JPS62278366A - Speed control system for hydraulic pressure driven vehicle provided with gear type transmission - Google Patents
Speed control system for hydraulic pressure driven vehicle provided with gear type transmissionInfo
- Publication number
- JPS62278366A JPS62278366A JP61120162A JP12016286A JPS62278366A JP S62278366 A JPS62278366 A JP S62278366A JP 61120162 A JP61120162 A JP 61120162A JP 12016286 A JP12016286 A JP 12016286A JP S62278366 A JPS62278366 A JP S62278366A
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- output
- controller
- rotation speed
- 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.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 36
- 238000000034 method Methods 0.000 claims description 3
- 238000006073 displacement reaction Methods 0.000 abstract description 12
- 230000007935 neutral effect Effects 0.000 abstract description 2
- 230000035939 shock Effects 0.000 abstract description 2
- 230000000694 effects Effects 0.000 description 2
- 230000020169 heat generation Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Landscapes
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
- Operation Control Of Excavators (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
【発明の詳細な説明】
3、発明の詳細な説明
(産業上の利用分野)
この発明は油圧駆動変速機と歯車変速機とから成る変速
機において、歯車変速機を変速する際の油圧駆動変速機
(H,S、T)と歯車変速機の制御方式に関するもので
ある。[Detailed Description of the Invention] 3. Detailed Description of the Invention (Field of Industrial Application) This invention relates to a transmission consisting of a hydraulically driven transmission and a gear transmission. This relates to the control system of the machine (H, S, T) and gear transmission.
(従来の技術)
従来この種の変速機としては第3図に示すようなものが
ある。すなわち図においてAは油圧駆動変速機、Bは歯
車変速機、Cはコントローラ、Dは高速低速切換スイッ
チ、Eはエンジンである。しかして油圧駆動変速機Aは
可変容量ポンプa、可変容量モータbを連けいするH3
Tメイン回路mを有し、かつ短絡パルプd及びロードセ
ンシングシステムeを備えている。歯車変速aBは高速
ギヤf、低速ギヤgを有し。(Prior Art) A conventional transmission of this type is shown in FIG. 3. That is, in the figure, A is a hydraulic drive transmission, B is a gear transmission, C is a controller, D is a high/low speed changeover switch, and E is an engine. Therefore, the hydraulic drive transmission A is an H3 that connects a variable displacement pump a and a variable displacement motor b.
It has a T main circuit m, and is equipped with a short circuit pulp d and a load sensing system e. Gear transmission aB has a high speed gear f and a low speed gear g.
hはクラッチ圧切換制御弁である。h is a clutch pressure switching control valve.
いま高速、低速切換スイッチDを低速より高速に切換え
ると、コントローラCからの指令ニより短絡バルブdが
作動(ON) して、H,S、Tメイン回路mは短絡す
る。そしてこの短絡している間に歯車変速機Bは低速ク
ラッチがフリーになり、高速クラッチが係合する。この
高速クラッチが係合して後に短、絡バルブdはOFFと
なって、油圧駆動変速機Aのメイン回路mに圧力が発生
し、この圧力によって可変容量モータbの吐出量が自動
的にセットされ、つまり負荷に見合ったモータの吐出量
となるものである。When the high speed/low speed changeover switch D is changed from low speed to high speed, the short circuit valve d is activated (ON) in response to a command from the controller C, and the H, S, and T main circuits m are short circuited. During this short circuit, the low speed clutch of the gear transmission B becomes free and the high speed clutch is engaged. After this high-speed clutch is engaged, the short circuit valve d is turned OFF, and pressure is generated in the main circuit m of the hydraulic drive transmission A, and this pressure automatically sets the discharge amount of the variable displacement motor b. In other words, the discharge amount of the motor is commensurate with the load.
(発明が解決しようとする問題点)
上記のような従来装置においては、クラッチ係合時にク
ラッチ入力側とクラッチ出力側に相対回転数の差がある
ので、クラッチ係合時にクラッチが発熱したり、油圧駆
動変速機やエンジンがオーバーランしやすく、またクラ
ッチ係合の前後で車速が不連続となり、これがショック
として運転者に伝わり運転者に不快感を与えるなどの不
具合を有する。(Problems to be Solved by the Invention) In the conventional device as described above, since there is a difference in relative rotational speed between the clutch input side and the clutch output side when the clutch is engaged, the clutch may generate heat when the clutch is engaged. The hydraulic drive transmission and engine tend to overrun, and the vehicle speed becomes discontinuous before and after the clutch is engaged, which is transmitted to the driver as a shock and causes discomfort to the driver.
(問題点を解決するための手段及び作用)この発明は上
記問題点に鑑みなされたものであって、油圧駆動変速機
と歯車変速機からなる変速機において、油圧駆動変速機
のポンプ用サーボバルブとモータ用サーボバルブとコン
トローラの間に電気油圧制御弁を設け、コントローラと
歯車変速機の間には電磁方向制御弁を設け。(Means and effects for solving the problems) The present invention has been made in view of the above problems, and provides a servo valve for a pump of the hydraulically driven transmission in a transmission consisting of a hydraulically driven transmission and a gear transmission. An electrohydraulic control valve is installed between the motor servo valve and the controller, and an electromagnetic directional control valve is installed between the controller and the gear transmission.
さらにモータ出力回転数検出器とトランスミッション出
力軸回転数検出器とをそれぞれ設け。Furthermore, a motor output rotation speed detector and a transmission output shaft rotation speed detector are provided.
歯車変速機を変速する際にクラッチ係合前にクラッチを
切った状態でクラッチ入力側回転数と出力側回転数を一
致させて3 クラッチ係合時の発熱を防ぎエンジンのオ
ーバーランを阻止するようにしたものである。When shifting a gear transmission, the clutch is disengaged before the clutch is engaged, and the clutch input and output revolutions are matched to prevent heat generation when the clutch is engaged and to prevent engine overrun. This is what I did.
(実施例)
つぎにこの発明の実施例を図面に基づいて説明する。第
1図はその構成の概要を図解的に示したもので、1は可
変容量ポンプ、2はポンプ用サーボバルブであってコン
トロールされる油圧に比例してポンプ吐出量は増加する
ようになっている。3はモータ用サーボバルブであり。(Example) Next, an example of the present invention will be described based on the drawings. Figure 1 schematically shows the outline of its configuration. 1 is a variable displacement pump, 2 is a servo valve for the pump, and the pump discharge amount increases in proportion to the controlled oil pressure. There is. 3 is a servo valve for the motor.
コントロール油圧が大きくなると可変容量モータ4の吐
出量は減少する。5は電気油圧制御弁で下流の油圧を電
流に比例した圧力にコントロールする減圧バルブである
。6はモータ出力回転数検出器、7はトランスミッショ
ン出力軸回転数検出器である。8は高速段用ピストン、
9は低速段用ピストンを示す。10は電磁方向制御弁、
11は歯車ポンプ、12はクラッチ圧力調圧バルブであ
る。13はコントローラ、14は高(H)低(L)前(
F)後(R)進切換スイッチ、15は電源を示す。なお
N、は可変容量モーフ出力回転数、Noはトランスミッ
ション出力回転数である。As the control oil pressure increases, the discharge amount of the variable displacement motor 4 decreases. 5 is an electrohydraulic control valve, which is a pressure reducing valve that controls the downstream hydraulic pressure to a pressure proportional to the current. 6 is a motor output rotation speed detector, and 7 is a transmission output shaft rotation speed detector. 8 is a high-speed stage piston,
9 indicates a low speed piston. 10 is an electromagnetic directional control valve;
11 is a gear pump, and 12 is a clutch pressure regulating valve. 13 is the controller, 14 is the high (H) low (L) front (
F) Rear (R) forward changeover switch, 15 indicates a power source. Note that N is the variable capacity morph output rotation speed, and No is the transmission output rotation speed.
いま(1)クラッチ同期作用について述べると。Now let's talk about (1) clutch synchronization.
切換スイッチ14を運転手が操作すると、コントローラ
13の端子への印加電圧が変化し、コントローラ13は
変速指令を判別する。そして増速シフト或いはオーバー
ランの可能性のない減速シフトの場合には、コントロー
ラ13は電磁方向制御弁10をニュートラル(N)にし
その結果全クラッチは空転する。そして回転数検出器6
,7の信号によってコントローラ13はクラッチ人。When the driver operates the changeover switch 14, the voltage applied to the terminals of the controller 13 changes, and the controller 13 determines a speed change command. In the case of a speed increase shift or a deceleration shift without the possibility of overrun, the controller 13 sets the electromagnetic directional control valve 10 to neutral (N), so that all the clutches idle. and rotation speed detector 6
, 7, the controller 13 is activated.
出力の回転数差(相対回転数)を算出し、この相対回転
数に差がある場合には、電気油圧制御バルブ5を介し、
可変容量ポンプ1及び可変容量モータ4の吐出量を変化
させ、クラッチの人。Calculate the output rotation speed difference (relative rotation speed), and if there is a difference in the relative rotation speed,
A clutch person changes the discharge amount of the variable displacement pump 1 and the variable displacement motor 4.
出力回転数が一致した瞬間に切換スイッチ14の指令に
従って電磁方向制御弁10を作動させる。The electromagnetic directional control valve 10 is activated in accordance with the command from the changeover switch 14 at the moment when the output rotational speeds match.
このようにしてクラッチ保合前にクラ、ソチ入力側回転
数と出力側回転数を一致させクラッチ同期作用が行なわ
れる。In this way, before the clutch is engaged, the clutch synchronization action is performed by matching the input side rotational speed with the output side rotational speed.
つぎに(2)オーバーラン防止作用について説明すると
、切換スイッチ14の変速指令をコントローラ13で判
別し、変速指令が減速指令の場合回転数検出器7により
歯車変速機出力回転数を検出する。そして回転数とギヤ
比によってコントローラ13は油圧駆動変速機のオーバ
ーランの可能性を判定し、オーバーランの可能性のある
場合は、電気油圧制御バルブ5を制御し、可変容量ポン
プlと可変容量モータ4の吐出量を制御し、油圧駆動変
速機のオーバーラン限界以下に車両を減速する。コント
ローラ13は回転数検出器7によってオーバーランしな
いことを確認して(1)に述べたクラッチ同期作用を行
う。Next, (2) overrun prevention function will be described. The controller 13 determines the shift command of the changeover switch 14, and when the shift command is a deceleration command, the rotation speed detector 7 detects the output rotation speed of the gear transmission. Based on the rotation speed and gear ratio, the controller 13 determines the possibility of overrun of the hydraulic drive transmission, and if there is a possibility of overrun, controls the electro-hydraulic control valve 5, and controls the variable displacement pump l and the variable displacement The discharge amount of the motor 4 is controlled to decelerate the vehicle to below the overrun limit of the hydraulic drive transmission. The controller 13 performs the clutch synchronization action described in (1) after confirming that there is no overrun using the rotation speed detector 7.
以上に述べたこの発明のコントロール方式のシステム作
動のフローチャートを第2図に示した。FIG. 2 shows a flowchart of the system operation of the control method of the present invention described above.
上述のようにこの発明の実施例のものでは。As mentioned above, in the embodiment of this invention.
クラッチ係合前に、クラッチを切った状態でクラッチ入
力側回転数、出力側回転数を一致させるので、クラッチ
係合時りラッチ入力側、出力側に相対回転がないため、
クラッチのすべりや油圧駆動変速機内のメイン回路のリ
リーフ等熱発生を伴うことがない。Before engaging the clutch, the clutch input side rotation speed and output side rotation speed are made to match with the clutch disengaged, so there is no relative rotation between the latch input side and output side when the clutch is engaged.
There is no generation of heat such as clutch slippage or relief of the main circuit in the hydraulically driven transmission.
(発明の効果) この発明は以上詳述したようにして成るので。(Effect of the invention) This invention is constructed as described above in detail.
歯車変速機を変速する際にクラッチ係合前にクラッチ入
力側回転数と出力側回転数を一致させることができるの
で、従来のようにクラッチ入出力側の相対回転数の差が
あることによって生じるクラッチ係合時のクラッチの発
熱が防止できると共に、クラッチ係合前後で車速か不連
続となって運転者に不快感を与えるようなことが全く解
消される。When shifting a gear transmission, it is possible to match the clutch input side rotation speed and output side rotation speed before clutch engagement, so it is possible to eliminate the problem caused by the difference in relative rotation speed between the clutch input and output sides as in the past. Heat generation of the clutch when the clutch is engaged can be prevented, and discontinuity in vehicle speed before and after the clutch engagement, which causes discomfort to the driver, can be completely eliminated.
また減速方向変速時オーバーランの可能性を判定し、オ
ーバーラン可能性がある場合は予め車速を自動的にオー
バーラン限界まで減速するようにしたことによって、従
来のもののように油圧駆動変速機のオーバーランの発生
が完全に阻止できる。In addition, by determining the possibility of overrun when shifting in the deceleration direction, and if there is a possibility of overrun, the vehicle speed is automatically reduced to the overrun limit in advance. The occurrence of overrun can be completely prevented.
第1図はこの発明の実施例の要部を図解的に示した概略
図、第2図はこの方式によるシステム作動のフローチャ
ート、第3図は従来装置である。
1・・・可変容量ポンプ。
2・・・ポンプ用サーボバルブ。
3・・・モータ用サーボバルブ。
4・・・可変容量モータ。
5・・・電気油圧制御バルブ。
6・・・モータ出力回転数検出器。
7・・・トランスミッション出力軸回転数検出器。
8・・・高速段用ピストン。
9・・・低速段用ピストン。
10・・・電磁方向制御弁、13・・・コントローラ。
14・・・高低前後進切換スイッチ。FIG. 1 is a schematic diagram illustrating the main parts of an embodiment of the present invention, FIG. 2 is a flowchart of system operation according to this method, and FIG. 3 is a conventional device. 1...Variable displacement pump. 2...Servo valve for pump. 3... Servo valve for motor. 4...Variable capacity motor. 5...Electro-hydraulic control valve. 6...Motor output rotation speed detector. 7...Transmission output shaft rotation speed detector. 8... Piston for high speed stage. 9...low speed piston. 10... Solenoid directional control valve, 13... Controller. 14...High/low forward/backward changeover switch.
Claims (1)
ーボバルブとコントローラとの間に電気油圧制御弁を設
け、歯車変速機とコントローラとの間には電磁方向制御
弁を設け、歯車変速機の入力側を検出するモータ出力回
転数検出器と歯車変速機の出力側を検出するトランスミ
ッション出力軸の回転数検出器とをそれぞれ設け、歯車
変速機を変速する際、クラッチ係合前に入力側回転数と
出力側回転数とを一致させるようにしたことを特徴とす
る、歯車変速機付油圧駆動車の速度制御方式。An electro-hydraulic control valve is provided between the pump servo valve and motor servo valve of the hydraulic drive transmission and the controller, and an electromagnetic directional control valve is provided between the gear transmission and the controller, and the input side of the gear transmission A motor output rotation speed detector that detects the output side of the gear transmission and a transmission output shaft rotation speed detector that detects the output side of the gear transmission are provided respectively. A speed control method for a hydraulically driven vehicle with a gear transmission, characterized in that the rotation speed on the output side is made to match the rotation speed on the output side.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP61120162A JPS62278366A (en) | 1986-05-27 | 1986-05-27 | Speed control system for hydraulic pressure driven vehicle provided with gear type transmission |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP61120162A JPS62278366A (en) | 1986-05-27 | 1986-05-27 | Speed control system for hydraulic pressure driven vehicle provided with gear type transmission |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS62278366A true JPS62278366A (en) | 1987-12-03 |
Family
ID=14779484
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP61120162A Pending JPS62278366A (en) | 1986-05-27 | 1986-05-27 | Speed control system for hydraulic pressure driven vehicle provided with gear type transmission |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS62278366A (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH028553A (en) * | 1988-03-08 | 1990-01-12 | Hydromatik Gmbh | Automatic drive for machine and car |
JPH0287164U (en) * | 1988-12-23 | 1990-07-10 | ||
WO1995004233A1 (en) * | 1993-07-31 | 1995-02-09 | Gebr. Holder Gmbh & Co. | Vehicle with automatic mechanical transmission |
EP0752545A2 (en) * | 1995-07-03 | 1997-01-08 | Brueninghaus Hydromatik Gmbh | Hydrostatic drive with power shift gearing added downstream |
JP2002089688A (en) * | 2000-09-19 | 2002-03-27 | Toyota Motor Corp | Drive control device for vehicle |
JP2002139148A (en) * | 2000-11-06 | 2002-05-17 | Yanmar Agricult Equip Co Ltd | Hst swash plate control mechanism for working vehicle |
EP1806522A3 (en) * | 2005-11-04 | 2009-07-01 | LAVERDA S.p.A. | Mechanical/Hydrostatic drive with electronic control for agricultural vehicles and tractors |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS56127843A (en) * | 1980-03-10 | 1981-10-06 | Komatsu Ltd | Automatic synchronizing device of direct transmission |
-
1986
- 1986-05-27 JP JP61120162A patent/JPS62278366A/en active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS56127843A (en) * | 1980-03-10 | 1981-10-06 | Komatsu Ltd | Automatic synchronizing device of direct transmission |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH028553A (en) * | 1988-03-08 | 1990-01-12 | Hydromatik Gmbh | Automatic drive for machine and car |
JPH0287164U (en) * | 1988-12-23 | 1990-07-10 | ||
WO1995004233A1 (en) * | 1993-07-31 | 1995-02-09 | Gebr. Holder Gmbh & Co. | Vehicle with automatic mechanical transmission |
EP0752545A2 (en) * | 1995-07-03 | 1997-01-08 | Brueninghaus Hydromatik Gmbh | Hydrostatic drive with power shift gearing added downstream |
EP0752545A3 (en) * | 1995-07-03 | 2000-06-14 | Brueninghaus Hydromatik Gmbh | Hydrostatic drive with power shift gearing added downstream |
JP2002089688A (en) * | 2000-09-19 | 2002-03-27 | Toyota Motor Corp | Drive control device for vehicle |
JP2002139148A (en) * | 2000-11-06 | 2002-05-17 | Yanmar Agricult Equip Co Ltd | Hst swash plate control mechanism for working vehicle |
JP4521108B2 (en) * | 2000-11-06 | 2010-08-11 | ヤンマー株式会社 | HST swash plate control mechanism of work vehicle |
EP1806522A3 (en) * | 2005-11-04 | 2009-07-01 | LAVERDA S.p.A. | Mechanical/Hydrostatic drive with electronic control for agricultural vehicles and tractors |
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