easily change a vehicle speed set by using an auto-cruise mechanism.

  According to the first aspect of the present invention, the hydraulic continuously variable transmission 10 is provided. When the forward pedal 23 or the reverse pedal 24 is depressed, the forward / reverse motor 22 is driven in accordance with the depression amount. In the moving vehicle in which the trunnion shaft 14 of the hydraulic continuously variable transmission 10 is configured to rotate in the forward rotation direction or the reverse rotation direction, a fixing means 50 for fixing the rotation position of the trunnion shaft 14 is provided. It was set as the structure of the auto-cruise apparatus of a moving vehicle.

  The invention of claim 2 is characterized in that switch mechanisms 52 and 53 are provided for minutely increasing or decreasing the speed of rotation of the trunnion shaft 14 fixed by the fixing means 50. The auto-cruise device for mobile vehicles.

  The invention of claim 3 has the hydraulic continuously variable transmission 10, and when the forward pedal 23 or the reverse pedal 24 is depressed, the forward / reverse motor 22 is driven according to the depression amount, and the forward / reverse motor 22 causes the In a moving vehicle configured such that the trunnion shaft 14 of the hydraulic continuously variable transmission 10 is rotated in the forward rotation direction or the reverse rotation direction, fixing means for fixing the rotation position of the trunnion shaft 14 and the fixed state are released. An auto-cruise device for a moving vehicle is provided, which is provided with a releasing means.

  According to a fourth aspect of the present invention, the release means is constituted by a brake pedal 55 or a clutch pedal 56, and the release means is configured to operate when the brake pedal 55 or the clutch pedal 56 is depressed. The configuration of the automatic cruise device for a moving vehicle described in Item 3 is adopted.

  According to the first aspect of the present invention, when the forward pedal 23 or the reverse pedal 24 is stepped on, the trunnion shaft 14 is lightly turned by the driving force of the forward / reverse motor 22, and when the forward pedal 23 or the reverse pedal 24 is depressed. Therefore, operability is improved without requiring much force. Further, by fixing the turning position of the trunnion shaft 14 by pressing the auto-cruise switch 50 or the like, the traveling speed can be kept constant, so that not only fuel efficiency is improved, but the operator gets tired even during long-time work. There is nothing.

  According to the second aspect of the present invention, when the auto cruise is operating and it is desired to adjust the traveling speed to increase / decrease, the speed increasing switch 52 or the speed reducing switch 53 is pressed to adjust the vehicle speed within a minute range. Since it can be adjusted to a desired vehicle speed by raising or lowering, it is easy to make fine adjustment when the vehicle speed fluctuates, and operability is improved.

  According to the third aspect of the present invention, when the auto cruise is operating, the release means is operated to immediately release the fixing of the forward / reverse rotation motor 22, and the forward / reverse rotation motor 22 returns to the original neutral position to return to the airframe. Therefore, it is possible to avoid danger in an emergency.

  Further, in the invention described in claim 4, since the auto-cruise is released by depressing the brake pedal 55 or the clutch pedal 56, the forward / reverse rotation motor 22 returns to the original neutral position, and the trunnion shaft 14 also returns to the neutral position. The aircraft can be reliably stopped to avoid danger.

  An example of a multi-purpose mobile vehicle that can steer front and rear wheels and has a hydraulic continuously variable transmission in a traveling transmission system will be described.

Embodiments will be described below with reference to the drawings.
First, from the configuration, 1 is a multi-purpose transport vehicle showing one form of a moving vehicle, which includes front wheels 2 and rear wheels 3 at the front and rear portions of the fuselage, which are provided in the vicinity of the cockpit 5. By operating the steering switch 6, it is possible to switch between front wheel steering in which only the front wheels 2 can be steered, rear wheel steering in which only the rear wheels 3 can be steered, and 4WS steering in which the front and rear wheels 2 and 3 are steered in opposite directions. It is like that.

  An engine 8 is mounted at the rear of the machine body. The rotational power of the engine 8 is a hydraulic continuously variable transmission (HST) 10 housed in a mission case 9 and a sub-transmission 11 capable of shifting to three stages of high, medium, and low speeds. Rotational power decelerated by the hydraulic continuously variable transmission (HST) 10 and the auxiliary transmission 11 is transmitted to the front wheels 2 and the rear wheels 3. As shown in FIG. 5, the auxiliary transmission 11 operates the auxiliary transmission lever 12 provided in the lever guide 30 in the front-rear direction to switch.

  The hydraulic continuously variable transmission 10 has a well-known structure in which a unit composed of a hydraulic pump and a hydraulic motor is integrally formed. By changing the rotation angle of the trunnion shaft 14 projecting from the unit in the left-right and lateral directions. By changing the angle of the swash plate of the hydraulic continuously variable transmission 10, the traveling direction and speed of the machine body can be changed. The structure of the operation part of the hydraulic continuously variable transmission 10 will be described later. The multi-purpose transport vehicle 1 includes lifting and lowering devices 15 and 16 at the front and rear of the aircraft, respectively, and a mower 18 that performs lawn mowing work is connected to the front of the aircraft so as to be movable up and down, and a brush that cleans the road at the rear of the aircraft. Etc. can be connected. The working machines mounted on the front and rear are not limited to these mowers and brushes, but may be other than these, such as a snowplow or a simple cult.

  In the transport vehicle 1 described in this embodiment, the periphery of the cockpit 5 is covered with a cabin 19, and a loading platform 20 on which working machines and materials can be loaded is provided behind the cockpit 19. The loading platform 20 may be fixed or pivoted. In the case of the pivoting platform, the loading platform 20 is raised by a hydraulic cylinder or the like.

Next, the configuration of the operation unit of the hydraulic continuously variable transmission 10 will be described with reference to FIGS.
The trunnion shaft 14 of the hydraulic continuously variable transmission 10 according to the present invention is characterized in that it is driven by an electric forward / reverse motor 22. Therefore, when the forward pedal 23 or the reverse pedal 24 is depressed, the amount of depression is determined by the position. The forward / reverse rotation motor 22 is driven in accordance with the depression amount in response to a command from the controller 27 and detected by the sensor 25. More specifically, a forward pedal 23 and a reverse pedal 24 are supported on the right side of the floor 29 so as to be rotatable about shafts 33 and 33, and the pedals 23 and 24 are depressed on the respective shafts 33. Analog position sensors 25 and 25 for detecting the moving angle are attached. The forward pedal 23 and the reverse pedal 24 may be provided independently on the left and right, respectively, but the whole pedal is a single body formed by a single plate, and if you step on the front side of the pedal with your toes, you will advance, and the pedal will If you step on the side, you may move backward. One position sensor 25 may be used to detect the amount of stepping on the forward side and the reverse side.

  On the other hand, a fan-shaped large-diameter gear 35 is fixed on the trunnion shaft 14, and a sensor 36 for detecting the rotation angle of the trunnion shaft 14 is provided on the outside thereof. In this embodiment, a cylindrical boss 37 is fitted to the outside of the trunnion shaft 14, and the boss 37 is tightened with a bolt 38 to integrate the trunnion shaft 14 and the boss 37. The pin 34 is fixed sideways. Then, an arm 40 is attached to the rotation shaft 39 of the sensor 36, a long hole 41 formed in a U shape is formed in the arm 40, and a pin 34 on the boss 37 side is inserted into the long hole 41. Thus, the rotation angle of the trunnion shaft 14 is detected.

Since the pin 34 slides relatively in the long hole 41, even if the sensor 36 is not orthogonal to the pin 34, the detection of the rotation amount is not hindered.
Further, a small-diameter pinion gear 44 is engaged with the front side of the fan-shaped large-diameter gear 35, and this pinion gear 44 is driven by a forward / reverse motor 22 provided on the left side of the transmission case 9 in the vertical direction. Like that.

  In such a configuration, when the forward pedal 23 is depressed, the amount of depression is detected by the position sensor 25, and a forward rotation output having a value corresponding to the depression amount is output to the forward / reverse rotation motor 22. When the trunnion shaft 14 is rotated in the forward rotation direction, the rotation amount is detected by the trunnion shaft rotation sensor 36, and the control output to the forward / reverse rotation motor 22 is cut when the set rotation angle is reached. I am doing so. The same applies to the reverse movement, and the forward / reverse rotation motor 22 is driven in the reverse rotation direction in accordance with the depression amount of the reverse pedal 24, and the control output to the forward / reverse rotation motor 22 is cut when the set angle is reached.

  In both forward and reverse directions, when the foot is released from the pedals 23 and 24, the neutral return mechanism (not shown) is activated, the pedals 23 and 24 return to the neutral position, the trunnion shaft 14 returns to the neutral position, and the aircraft is stopped. I try to let them.

  In the present invention, if the auto-cruise switch 50 is pressed while the pedals 23 and 24 are depressed, the trunnion shaft 14 is provided with a mechanism for holding the set depression position even when the pedals 23 and 24 are released. Yes. In this case, the forward pedal 23 and the reverse pedal 24 themselves return to their original neutral positions. In this state, when it is desired to slightly increase or decrease the forward speed or reverse speed, the trunnion shaft 14 rotates in the speed increasing direction or the speed decreasing direction by a minute angle by pressing the speed increasing switch 52 and the speed reducing switch 53.

  FIG. 6 is a control block diagram, and the configuration will be briefly described. On the input side of the controller 27, the forward position sensor 25 for detecting the amount of depression of the forward pedal 23 and the reverse direction for detecting the amount of depression of the reverse pedal 24 are provided. Position sensor 25, trunnion shaft 14 rotation sensor 36 that detects the amount of rotation of the trunnion shaft 14, cruise control SW 50 that is pressed to maintain the vehicle speed set by the forward pedal 23, and the vehicle speed set by auto-cruising is slightly A speed increasing SW 52 and a speed reducing SW 53 to be pushed when increasing / decreasing are connected to the input side of the controller 27, and the forward / reverse motor 22 is connected to the output side.

  In such a configuration, when the operator depresses the forward pedal 23, the amount of depression of the pedal is detected by the forward position sensor 25, whereby the trunnion shaft 14 is rotated in the forward (forward) direction. Since the rotation amount of the trunnion shaft 14 is detected by the trunnion shaft 14 rotation sensor 36, the rotation of the forward / reverse rotation motor 22 is stopped when the set angle is reached. Normally, the work is performed in this state, but the auto-cruise switch 50 is pushed when performing constant speed running. Then, since the control command for the forward / reverse motor 22 is cut at that time, the motor 22 stops at that position, and the forward pedal 23 returns to the neutral position, but the trunnion shaft 14 is at the set position. The aircraft will stop and the forward speed of the aircraft will be kept constant.

  Then, when the load on the work machine side increases during work and it is desired to slightly reduce the vehicle speed, the deceleration switch 53 is pressed. When the deceleration switch 53 is pressed, the trunnion shaft 14 is returned to the reverse (reverse) direction, and the traveling speed of the aircraft is slightly decelerated with respect to the set vehicle speed so far.

On the contrary, when it is desired to increase the vehicle speed of the fuselage, the acceleration switch 52 is pushed. In this case, contrary to the previous case, the trunnion shaft 14 is rotated in the forward (forward) direction, and the vehicle speed is increased.
As described above, in this embodiment, although the feedback control is not complete, the vehicle speed can be slightly adjusted by pressing the speed increasing switch 52 or the speed reducing switch 53 only when the operator wants to intentionally increase or decrease the vehicle speed. Therefore, not only the response speed is high, but also the structure is simple and inexpensive.

In the flowchart of FIG. 7, the acceleration / deceleration switches 52 and 53 themselves are eliminated, and the forward pedal 23 and the reverse pedal 24 have the function.
That is, while the forward pedal 23 is depressed, the automatic cruise switch 50 is pressed to cut the control output to the forward / reverse motor 22 and the forward speed is fixed as in the case described above. Is different in that the speed increasing switch 52 and the reverse pedal 24 function as the speed reducing switch 53.

  When the forward pedal 23 is depressed while the vehicle is traveling forward with auto cruise set, the vehicle speed is slightly increased to a new forward vehicle speed. Conversely, when the reverse pedal 24 is depressed, the speed is reduced. It has become. In this embodiment, since the forward speed 23 and the reverse speed pedal 24 originally provided in the transport vehicle are used to decelerate the vehicle speed set by auto-cruising by stepping on these, the extra speed is reduced. There is a merit that a simple switch is not necessary, and since all can be operated with the foot, there is a feature that it can respond to the acceleration / deceleration adjustment instantly. FIG. 8 also has the same configuration as that of FIG. 7, and is set when the forward pedal 23 or the reverse pedal 24 is depressed during the setting of auto-cruise and the depression time is equal to or longer than a predetermined time (in this example, 1 second). The vehicle speed is increased by approximately 1 km / h, and when the reverse pedal 24 is depressed, the speed is decreased by approximately 1 km / h.

  The vehicle speed once set may be electrically or mechanically linked so as to be released when the brake pedal 55 is depressed, the clutch pedal 56 is depressed, or the auxiliary transmission operation lever 12 is switched to the high speed side. In many cases, such a configuration can avoid the danger that the operator forgets that the auto-cruise is operating and causes an accident.

  In addition to the auto cruise switch 50, a memory switch (not shown) that enables the previous setting may be provided, and by providing this memory switch, the vehicle speed that was previously used during the auto cruise setting is selected again. can do. The flowchart of FIG. 9 explains the flow. By pushing the memory switch, the forward / reverse motor 22 is driven to the position of the trunnion shaft 14 that has been fixed and maintained last time, and is fixed at that position. This is convenient when the mowing operation using auto cruise is interrupted and the operation is started again. Since the work speed does not change before and after the work is interrupted, there is no problem that the cuts are changed.

Finally, an improved mechanism for returning the pedal shown in FIGS. 10 and 11 will be described.
Generally, when the foot is released from the forward pedal 23 or the reverse pedal 24, the neutral return mechanism provided in the hydraulic continuously variable transmission 10 is operated, and the pedals 23, 24 are suddenly returned to the neutral position (stop position). However, this return method varies greatly depending on the shift position of the auxiliary transmission 11.

  The first and second gears with a large reduction ratio are more rapid than the third gear running at a relatively high speed, and the return is quicker. Therefore, as a mechanism for solving this problem, the vehicle speed is reduced as the reduction ratio is larger, that is, the reverse rotation output to the forward / reverse rotation motor 22 is delayed.

  As shown in FIG. 10, the second speed and the first speed are pulse waveforms with respect to the continuous speed of the third speed, and the pulse width of the first speed is made finer than that of the second speed. The speed reduction at the 3rd speed of the sub-shift is less shocking as long as the vehicle can run by inertia even if it is decelerated at once, and in the case of 2nd speed and 1st speed, the operator feels like picking forward. Therefore, the reverse rotation output by the forward / reverse rotation motor 22 is delayed. Since deceleration is performed gradually when the foot is released from the forward pedal 23, there is no danger of the aircraft suddenly stopping, smooth deceleration is performed, and fuel efficiency is improved.

  FIG. 11 shows an example in which control is performed by changing the pulse width at the time of start and reverse. When the sub-transmission device is at the first speed at the start, the forward / reverse motor 22 is rotated forward by pulse control, and the motor is rotated with continuous output at the second and third speeds. During reverse travel, the first and second gears were pulse controlled, and only the third gear was continuously output. By controlling in this way, the vehicle can start smoothly at the time of forward movement and reverse movement, and the shock at the time of deceleration can be reduced.

It is a side view of a passenger transport vehicle. It is a side view of a forward / reverse pedal operation unit. It is an enlarged side view of a forward / reverse rotation motor mounting portion. It is an enlarged plan view of a forward / reverse rotation motor mounting portion. It is a top view of a switch operation part. It is a control block diagram. It is a control flowchart. It is a control flowchart. It is a control flowchart. It is operation | movement explanatory drawing which shows the relationship between a pulse waveform and a motor control output. It is operation | movement explanatory drawing which shows the relationship between a pulse waveform and a motor control output.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Transport vehicle 2 Front wheel 3 Rear wheel 5 Cockpit 8 Engine 9 Mission case 10 Hydraulic continuously variable transmission 14 Trunnion shaft 22 Forward / reverse motor 23 Forward pedal 24 Reverse pedal 25 Position sensor 27 Controller 36 Trunnion shaft rotation sensor 50 Auto cruise Switch 52 Increase switch 53 Deceleration switch

Claims (4)

When the hydraulic continuously variable transmission 10 is provided and the forward pedal 23 or the reverse pedal 24 is depressed, the forward / reverse motor 22 is driven according to the depression amount, and the forward / reverse motor 22 drives the hydraulic continuously variable transmission 10. An automatic cruise apparatus for a moving vehicle, characterized in that a fixing means for fixing the rotation position of the trunnion shaft 14 is provided in the moving vehicle configured to rotate the trunnion shaft 14 in the forward rotation direction or the reverse rotation direction. . The auto-cruise device for a moving vehicle according to claim 1, wherein switch mechanisms (52, 53) are provided for minutely increasing or decreasing rotational speed with respect to the trunnion shaft (14) fixed by the fixing means. When the hydraulic continuously variable transmission 10 is provided and the forward pedal 23 or the reverse pedal 24 is depressed, the forward / reverse motor 22 is driven according to the depression amount, and the forward / reverse motor 22 drives the hydraulic continuously variable transmission 10. The trunnion shaft 14 includes a fixing means for fixing the rotational position of the trunnion shaft 14 and a releasing means for releasing the fixed state. An automatic cruise device for a moving vehicle. 4. The moving vehicle according to claim 3, wherein the release means is constituted by a brake pedal 55 or a clutch pedal 56, and the release means is activated by a depression operation of the brake pedal 55 or the clutch pedal 56. Auto cruise equipment.

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