JPS63192625A - Automatic speed change method for damp truck for construction machine - Google Patents
Automatic speed change method for damp truck for construction machineInfo
- Publication number
- JPS63192625A JPS63192625A JP2249287A JP2249287A JPS63192625A JP S63192625 A JPS63192625 A JP S63192625A JP 2249287 A JP2249287 A JP 2249287A JP 2249287 A JP2249287 A JP 2249287A JP S63192625 A JPS63192625 A JP S63192625A
- Authority
- JP
- Japan
- Prior art keywords
- speed
- engine
- control circuit
- gear
- output
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000010276 construction Methods 0.000 title claims description 12
- 238000000034 method Methods 0.000 title claims description 5
- 239000000446 fuel Substances 0.000 abstract description 13
- 238000002347 injection Methods 0.000 abstract description 6
- 239000007924 injection Substances 0.000 abstract description 6
- 230000005540 biological transmission Effects 0.000 description 14
- 238000010586 diagram Methods 0.000 description 6
- 238000001514 detection method Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 239000011347 resin Substances 0.000 description 1
- 229920005989 resin Polymers 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Landscapes
- Control Of Transmission Device (AREA)
- Controls For Constant Speed Travelling (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、建設機械用ダンプトラックの走行速度を自動
的に変速する自動変速方法に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission method for automatically changing the traveling speed of a dump truck for construction machinery.
複数の速度段を有する変速機をトルクコンバータを介し
てエンジンに連結し、エンジン最大出力状態の時の各速
度段のけん引力と車速との関係より増速、減速する点、
つまり変速点を車速を基準として設定する車両において
エンジン出力回転数などにより車速を検出し、その車速
が変速点を越えた時に次の速度段に自動的に変速するよ
うにしたものが知られている。A transmission having multiple speed stages is connected to the engine via a torque converter, and the speed is increased or decreased based on the relationship between the traction force of each speed stage and the vehicle speed when the engine is in the maximum output state;
In other words, there is a known vehicle in which the shift point is set based on the vehicle speed, and the vehicle speed is detected based on the engine output rotation speed, etc., and when the vehicle speed exceeds the shift point, the gear is automatically shifted to the next gear. There is.
例えば、第６図に示す前進１速Ｆ１〜前進７速Ｆ７のエ
ンジン最大出力状態時のけん引力と車速との関係より変
速点ｆ１〜ｆ６を設定し、車速が変速点を越えると次の
速度段に自動的に変速するようにしている。For example, shift points f1 to f6 are set based on the relationship between the traction force and the vehicle speed when the engine is in the maximum output state for the first forward speed F1 to the seventh forward speed F7 shown in FIG. 6, and when the vehicle speed exceeds the shift point, the next speed It automatically shifts gears.
すなわち、建設機械用ダンプトラックが必要とする出力
と比較してエンジン最大出力があまり大きくないと共に
、積載重量、走路勾配の変化が大きくなって建設機械用
ダンプトラックにかかる負荷変動大きく、しかも積載重
量、走路勾配を精度良く検出することが困難であるので
、変速点をエンジン最大出力状態に見合うように設定し
である。In other words, the maximum engine output is not very large compared to the output required by a dump truck for construction machinery, and the load on the dump truck for construction machinery is large due to changes in the loaded weight and track gradient, and the load on the dump truck for construction machinery is large. Since it is difficult to accurately detect the slope of the road, the shift point must be set to match the engine's maximum output state.
かかる自動変速方法であると車速によって速皮膜が決定
されるので、空荷などの負荷が小さい場合にエンジンを
部分出力状態として一定の車速で走行する際にはその車
速に見合う速度段となり、エンジン出力がその速度段よ
りも高速の速度段で走行してもけん引力を得られる場合
がある。With such an automatic transmission method, the speed range is determined by the vehicle speed, so when the engine is in a partial output state and the vehicle is traveling at a constant speed when the load is small, such as with no cargo, the speed gear will be set to match the vehicle speed. There are cases in which traction can be obtained even when the vehicle is running at a speed gear whose output is higher than that speed gear.
この場合にはエンジン出力を有効利用しているとは言え
ない。また速度段が低速となるからそれだけエンジン回
転数を高くせねばならず燃料消費率、損失馬力が大とな
ってエンジンの燃費が悪くなってしまう。つまり、同一
の車速を得ようとする場合に速度段が低速となるほど減
速比が大きくなるからエンジン回転数を高くせねばなら
ない。In this case, it cannot be said that the engine output is effectively utilized. Furthermore, since the speed gear becomes low, the engine speed must be increased accordingly, which increases the fuel consumption rate and horsepower loss, resulting in poor fuel efficiency of the engine. In other words, when trying to obtain the same vehicle speed, the lower the speed stage, the larger the reduction ratio, and therefore the engine speed must be increased.
例えば、第６図においてａ点の負荷でＶｔの車速で走行
している時には前進５速Ｆ５の速度段となり、けん引力
の面より見れば前進６速Ｆ８の速度段で走行することが
可能となる。For example, in Fig. 6, when the vehicle is traveling at a speed of Vt with a load at point a, the speed gear is 5th forward speed F5, and from the perspective of traction force, it is possible to travel at 6th forward speed F8. Become.
そこで、本発明はエンジン部分出力状態で定速走行する
際には、その車速に見合う速度段よりも高速の速度段で
走行できるようにした建設機械用ダンプトラックの自動
変速方法を提供することを目的とする。SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an automatic gear shifting method for a dump truck for construction machinery, which allows the vehicle to run at a higher speed gear than the speed gear corresponding to the vehicle speed when traveling at a constant speed with a partial engine output. purpose.
〔問題点を解決するための手段及び作用〕通常走行時に
はエンジン最高出力状態に応じて変速点を設定して自動
変速すると共に、エンジン部分出力状態で定速走行する
際にエンジン出力に余裕がある場合には前述の通常自動
変速によって選定した速度段よりも高速の速度段に自動
変速するようにして、通常走行時には建設機械用ダンプ
トラックに見合う自動変速ができると共に、エンジン部
分出力状態で定速走行する際にはエンジン出力を有効利
用して高速の速度段で走行できてエンジン回転数を低下
できるようにしたものである。[Means and effects for solving the problem] During normal driving, the gear shift point is set according to the engine's maximum output state and the gears are automatically changed, and when driving at a constant speed with the engine in a partial output state, there is a margin in the engine output. In such a case, the vehicle automatically shifts to a speed gear higher than the speed gear selected by the above-mentioned normal automatic gear shift, so that it is possible to perform an automatic gear shift suitable for a dump truck for construction machinery during normal driving, and to maintain a constant speed in the state of engine partial output. When driving, the engine output is effectively utilized to allow the vehicle to travel at high speeds and reduce the engine speed.
第３図に示すように、建設機械用ダンプトラックは車体
１にベッセル２を起伏自在に取付けると共に、サスペン
ションシリンダ３を介して操向輪４、駆動輪５が装着し
てあり、この駆動輪５は第４図に示すように動力伝達機
構を介してエンジン１０に連結しである。As shown in FIG. 3, the dump truck for construction machinery has a vessel 2 mounted on a vehicle body 1 so as to be able to rise and fall freely, and a steering wheel 4 and a drive wheel 5 are attached via a suspension cylinder 3. is connected to the engine 10 via a power transmission mechanism as shown in FIG.
つまり、エンジン１０の出力軸１１はドライブシャフト
１２を介してトルクコンバータ１，３のポンプ１４に連
結し、タービン１５が変速機１６の入力軸１７に連結し
ていると共に、ポンプ１４とタービン１５を連結するロ
ックアツプクラッチ１８が設けてあり、変速機１６は複
数の遊星歯車機構１９を介して人力軸１７を出力軸２０
に連結し、高速クラッチ２１、低速クラッチ２２、第１
〜第４クラツチ２３〜２６、後進クラッチ２７をＯＮ、
ＯＦＦすることで前進１速〜前進７速、後進に変速でき
るようにしてあり、その出力軸２０が差動機２８、終減
速機２９を介して駆動輪５に連結しである。That is, the output shaft 11 of the engine 10 is connected to the pump 14 of the torque converters 1 and 3 via the drive shaft 12, and the turbine 15 is connected to the input shaft 17 of the transmission 16. A lock-up clutch 18 is provided for coupling, and the transmission 16 connects the human power shaft 17 to the output shaft 20 via a plurality of planetary gear mechanisms 19.
, a high speed clutch 21, a low speed clutch 22, a first
~ Turn on the fourth clutches 23 to 26 and the reverse clutch 27,
When turned off, the gear can be changed from 1st forward speed to 7th forward speed and reverse, and its output shaft 20 is connected to the drive wheels 5 via a differential 28 and a final reduction gear 29.
前記各クラッチは第５図に示すように、ポンプ３０の吐
出圧油を第１〜第７変速バルブ３１〜３７で供給制御す
ることで断続制御され、第１〜第７変速バルブ３１〜３
７はソレノイド３１ａ〜３７ａに通電することで供給位
置に切換り、通電しないと遮断位置となるようにしであ
ると共に、第１．第２変速バルブ３１．３２の入力側と
第３〜第７変速バルブ３３〜３７の入力側とにモジニレ
ーシジンバルブ３８がそれぞれ設けられて各クラッチに
供給される圧油が滑らかに上昇するようにしであると共
に、前記ロックアツプクラッチ１８にはポンプ３９の吐
出圧油がロックアツプ切換弁４０を介して供給され、そ
のソレノイド４０ａを励磁すると供給位置となってロッ
クアツプクラッチ１８がＯＮとなりポンプ１４とタービ
ン１５を連結し、消磁すると遮断位置となってロックア
ツプクラッチ１８がＯＦＦとなるようにしである。As shown in FIG. 5, each of the clutches is controlled intermittently by controlling the supply of pressure oil discharged from the pump 30 by the first to seventh variable speed valves 31 to 37.
7 is configured to switch to the supply position by energizing the solenoids 31a to 37a, and to switch to the cutoff position when not energized. Modular resin valves 38 are provided on the input sides of the second speed change valves 31 and 32 and the input sides of the third to seventh speed change valves 33 to 37, respectively, so that the pressure oil supplied to each clutch rises smoothly. At the same time, the pressure oil discharged from the pump 39 is supplied to the lock-up clutch 18 via the lock-up switching valve 40, and when the solenoid 40a is energized, the supply position is reached, the lock-up clutch 18 is turned on, and the pump 14 is turned on. When the turbine 15 is connected to the turbine 15 and demagnetized, the lock-up clutch 18 is set to the cut-off position and turned OFF.
第１図において、エンジン１０には電子制御カバナ４２
で燃料噴射量が制御される燃料噴射ポンプ４２ａが設け
られ、その電子制御カバナ４２はラック杆４３をシリン
ダ４４で往復動することで燃料噴射量を制御するように
なっていると共に、そのシリンダ４４の室４４ａには図
示しない油圧源の吐出圧油がコントロール弁４５で供給
されるようになり、かつ差動トランスよりなるラック位
置検出センサ４６が設けてあり、エンジン１０の出力軸
１１の回転数を検出するエンジン回転センサ４７が設け
であると共に、変速機１６には入力軸１７及び出力軸２
０の回転速度を検出する入力軸速度センサ４８、出力軸
速度センサ４９が設けである。In FIG. 1, the engine 10 includes an electronically controlled cabana 42.
A fuel injection pump 42a whose fuel injection amount is controlled by the cylinder 44 is provided, and the electronic control cabana 42 controls the fuel injection amount by reciprocating the rack rod 43 with the cylinder 44. The chamber 44a is supplied with discharge pressure oil from a hydraulic source (not shown) through a control valve 45, and is provided with a rack position detection sensor 46 consisting of a differential transformer, which detects the rotational speed of the output shaft 11 of the engine 10. In addition, the transmission 16 is provided with an engine rotation sensor 47 that detects an input shaft 17 and an output shaft 2.
An input shaft speed sensor 48 and an output shaft speed sensor 49 are provided to detect a rotation speed of 0.
５０はエンジンコントローラであり、・アクセルペダル
５１の踏み込み量（アクセル開度）を検出するアクセル
センサ５２よりのアクセル開度信号が入力されるとコン
トロール弁４５に制御信号を出力して油圧源の吐出圧油
をシリンダ４４の室４４ａに供給制御することでづ・ツ
ク杆４３を往復動し、ラック位置検出センサ４６よりの
検出ラック位置がアクセル開度信号に見合うラック位置
となるように制御゛動作する第１制御回路５３及び第２
制御回路５４を備え、第２制御回路５４はエンジン回転
センサ４７よりのエンジン回転数とラック位置検出セン
サ４６よりのラック位置とによってエンジン出力状態及
びトルクを演算する。50 is an engine controller, which outputs a control signal to the control valve 45 to discharge the hydraulic pressure source when an accelerator opening signal from an accelerator sensor 52 that detects the amount of depression of the accelerator pedal 51 (accelerator opening) is input. By controlling the supply of pressure oil to the chamber 44a of the cylinder 44, the lever 43 is reciprocated and the rack position detected by the rack position detection sensor 46 is controlled to be the rack position corresponding to the accelerator opening signal. The first control circuit 53 and the second
The second control circuit 54 calculates the engine output state and torque based on the engine rotation speed detected by the engine rotation sensor 47 and the rack position detected by the rack position detection sensor 46.
つまり、ラック位置によってエンジンの出力トルクカー
ブ（第２図イ、口、ハ・・・）・つまりエンジン出力状
態、が判ると共に、エンジン回転数でその出力トルクカ
ーブ上の位置（第２図二、ホ、へ・・・）つまりトルク
が判る。In other words, depending on the rack position, you can determine the engine's output torque curve (A, C, C, etc. in Figure 2), that is, the engine output state, and you can also determine the position on the output torque curve (2, C, etc. in Figure 2) based on the engine speed. (Huh, huh...) In other words, the torque can be determined.
６０は変速機コントローラであり、変速機１６の入力軸
速度センサ４８又は出力軸速度４９よりの入力軸速度又
は出力軸速度に基づいて車速を演算し、その車速か設定
した変速点を越えた時に前記第１〜第７変速バルブ３１
〜３７とロックアツプ切換弁４１に制御信号を出力して
ロックアツプクラッチ１８を切としてトルクコンバータ
１３を介してエンジン１０と変速機１６とを連結した後
に現行の速度段より高速の速度段又は低速の速度段に変
速し、変速終了後にロックアツプクラッチ１８を接して
エンジン１０と変速機１６を直結する動作制御を行なう
第１制御回路６１及び第２制御回路６２を備えている。60 is a transmission controller which calculates the vehicle speed based on the input shaft speed or output shaft speed from the input shaft speed sensor 48 or output shaft speed 49 of the transmission 16, and calculates the vehicle speed when the vehicle speed exceeds a set shift point. The first to seventh variable speed valves 31
~ 37 and the lock-up switching valve 41 to disengage the lock-up clutch 18 and connect the engine 10 and the transmission 16 via the torque converter 13, and then switch to a higher or lower speed than the current speed. The engine 10 is provided with a first control circuit 61 and a second control circuit 62 that perform operation control to directly connect the engine 10 and the transmission 16 by engaging the lock-up clutch 18 after the gear change is completed.
なお、第１制御回路６１にはシフトレバ−６３よりシフ
トポジション信号Ｒ，Ｎ、Ｄ、Ｖ、ＩＶ。Note that the first control circuit 61 receives shift position signals R, N, D, V, and IV from the shift lever 63.
■、■が入力され、ｎ信号が入力された時には後進に変
速し、Ｎ信号が入力された時にはニュートラルに変速し
、Ｄ、Ｖ、ＩＶ、ｍ、ｎ信号が入力された時には予じめ
定めた速度段間において自動変速するようにしである。■,■ is input, and when the n signal is input, the gear is shifted to reverse, when the N signal is input, the gear is shifted to neutral, and when the D, V, IV, m, and n signals are input, the gear is shifted to reverse. It is designed to automatically shift between the selected speed stages.
前記第２制御回路６２はエンジンコントローラ５０の第
２制御回路５４よりのエンジン出力状態及びトルクと第
１制御回路６１よりの速度段信号によって、その速度段
より高速の速度段に変速可能かを判断し、可能な場合に
は第１〜第７変速バルブ３１〜３７とロックアツプ切換
弁４１に信号を出力して高速の速度段に変速すると同時
にエンジンコントローラ５０の第１制御回路５・３にエ
ンジンを等馬力制御するような燃料噴射量制御信号を出
力する。The second control circuit 62 determines whether it is possible to shift to a higher speed than the current speed based on the engine output state and torque from the second control circuit 54 of the engine controller 50 and the speed signal from the first control circuit 61. However, if possible, signals are output to the first to seventh shift valves 31 to 37 and the lock-up switching valve 41 to shift to a higher speed gear, and at the same time, the first control circuits 5 and 3 of the engine controller 50 are instructed to switch on the engine. Outputs a fuel injection amount control signal for equal horsepower control.
つまり、第２制御回路６２はマイクロコンピュータとな
り、入力されるエンジンの出力状態とトルク（例えば第
２図口と二）とによってエンジン出力馬力を演算すると
共に、その等馬力曲線（第２図ト）とエンジン最高出力
状態時のトルクカーブ（第２図イ）との交点（第２図Ｘ
）のエンジン回転数Ｎ１を算出し、このエンジン回転数
Ｎ１と高速に変速した時の速度段の減速比の積が入力さ
れたエンジン回転数Ｎ２と現存の速度段の減速比の積よ
りも大きい時には高速の速度段に変速可能と判断してシ
フトアップ信号を出力する。In other words, the second control circuit 62 becomes a microcomputer, and calculates the engine output horsepower based on the input engine output state and torque (for example, Figure 2), and also calculates the equal horsepower curve (Figure 2). The intersection point (X in Figure 2) with the torque curve at the maximum engine output state (Figure 2 A)
) is calculated, and the product of this engine speed N1 and the reduction ratio of the speed gear when shifting to high speed is greater than the product of the input engine rotation speed N2 and the reduction ratio of the existing speed gear. Sometimes it determines that it is possible to shift to a higher speed gear and outputs a shift up signal.
なお、実際には算出したエンジン回転数に余裕をもたせ
るために若干遅いエンジン回転数として演算する。Note that in actuality, the calculated engine speed is calculated as a slightly lower engine speed in order to provide some margin.
しかして、アクセル５１を半開としてエンジン１０を部
分出力状態、例えば第２図口として空荷状態で建設機械
用ダンプトラックの負荷が第６図口と小さい場合に一定
車速、例えば第６図ｖ１の車速で定速走行する際には変
速機コントローラ６０の第１制御回路６１により従来と
同様に自動変速されてその車速ｖ１に見合う速度段、例
えば前進５速Ｆ５となる。Therefore, when the accelerator 51 is half-open and the engine 10 is in a partial output state, for example, as shown in Figure 2, when the load of the dump truck for construction machinery is small as in Figure 6 in an unloaded state, the vehicle speed is constant, for example, in Figure 6 v1. When the vehicle is traveling at a constant speed, the first control circuit 61 of the transmission controller 60 automatically shifts the gear as in the conventional case, to a speed corresponding to the vehicle speed v1, for example, the fifth forward speed F5.
これにより、第２制御回路６２には前進５速Ｆ５の信号
が入力されると共に、エンジンの出力状態とトルクとが
入力されてエンジン馬力が演算され、第６図においてエ
ンジン馬力（負荷）と車速とによって現在の位置Ｙを判
断すると共に、アクセル開度信号が変化しないことによ
って定速走行していると判断し、第２図における二点を
通る等馬力曲線トと最高出力状態のトルクカーブイとの
交点Ｘのエンジン回転数Ｎ１を算出する。As a result, the signal for the fifth forward speed F5 is input to the second control circuit 62, and the output state and torque of the engine are also input to calculate the engine horsepower, and in FIG. The current position Y is determined by Calculate the engine rotation speed N1 at the intersection point X with
このエンジン回転ＩＮ、と前進６速Ｆ６の減速比を乗算
し、その値が自動変速された前進５速Ｆ５の減速比とそ
の時のエンジン回転数Ｎ２の積より大きい場合にはシフ
トアップ信号を第１制御回路６１に出力し、通常の自動
変速と同様に前進６速Ｆ６に自動変速する二
これと同時にエンジンコントローラ５０の第１制御回路
５３にエンジンを等馬力制御すべくの信号を出力して燃
料噴射量を制御する。This engine rotation IN is multiplied by the reduction ratio of the forward 6th gear F6, and if the value is larger than the product of the reduction ratio of the automatically shifted 5th forward gear F5 and the engine rotational speed N2 at that time, the shift up signal is activated. 1 outputs the signal to the control circuit 61 to automatically shift to 6th forward speed F6 in the same way as a normal automatic shift; 2 simultaneously outputs a signal to the first control circuit 53 of the engine controller 50 to control the engine to equal horsepower. Controls fuel injection amount.
このようにエンジン出力に余裕がある場合には通常の自
動変速で選定された速度段よりも高速の速度段に変速し
て定速走行できるので、エンジン回転数を低くして燃料
消費率と損失馬力を低減できて燃費を向上できる。In this way, if there is enough engine output, it is possible to shift to a higher speed than the one selected by normal automatic shifting and drive at a constant speed, reducing the engine speed and reducing fuel consumption and losses. Horsepower can be reduced and fuel efficiency can be improved.
以上の実施例ではエンジン出力状態とトルクをエンジン
コントローラ５０の第２制御回路５４で行なったが、変
速機コントローラ６０の第２制御回路６２で行なっても
良いし、第１制御回路６１と第２制御回路６２とを１つ
のマイクロコンピュータとして通常時の自動変速と定速
走行時のシフトアップを行なうようにしても良い。In the above embodiment, the engine output state and torque are controlled by the second control circuit 54 of the engine controller 50, but they may be controlled by the second control circuit 62 of the transmission controller 60, or by the first control circuit 61 and the second control circuit 54. The control circuit 62 may be a single microcomputer to perform automatic gear shifting during normal operation and upshifting during constant speed driving.
また、エンジン回転数と減速比の関係よりシフトアップ
信号を出力するようにしたが、エンジントルクと減速比
との関係よりシフトアップ信号を出力するようにしても
良い。Furthermore, although the upshift signal is output based on the relationship between the engine speed and the reduction ratio, the upshift signal may be output based on the relationship between the engine torque and the reduction ratio.
つまり、ＴＸＧ ≧ＴＸＧ
ＩＮ÷１ ２ Ｎ（１＋α）′）場合にシフト
アップ信号を出力するようにする。In other words, the shift-up signal is output when TXG≧TXG IN÷1 2 N(1+α)').
但し、Ｔｌはエンジン回転数Ｎ１時のトルク、Ｔ２はエ
ンジン回転数Ｎ２時のトルク、ＧＮは速度段の減速比、
αはトルク余裕率である。However, Tl is the torque at engine speed N1, T2 is the torque at engine speed N2, GN is the speed reduction ratio,
α is the torque margin rate.
また、第２図に示すエンジン出力カーブに基づいてシフ
トアップする領域を予じめ演算して定め、その領域にあ
る場合にはシフトアップするようにしても良く、このよ
うにすれば前述の腹雑な演算処理を行なわなくとも良い
。Furthermore, the range for upshifting may be calculated and determined in advance based on the engine output curve shown in Fig. 2, and the upshifting may be performed when the range is within that range. There is no need to perform complicated arithmetic processing.
通常走行時には建設機械用ダンプトラックに見合う自動
変速ができると共に、エンジン部分出力状態で定速走行
する際にはエンジン出力を有効利用して高速の速度段で
走行できる。During normal driving, it is possible to automatically change gears to match that of a dump truck for construction machinery, and when driving at a constant speed with partial engine output, the engine output can be effectively used to drive at a high speed.
したがって、定速走行する際にエンジン回転数を低下で
きて燃料消費率と損失馬力を低減して燃費を向上できる
。Therefore, when driving at a constant speed, the engine speed can be lowered, fuel consumption rate and horsepower loss can be reduced, and fuel efficiency can be improved.
第１図は本発明の一実施例を示す全体説明図、第２図は
エンジントルクカーブ線図、第３図は建設機械用ダンプ
トラックの概略図、第４図は動力伝達系統の説明図、第
５図は変速用油圧回路図、第６図は従来の自動変速にょ
る変速パターン説明図である。
エンジン回転数（Ｎ）
第６図
軍速→Fig. 1 is an overall explanatory diagram showing one embodiment of the present invention, Fig. 2 is an engine torque curve diagram, Fig. 3 is a schematic diagram of a dump truck for construction machinery, Fig. 4 is an explanatory diagram of a power transmission system, FIG. 5 is a hydraulic circuit diagram for shifting, and FIG. 6 is an explanatory diagram of a shifting pattern in a conventional automatic shifting. Engine rotation speed (N) Figure 6 Military speed →
Claims (1)
を設定して自動変速すると共に、エンジン部分出力状態
で定速走行する際にエンジン出力に余裕がある場合には
前述の通常自動変速によって選定した速度段よりも高速
の速度段に自動変速することを特徴とする建設機械用ダ
ンプトラックの自動変速方法。During normal driving, the shift points are set according to the engine's maximum output state and the gears are automatically shifted, and when driving at a constant speed with the engine at partial output, if there is room in the engine output, the speed selected by the normal automatic shifting described above is set. An automatic gear shifting method for a dump truck for construction machinery, characterized by automatically shifting gears to a higher speed gear.
Priority Applications (13)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2249287A JPS63192625A (en) | 1987-02-04 | 1987-02-04 | Automatic speed change method for damp truck for construction machine |
| US07/742,282 US5257193A (en) | 1987-02-04 | 1988-02-04 | Method of automatically changing the speed stage of a construction vehicle based on vehicle loading |
| EP88901457A EP0417275B1 (en) | 1987-02-04 | 1988-02-04 | Automatic speed change method for dump truck for construction machine |
| EP98119242A EP0892197A3 (en) | 1987-02-04 | 1988-02-04 | Method of automatically changing speed of dump truck for use as construction vehicle |
| AU12443/88A AU1244388A (en) | 1987-02-04 | 1988-02-04 | Automatic speed change method for dump truck for construction machine |
| EP93101893A EP0545900A3 (en) | 1987-02-04 | 1988-02-04 | Method of automatically changing speed of dump truck for use as constrcution vehicle |
| DE3889926T DE3889926T2 (en) | 1987-02-04 | 1988-02-04 | AUTOMATIC TRANSMISSION FOR CONSTRUCTION VEHICLES WITH TIPPER. |
| PCT/JP1988/000106 WO1988005732A1 (en) | 1987-02-04 | 1988-02-04 | Automatic speed change method for dump truck for construction machine |
| SU884356677A RU2001791C1 (en) | 1987-02-04 | 1988-10-03 | Method of automatic control of dump truck speed |
| AU88868/91A AU647214B2 (en) | 1987-02-04 | 1991-12-05 | Method of automatically changing speed of dump truck for use as construction vehicle |
| US08/040,378 US5319559A (en) | 1987-02-04 | 1993-03-30 | Method of automatically changing the speed stage of a vehicle based on vehicle loading |
| AU48927/93A AU660236B2 (en) | 1987-02-04 | 1993-10-08 | Method of automatically changing speed of dump truck for use as construction vehicle |
| AU16118/95A AU665943B2 (en) | 1987-02-04 | 1995-03-28 | Method of automatically changing speed of dump truck for use as construction vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2249287A JPS63192625A (en) | 1987-02-04 | 1987-02-04 | Automatic speed change method for damp truck for construction machine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63192625A true JPS63192625A (en) | 1988-08-10 |
Family
ID=12084228
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2249287A Pending JPS63192625A (en) | 1987-02-04 | 1987-02-04 | Automatic speed change method for damp truck for construction machine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS63192625A (en) |
| AU (2) | AU647214B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006125295A (en) * | 2004-10-28 | 2006-05-18 | National Agriculture & Bio-Oriented Research Organization | Tractor |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60245859A (en) * | 1984-05-17 | 1985-12-05 | Caterpillar Mitsubishi Ltd | Controller for governor control lever |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3693479A (en) * | 1969-03-25 | 1972-09-26 | Nippon Denso Co | Automatic transmission system having a variable speed changing point |
| JPS5963230A (en) * | 1982-10-04 | 1984-04-10 | Toyota Motor Corp | Apparatus for displaying optimum shift timing of vehicle |
| AU577882B2 (en) * | 1984-08-10 | 1988-10-06 | Toyota Jidosha Kabushiki Kaisha | Vehicle transmission control in power and economy modes |
| FI72789C (en) * | 1984-10-24 | 1987-07-10 | Konejukka Oy | HALVA AUTOMATISKT VAEXELSYSTEM. |
| JPS62502744A (en) * | 1985-03-23 | 1987-10-22 | ツア−ンラ−トフアブリ−ク フリ−ドリツヒスハ−フエン アクチエンゲゼルシヤフト | Control device for shifting of stepped transmissions |
-
1987
- 1987-02-04 JP JP2249287A patent/JPS63192625A/en active Pending
-
1991
- 1991-12-05 AU AU88868/91A patent/AU647214B2/en not_active Ceased
-
1993
- 1993-10-08 AU AU48927/93A patent/AU660236B2/en not_active Ceased
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60245859A (en) * | 1984-05-17 | 1985-12-05 | Caterpillar Mitsubishi Ltd | Controller for governor control lever |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006125295A (en) * | 2004-10-28 | 2006-05-18 | National Agriculture & Bio-Oriented Research Organization | Tractor |
| JP4528915B2 (en) * | 2004-10-28 | 2010-08-25 | 独立行政法人農業・食品産業技術総合研究機構 | Tractor |
Also Published As
| Publication number | Publication date |
|---|---|
| AU4892793A (en) | 1993-12-16 |
| AU8886891A (en) | 1992-02-06 |
| AU647214B2 (en) | 1994-03-17 |
| AU660236B2 (en) | 1995-06-15 |
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