JP7026484B2 - Landing availability judgment device and amphibious vehicle - Google Patents

Description

The present disclosure relates to an amphibious vehicle provided with an amphibious vehicle landing availability determination device, an amphibious vehicle landing availability determination method, and a landing availability determination device.

Amphibious vehicles that can move on water and on land are in the land-running mode, which is a state in which only the tracks are driven to run on land, and the amphibious vehicle, which is in a state in which only the propulsion unit is driven to navigate on water. It is known that the engine is operated based on one of the operation modes of the mode and the landing mode in which both the track and the propulsion device are driven to land on land from the water.

Patent Document 1 discloses a technique for not causing a torque response delay of an engine even if the torque required for the engine fluctuates greatly when the engine is operated based on the landing mode in an amphibious vehicle. ing.

Japanese Unexamined Patent Publication No. 2015-21419

By the way, when the engine is operated based on the landing mode, both the track and the propulsion unit are driven, so that the load applied to the engine is larger than that in the other modes. As a result, the exhaust temperature of the exhaust discharged from the engine becomes high, and this exhaust causes engine malfunction (damage to the turbocharger, gas leakage due to thermal deformation of the exhaust pipe and cylinder head, and reduction of the fatigue life of the cylinder head. Etc.) may occur. In addition, if the engine is operated by lowering the exhaust temperature so that the above-mentioned problems do not occur, sufficient torque is not output for the amphibious vehicle to land from the water to the land, and the amphibious vehicle moves from the water to the land. There is a risk that it will not be able to land.

At least some embodiments of the present invention have been made in view of the above-mentioned fears, and prevent the occurrence of engine malfunction due to the exhaust temperature of the exhaust being too high when the amphibious vehicle lands from the water to the land. The purpose of the present invention is to provide an amphibious vehicle landing availability determination device capable of determining the landing availability of an amphibious vehicle in consideration, a landing availability determination method for an amphibious vehicle, and an amphibious vehicle equipped with this landing availability determination device. do.

(1) The landing possibility determination device for an amphibious vehicle according to at least one embodiment of the present invention is the maximum injection amount of fuel injected into the engine when the amphibious vehicle lands from the water to the land, and is the engine. The determined maximum injection amount calculation unit that calculates the determined maximum injection amount, which is the maximum injection amount at which the exhaust temperature of the exhaust discharged from the engine is less than the predetermined set temperature, and the fuel having the determined maximum injection amount to the engine. It is provided with a maximum landing angle calculation unit for calculating the maximum landing angle at which the amphibious vehicle can land from the water to the land when the fuel is injected.

According to the configuration of (1) above, the determined maximum injection amount calculation unit is the maximum injection amount of fuel injected into the engine when the amphibious vehicle lands on land from the water, and is the exhaust gas discharged from the engine. The determined maximum injection amount, which is the maximum injection amount at which the exhaust temperature of the above is less than a predetermined set temperature, is calculated. The maximum landing angle calculation unit calculates the maximum landing angle at which an amphibious vehicle can land from the water to the land when the engine is injected with the determined maximum injection amount of fuel. Therefore, if the amphibious vehicle lands on land at a maximum landing angle or less from the water, it is possible to prevent engine malfunction due to the exhaust temperature of the exhaust being too high. In addition, for example, if the maximum landing angle is displayed for notification, whether or not the occupant can land based on the notified maximum landing angle is actually landed, such as before the amphibious vehicle touches the land. It can be determined before starting. Therefore, it is possible to prevent a situation in which the landing has started but the landing fails, and it is possible to ensure the landing.

(2) In some embodiments, in the configuration described in (1) above, the real angle acquisition means for acquiring the actual landing angle at which the amphibious vehicle lands and the landing actual acquired by the actual angle acquisition means. A determination unit for determining whether or not the amphibious vehicle can land is further provided, based on a comparison between the angle and the maximum landing angle calculated by the maximum landing angle calculation unit.

According to the configuration of (2) above, the determination unit can land an amphibious vehicle based on the comparison between the actual landing angle acquired by the actual angle acquisition means and the maximum landing angle calculated by the maximum landing angle calculation unit. Determine if it exists. Therefore, for example, the occurrence of engine failure is prevented as compared with the case where an occupant in an amphibious vehicle visually estimates the actual landing angle and compares the estimated actual landing angle with the maximum landing angle. It is possible to determine whether or not an amphibious vehicle can be landed with high accuracy in consideration of the above.

(3) In some embodiments, in the configuration described in (1) or (2) above, the maximum landing angle calculation unit performs a correction based on the weight of the load loaded on the amphibious vehicle. Then, the maximum landing angle is calculated.

The maximum landing angle varies depending on the weight of the load loaded on the amphibious vehicle. For example, the maximum landing angle decreases as the weight of the load increases. According to the configuration of (3) above, the maximum landing angle calculation unit performs a correction based on the weight of the load to calculate the maximum landing angle, so that the maximum landing without performing the correction based on the weight of the load is performed. Compared with the case of calculating the angle, it is possible to calculate the maximum landing angle with higher accuracy.

(4) In some embodiments, in the configuration according to any one of (1) to (3) above, the determined maximum injection amount calculation unit is introduced into the engine speed of the engine and the engine. The determined maximum injection amount is calculated based on at least one of the pressure loss of the intake air, the outside temperature of the amphibious vehicle, and the outside air pressure of the amphibious vehicle.

According to the configuration of (4) above, the determined maximum injection amount calculation unit calculates the determined maximum injection amount based on the engine speed and at least one of the pressure loss, the outside air temperature, and the outside air pressure. This makes it possible to calculate the determined maximum injection amount according to the engine operating conditions such as pressure loss, outside air temperature, and outside air pressure. For example, the determined maximum injection amount calculation unit can calculate the determined maximum injection amount when the outside air temperature is 25 degrees and the determined maximum injection amount when the outside air temperature is 40 degrees.

(5) In some embodiments, in the configuration described in (4) above, the determined maximum injection amount calculation unit is a standard pressure loss of the intake air introduced into the engine, a standard of the amphibious vehicle. A standard maximum injection amount calculation unit that calculates the standard maximum injection amount under standard conditions including at least one of the standard outside temperature and the standard outside pressure of the amphibious vehicle based on the engine speed of the engine. Estimated based on the maximum torque calculation unit that calculates the maximum torque based on the standard maximum injection amount and the engine speed, and at least one of the maximum torque, the pressure loss, the outside temperature, and the outside pressure. An exhaust temperature estimation unit that estimates the exhaust temperature, an exhaust temperature determination unit that determines whether the estimated exhaust temperature is lower than the set temperature, and the standard maximum when the estimated exhaust temperature is lower than the set temperature. The injection amount is determined as the determined maximum injection amount, and when the estimated exhaust temperature is equal to or higher than the set temperature, the corrected standard maximum injection amount corrected for the standard maximum injection amount is used as the determined maximum injection amount. Includes a maximum injection amount determination unit to be determined.

Standard conditions are engine operating conditions during engine operation that are optionally defined as standard and include at least one of standard pressure drop, standard outside air temperature, or standard outside air pressure. These standard pressure losses, standard outside air temperatures, or standard outside air pressures are values or ranges of outside air temperature, outside air pressure, and intake pressure loss arbitrarily defined as standard.

According to the configuration of (5) above, the maximum torque is calculated based on the standard maximum injection amount under the standard conditions that can be calculated based on the engine speed and the engine speed, and the maximum torque, the pressure loss, and the outside are calculated. The estimated exhaust temperature is estimated based on the temperature or at least one of the external pressures. If the estimated exhaust temperature is less than the set temperature, the standard maximum injection amount is determined as the determined maximum injection amount. On the other hand, when the estimated exhaust temperature is equal to or higher than the set temperature, the maximum injection amount determination unit determines the corrected standard maximum injection amount corrected as the standard maximum injection amount as the determination maximum injection amount. This is to calculate the determined maximum injection amount, which is the maximum injection amount of fuel injected into the engine when the amphibious vehicle lands from the water to the land, which is the maximum injection amount at which the exhaust temperature is less than the set temperature. Can be done.

(6) In some embodiments, in the configuration described in (5) above, the maximum injection amount determining unit has a pressure loss correction coefficient determined by the pressure loss and an outside temperature correction determined by the outside temperature. After the correction, based on the correction coefficient calculation unit that calculates the coefficient and the correction coefficient including at least one of the external pressure correction coefficients determined by the external pressure, the standard maximum injection amount, and the correction coefficient. It has a standard maximum injection amount correction unit for calculating the standard maximum injection amount.

According to the configuration of (6) above, when the estimated exhaust temperature is equal to or higher than the set temperature, the value of the standard maximum injection amount can be corrected so that the estimated exhaust temperature is lower than the set temperature. The coefficient is calculated based on at least one of pressure loss, outside temperature, and outside air pressure. By correcting the standard maximum injection amount with such a correction coefficient, it is possible to easily calculate the maximum injection amount (determined maximum injection amount) so that the actual exhaust temperature generated at the time of landing is less than the set temperature.

(7) In some embodiments, in the configuration described in (6) above, the correction coefficient calculation unit has at least two of the pressure loss correction coefficient, the outside air temperature correction coefficient, and the outside pressure correction coefficient. The smallest minimum correction coefficient is calculated, and the standard maximum injection amount correction unit calculates the corrected standard maximum injection amount based on the standard maximum injection amount and the minimum correction coefficient.

According to the configuration of (7) above, when at least two or more correction coefficients are calculated, the corrected standard maximum injection amount is calculated based on the minimum correction coefficient, which is the smallest correction coefficient, and the standard maximum injection amount. calculate. That is, the standard maximum injection amount correction unit calculates the corrected standard maximum injection amount at which the exhaust temperature becomes the lowest. Therefore, it is possible to more reliably prevent engine malfunction caused by the exhaust temperature of the exhaust becoming too high.

(8) In some embodiments, in the configuration described in (6) or (7) above, the maximum injection amount determining unit is a correction coefficient correction unit that corrects the correction coefficient according to the engine speed. Including,
The standard maximum injection amount is corrected by the corrected correction coefficient corrected by the correction coefficient correction unit.

According to the configuration of (8) above, the correction coefficient is corrected according to the engine speed. In this way, by using the correction coefficient according to the engine speed, it is possible to more reliably prevent the engine malfunction caused by the exhaust temperature of the exhaust becoming too high.

(9) In some embodiments, the amphibious vehicle is the amphibious vehicle landing availability determination device according to any one of (1) to (8) above, and the amphibious vehicle landing availability determination device. Is the maximum injection amount of fuel injected into the engine when the amphibious vehicle lands on land from the water, and the exhaust temperature of the exhaust discharged from the engine is less than a predetermined set temperature. The engine control device for controlling the engine with the determined maximum injection amount, which is the maximum injection amount, is provided.

According to the configuration of (9) above, when the amphibious vehicle lands from the water to the land, the engine control device controls the engine with the determined maximum injection amount, so that the exhaust temperature of the exhaust becomes too high. It is possible to prevent the occurrence of defects.

(10) The landing possibility determination method for an amphibious vehicle according to at least one embodiment of the present invention is the maximum injection amount of fuel injected into the engine when the amphibious vehicle lands from the water to the land, and is the engine. A determined maximum injection amount calculation step for calculating a determined maximum injection amount, which is a maximum injection amount at which the exhaust temperature of the exhaust discharged from the engine is less than a predetermined set temperature, and the fuel having the determined maximum injection amount in the engine. It is provided with a maximum landing angle calculation step for calculating the maximum landing angle at which the amphibious vehicle can land from the water to the land when the fuel is injected.

According to the method (10) above, if the amphibious vehicle lands on land where the maximum landing angle is less than the maximum landing angle from the water, it is possible to prevent engine malfunction due to the exhaust temperature of the exhaust being too high. be able to. In addition, for example, if the maximum landing angle is displayed for notification, whether or not the occupant can land based on the notified maximum landing angle is actually landed, such as before the amphibious vehicle touches the land. It can be determined before starting. Therefore, it is possible to prevent a situation in which the landing has started but the landing fails, and it is possible to ensure the landing.

(11) In some embodiments, in the method described in (10) above, the landing actual angle acquisition step for acquiring the landing actual angle at which the amphibious vehicle lands and the landing actual angle acquisition step acquired by the landing actual angle acquisition step are described. Further provided is a determination step for determining whether or not the amphibious vehicle can land based on the comparison between the actual landing angle and the maximum landing angle calculated by the maximum landing angle calculation step.

According to the method (11) above, the amphibious vehicle can land in the determination step based on the comparison between the actual landing angle acquired by the actual landing angle acquisition step and the maximum landing angle calculated by the maximum landing angle calculation step. Is determined. Therefore, for example, it is possible to make an accurate judgment as compared with the case where the occupant visually determines whether or not the amphibious vehicle can land.

According to at least one embodiment of the present invention, when an amphibious vehicle lands on land from the water, it is possible to determine whether or not the amphibious vehicle can land in consideration of preventing the occurrence of engine malfunction due to the exhaust gas temperature becoming too high. It is possible to provide an amphibious vehicle having an amphibious vehicle landing availability determination device, an amphibious vehicle landing availability determination method, and an amphibious vehicle landing availability determination device.

It is a figure which shows the mode that the amphibious vehicle to which the landing possibility determination device which concerns on one Embodiment of this invention is applied is surface navigation, land running, and landing on land. It is a figure which showed the land where the landing possibility determination device which concerns on one Embodiment of this invention makes a landing possibility determination. It is a schematic block diagram which shows schematic structure of the landing possibility determination apparatus which concerns on one Embodiment of this invention. It is a figure which shows an example of the determined maximum injection amount map. It is a figure which shows an example of a standard maximum injection amount map. It is a figure which shows an example of the maximum landing angle map. It is a figure which shows an example of the maximum torque map. It is a figure which shows an example of the estimated exhaust temperature map. It is a block diagram for demonstrating the correction coefficient calculation part and the standard maximum injection amount correction part of the maximum injection amount determination part which concerns on one Embodiment of this invention. It is a block diagram for demonstrating the correction coefficient calculation part, the standard maximum injection amount correction part, and the correction coefficient correction part of the maximum injection amount determination part which concerns on one Embodiment of this invention. It is a schematic block diagram of the engine control device of the amphibious vehicle which concerns on one Embodiment of this invention. It is a block diagram for demonstrating the landing engine control determination part of the engine control apparatus which concerns on one Embodiment of this invention. It is a flowchart of the landing possibility determination method of the amphibious vehicle which concerns on one Embodiment of this invention. It is a flowchart of the landing possibility determination method of the amphibious vehicle which concerns on one Embodiment of this invention.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of the components described as embodiments or shown in the drawings are not intended to limit the scope of the present invention to this, but are merely explanatory examples. do not have.
For example, expressions that represent relative or absolute arrangements such as "in one direction", "along a certain direction", "parallel", "orthogonal", "center", "concentric" or "coaxial" are exact. Not only does it represent such an arrangement, but it also represents a tolerance or a state of relative displacement at an angle or distance to the extent that the same function can be obtained.
Further, for example, the expression representing a shape such as a quadrangular shape or a cylindrical shape not only represents a shape such as a quadrangular shape or a cylindrical shape in a geometrically strict sense, but also has a concavo-convex portion or a concavo-convex portion within a range where the same effect can be obtained. The shape including the chamfered portion and the like shall also be represented.
On the other hand, the expressions "equipped", "equipped", "equipped", "included", or "have" one component are not exclusive expressions excluding the existence of other components.

FIG. 1A is a diagram showing a state in which an amphibious vehicle to which the landing possibility determination device according to the embodiment of the present invention is applied is surface navigation, land running, and landing on land. FIG. 1B is a diagram showing a land area where a landing possibility determination device according to an embodiment of the present invention determines landing possibility.

The landing possibility determination device for an amphibious vehicle according to an embodiment of the present invention is an amphibious vehicle 100 which is a vehicle capable of navigating on water, traveling on land, or landing on land from water. It is a device for determining whether or not the amphibious vehicle 100 can land when the amphibious vehicle 100 lands on land from the water. The amphibious vehicle 100 includes, for example, an engine 50, a propulsion unit 101, and a track 102, as shown in FIG. 1A. Such an amphibious vehicle 100 has a water navigation mode in which the propulsion unit 101 is mainly driven, a land traveling mode in which the track 102 is mainly driven, and a landing mode in which both the propulsion unit 101 and the track 102 are mainly driven. The engine 50 is configured to operate based on any of the operation modes.

The amphibious vehicle 100 detects, for example, that the occupant on the amphibious vehicle 100 presses a button, or that the distance between the amphibious vehicle 100 and the land is less than or equal to a predetermined distance, such as a sensor. By doing so, the operation of the engine 50 is configured to be switched to the landing mode. The method of switching the operation of the engine 50 to the landing mode may be a method other than the above.

FIG. 2 is a schematic configuration diagram schematically showing the configuration of the landing possibility determination device according to the embodiment of the present invention. FIG. 3A is a diagram showing an example of a determined maximum injection amount map. FIG. 4 is a diagram showing an example of a maximum landing angle map. FIG. 5 is a diagram showing an example of a maximum torque map. FIG. 6 is a diagram showing an example of an estimated exhaust temperature map. FIG. 7 is a block diagram showing a configuration of a correction coefficient calculation unit and a standard maximum injection amount correction unit of the maximum injection amount determination unit according to the embodiment of the present invention. FIG. 8 is a block diagram showing a configuration of a correction coefficient calculation unit, a standard maximum injection amount correction unit, and a correction coefficient correction unit of the maximum injection amount determination unit according to the embodiment of the present invention.

As shown in FIG. 2, the landing possibility determination device 1 includes a determination maximum injection amount calculation unit 2 and a maximum landing angle calculation unit 3. For example, the operation of the engine 50 is set to the landing mode by the method as described above. When the switch is made, the landing possibility determination of the amphibious vehicle 100 is started. In the embodiment shown in FIG. 2, the landing possibility determination device 1 further includes a storage unit 4 for storing some preset set values, a map, a table, and the like.

Further, the landing possibility determination device 1 is configured to be able to acquire some measurement results in order to know the state of the engine 50. For example, the engine speed Ne of the engine 50, the exhaust temperature T of the exhaust gas discharged from the engine 50, the pressure loss ΔP of the intake air introduced into the engine 50, and the like can be acquired. Further, the landing possibility determination device 1 is configured to be able to acquire some measurement results in order to know the environment in which the engine 50 is operated. For example, the weight W of the load loaded on the amphibious vehicle 100, the outside air temperature Ta of the amphibious vehicle 100, the outside air pressure Pa of the amphibious vehicle 100, and the like can be acquired. In this disclosure, the state of the engine 50 and the environment in which the engine 50 is operated are combined as the engine operating condition.

The determined maximum injection amount calculation unit 2 calculates the determined maximum injection amount Qmax. The determined maximum injection amount Qmax is the maximum injection amount of fuel injected into the engine 50 when the amphibious vehicle 100 lands on land, for example, after the operation of the engine 50 is switched to the landing mode. It is the maximum injection amount of the fuel injected by one injection until the operation mode (for example, the land running mode) is switched to.

Further, the determined maximum injection amount calculation unit 2 calculates the determined maximum injection amount Qmax according to the engine speed Ne when the amphibious vehicle 100 lands from the water to the land. In the embodiment shown in FIG. 2, the storage unit 4 stores the determined maximum injection amount map Map1A, which is a preset map. As shown in FIG. 3A, the determined maximum injection amount map Map1A is a map showing the relationship between the engine speed Ne and the determined maximum injection amount Qmax. Then, the determined maximum injection amount calculation unit 2 calculates the determined maximum injection amount Qmax according to the engine speed Ne with reference to the determined maximum injection amount map Map1A.

Further, in some embodiments, the determined maximum injection amount calculation unit 2 makes a landing, which is a presumed engine speed Ne when the amphibious vehicle 100 lands from the water to the land, as shown in FIG. 3A. The determined maximum injection amount Qmax'according to the assumed rotation speed Nea is calculated. The landing assumed rotation speed Nea is a preset value (for example, 2000 rpm), and is stored in advance in the storage unit 4 in the embodiment shown in FIG. A plurality of assumed landing rotation speeds Nea may be stored in the storage unit 4, such as the first estimated landing rotation speed (for example, 2000 rpm) and the second estimated landing rotation speed (for example, 1800 rpm).

Further, the determined maximum injection amount calculation unit 2 calculates the determined maximum injection amount Qmax, which is the maximum injection amount of the fuel whose exhaust temperature T of the exhaust gas discharged from the engine 50 is less than the predetermined set temperature Tc. It is composed of. The set temperature Tc is lower than the exhaust temperature T of the exhaust that causes engine malfunction (damage of the turbocharger, gas leakage due to thermal deformation of the exhaust pipe and cylinder head, reduction of the fatigue life of the cylinder head, etc.). It is a predetermined temperature. In the embodiment shown in FIG. 2, the set temperature Tc is stored in advance in the storage unit 4.

The maximum landing angle calculation unit 3 calculates the maximum landing angle θ. The maximum landing angle θ is an angle at which the amphibious vehicle 100 can land from the water to the land when the engine 50 is injected with the fuel having the determined maximum injection amount Qmax. The maximum landing angle θ is an angle comparable to the actual landing angle θr described later with reference to FIG. 1B, and is calculated so as to be in the range of, for example, 0 degrees <θ <90 degrees.

In the embodiment shown in FIG. 2, the storage unit 4 stores the maximum landing angle map Map2 which is a preset map. As shown in FIG. 4, the maximum landing angle map Map2 is a map in which the maximum landing angle θ is associated with the determined maximum injection amount Qmax and the engine speed Ne. In the illustrated embodiment, the maximum landing angle θ = θ1 is indicated by a solid line, the maximum landing angle θ = θ2 is indicated by a dotted line, the maximum landing angle θ = θ3 is indicated by a one-dot chain line, and the maximum landing angle θ = θ4 is indicated by a two-dot chain line. The magnitude relation of each maximum landing angle is θ4 <θ3 <θ2 <θ1. Further, at the same engine speed Ne, the larger the determined maximum injection amount Qmax, the larger the maximum landing angle θ. Then, the maximum landing angle calculation unit 3 calculates the maximum landing angle θ at the determined maximum injection amount Qmax with reference to the maximum landing angle map Map2 stored in the storage unit 4.

According to the configuration of the landing possibility determination device 1 according to the embodiment of the present invention, the determined maximum injection amount calculation unit 2 is injected into the engine 50 when the amphibious vehicle 100 lands from the water to the land. The determined maximum injection amount Qmax, which is the maximum injection amount of the fuel and the maximum injection amount at which the exhaust temperature T of the exhaust gas discharged from the engine 50 is less than the predetermined set temperature Tc, is calculated. The maximum landing angle calculation unit 3 calculates the maximum landing angle θ that the amphibious vehicle 100 can land from the water to the land when the engine 50 is injected with the fuel having the determined maximum injection amount Qmax.

Therefore, if the amphibious vehicle 100 lands on land where the maximum landing angle is θ or less from the water, it is possible to prevent an engine malfunction due to an excessively high exhaust gas temperature T.

Further, for example, if the notification device 107 shown in FIG. 2 notifies by displaying the maximum landing angle θ, the amphibious vehicle 100 determines whether or not the occupant can land based on the notified maximum landing angle θ. It can be determined before actually starting landing, such as before touching down on land. Therefore, it is possible to prevent a situation in which the landing has started but the landing fails, and it is possible to ensure the landing.

In some embodiments, as shown in FIG. 2, the landing possibility determination device 1 further includes an actual angle acquisition means 5 and a determination unit 6.

The actual angle acquisition means 5 is a means for acquiring the actual landing angle θr on which the amphibious vehicle 100 lands. The actual landing angle θr is measured from the captured image. As shown in FIG. 1B, the actual landing angle θr is the angle of the ground with respect to the water surface at a predetermined position on the land. The actual landing angle θr may be acquired regardless of the operation mode of the engine 50.

The actual angle acquisition means 5 may be a method other than using the camera 5A. For example, a method using a laser such as infrared rays for measuring the distance from the amphibious vehicle 100 to the land at each height from the water surface may be used. In this case, the actual landing is based on the measured distance. Estimate the angle θr. Alternatively, a method using geographic information including the actual landing angle θr at a predetermined location on the land or a method using GPS may be used. In this case, for example, the actual landing angle θr is acquired from the geographic information stored in the storage unit 4.

The determination unit 6 allows the amphibious vehicle 100 to land from a predetermined location on the land based on the comparison between the actual landing angle θr acquired by the actual angle acquisition means 5 and the maximum landing angle θ calculated by the maximum landing angle calculation unit 3. Is determined. For example, when the actual landing angle θr <maximum landing angle θ, the determination unit 6 determines that the amphibious vehicle 100 can land from a predetermined location on the land, and the actual landing angle θr ≧ maximum landing angle θ. In some cases, it is determined that the amphibious vehicle 100 cannot land.

In some embodiments, as shown in FIG. 2, a notification device 107, which is a device for notifying the occupant of the result of the determination by the determination unit 6, is provided. The notification device 107 may be a device that visually informs the occupant of the determination result by displaying the determination result on the monitor, or makes an audible determination to the occupant by sounding a determination sound such as "landing possible". It may be a device that informs the result.

According to such a configuration, the determination unit 6 determines the amphibious vehicle 100 based on the comparison between the actual landing angle θr acquired by the actual angle acquisition means 5 and the maximum landing angle θ calculated by the maximum landing angle calculation unit 3. Determines whether it is possible to land from a predetermined location on land. Therefore, for example, as compared with the case where the occupant in the amphibious vehicle 100 visually estimates the actual landing angle θr and compares the actual landing angle θr estimated by this visual inspection with the maximum landing angle θ, the engine It is possible to determine whether or not an amphibious vehicle can land with high accuracy in consideration of preventing the occurrence of defects.

In some embodiments, the maximum landing angle calculation unit 3 calculates the maximum landing angle θ by performing a correction based on the weight W of the load loaded on the amphibious vehicle 100.

In the embodiment shown in FIG. 2, the maximum landing angle calculation unit 3 acquires the weight W of the load from the weight sensor 103. The weight sensor 103 is provided on the amphibious vehicle 100 and is a device for acquiring the weight W of the load loaded on the amphibious vehicle 100. In some embodiments, the maximum landing angle calculation unit 3 may estimate the weight W of the load based on the weight information acquired by a device other than the weight sensor 103.

Then, the maximum landing angle calculation unit 3 calculates the maximum landing angle θ at the determined maximum injection amount Qmax with reference to the maximum landing angle map Map2 as described above, and sets the calculated maximum landing angle θ to, for example, the load. By multiplying the coefficient corresponding to the weight W of the load, the correction based on the weight W of the load is performed.

The maximum landing angle θ varies depending on the weight W of the load loaded on the amphibious vehicle 100. For example, the maximum landing angle θ becomes smaller as the weight W of the load increases. Therefore, according to such a configuration, the maximum landing angle calculation unit 3 performs a correction based on the weight W of the load and calculates the maximum landing angle θ, thereby making a correction based on the weight W of the load. It is possible to calculate the maximum landing angle θ with higher accuracy as compared with the case of calculating the maximum landing angle θ without executing the execution.

In some embodiments, the maximum landing angle calculation unit 3 calculates the maximum landing angle θ by performing a correction based on the position of the center of gravity of the amphibious vehicle 100. The maximum landing angle θ changes according to the position of the center of gravity of the amphibious vehicle 100. For example, if the center of gravity of the amphibious vehicle 100 is located behind the amphibious vehicle 100, the maximum landing angle θ is smaller than when the center of gravity of the amphibious vehicle 100 is located in front of the amphibious vehicle 100. Therefore, according to such a configuration, the maximum landing angle calculation unit 3 can calculate the maximum landing angle θ with higher accuracy by executing the correction based on the position of the center of gravity of the amphibious vehicle 100. ..

In some embodiments, the determined maximum injection amount calculation unit 2 determines the engine speed Ne of the engine 50, the pressure loss ΔP of the intake air introduced into the engine 50, the outside temperature Ta of the amphibious vehicle 100, and the amphibious vehicle. The determined maximum injection amount Qmax is calculated based on at least one of 100 external pressures Pa.

In the embodiment shown in FIG. 2, the determined maximum injection amount calculation unit 2 acquires the pressure loss ΔP from the pressure sensor 104. The pressure sensor 104 is a device provided in the amphibious vehicle 100 and for acquiring the pressure loss ΔP of the intake air introduced into the engine 50. In the pressure sensor 104, for example, the pressure loss ΔP due to the intake air introduced into the engine 50 passing through the air filter 128 (see FIG. 9) is the difference between the intake pressure on the upstream side and the intake pressure on the downstream side of the air filter 128. It is a device that calculates from the above, and a device that calculates the pressure loss ΔP due to the intake air passing through the intercooler 129 (see FIG. 9) from the difference between the intake pressure on the upstream side and the intake pressure on the downstream side of the intercooler 129. Further, instead of the pressure loss ΔP, the intake pressure in the intake manifold 131 (see FIG. 9) may be acquired.

In the embodiment shown in FIG. 2, the determined maximum injection amount calculation unit 2 acquires the outside air temperature Ta from the outside air temperature sensor 105. The outside air temperature sensor 105 is provided in the amphibious vehicle 100 and is a device for acquiring the outside air temperature Ta of the amphibious vehicle 100. Further, the determined maximum injection amount calculation unit 2 acquires the outside air pressure Pa from the outside air pressure sensor 106. The outside air pressure sensor 106 is provided in the amphibious vehicle 100 and is a device for acquiring the outside air pressure Pa of the amphibious vehicle 100.

As described above with reference to FIG. 3A, the determined maximum injection amount map Map1A is a map showing the relationship between the engine speed Ne and the determined maximum injection amount Qmax. Further, this determined maximum injection amount map Map1A is a map associated with at least one of the pressure loss ΔP, the outside air temperature Ta, and the outside air pressure Pa. Then, the determined maximum injection amount calculation unit 2 calculates the determined maximum injection amount Qmax according to the engine rotation speed Ne with reference to the determined maximum injection amount map Map1A.

Here, associating with at least one of the pressure loss ΔP, the outside temperature Ta, and the outside air pressure Pa means that the standard maximum injection amount Qmax1 described later and the correction coefficient K (pressure loss correction coefficient Kp, outside pressure correction coefficient Kpa) described later are associated with each other. , Outside temperature correction coefficient Kta) (see FIG. 7) to calculate the determined maximum injection amount Qmax. If the engine operating conditions do not satisfy the standard conditions in step 12 described later (step S12: No ), the standard maximum injection amount calculation step S13, the maximum torque calculation step S14, the step S15, and the corrected standard maximum injection amount calculation. The determined maximum injection amount Qmax1 is calculated by multiplying the standard maximum injection amount Qmax1 by, for example, the correction coefficient K = 1, without executing step S16.

According to such a configuration, the determined maximum injection amount calculation unit 2 determines the determined maximum injection amount Qmax based on the engine speed Ne and at least one of the pressure loss ΔP, the outside air temperature Ta, and the outside air pressure Pa. calculate. Thereby, the determined maximum injection amount Qmax can be calculated according to the engine operating conditions such as the pressure loss ΔP, the outside air temperature Ta, and the outside air pressure Pa. For example, the determined maximum injection amount calculation unit 2 can calculate the determined maximum injection amount when the outside air temperature is 25 degrees and the determined maximum injection amount when the outside air temperature is 40 degrees.

In some embodiments, as shown in FIG. 2, the determined maximum injection amount calculation unit 2 includes a standard maximum injection amount calculation unit 7, a maximum torque calculation unit 8, an exhaust temperature estimation unit 9, and an exhaust temperature determination unit. 10 and a maximum injection amount determination unit 11 are included.

The standard maximum injection amount calculation unit 7 is among the standard pressure loss ΔP of the intake air introduced into the engine 50, the standard outside temperature Ta of the amphibious vehicle 100, and the standard outside air pressure Pa of the amphibious vehicle 100. The standard maximum injection amount Qmax1 under the standard condition including at least one is calculated based on the engine speed Ne of the engine 50.

Here, the standard condition is an engine operating condition during engine operation arbitrarily defined as a standard, and is at least one of a standard pressure loss ΔP, a standard outside air temperature Ta, or a standard outside air pressure Pa. Includes one. These standard pressure loss ΔP, standard outside air temperature Ta, or standard outside air pressure Pa are values or ranges of outside air temperature, outside air pressure, and intake pressure loss arbitrarily defined as standard. .. For example, the standard pressure loss ΔP is that when there is very little dust, dirt, foreign matter, etc. adhering to the air filter 128 or intercooler 129, or when there is no foreign matter, the intake air is air filter 128 or intercooler. It is the pressure loss of the intake air when passing through 129. The standard outside air temperature Ta is, for example, an outside air temperature in the range of 20 degrees or more and less than 30 degrees. The standard external pressure Pa is, for example, atmospheric pressure (1 atm).

In the embodiment shown in FIG. 2, the storage unit 4 stores the standard maximum injection amount map Map1B, which is a preset map. As shown in FIG. 3B, the standard maximum injection amount map Map1B is a map showing the relationship between the engine speed Ne and the standard maximum injection amount Qmax1 in the standard state. Further, the standard maximum injection amount Qmax1 is the maximum injection amount of fuel injected into the engine 50 under standard conditions. The standard maximum injection amount calculation unit 7 calculates the standard maximum injection amount Qmax1 according to the engine speed Ne under the standard conditions with reference to the standard maximum injection amount map Map1B.

The maximum torque calculation unit 8 calculates the maximum torque N based on the standard maximum injection amount Qmax1. In the embodiment shown in FIG. 2, the storage unit 4 stores the maximum torque map Map 3 which is a preset map. As shown in FIG. 5, the maximum torque map Map3 is a map in which the maximum torque N is associated with the standard maximum injection amount Qmax1 and the engine speed Ne. In the illustrated embodiment, the engine speed Ne = Ne1 is shown by a solid line, the engine speed Ne = Ne2 is shown by a dotted line, the engine speed Ne = Ne3 is shown by a one-dot chain line, and the engine speed Ne = Ne4 is shown by a two-dot chain line. The magnitude relationship of each engine speed is Ne1 <Ne2 <Ne3 <Ne4. Further, at the same engine speed Ne, the maximum torque N increases as the standard maximum injection amount Qmax1 increases. Further, like the point P, the upper limit value of the standard maximum injection amount Qmax1 with respect to the engine speed Ne is set. Then, the maximum torque calculation unit 8 refers to the maximum torque map Map3 stored in the storage unit 4, and refers to the maximum torque N (for example, engine rotation speed Ne =) with respect to the standard maximum injection amount Qmax1 at the engine rotation speed Ne. The maximum torque N) of the point P in Ne1 is calculated.

The exhaust temperature estimation unit 9 estimates the estimated exhaust temperature Tb based on the maximum torque N and at least one of the pressure loss ΔP, the outside air temperature Ta, and the outside air pressure Pa. In the embodiment shown in FIG. 2, the storage unit 4 stores the estimated exhaust temperature map Map 4, which is a preset map. In the embodiment shown in FIG. 6, the estimated exhaust temperature map Map4 is a map in which the estimated exhaust temperature Tb is associated with the maximum torque N and the pressure loss ΔP.

Here, a case where the pressure loss ΔP is associated with reference to FIG. 6 will be described as an example. In the illustrated embodiment, the relationship between the maximum torque N and the estimated exhaust temperature Tb under the standard condition (for example, ΔP = 0) is shown by a solid line, and the maximum torque N and the estimated exhaust temperature Tb under the engine operating condition with the pressure loss ΔP = ΔP1 are shown. The relationship between the above is shown by a dotted line, and the relationship between the maximum torque N and the estimated exhaust temperature Tb under the engine operating conditions of pressure loss ΔP = ΔP2 (ΔP1 <ΔP2) is shown by a one-point chain line. Further, in this estimated exhaust temperature map Map4, the larger the maximum torque N is, the higher the estimated exhaust temperature Tb is. Further, in this estimated exhaust temperature map Map4, at the same maximum torque N1, the estimated exhaust temperature Tb1 (point P1) <pressure loss ΔP1 in the standard state is estimated exhaust temperature Tb2 (point P2) <pressure loss ΔP2 under the engine operating conditions. It is an estimated exhaust temperature Tb3 (point P3) under engine operating conditions. The exhaust temperature estimation unit 9 estimates the estimated exhaust temperature Tb based on the maximum torque N and the pressure loss ΔP with reference to the estimated exhaust temperature map Map 4 stored in the storage unit 4.

The exhaust temperature determination unit 10 determines whether or not the estimated exhaust temperature Tb is less than the set temperature Tc. As described above, the set temperature Tc is stored in the storage unit 4. In the embodiment shown in FIG. 6, the exhaust temperature determination unit 10 compares the estimated exhaust temperature Tb with the set temperature Tc, and determines whether or not the estimated exhaust temperature Tb is less than the set temperature Tc. In the illustrated embodiment, at the maximum torque N1, the estimated exhaust temperature Tb1 in the standard state and the estimated exhaust temperature Tb2 under the engine operating condition of the pressure loss ΔP1 are less than the set temperature Tc, and the estimated exhaust under the engine operating condition of the pressure loss ΔP2. The temperature Tb is equal to or higher than the set temperature Tc.

When the estimated exhaust temperature Tb is less than the set temperature Tc, the maximum injection amount determination unit 11 determines the standard maximum injection amount Qmax1 as the determination maximum injection amount Qmax. On the other hand, when the estimated exhaust temperature Tb is equal to or higher than the set temperature Tc, the maximum injection amount determination unit 11 determines the corrected standard maximum injection amount Qmax2 corrected as the standard maximum injection amount Qmax1 as the determination maximum injection amount Qmax. ..

When the estimated exhaust temperature Tb under the engine operating condition of the pressure loss ΔP2 is equal to or higher than the set temperature Tc (see FIG. 6), the corrected standard maximum injection amount Qmax2 is referred to the pressure loss correction coefficient map Map5a of FIG. 7 described later. (The pressure loss correction coefficient Kp in the case of the pressure loss ΔP2 is multiplied by the standard maximum injection amount Qmax1). The maximum torque N2 corresponding to the corrected standard maximum injection amount Qmax2 is, for example, a torque at which the estimated exhaust temperature Tb is less than the set temperature Tc, as shown at the point P4 in FIG. That is, the corrected standard maximum injection amount Qmax2 is the maximum injection amount of the fuel whose exhaust temperature T is less than the set temperature Tc.

According to such a configuration, the maximum torque N is calculated based on the standard maximum injection amount Qmax1 under the standard conditions that can be calculated based on the engine speed Ne and the engine speed Ne, and the maximum torque N and the pressure. The estimated exhaust temperature Tb is estimated based on at least one of the loss ΔP, the outside temperature Ta, or the outside pressure Pa. When the estimated exhaust temperature Tb is less than the set temperature Tc, the standard maximum injection amount Qmax1 is determined as the determined maximum injection amount Qmax. On the other hand, when the estimated exhaust temperature Tb is equal to or higher than the set temperature Tc, the maximum injection amount determining unit 11 determines the corrected standard maximum injection amount Qmax2 corrected as the standard maximum injection amount Qmax1 as the determined maximum injection amount Qmax. .. As a result, the maximum injection amount of fuel injected into the engine 50 when the amphibious vehicle 100 lands from the water to the land, which is the maximum injection amount at which the exhaust temperature T becomes less than the set temperature Tc. Qmax can be calculated.

In some embodiments, as shown in FIGS. 2, 7, and 8, the maximum injection amount determination unit 11 includes a correction coefficient calculation unit 12 and a standard maximum injection amount correction unit 13.

As shown in FIGS. 7 and 8, the correction coefficient calculation unit 12 is determined by the pressure loss correction coefficient Kp determined by the pressure loss ΔP, the outside temperature correction coefficient Kta determined by the outside temperature Ta, and the outside air pressure Pa. The correction coefficient K including at least one of the external pressure correction coefficients Kpa is calculated. In the embodiment shown in FIG. 2, the storage unit 4 stores the pressure loss correction coefficient map Map5a, the outside air temperature correction coefficient map Map5b, and the outside air pressure correction coefficient map Map5c, which are preset maps.

As shown in FIGS. 7 and 8, the pressure loss correction coefficient map Map5a is a map showing the relationship between the pressure loss ΔP and the pressure loss correction coefficient Kp. The pressure loss correction coefficient Kp is constant in the pressure loss ΔP <predetermined pressure loss ΔP', and decreases as the pressure loss ΔP increases in the pressure loss ΔP ≧ predetermined pressure loss ΔP'. The pressure loss correction coefficient Kp in the pressure loss ΔP <predetermined pressure loss ΔP'is, for example, 1, and in the case of a standard pressure loss, the pressure loss correction coefficient Kp = 1.

As shown in FIGS. 7 and 8, the outside air temperature correction coefficient map Map5b is a map showing the relationship between the outside air temperature Ta and the outside air temperature correction coefficient Kta. The outside air temperature correction coefficient Kta is constant when the outside air temperature Ta <predetermined outside air temperature Ta', and decreases as the outside air temperature Ta increases when the outside air temperature Ta ≥ the outside air temperature Ta'. The outside air temperature correction coefficient Kta in the outside air temperature Ta <predetermined outside air temperature Ta'is, for example, 1, and in the case of a standard outside air temperature, the outside air temperature correction coefficient Kta = 1.

As shown in FIGS. 7 and 8, the external pressure correction coefficient map Map5c is a map showing the relationship between the external pressure Pa and the external pressure correction coefficient Kpa. The outside air pressure correction coefficient Kpa increases as the outside air pressure Pa increases when the outside air pressure Pa <predetermined outside air pressure Pa', and is constant when the outside air pressure Pa ≧ predetermined outside air pressure Pa'. The outside air temperature correction coefficient Kta when the outside air temperature Pa> the predetermined outside air temperature Pa'is, for example, 1, and in the case of a standard outside air temperature, the outside air temperature correction coefficient Kpa = 1.

Then, the correction coefficient calculation unit 12 has a pressure loss correction coefficient Kp acquired by referring to the pressure loss correction coefficient map Map5a, an outside temperature correction coefficient Kta acquired by referring to the outside temperature correction coefficient map Map5b, and an outside pressure correction coefficient. A correction coefficient K including at least one of the external pressure correction coefficients Kpa acquired with reference to the map Map5c is calculated. The correction coefficient K may be, for example, any one of the pressure loss correction coefficient Kp, the outside temperature correction coefficient Kta, and the outside pressure correction coefficient Kpa, and the pressure loss correction coefficient Kp and the outside temperature correction. It may be a value calculated by using the coefficient Kta and the external pressure correction coefficient Kpa.

As shown in FIGS. 7 and 8, the standard maximum injection amount correction unit 13 calculates the corrected standard maximum injection amount Qmax2 based on the standard maximum injection amount Qmax1 and the correction coefficient K. In the embodiment shown in FIG. 7, the standard maximum injection amount correction unit 13 calculates the corrected standard maximum injection amount Qmax2 by multiplying the standard maximum injection amount Qmax1 by the correction coefficient K.

According to such a configuration, when the estimated exhaust temperature Tb is equal to or higher than the set temperature Tc, the value of the standard maximum injection amount Qmax1 can be corrected so that the estimated exhaust temperature Tb is lower than the set temperature Tc. A possible correction factor K is calculated based on at least one of the pressure loss ΔP, the outside air temperature Ta, and the outside air pressure Pa. By correcting the standard maximum injection amount Qmax1 with such a correction coefficient K, the maximum injection amount (determined maximum injection amount Qmax) so that the actual exhaust temperature T generated at the time of landing becomes less than the set temperature Tc can be easily calculated. be able to.

In some embodiments, as shown in FIGS. 7 and 8, the correction coefficient calculation unit 12 has the smallest minimum of at least two of the pressure loss correction coefficient Kp, the outside air temperature correction coefficient Kta, and the outside pressure correction coefficient Kpa. The correction coefficient Kmin (K) is calculated. Then, the standard maximum injection amount correction unit 13 calculates the corrected standard maximum injection amount Qmax2 based on the standard maximum injection amount Qmax1 and the minimum correction coefficient Kmin. In the embodiment shown in FIG. 7, the standard maximum injection amount correction unit 13 calculates the corrected standard maximum injection amount Qmax2 by multiplying the standard maximum injection amount Qmax1 by the minimum correction coefficient Kmin.

According to such a configuration, when at least two or more correction coefficients K are calculated, the standard maximum injection after correction is based on the minimum correction coefficient Kmin which is the smallest correction coefficient K and the standard maximum injection amount Qmax1. Calculate the quantity Qmax2. That is, the standard maximum injection amount correction unit 13 calculates the corrected standard maximum injection amount Qmax2 at which the exhaust temperature T becomes the lowest. Therefore, it is possible to more reliably prevent engine malfunction caused by the exhaust temperature T of the exhaust becoming too high.

In some embodiments, as shown in FIGS. 2 and 8, the maximum injection amount determination unit 11 further includes a correction coefficient correction unit 14. As shown in FIG. 8, the correction coefficient correction unit 14 corrects the correction coefficient K according to the engine speed Ne. Then, the standard maximum injection amount Qmax1 is corrected by the correction coefficient K'after the correction corrected by the correction coefficient correction unit 14.

In the embodiment shown in FIG. 2, the storage unit 4 stores a correction amount map Map6 which is a preset map. As shown in FIG. 8, the correction amount map Map6 is a map showing the relationship between the engine speed Ne and the correction amount L. The correction amount L is a value determined according to the engine speed Ne. The correction coefficient correction unit 14 corrects the correction coefficient K by multiplying the correction coefficient K by the correction amount L calculated by referring to the correction amount map Map6, and corrects the correction according to the engine speed Ne. Calculate the coefficient K'. Then, the standard maximum injection amount Qmax1 is multiplied by the corrected correction coefficient K'to calculate the corrected standard maximum injection amount Qmax2.

According to such a configuration, the correction coefficient K is corrected according to the engine speed Ne. As described above, by using the correction coefficient K'according to the engine speed Ne, it is possible to more reliably prevent the engine malfunction caused by the exhaust temperature T of the exhaust being too high.
Further, the maximum injection amount determining unit 11 can prevent the corrected standard maximum injection amount Qmax2 from being corrected to be smaller than necessary, and can suppress a decrease in the responsiveness of the engine 50.

FIG. 9 is a schematic configuration diagram of an engine control device for an amphibious vehicle according to an embodiment of the present invention.

In some embodiments, as shown in FIG. 9, the amphibious vehicle 100 includes the above-mentioned landing possibility determination device 1 and an engine control device 110. The engine control device 110 is a device for electronically controlling the engine 50, and is, for example, an ECU.

In the embodiment shown in FIG. 9, the engine 50 has 12 cylinders (combustion chamber 120), for example, a diesel engine. Each of the cylinders is equipped with a fuel injection device 121. The exhaust gas discharged from each combustion chamber 120 by burning the fuel injected from these fuel injection devices 121 merges with the exhaust manifold 122, and then drives the turbine 124 provided in the exhaust passage 123. Then, the compressor 125 provided in the intake passage 127 is driven by driving the turbine 124. The turbocharger 126 is composed of the turbine 124 and the compressor 125. In the illustrated embodiment, the engine 50 applies a so-called multi-stage supercharging system including a plurality of turbochargers 126 (low-pressure turbocharger 126A and high-pressure turbocharger 126B), and receives intake air introduced into the engine 50. Valves 130 for adjusting the number of supercharging stages are provided in the intake passage 127 and the exhaust passage 123.

The intake air taken in the intake air passage 127 is compressed, boosted and heated by the compressor 125 after passing through the air filter 128. Then, the heated intake air is cooled by the intercooler 129 arranged on the downstream side of the compressor 125, and is supplied to each combustion chamber 120 via the intake manifold 131. In the illustrated embodiment, the intake passage 127 is provided with an intercooler 132, which is a device for cooling the intake air supercharged by the low-pressure stage turbocharger 126A before supplying it to the high-pressure stage turbocharger 126B.

The "intake passage 127" in the present disclosure refers to a passage through which intake air flows until the intake air is supplied to the combustion chamber 120, and the "intake passage 127" includes an intake manifold 131. Similarly, the "exhaust passage 123" in the present disclosure refers to a passage through which the exhaust discharged from the combustion chamber 120 is discharged to the outside of the engine 50, and the "exhaust passage 123" includes the exhaust manifold 122. Is done.

The engine control device 110 controls the engine 50 with the determined maximum injection amount Qmax calculated by the landing possibility determination device 1.

As shown in FIG. 9, the engine control device 110 includes at least one of an injection timing control unit 112, a fuel pressure control unit 114, and a valve control unit 116. The injection timing control unit 112 changes the fuel injection timing to control the fuel injection timing for injecting fuel into the combustion chamber 120 of the engine 50 based on the determined maximum injection amount Qmax calculated by the landing possibility determination device 1. It is configured to be controllable. The fuel pressure control unit 114 controls to increase or decrease the pressure in the fuel injection device 121 (common rail) that stores the fuel to be injected into the engine 50 based on the determined maximum injection amount Qmax calculated by the landing possibility determination device 1. It is configured to enable control of fuel pressure increase / decrease. The valve control unit 116 controls the number of supercharging stages to increase or decrease the number of supercharging stages for supercharging the intake air introduced into the engine based on the determined maximum injection amount Qmax calculated by the landing possibility determination device 1. It is configured to be viable.

According to such a configuration, when the amphibious vehicle 100 lands from the water to the land, the engine control device 110 controls the engine 50 with the determined maximum injection amount Qmax, so that the exhaust temperature T of the exhaust becomes too high. It is possible to prevent the occurrence of engine malfunction due to this.

FIG. 10 is a block diagram for explaining a landing engine control determination unit of the engine control device according to the embodiment of the present invention.

Further, as shown in FIG. 9, the engine control device 110 further includes an engine control determination unit 118 at the time of landing. As shown in FIG. 10, the landing engine control determination unit 118 has an injection timing control unit 112, according to the fuel injection amount (landing injection amount Qf) when the amphibious vehicle 100 is landing on land. It is configured to give an instruction to at least one of the fuel pressure control unit 114 and the valve control unit 116.

In the embodiment shown in FIG. 10, the landing engine control determination unit 118 determines the injection amount Q of the fuel injected into the engine 50 (combustion chamber 120 of the engine 50) and the determination calculated by the landing possibility determination device 1. Acquire the maximum injection amount Qmax. In the illustrated embodiment, the fuel injection amount Q is calculated by referring to the injection amount map Map7, which is a map in which the fuel injection amount Q is associated with the engine speed Ne and the accelerator opening degree Acc. The injection amount map Map 7 may be stored in advance in the storage unit 4.

Then, the landing engine control determination unit 118 compares the fuel injection amount Q with the determined maximum injection amount Qmax. When the fuel injection amount Q> the determined maximum injection amount Qmax, the determined maximum injection amount Qmax is set as the landing injection amount Qf. When the fuel injection amount Q ≦ the determined maximum injection amount Qmax, the fuel injection amount Q is set as the landing injection amount Qf, and the fuel injection amount Q is maintained.

The landing engine control determination unit 118 includes at least one of a supercharging stage number map Map8a, a fuel pressure map Map8b, and an injection timing map Map8c. The supercharging stage number map Map8a is a map in which the supercharging stage number C1 is associated with the engine speed Ne and the injection amount Qf at the time of landing. The fuel pressure map Map8b is a map in which the fuel pressure C2 is associated with the engine speed Ne and the injection amount Qf at the time of landing. The injection timing map Map8c is a map in which the injection timing C3 is associated with the engine speed Ne and the injection amount Qf at the time of landing.

The landing engine control determination unit 118 calculates the supercharging stage number C1 with reference to the supercharging stage number map Map8a, calculates the fuel pressure C2 with reference to the fuel pressure map Map8b, and injects with reference to the injection timing map Map8c. The timing C3 is calculated. Then, the landing engine control determination unit 118 instructs the injection timing control unit 112 to execute the fuel injection timing change control which is the injection timing C3, and the fuel pressure control unit 114 is instructed to execute the fuel pressure C2. The fuel pressure increase / decrease control is instructed to be executed, and the valve control unit 116 is instructed to execute the supercharging stage number increase / decrease control so as to be the supercharging stage number C1.

11A and 11B are flowcharts of the landing possibility determination method of the amphibious vehicle according to the embodiment of the present invention.

As shown in FIGS. 11A and 11B, the method for determining whether or not an amphibious vehicle can land in an amphibious vehicle according to an embodiment of the present invention includes a determined maximum injection amount calculation step S1 and a maximum landing angle calculation step S2.

The determined maximum injection amount calculation step S1 is the maximum injection amount of fuel injected into the engine when the amphibious vehicle 100 lands on land from the water, and the exhaust temperature T of the exhaust gas discharged from the engine 50 is predetermined. The determined maximum injection amount Qmax, which is the maximum injection amount to be less than the set temperature Tc, is calculated. The maximum landing angle calculation step S2 calculates the maximum landing angle θ that the amphibious vehicle 100 can land from the water to the land when the engine 50 is injected with the fuel having the determined maximum injection amount Qmax.

In the embodiment shown in FIGS. 11A and 11B, the landing possibility determination method of the amphibious vehicle is a landing mode switching step S10, an engine operating condition acquisition step S11, a standard maximum injection amount calculation step S13, a maximum torque calculation step S14, and A correction standard maximum injection amount calculation step S16 is further provided. The embodiment shown in FIG. 11A further comprises a landing change step S17A. In the embodiment shown in FIG. 11B, the cleaning step S17B is further provided.

The landing mode switching step S10 switches the operation of the engine 50 to the landing mode. In the illustrated embodiment, it is executed after the landing actual angle θr is acquired by the landing actual angle acquisition step S3 described later.

In the engine operating condition acquisition step S11, in order to know the state of the engine 50, the engine speed Ne of the engine 50, the exhaust temperature T of the exhaust discharged from the engine 50, the pressure loss ΔP of the intake air introduced into the engine 50, etc. To get. Further, in order to know the environment in which the engine 50 is operated, the weight W of the load loaded on the amphibious vehicle 100, the outside air temperature Ta of the amphibious vehicle 100, the outside air pressure Pa of the amphibious vehicle 100, and the like are acquired. In the illustrated embodiment, the landing mode switching step S10 is executed after switching the operation of the engine 50 to the landing mode.

In step S12, it is confirmed whether or not the engine operating condition acquired in the engine operating condition acquisition step S11 does not satisfy the standard condition. If the standard condition is not satisfied (step S12: No ), the process proceeds to the determined maximum injection amount calculation step S1 . In this case, the determined maximum injection amount calculation step S1 calculates the maximum injection amount (standard maximum injection amount Qmax1) under the standard conditions as the determined maximum injection amount Qmax. If the standard condition is satisfied (step S12: Yes ), the process proceeds to the next step, the standard maximum injection amount calculation step S13.

In the standard maximum injection amount calculation step S13, the standard maximum injection amount Qmax1 is calculated. The maximum torque calculation step S14 calculates the maximum torque N based on the standard maximum injection amount Qmax1 calculated by the standard maximum injection amount calculation step S13.

In step S15, the maximum torque is calculated based on the maximum torque N calculated in the maximum torque calculation step S14 and the engine operating conditions acquired in the engine operating condition acquisition step S11 (for example, pressure loss ΔP, outside air temperature Ta, and outside air pressure Pa). The estimated exhaust temperature Tb and the set temperature Tc are compared. If the estimated exhaust temperature Tb <set temperature Tc (step S15: Yes), the process proceeds to the determined maximum injection amount calculation step S1. When the estimated exhaust temperature Tb ≥ the set temperature Tc (step S15: No), the process proceeds to the next step, the corrected standard maximum injection amount calculation step S16.

In the corrected standard maximum injection amount calculation step S16, the corrected standard maximum injection amount Qmax2 is calculated. The landing land change step S17A changes the landing place where the amphibious vehicle 100 lands after it is determined in the determination step S4 to be described later that the actual landing angle θr ≧ the maximum landing angle θ (determination step S4: No). The cleaning step S17B is to reduce the pressure loss ΔP of the intake air introduced into the engine 50 after it is determined in the determination step S4 to be described later that the actual landing angle θr ≧ the maximum landing angle θ (determination step S4: No). For example, dust adhering to the air filter 128 and the intercooler 129 is removed.

According to the landing possibility determination method of the amphibious vehicle according to the embodiment of the present invention, if the amphibious vehicle 100 lands on land where the maximum landing angle is θ or less, the exhaust temperature T of the exhaust gas becomes high. It is possible to prevent an engine malfunction due to being too close. Further, for example, if the maximum landing angle θ is displayed for notification, whether or not the occupant can land based on the notified maximum landing angle θ is actually determined before the amphibious vehicle 100 touches the land. It can be determined before the landing begins. Therefore, it is possible to prevent a situation in which the landing has started but the landing fails, and it is possible to ensure the landing.

In some embodiments, the amphibious vehicle landing availability determination method includes a landing actual angle acquisition step S3 and a determination step S4, as shown in FIGS. 11A and 11B. The actual angle acquisition step S3 acquires the actual landing angle θr on which the amphibious vehicle 100 lands. The determination step S4 determines whether the amphibious vehicle 100 can land based on the comparison between the actual landing angle θr acquired by the actual angle acquisition step S3 and the maximum landing angle θ calculated by the maximum landing angle calculation step S2. judge.

According to such a method, the determination step S4 is an amphibious vehicle 100 based on a comparison between the actual landing angle θr acquired by the actual angle acquisition step S3 and the maximum landing angle θ calculated by the maximum landing angle calculation step S2. Determines if is landable. Therefore, for example, it is possible to make an accurate judgment as compared with the case where the occupant visually determines whether or not the amphibious vehicle can land.

Although the amphibious vehicle landing availability determination device, the landing availability determination method, and the amphibious vehicle according to the embodiment of the present invention have been described above, the present invention is not limited to the above embodiment, and the present invention is not limited to the above embodiment. Various changes can be made without departing from the purpose.

1 Landing possibility judgment device 2 Decision maximum injection amount calculation unit 3 Maximum landing angle calculation unit 4 Storage unit 5 Real angle acquisition means 5A Camera 6 Judgment unit 7 Standard maximum injection amount calculation unit 8 Maximum torque calculation unit 9 Exhaust temperature estimation unit 10 Exhaust Temperature determination unit 11 Maximum injection amount determination unit 12 Correction coefficient calculation unit 13 Standard maximum injection amount correction unit 14 Correction coefficient correction unit 50 Engine 100 Amphibious vehicle 101 Propulsion device 102 Footband 103 Weight sensor 104 Pressure sensor 105 Outside temperature sensor 106 Outside pressure Sensor 107 Notification device 110 Engine control device 112 Injection timing control unit 114 Fuel pressure control unit 116 Valve control unit 118 Landing engine control determination unit 120 Combustion chamber 121 Fuel injection device 122 Exhaust manifold 123 Exhaust passage 124 Turbine 125 Compressor 126 Turbocharger 126A Low pressure stage turbo charger 126B High pressure stage turbo charger 127 Intake passage 128 Air filter 129 Intercooler 130 Valve 131 Intake manifold 132 Intermediate cooler K Correction coefficient Kp Pressure loss correction coefficient Kpa External pressure correction coefficient Kta Outside temperature correction coefficient L Correction amount Map1A Determined Maximum injection amount map Map1B Standard maximum injection amount map Map2 Maximum landing angle map Map3 Maximum torque map Map4 Estimated exhaust temperature map Map5a Pressure loss correction coefficient map Map5b Outside temperature correction coefficient map Map5c External pressure correction coefficient map Map6 Correction amount map Map7 Injection amount map Map8a Supercharging stage number map Map8b Fuel pressure map Map8c Injection timing map N Maximum torque Ne Engine rotation speed Nea Estimated landing rotation speed Qmax Determined maximum injection amount Qmax1 Standard maximum injection amount Qmax2 Corrected standard maximum injection amount S1 Determined maximum injection amount calculation step S2 Maximum landing angle calculation step S3 Actual angle acquisition step S4 Judgment step S10 Landing mode switching step S11 Engine operating condition acquisition step S13 Standard maximum injection amount calculation step S14 Maximum torque calculation step S16 Correction standard maximum injection amount calculation step S17A Landing land change step S17B cleaning step

Claims (6)

The maximum injection amount of fuel injected into the engine when an amphibious vehicle lands on land from the water, and the maximum injection amount at which the exhaust temperature of the exhaust gas discharged from the engine is less than a predetermined set temperature. The determined maximum injection amount calculation unit that calculates the determined maximum injection amount,
A maximum landing angle calculation unit for calculating the maximum landing angle at which the amphibious vehicle can land from the water to the land when the fuel having the determined maximum injection amount is injected into the engine is provided.
An actual landing angle acquisition means for acquiring the actual landing angle at which the amphibious vehicle lands, and a means for acquiring the actual landing angle.
A determination unit for determining whether or not the amphibious vehicle can land based on a comparison between the actual landing angle acquired by the actual landing angle acquisition means and the maximum landing angle calculated by the maximum landing angle calculation unit. And, with more
The determined maximum injection amount calculation unit includes at least one of the engine speed of the engine, the pressure loss of the intake air introduced into the engine, the outside temperature of the amphibious vehicle, and the outside air pressure of the amphibious vehicle. Based on the above, the determined maximum injection amount is calculated.
The determined maximum injection amount calculation unit is
As a standard preset pressure loss for the intake air introduced into the engine, a preset outside temperature as a standard for the amphibious vehicle, and a standard for the amphibious vehicle. A standard maximum injection amount calculation unit that calculates a standard maximum injection amount under standard conditions including at least one of preset external air pressures based on the engine speed of the engine.
A maximum torque calculation unit that calculates the maximum torque based on the standard maximum injection amount, and
An exhaust temperature estimation unit that estimates an estimated exhaust temperature based on at least one of the maximum torque, the pressure loss, the outside air temperature, and the outside air pressure.
An exhaust temperature determination unit that determines whether or not the estimated exhaust temperature is lower than the set temperature,
When the estimated exhaust temperature is less than the set temperature, the standard maximum injection amount is determined as the determined maximum injection amount, and when the estimated exhaust temperature is equal to or higher than the set temperature, the standard maximum injection amount is corrected. A maximum injection amount determining unit for determining the corrected maximum injection amount as the determined maximum injection amount, and the like.
Landing permission judgment device for amphibious vehicles. The landing possibility determination device for an amphibious vehicle according to claim 1, wherein the maximum landing angle calculation unit calculates the maximum landing angle in consideration of the weight of a load loaded on the amphibious vehicle. The maximum injection amount determination unit is
A correction coefficient for calculating a pressure loss correction coefficient determined by the pressure loss, an outside temperature correction coefficient determined by the outside temperature, and a correction coefficient including at least one of the outside pressure correction coefficient determined by the outside air pressure. Calculation unit and
Whether or not the amphibious vehicle according to claim 1 or 2 has a standard maximum injection amount correction unit that calculates the corrected standard maximum injection amount based on the standard maximum injection amount and the correction coefficient. Judgment device. The correction coefficient calculation unit calculates the smallest correction coefficient among at least two of the pressure loss correction coefficient, the outside air temperature correction coefficient, and the outside pressure correction coefficient.
The landing possibility determination device for an amphibious vehicle according to claim 3 , wherein the standard maximum injection amount correction unit calculates the corrected standard maximum injection amount based on the standard maximum injection amount and the minimum correction coefficient. The maximum injection amount determining unit further includes a correction coefficient correction unit that corrects the correction coefficient according to the engine speed.
The landing possibility determination device for an amphibious vehicle according to claim 3 or 4 , wherein the correction coefficient corrected by the correction coefficient correction unit is used to correct the standard maximum injection amount. The landing permission determination device for an amphibious vehicle according to any one of claims 1 to 5 .
The maximum injection amount of fuel injected into the engine when the amphibious vehicle lands on land, calculated by the landing possibility determination device of the amphibious vehicle, and the exhaust temperature of the exhaust discharged from the engine is An amphibious vehicle comprising an engine control device that controls the engine with a determined maximum injection amount, which is a maximum injection amount that is less than a predetermined set temperature.

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