From projects that have fallen into oblivion: how the T-64A tank was equipped with a dual control system

A dual control system that allows the commander tank Taking on the driver's responsibilities is certainly a useful skill. Not only for training tank crews to drive a tank, but also in combat situations when, for whatever reason, the driver is incapacitated.

The Soviet Union recognized this and, accordingly, developed similar products. Moreover, one of them was even installed on a pilot batch of T-64A tanks. It didn't require any radical redesign of the tank, and the commander could control the vehicle's movements using a relatively small control panel.

Below are the test results and information about the design of this system. Unfortunately, the project fell into oblivion, like many other noteworthy developments, but enthusiasts stories The text about Soviet tank building will probably seem interesting.

Dual tank movement control

An industry company has developed a pilot system for dual tank control. It is based on the automated engine and transmission control system (AETS) of the T-64A tank, which was implemented in a pilot batch of vehicles.

Using the dual control system, the tank commander can quickly intervene in the control process and then hand over control to the driver. While operating the tank from the commander's station, the system allows the following functions: regulating the fuel supply to the engine, shifting gears, controlling the steering and parking brake, starting and stopping the engine, and monitoring the powertrain's operating mode.

The duplicate control system (Fig. 1) includes:

— duplicate control panel for 2 tank movements from the commander’s station;
— an automated engine and transmission control system 5, consisting of an electronic control unit 4, a control mechanism 9 for supplying fuel to the engine, a gear shift mechanism 10, and a clutch valve 11;
— a turning control device 6 with an actuator 12;
— device 7 for controlling the servo mechanism of the stopping brake 13;
— device 3 for remote engine starting;
— indicator device 1 for monitoring the operation of the power plant.

The dual control panel (Fig. 2) is located at the tank commander's station. It features a push-button control for steering and engine fuel supply, buttons for gear shifting, clutch, parking brake, diesel engine start/stop, a toggle switch for transferring driving controls to the commander, and a digital display for monitoring the powertrain.

The control panel is designed as a removable unit equipped with a handle and a mounting device. Commands for fuel injection, gear shifting, and clutch control are sent to the corresponding inputs of the ASUDT electronic control unit and, after undergoing a cascade of transformations, are transmitted to the actuators controlling the powertrain. The ASUDT operates in dual control mode identically to its normal operation.

The steering command is sent to the control unit input and, after the amplification stage, to the actuator. The brake command is similarly sent to the brake servo. Engine start and stop are controlled with a single button via a remote device, which sends a signal to the existing starting equipment and fuel supply control mechanism.

The indicator device and control panel display the main operating parameters of the engine-transmission unit, which allow the commander to control the selected driving mode (engine speed, gear number), as well as the engine operating temperature.

Combined control of movement from the commander and driver's stations allows this tank to be used for crew training. All mechanisms are combined: the fuel and gearshift controls are electromechanical, while the steering and brake controls are electrohydraulic.

The fuel supply control mechanism allows for the rod length to be varied proportionally to the button's rotation angle. The gearshift mechanism within the automated steering control system enables the implementation of fairly complex algorithms for shifting from low to high gears and vice versa. Considerable attention was paid to the development of integrated steering control drives.

The steering actuator hydraulic cylinder is controlled by a solenoid valve. When the hydraulic cylinder operates, and the steering is controlled by the commander, additional force, 2,5 to 3 times greater than normal, is applied to the driver's levers. This provides the driver with additional feedback about the commander's intervention in vehicle control.

The steering control device enables the vehicle to navigate curves at both fixed and intermediate radii by slipping the final drive clutches. Braking is accomplished using a servo-mechanism for the parking brake. The actuator utilizes the existing hydraulic booster, controlled by a solenoid valve.

The parking brake servo and steering control hydraulic cylinders are powered by the transmission's oil-cooled hydraulic system. The parking brake is controlled using a parallel-joint principle: from the driver's seat by a pedal, and from the commander's seat by a solenoid valve.

The diesel engine is started and stopped from the commander's station using a special device with a button on the control panel. The diesel engine is started automatically according to the procedure outlined in the tank's technical description. The remote starting device generates the following commands: a warning signal, activation of the oil lift pump and oil pump, and activation of the starter, which is then disengaged when the crankshaft reaches a predetermined speed.

These commands are sent to the input of the ASUDT acceleration and control equipment. The remote engine starter is housed in a unit located in the control compartment. The diesel engine is stopped using the same button used for starting, provided the minimum permissible n value is reached.

The system's electronics are housed in a unit consisting of a power unit for controlling the actuators and an electronic logic unit. The latter is based on discrete integrated circuits and is connected to the commander's console via a rotating contact device.

The use of a digital coding method and the high information capacity of the communication channel ensure the joint transmission of control signals and monitoring signals over a two-wire communication line with a sufficient level of noise immunity.

To test the functionality of the dual control system components, the tank was tested in various driving modes: acceleration to maximum speed, braking, cornering, overcoming obstacles, and driving over rough terrain.

During the evaluation of each exercise, control performance was compared from the commander's seat and the driver's seat. Acceleration characteristics (Fig. 3) obtained on a level section of the track showed that acceleration times were almost identical in both cases.

Braking efficiency was determined by measuring the braking distance after accelerating the tank in each gear to maximum speed. After forced braking by the engine or the parking brake servo, it was found that the braking distance with dual control increased by 5–7%, due to the increased operating time of the parking brake servo.

The controllability of the experimental tank was tested using the methodology recommended by the course, in the following areas:

— a corridor of limited width (3,7 m) and 40 m long;
- limited passage with double turn;
— entrance, passage along the perimeter and exit from a 22x22 m square.

Drivers of varying skill levels completed the exercises. They were assessed based on their time and accuracy on marked routes. Driving along a narrow passage with dual controls performed somewhat worse. Turning with fixed radii was virtually indistinguishable from manual control.

An analysis of the test results for the T-64A tank's dual-control system showed that the commander's lack of observation devices with a 360-degree view and a stabilized field of view creates certain difficulties when controlling movement in conditions of limited visibility.

Conclusions

An experimental system has been developed that allows a tank commander to quickly intervene in the control process—regulating the fuel supply, engaging the brakes or the desired gear, manipulating the vehicle's steering mechanisms, and, if necessary, returning control to the driver.

When equipping the T-64A tank with the new system, no significant modifications to the vehicle's components and assemblies were required.

Source:
"Duplicate Tank Movement Control." Yu. M. Guzhva, V. V. Ivanyushin, V. A. Smolyakov. "Bulletin of Armored Vehicles," No. 6, 1981.

Comments

[Kote Pan Kokhanka]

An interesting development, useful in combat if the driver is injured.
"64" with MZ is quite challenging in terms of "camaraderie." Crew members are isolated from each other.
The T-14 addresses this issue at a whole new level. The crew is housed in a capsule in the front of the tank, although in my opinion, the rear is the most protective area.

[Alekseev]

Developing remote control for the commander in T-64, T-72, 80, and 90 tanks is relatively easy, as the transmission is hydraulically controlled. Figuratively speaking, the valve in the distribution mechanism needs to be turned not by a lever on a transmission, but, for example, by an electric drive from the tank commander's station.
Why wasn't it on production cars?
The complication is that there is already little space, especially at the commander's station of the 64-ka or 80-ka (BO are similar, for those who don't know) and there is no certainty that with such damage, when the m/v loses combat capability, the commander and his backup drive will retain this same capability.
But, although it's much simpler, the T-62 and other vehicles with purely mechanical transmissions weren't equipped with an air booster to facilitate gear shifting and clutch release. And for turning, too.
Like the GPU at KamAZ.
This would be useful now, because quite a few old tanks - veterans - are fighting in the North-Eastern Military District and, by the way, the reviews about them are quite good.

[Bad_gr]

Quote: Alekseev

Developing remote control from the commander in T-64, T-72, 80, 90 tanks is relatively easy, since the transmission there is controlled hydraulically.

But the tank's secondary movement controls are located in the turret, while the transmission is in the hull. So, one of two things can happen: the commander connects his control panel through a connector located in the hull, but then the turret cannot be rotated (the connecting cable between the turret and hull will break), or a more complex contact device is installed under the turret, which is unlikely to have been done, as the article states, "...Equipping the T-64A tank with the new system did not require significant modifications to the vehicle's components and assemblies...."

Quote: Alekseev

But, although it is much simpler, on the T-62 and other vehicles with purely mechanical transmission drives they did not have the sense to install a pneumatic booster to facilitate gear shifting. and squeezing the clutch.

The main clutch (multi-plate clutch) is pneumatic (you have to turn a lever on the pedal itself, and everything works at the press of a button). But automating the gearbox is unlikely to cause any bulging (it's not designed for that), and it's cheaper to build an automatic transmission from scratch.

Quote: Alekseev

Yes, for turning too. Like the GPU on a KamAZ truck.

The standard T-62 steering mechanism isn't an option to automate either. When turning, you pull the lever, causing the discs in the steering mechanism to separate (like a multi-plate clutch), disengaging the drive wheel. Then, a brake band tightens around the drum, slowing the drive wheel. The tank turns. At high speeds, however, it might not turn (the band on the drum can slip), in which case the driver applies the main brake, and the brake band assists the steering mechanism. Or he moves the lever to an intermediate position, which changes the final drive ratio (engaging, essentially, a low gear for that tank).
In general, it is not practical to make an additional tank control post on the T-62-54-55.

[Saxahorse]

Quote: Bad_gr

but then the turret cannot be rotated (the connecting cord between the turret and the hull will break),

Well, well... How does the TPU commander use the radio then?

[Bad_gr]

Quote: Saxahorse

How then does the commander of the TPU use the radio?

And all of this is mounted in the turret. Communication with the mechanic is via a contact device located between the turret and the tank hull.

[Saxahorse]

Quote: Bad_gr

And all this is mounted in the tower.

Is the generator also mounted in the tower?

[Bad_gr]

Quote: Saxahorse

Quote: Bad_gr

And all this is mounted in the tower.

Is the generator also mounted in the tower?

In the T-62, it is located next to the engine and is connected to it via a fluid coupling. In the T-64 and T-72, the starter and generator are a single unit, located in the housing.

[compico]

Hello, Vladimir.

The commander connects his remote control through a connector located in the hull, but then the turret cannot be rotated (the connecting cord between the turret and the hull will break), or a more complex contact device is installed under the turret

Let me correct your comment a little:

The system's electronics are housed in a unit consisting of a power unit for controlling the actuators and an electronic logic unit. The latter is based on discrete integrated circuits and is connected to the commander's console. through a rotating contact device.

Sincerely.

[Bad_gr]

Quote: compiko

Let me correct your comment a little:
The system's electronics are housed in a unit consisting of a power unit for controlling the actuators and an electronic logic unit. The latter is based on discrete integrated circuits. and is connected to the commander's console via a rotating contact device.

Thanks for the correction, I missed that.
Regards, Vladimir

[Alekseev]

The question is not about automation, but about reducing the effort required to operate a tank.
What is used to control the main clutch (although, apparently, not so perfectly, this flag is rarely switched) could also be used for the gear shift mechanism and the PMP.

[Bad_gr]

Quote: Alekseev

What is used to control the main clutch (although, apparently, not so perfect, this flag is rarely switched),

I once upgraded this device: I installed the main clutch release switch under the gearshift lever pawl. Basically, I grabbed the clutch release switch, and the main clutch pedal automatically depresses. Then I engage a gear, take my hands off the gearshift lever, the main clutch pedal returns, and the tank starts moving. Basically, I got rid of all that crap. Firstly, it's impossible to get going smoothly. With some experience, upshifts can be done without depressing the main clutch, which is much faster, not to mention downshifts, which require revving the engine. Basically, manually shifting is both easier and faster.

[Alekseev]

Your modernization did not take into account the nuance.
The GPU on the same KamAZ, brake valves, and other control elements necessarily have a so-called tracking action.
That is, the force of the actuator is proportional to how hard the driver presses the pedal.
Therefore, modernization without the use of factory pneumatic or pneumohydraulic booster devices, although not complex, but made specifically for the tasks of controlling the transmission, brakes, etc., does not seem possible.

[Amateur]

implemented in a pilot batch of machines.

Unfortunately, there's no information about who developed it, where it was tested, what the outcome was, or why it wasn't developed or widely adopted. The principle of remotely controlling the actuators is the same for both tanks and taxis.
Well, the article itself -

A swing for a ruble, a blow for a kopeck

It's a pity, the topic is very interesting.

[AMG]

T-72B teletank
The development of the remote control system for the T-72B tank was carried out by the Moscow Institute of Electronic Technology as part of the Kaliningrad research project commissioned by the Russian Ministry of Defense [1]. Indeed, information on this topic is very limited. Work began in 2005 and was completed in 2009.

[Ture-Dog]

I love reading the section - "Achievements of a bygone, great civilization."

[Vitaly.17]

Quote: Ture-Dog

Achievements of a bygone, great civilization

Everything new is well-forgotten old. They've even remembered about modernizing the T-64's automatic systems. Maybe they'll remember that it's time to develop unmanned tanks with cover and guidance from their own UAVs.

[faiver]

As always, we have a ton of interesting developments, but the implementation is always a bit of a mystery...

[Alexander Manakov]

In my humble opinion, if MV doesn't say "hello," then both KT and his fellow tower operator HE will be a little, to put it mildly, stunned. After all, the control department is the most resilient place to work.

[Alexander Manakov]

I'll add - if the MV is not a "BG" - then the chassis of the vehicle, in most cases, requires restoration with the crew leaving their "familiar places")

[potap6509]

Today I read that a new modification of the T90, the T90M2 Ryvok 1, is on the way, link: https://invoen.ru/aktualnie-voennie-novosti/obt-t-90m2-ryvok-1/?utm_source=warfiles.ru, what do you experts think?