WO2005021977A1 - 建設機械のエンジンラグダウン抑制装置 - Google Patents
建設機械のエンジンラグダウン抑制装置 Download PDFInfo
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- WO2005021977A1 WO2005021977A1 PCT/JP2004/012759 JP2004012759W WO2005021977A1 WO 2005021977 A1 WO2005021977 A1 WO 2005021977A1 JP 2004012759 W JP2004012759 W JP 2004012759W WO 2005021977 A1 WO2005021977 A1 WO 2005021977A1
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- torque
- pump
- engine
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- control means
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
- F04B49/08—Regulating by delivery pressure
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2246—Control of prime movers, e.g. depending on the hydraulic load of work tools
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2278—Hydraulic circuits
- E02F9/2285—Pilot-operated systems
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2278—Hydraulic circuits
- E02F9/2296—Systems with a variable displacement pump
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
- F04B17/05—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by internal-combustion engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
- F15B2211/205—Systems with pumps
- F15B2211/2053—Type of pump
- F15B2211/20546—Type of pump variable capacity
- F15B2211/20553—Type of pump variable capacity with pilot circuit, e.g. for controlling a swash plate
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/60—Circuit components or control therefor
- F15B2211/63—Electronic controllers
- F15B2211/6303—Electronic controllers using input signals
- F15B2211/633—Electronic controllers using input signals representing a state of the prime mover, e.g. torque or rotational speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/60—Circuit components or control therefor
- F15B2211/63—Electronic controllers
- F15B2211/6303—Electronic controllers using input signals
- F15B2211/6346—Electronic controllers using input signals representing a state of input means, e.g. joystick position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/60—Circuit components or control therefor
- F15B2211/665—Methods of control using electronic components
- F15B2211/6652—Control of the pressure source, e.g. control of the swash plate angle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/80—Other types of control related to particular problems or conditions
- F15B2211/85—Control during special operating conditions
- F15B2211/851—Control during special operating conditions during starting
Definitions
- the present invention is designed to be used in machines such as hydraulic shovels to reduce the decrease in the X engine rotational speed that occurs when operating the operating device from a non-operating state.
- the conventional X-gen lag duct suppression device of the present invention is composed of the processing program described in the in-box and the n-in-box of the in-box.
- the control signal for setting the large pump torque corresponding to the target X engine speed to the predetermined low pump torque when the non-operating state of the operating device has elapsed after the visual time in the place has been reached is described above.
- the control device In addition to the torque control means for outputting to the solenoid valve, the control device is operated from the non-operation state for a predetermined holding time while being controlled by the torque control means. Maintains low pump torque Including the control of the torque
- the pump is controlled to a predetermined low pump torque for a predetermined holding time after the operating device in the non-operation state is operated, so that the load on the engine is reduced.
- the drop in the X rotation speed is relatively small, the maximum pump torque corresponding to the target rotation speed of the fan immediately after the holding time elapses.
- the engine has reached its target speed, it is controlled 1> or before the engine reaches its target speed, although it is relatively small again
- the occurrence of unacceptable dust is caused by workability and operation.
- the present invention has been made based on the above-described actual state of the prior art, and has a purpose of maintaining a low pump torque for a predetermined holding time when the operating device is operated from a non-operating state. It is an object of the present invention to provide an X-language damping suppression device for a construction machine that can keep the engine lagging down after the passage of time.
- the present invention considers the engine, the main pump driven by the *-X engine, and the maximum pump torque of the *-main pump.
- a construction machine having torque adjusting means for adjusting, a hydraulic mechanism driven by hydraulic oil discharged from the main pump, and an operating device for operating the hydraulic mechanism.
- a second pump control means for controlling the torque adjusting means so as to set the predetermined low pump torque lower than the large pump torque when the non-operation state of the operating device has passed a predetermined monitoring time.
- the torque control means and the predetermined low pump pressure for a predetermined holding time after the operating device is operated from the non-operation state while being controlled by the first torque control means.
- Luc or its prescribed low pump torque A second torque control means for controlling the torque adjusting means so as to bring the pump to a nearby torque, and wherein the engine is operated when the operating device is operated from the non-operation state.
- the pump torque is changed over time from the time when the above-mentioned predetermined holding time elapses in the engine lag damping suppression device of the BX machine.
- Third torque control means for controlling the torque adjustment means so as to gradually increase the torque based on a predetermined torque increase rate is provided.
- the present invention configured as described above is the same. After a lapse of a predetermined low pump torque holding time when the operation device is shifted from the non-operation state to the operation state, the third torque control means uses the U and the predetermined torque increase rate based on the predetermined torque increase rate.
- the pump torque gradually increases. Accordingingly, the load on the engine after the elapse of the above-mentioned predetermined holding time does not become an excessively large load, that is, a gradually increasing negative load. It is possible to reduce the temperature after a predetermined holding time.
- the present invention provides, in the above invention, the third torque control means.
- the present invention provides the above-mentioned invention, wherein the third torque control means fx comprises: Means for variably controlling the torque increase rate during the transition from the predetermined low pump torque to the maximum pump torque corresponding to the engine speed. are doing.
- the present invention is characterized in that, in the above invention, the means for variably controlling the torque rate includes means for continuously calculating the torque increase rate per unit time.
- the present invention in the above invention, further comprises a correction torque calculation unit for obtaining a torque correction value corresponding to a rotation speed deviation between a target rotation speed and an actual rotation speed of the engine, wherein the correction torque calculation unit A speed sensing control means for determining a target value of the maximum pump torque controlled by the first torque control means on the basis of the torque correction value obtained by the section.
- the third torque control means is obtained by a function setting section for previously setting a functional relationship between a torque correction value and a torque rate, and the correction torque calculation section of the speed sensing control means.
- the present invention configured as described above implements speeding control, and suppresses engine run-down after a predetermined holding time of low pump torque has been reduced.
- a boost pressure sensor for detecting a boost pressure
- the third torque control means is detected by the boost pressure sensor.
- a torque-ratio correction means for correcting the torque ratio corresponding to the boost pressure according to the boost pressure.
- the pump is gradually pumped by the third torque control means after a predetermined holding time for holding the pump at a low torque when the operating device is produced from the non-operation state. If the torque is increased, the load on the engine can be reduced even after the predetermined holding time has elapsed, so that after the predetermined holding time has elapsed.
- the X engine lag down can also be kept smaller than before, and the engine This will speed up the time required to reach the m-large pump torque, which is determined by the target number of times Is. At the same time, a large pump torque can be secured at an early stage after the elapse of a predetermined holding time, and workability and operability can be improved as compared with the conventional case.
- FIG. 1 is a diagram showing a configuration of a main part of a construction machine provided with an energ-down control device of the present invention.
- Fig. 2 shows the basic characteristics of the construction machine shown in Fig. 1, including the pump discharge pressure-displacement volume characteristic (corresponding to the PQ characteristic), and the pump discharge pressure-pump torque characteristic. .
- Fig. 3 is a diagram showing the basic characteristics of the BX machine shown in Fig. 1, and the P-Q line movement characteristics
- Fig. 4 is a graph showing the engine characteristic rotation speed-torque characteristic of the basic characteristics of the construction machine shown in Fig. 1.
- Fig. 5 is a diagram showing the position control characteristics of the basic characteristics of the construction machine shown in Fig. 1.
- Fig. 6 shows the engine control characteristics of the construction machine shown in Fig. 1.
- FIG. 7 is a diagram showing the characteristics of a body pressure control device included in the first embodiment of the engine-lag control device according to the present invention.
- Body control unit included in the first embodiment of the present invention P-ra is a prosthesis diagram showing a speed control means provided 9 is a vehicle body control included in the first embodiment of the present invention. ⁇ -Shows the processing procedure in the
- FIG. 10 is a diagram showing a correction torque calculating unit included in the speed sensing control means shown in FIG.
- FIG. 11 is a diagram showing a function defining unit included in the vehicle body control controller included in the first Mi mode of the present invention.
- FIG. 12 is a diagram showing time-engine speed characteristics and time-maximum pump torque characteristics, and time-engine speed characteristics obtained in the first embodiment of the present invention.
- FIG. 13 is a diagram showing a time-maximum pump torque characteristic and a time-engine speed characteristic obtained in the second embodiment of the present invention.
- FIG. 14 is a diagram showing time-maximum pump torque characteristics and time-engine speed characteristics obtained in the third embodiment of the present invention.
- FIG. 15 is a diagram showing a configuration of a main part of the fourth embodiment of the present invention.
- ⁇ FIG. 16 is a diagram illustrating a time-maximum pump torque characteristic and a time-engine obtained in the fourth embodiment of the present invention.
- FIG. 4 is a diagram illustrating a rotation speed characteristic.
- FIG. 1 is a diagram showing a configuration of a main part of a building BX machine provided with the X engine lag down suppression device of the present invention.
- the first embodiment of the engine lag down suppressing device of the present invention is provided in a construction machine, for example, a hydraulic shovel, and the hydraulic shovel u is a main part configuration as shown in FIG.
- a construction machine for example, a hydraulic shovel
- the hydraulic shovel u is a main part configuration as shown in FIG.
- the engine includes, for example, a variable displacement hydraulic pump driven by the engine 1 of the X engine 1, that is, a main pump 2, a pilot pump 3, and a tank 4.
- a hydraulic actuator such as a bloomer V, an a-cylinder, etc., which is driven by hydraulic oil discharged from the pump 2, and a hydraulic actuator Operating device 5 for operating X overnight, tilt control control 6 for controlling the tilt angle of main pump 2, and torque for adjusting IS large pump torque of main pump 2
- the torque adjusting means is provided with a tilting control mechanism so as to keep the maximum pump torque constant irrespective of a change in the discharge pressure of the main pump 2. Overnight
- a position control valve 8 for adjusting the as-large pump torque in accordance with the amount of operation of the operating device 5.
- the tilt sensor 9 for detecting the tilt angle of the main pump 2 and the discharge pressure detecting means for detecting the discharge pressure of the main pump 2, namely, the discharge pressure sensor 10 and the operating device 5 A pipe pressure detecting means for detecting a pipe P pressure output in accordance with the operation, i.e., a rotation speed instruction for instructing a target rotation number of the P P pressure sensor 11 and the engine 1. 1 and 2
- Control unit P that outputs the control signal
- the engine control P which outputs a signal for controlling the fuel injection pump 14 of the engine 1 in response to the control signal output from the vehicle control controller 13 with the engine control P 3 It has one and fifteen.
- the boost pressure is detected, and the detected IS is output to the engine control ⁇ -15.
- the boost pressure sensor 17, engine 1 A rotation sensor 1a for detecting the actual rotation speed of the motor is provided.
- Figures 2 to 5 show the basic characteristics of the construction machine shown in Fig. 1, that is, the hydraulic shovel, and Fig. 2 shows the pump discharge pressure-displacement capacity characteristics.
- Fig. 3 shows the PQ characteristic versus the pump discharge pressure vs. pump torque characteristics.
- Fig. 3 shows the PQ diagram movement characteristics
- Fig. 4 shows the engine g target rotation speed torque characteristics.
- Fig. 5 and Fig. 5 show the position control characteristics, which are the basic characteristics of the hydraulic cylinder of Fig. 2.
- the pump discharge pressure P-the displacement volume q shown in Fig. 2 (a) PQ diagram which is the relationship between the discharge flow rate Q corresponding to the pump discharge pressure P and the displacement q
- This PQ diagram 20 is in line with the pump torque constant diagram 21. Also, as shown in Fig. 2 (b), the pump discharge pressure P-the pump torque is related to PQ. It has the characteristics shown in pump torque diagram 22 by control. As described above, if the discharge pressure of the main pump 2 is P, the displacement volume is q, and the pump torque is Tp, the mechanical efficiency is 77 m.
- FIG. 3 As a basic characteristic of the hydraulic shovel, as shown in FIG. 3, it has a PQ diagram movement characteristic.
- 23 is a PQ diagram corresponding to ⁇ maximum water pump torque based on the S target engine rotation speed, and 24 is a low torque lower than the large pump torque described above.
- Controlled input torque for example, corresponds to the minimum input torque (Min) described later
- the large pump torque line with the characteristic of Fig. 26 is the large pump torque line when the target rotation speed of the engine 1 is relatively small n1.
- the minimum value T p 1 in FIG. 26 is reached, and when the rotation speed of the fan 1 reaches the target rotation speed n 2 corresponding to the rated rotation speed, the large pump torque diagram 26 Maximum value TP 2.
- the hydraulic shock level has a position control characteristic due to the operation of the la-position control valve 8 in accordance with the operation of the operating device 5. Is the discharge pressure of main pump 2.
- FIG. 27 shows a phone control diagram 27 in which P is P1.
- the pump control valve 8 and the torque control valve 7 Since the pump is connected to the pump, when the pump discharge pressure P is P1, the PQ diagram 20 in FIG. The maximum pump torque is controlled according to the minimum value in the control diagram 27.
- Figure 6 is a construction machine shown in FIG. 1, i.e. shows the E Unless they already exist down control characteristic hydraulic tio Bell's, 7 vehicle control co emissions Bok ⁇ -? Ru stored in La Bruno 1 I P Tsu Boku ⁇ FIG. 6 is a diagram showing a single displacement volume characteristic.
- the hydraulic shovel has a gas mouth opening characteristic realized by, for example, the child governor control as the engine control characteristic.
- the vehicle control controller 13 includes a pilot pressure ⁇ i corresponding to the operation amount of the operating device 5 and a pressing force of the main pump 2 as shown in FIG.
- the relationship between the displacement volume q is memorized.
- ⁇ The displacement volume q of the main pump 2 gradually increases with the increase of the SO pressure P i.
- the vehicle body control controller 13 includes a speed sensing control means shown in FIG. As shown in FIG. 8, the speed-sensing control means includes a subtraction unit 4 for calculating the rotational speed deviation ⁇ between the target rotational speed Nr of engine 1 and the actual rotational speed Ne. 0, the large pump torque diagram shown in FIG. 4 described above, that is, the target rotation speed ⁇ r and the drive control torque
- the horsepower control torque calculation unit 41 in which the large pump torque diagram, which is the relationship with Tb, is set, and the speed deviation ⁇ N output from the subtraction unit 40 are multiplied by hi ”.
- the correction torque calculation unit 42 for obtaining the steering torque ⁇ and the horsepower control torque Tb output from the above-described force control torque calculation unit 41 and the correction torque calculation unit 42 are output.
- an adder 43 for adding the speed sensing torque ⁇ T to the target value of the large pump torque obtained by the adder 43.
- the first pumping time is equal to or greater than the predetermined pumping time.
- the third torque for controlling the torque adjusting means including the torque control valve 7 and the phon control valve 8 described above is gradually increased based on the predetermined torque volume K with the passage of time.
- the pressure receiving chamber 7c which is disposed on the side of the torque control valve 7 opposite to the spring 7b of the torque control valve 7 and through which the pressure oil supplied from the magnetic valve 16 is guided, allows the operating device 5 to be moved from the non-operation state.
- the engine-lag suppression device according to the present invention which suppresses a remarkable decrease in the engine speed that occurs momentarily when the engine is operated.
- the non-operating state of the operating device 5 is controlled by the vehicle control control ⁇ - ⁇ 13, the magnetic valve 16, and the pressure receiving chamber 7 c of the torque control valve 7 for a predetermined viewing time ⁇ X. After one elapse, the target rotation speed of
- a predetermined low pump torque that is lower than the maximum pump torque in place of the IS large pump torque that has been set in mind such as a predetermined minimum pump torque (value: Min).
- a second torque control means for holding the spool 7 a of the torque control valve 7 so as to make the minimum pump torque, for example, as described above is configured.
- FIG. 10 is a diagram showing a correction torque calculation unit included in the speed sensing control means shown in FIG. 8, and FIG. 11 is a diagram showing the above-described vehicle control component included in the first embodiment.
- FIG. 4 is a diagram showing a function setting unit in which a mouth is stored.
- the correction torque calculation unit 42 has a rotational speed deviation
- N is a small rotational speed deviation N 1
- a small speed sensing torque ⁇ T 1 is obtained as the speed sensing torque ⁇ T
- Number deviation ⁇ N is greater than rotation number deviation N N 1
- N 2 the speed sensing torque ⁇ ⁇ is greater than the speed sensing torque ⁇ 1
- the speed is greater than the speed sensing torque ⁇ T. 2 is required
- the relationship between the speed torque ⁇ and the increase rate ⁇ is set, for example, the speed torque ⁇ ⁇ .
- the linear relationship is set such that the larger the value becomes, the smaller the increase rate becomes.
- the speed sensing torque ⁇ T has a small speed sensing torque ⁇ T.
- the torque ratio ⁇ which is determined by the amount of change in the torque per unit time, is a small value.
- the torque K1 and the speed, the speed sensing torque ⁇ ⁇ is ⁇ ⁇ 1 ⁇ T 2
- the torque increase K is K 2, which is larger than K 1.
- the vehicle control control ⁇ - ⁇ which constitutes the third torque control means described above is adapted to reduce a predetermined low pump torque to a large pump torque corresponding to the number of revolutions of the engine 1.
- the vehicle control control unit 13 that constitutes the third torque control means is a torque correction value obtained by the correction torque calculation unit 42 shown in FIG. 101, that is, speed sensing. From the relationship between the torque ⁇ T and the speed sensing torque ⁇ T set in the ex part 44 of the function shown in FIG. 11 and the torque ratio ⁇ , the corresponding torque ratio K is obtained.
- FIG. 9 is a flow chart showing a processing procedure in the vehicle control console P included in the first embodiment, which is shown in FIG. A description will be given of the processing operation in the first embodiment Iv- of the present invention according to the flowchart.
- the vehicle control console P13 has not passed the predetermined holding time ⁇ X2 for the holding time TX to be kept in the non-operation state, as shown in step S1 of FIG. If the judgment is yes For example, when the holding time TX does not reach the predetermined holding time TX 2, the maximum pump torque T maintains the above low pump torque, that is, the minimum pump torque (value: Min). Thus, the torque control valve 7 is controlled.
- the tilt control mechanism 6 shown in FIG. 1 is connected to the pressure receiving chamber 6 a via the torque control valve 7 and the inaction control valve 8. If the force due to the pressure of the pressurized oil supplied to the pressure receiving chamber 6b is greater than the force due to the pie P of the pipe pump 3 supplied to the pressure receiving chamber 6b and the inlet pressure, the spray 6c moves to the right in FIG. 1 and the tilt angle of the main pump 2 decreases as shown by the arrow 30.On the contrary, the force due to the pressure of the pressure receiving chamber 6b is applied to the pressure receiving chamber. If the force due to the pressure of 6a is greater than
- the torque control valve 7 includes, for example, a force generated by the discharge pressure P of the main pump 2 applied to the pressure receiving chamber 7 d and a pipe P applied to the pressure receiving chamber 7 c through the solenoid valve 16.
- the spool 7a moves to the left in FIG. 1 and the tilt control actuator 6
- pressurized oil to the pressure receiving chamber 6a
- the spring 7a moves as shown in FIG. It moves to the right and tends to return the pressure oil in the pressure receiving chamber 6a of the tilt control mechanism 6 to the tank 4, that is, to increase the tilt angle of the main pump 2.
- the first control output from the vehicle body control controller 13 causes the solenoid valve 16 to switch to the lower position side of ⁇ 1 against the force of the spring 16a.
- the pressure receiving chamber 7c of the torque control valve 7 is
- the torque control valve 7 adjusts the force applied to the pressure receiving chamber 7 d to the discharge pressure P of the main pump 2 and the force of the spring 7 b.
- Spool 7a moves due to magnitude relationship between force and
- the position control valve 8 is configured such that the force due to the pilot pressure guided through the pilot port line 32 with the operation of the operating device 5 is larger than the force of the spring 8a.
- the spool 8b moves to the right in Fig. 1 and tilts to return the pressure oil in the pressure receiving chamber 6a of the tilt control actuator 6 to the tank 4, i.e., the main pump 2 This tends to increase the tilt angle.
- the tilt angle corresponding to the discharge pressure P of the main pump 2, that is, the displacement volume q, is controlled, and the maximum pump obtained by the above equation (1) is obtained.
- the pump torque of the main pop 2 is controlled so that the torque Tp is obtained, and the PQ line at this time is the PQ diagram 23 in FIG.
- a control signal for switching the solenoid valve 11 is output from the vehicle control control ⁇ —the controller 13 constituting the first torque control means. Is done.
- the solenoid valve 1 tends to be switched to the upper position shown in FIG. 1 by the force of the spring 16a, and the pressure of the torque control valve 7 is reduced via the solenoid valve 1.
- the pilot pressure is supplied to the chamber 7c, and the torque control means 7 determines that the combined force of the force of the pressure of the pressure receiving chamber 7d and the force of the pressure of the pressure receiving chamber 7c is larger than the force of the spring 7d.
- Spool 7 moves to the left in Fig. 1. Pilot pressure is supplied to the pressure receiving chamber 6a of the tilting control valve 6 via the torque control valve 7, and the force of the pressure of the pressure receiving chamber 6a is applied to the pressure receiving chamber 6a.
- Body control unit ⁇ -La 13 calculates the target rotation speed Nr of the engine 1 based on the signal input from the target rotation speed indicator 12; Also, the operation for calculating the actual rotation speed Ne of the engine 1 based on the signal input from the rotation sensor 1a via the engine controller 15 is performed. 0
- the drive control torque calculation unit 41 shown in FIG. 8 performs the calculation for obtaining the drive control torque Tb corresponding to the target rotation speed Nr of the fan 1.
- the rotation speed deviation ⁇ N between the target rotation speed Nr and the actual rotation speed ⁇ e is obtained, and the speed corresponding to the rotation speed deviation N is calculated by the correction torque calculator 42. Sensing torque
- step S2 of FIG. 9 The process of obtaining the rotational speed deviation ⁇ in step S2 of FIG. 9 and the process of obtaining ⁇ T from the rotational speed deviation ⁇ N in step S3 are as described above.
- the drive control torque Tb obtained in the drive control torque / calculation section 41 in the addition section 43 and the correction torque performance section 42 in the drive control torque calculation section 42 are thereafter obtained.
- Speed sensing torque ⁇ T is added
- the calculation for obtaining the target value T of the maximum pump torque is performed.
- a control signal corresponding to the target value T is output to the control unit of the solenoid valve 16.
- the first embodiment of the present invention employs a control signal as shown in step S 4 in FIG. , Compensation Torque calculation unit 42 Speed sensing torque
- Figure 10 shows the rotational speed deviation ⁇ of the fan 1 obtained by the subtractor 40 in Fig. 8.
- T — one ⁇ ( ⁇ K 1) X t ⁇ me ⁇ + Min (2) is calculated, and the control signal corresponding to the hundred TSS value is the body control control P-
- the above-mentioned time output to the control unit of the magnetic valve 16 is the time after a predetermined holding time TX 2 has elapsed.
- Min is a value of a predetermined low pump torque, that is, a minimum pump torque maintained for a predetermined holding time T X2.
- the pump torque immediately changes to the target rotational speed Nr as in the normal speed-sensing control.
- the control is performed so as to make it.
- FIG. 12 is a diagram showing time-maximum pump torque characteristics and time-even rotational speed characteristics obtained in the first embodiment of the present invention.
- reference numeral 50 denotes a low pump torque in the non-operation state, that is, when the operation device 5 is operated from a state in which the minimum pump torque is held, that is, the operation starts.
- Indicates a point in time. 5 1 indicates that the predetermined holding time ⁇ X 2 has been reached, that is, no occupancy has occurred at the elapse of the holding time.i ⁇ -(b) 52 in the figure indicates the engine target rotation speed, ( a) Figure
- the reference numeral 58 indicates the maximum tree torque ⁇ of the value Max corresponding to the engine target rotational speed.
- the one without the third torque control means which is a feature of the first embodiment of the present invention, that is, one in which only the speed sensing control is performed, is shown in FIG.
- Equation 53 when the predetermined holding time TX 2 is reached, control is performed to instantaneously increase the pump torque to the large pump torque corresponding to the engine target rotation speed. Therefore, a relatively large engine lag down occurs, although the predetermined retention time TX 2 is short after the burst.
- the speed sensing control accompanying this in reality, as shown by the conventional control torque 54 in (a), the pump torque becomes the maximum pump torque value of the value Max, as shown by the conventional control torque 54 in the figure. It takes a little time to become Also, as shown by the control torque 54, the pump torque has a relatively small value. This tends to reduce workability and operability.
- B As shown by the engine speed 56 in FIG. It is smaller than the one using only speed-sensing control. In accordance with the engine speed ⁇ 5 and the speed control, the speed control is actually used. As shown by (a) control torque 57 in the figure, the conventional control torque 54 ⁇ Maximum pump torque reaches the value of Max X. o Also, relatively large pump torque can be used.
- the frequency deviation ⁇ N obtained by the subtraction unit 40 of the speed sensing control means is slightly larger than ⁇ N 1 described above, and ⁇ N 2 shown in FIG.
- the speed sensing torque obtained by the correction torque calculation unit 42 is shown in FIG. 10 which is larger than ⁇ T 1 described above. Therefore, the torque increase rate K at this time is K2, which is larger than u described above from K1 from the relationship shown in Fig. 11.
- the slope of the characteristic line is larger than the actual pump torque 55 described above, and the engine speed 60 in FIG. The engine lag dung is suppressed to be smaller than the above case.
- the control torque of FIG. As shown, the maximum pump torque is even faster
- a pump torque with a value larger than or equal to the value a of X can be obtained.
- the predetermined pumping torque that is, the predetermined holding time for holding at the minimum pump torque (value Min).
- the third torque control means keeps the torque increase rate K constant at K1 or keeps it constant at K2, so that the following time can be obtained. Since the pump torque is gradually increased with the passage of time, the engine lag duck after the predetermined holding time ⁇ X2 has elapsed is returned to the normal speed. The time required to reach the maximum pump torque T of the value Max corresponding to the target rotation speed Nr is smaller than the case of using only sensing control. Large pump torque can be obtained early after the specified holding time TX2 has elapsed. Ri by the Togade is Ru these to be coercive, monkey in this transgression to above toward the workability and operability
- FIG. 13 is a diagram showing the time-maximum pump torque characteristic and the time-speed rotation speed characteristic obtained in the second embodiment of the present invention.
- the holding time TX from the time when the operating device 5 is operated from the non-operation state in step S1 of FIG. 9 is changed to the predetermined holding time TX2. If it is determined that the rotation has been reached, the process proceeds to step S2 in FIG. 9 and the target rotation speed Nr and the actual rotation speed N are calculated in the subtraction unit 40 of FIG. 8 included in the speed sensing control means. It is assumed that the rotation speed deviation ⁇ N with respect to e is obtained, and that the obtained ⁇ N is now ⁇ N 1 shown in FIG. 10. Next, the process proceeds to step S 3 in FIG. In the correction torque calculation unit 42 shown in FIG. 8 which is included in the sensing control means, the rotational speed deviation ⁇ N ( ⁇ N 1) is calculated as “a speed sensing torque T that is taken into consideration. From this, ⁇ T is found to be ⁇ T1 from the relationship shown in Fig. 10.
- T K 1 / (time) 2 + Min (4)
- the control signal corresponding to the target value T after the calculation is carried out is transmitted to the body control control.
- the time is output to the control unit, and the time is the time after the predetermined holding time TX 2 has elapsed.
- M ⁇ n is the value of the drawing pump torque that is maintained during the given retention time T X 2
- the pump is controlled by a vehicle control controller 13 which constitutes a third torque control means including a calculation means for performing the calculation of the above equation (4).
- the actual pump torque 61 shown in FIG. 13 (a), which is a characteristic line that forms a curve that gradually increases depending on the torque rate K ( K 1),
- K K 1
- the engine rotation speed is indicated by the engine speed 62 in FIG. The size is relatively small. Due to the speed sensing control that accompanies this, As shown in (a) control torque 63 in the figure, the conventional control torque 5
- a relatively large pump torque can be secured at an early stage after the lapse of the predetermined holding time ⁇ X 2.
- the solenoid valve 16 is controlled so as to gradually increase the pump torque after a predetermined holding time ⁇ X2 has elapsed. Accordingly, the same operation and effect as those in the first embodiment described above can be obtained.
- FIG. 14 is a diagram showing time-a3 ⁇ 4large pump torque characteristics and time-engine speed characteristics obtained in the third embodiment of the present invention.
- the vehicle body control constituting the third torque control means is equal to 1 unit.
- the unit 13 has a predetermined low pump torque after a predetermined holding time ⁇ X2 has elapsed.
- Input value (value: Min)
- a means is provided for variably controlling the torque increase rate K during the transition to the ⁇ pump torque (value: Max) corresponding to the macro-rotational speed Nr of 1.
- the means for variably controlling the torque increase rate K of the motor is, for example, a means of continuously calculating the torque increase rate K per unit time after a predetermined holding time ⁇ X 2 has elapsed.
- the process of the above-described procedure S2S5 in FIG. 9 is performed for each unit time, that is, performed periodically, that is, the target of the IS large pump torque obtained for each unit time.
- a control signal corresponding to the standard value T is output from the vehicle body control control ⁇ - ⁇ 13 to the control unit of the solenoid valve 16,
- the torque increase rate K is a value that changes in one step with the rotational speed deviation ⁇ N of the engine 1, and the pump torque is changed by a variable torque increase rate K.
- the pump torque control is performed in such a manner that the actual pump torque 65 shown in FIG. 14 (a), which is a characteristic line that forms a curve that gradually increases depending on As a result, the engine lag down can be further reduced as compared with the engine speed 60 shown in FIG. 14 (b) in FIG. 14 (b) obtained in the first embodiment described above.
- the engine rotation speed is 6 and the engine rotation speed is 0 .
- the control torque 6 is more accurate than the control torque 60a in FIG. 14 obtained in the first embodiment, which is actually a law. 7 can be obtained. That is, according to the third embodiment, workability and operability with higher accuracy than in the first embodiment can be ensured.
- FIG. 15 is a diagram showing a configuration of a main part of the fourth embodiment of the present invention
- FIG. 16 is a graph showing time-large pump torque characteristics and time-X engine speed characteristics obtained in the fourth embodiment of the present invention.
- Figure S ).
- the third torque control means included in the vehicle body control controller P 13 includes a function setting section for determining the relationship between the speed sensing torque ⁇ T and the torque increase rate K.
- the ratio Q! Corresponding to the boost pressure sensor 17 shown in Fig. 1 is output from the boost pressure ratio calculation unit 45 and the function setting unit 44.
- a multiplication unit 46 is provided for multiplying the increase rate K by the ratio ⁇ output from the calculation unit 45.
- the vehicle control controller 13 constituting the third torque control means performs the following ascent in step S5 of FIG. 9 described above.
- a is i obtained by the above-described multiplication unit 46.
- the rotation speed deviation ⁇ N of the engine 1 is represented by 2N 2 shown in FIG. -Dosing sensing ⁇ T is ⁇ T 2 shown in Fig.10, and torque increase K is K2 shown in Fig.11 I; and K2 shown in Fig.10, detected by the push-down pressure sensor 17 J-hearted to the pressure of the burst! ; Dani 0! Is 1
- the actual pump torque 70 that is, the actual pump torque which forms a straight line having a larger slope than the characteristic line of the pump torque 59 in the first embodiment.
- the speed sensing control associated with the engine rotation speed 7 1 can be set to 7 1, which is actually obtained in the first embodiment described above. (A) It is possible to make the control torque 72 higher in accuracy than the control torque 60a shown in the figure (a). That is, even in the fourth embodiment, the control torque is higher than that in the first embodiment. High workability and operability
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mining & Mineral Resources (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Operation Control Of Excavators (AREA)
- Control Of Positive-Displacement Pumps (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Fluid-Pressure Circuits (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT04772708T ATE556229T1 (de) | 2003-08-28 | 2004-08-27 | Vorrichtung zum unterdrücken der motorverzögerung bei baumaschinen |
EP04772708A EP1666734B1 (en) | 2003-08-28 | 2004-08-27 | Engine lag down suppressing device of construction machinery |
US10/569,490 US8266903B2 (en) | 2003-08-28 | 2004-08-27 | Engine lag down suppressing device of construction machinery |
KR1020067003921A KR101057229B1 (ko) | 2003-08-28 | 2004-08-27 | 건설 기계의 엔진 랙 다운 억제 장치 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2003304532A JP4272485B2 (ja) | 2003-08-28 | 2003-08-28 | 建設機械のエンジンラグダウン抑制装置 |
JP2003-304532 | 2003-08-28 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005021977A1 true WO2005021977A1 (ja) | 2005-03-10 |
Family
ID=34269273
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2004/012759 WO2005021977A1 (ja) | 2003-08-28 | 2004-08-27 | 建設機械のエンジンラグダウン抑制装置 |
Country Status (7)
Country | Link |
---|---|
US (1) | US8266903B2 (ja) |
EP (1) | EP1666734B1 (ja) |
JP (1) | JP4272485B2 (ja) |
KR (1) | KR101057229B1 (ja) |
CN (1) | CN100443741C (ja) |
AT (1) | ATE556229T1 (ja) |
WO (1) | WO2005021977A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2009216058A (ja) * | 2008-03-12 | 2009-09-24 | Sumitomo Heavy Ind Ltd | 建設機械の制御方法 |
WO2010150382A1 (ja) * | 2009-06-25 | 2010-12-29 | 住友重機械工業株式会社 | ハイブリッド型作業機械及び作業機械の制御方法 |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4806014B2 (ja) | 2006-05-10 | 2011-11-02 | 住友建機株式会社 | 建設機械の過負荷防止装置 |
JP4976317B2 (ja) * | 2008-01-25 | 2012-07-18 | 住友建機株式会社 | ハイブリッド建設機械の出力トルクアシストシステム |
JP5015091B2 (ja) | 2008-08-14 | 2012-08-29 | 日立建機株式会社 | 油圧作業機械のエンジンラグダウン抑制装置 |
KR101527219B1 (ko) * | 2008-12-22 | 2015-06-08 | 두산인프라코어 주식회사 | 건설기계의 유압펌프 제어장치 |
JP5780252B2 (ja) * | 2013-03-05 | 2015-09-16 | コベルコ建機株式会社 | 建設機械の制御装置 |
JP6245611B2 (ja) * | 2014-04-18 | 2017-12-13 | キャタピラー エス エー アール エル | 制御装置および作業機械 |
DE102014214441B4 (de) * | 2014-07-23 | 2016-02-18 | Danfoss Power Solutions Gmbh & Co. Ohg | Verfahren und Anordnung zum Verzögern eines Hydrostatischen Antriebs |
JP6970533B2 (ja) * | 2017-06-16 | 2021-11-24 | 川崎重工業株式会社 | 油圧システム |
JP6934454B2 (ja) * | 2018-06-25 | 2021-09-15 | 日立建機株式会社 | 建設機械 |
CN111322218B (zh) * | 2018-12-14 | 2021-11-05 | 科颉工业股份有限公司 | 引擎式油压泵 |
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JPH05312082A (ja) * | 1992-05-08 | 1993-11-22 | Komatsu Ltd | 油圧駆動機械の制御装置 |
JPH0742705A (ja) * | 1993-07-30 | 1995-02-10 | Yutani Heavy Ind Ltd | 作業機械の油圧装置 |
WO1995015441A1 (fr) * | 1993-11-30 | 1995-06-08 | Hitachi Construction Machinery Co. Ltd. | Unite de commande pour pompe hydraulique |
US6422009B1 (en) * | 1999-05-28 | 2002-07-23 | Hitachi Construction Machinery Co., Ltd. | Pump capacity control device and valve device |
JP3688969B2 (ja) * | 2000-03-27 | 2005-08-31 | 住友建機製造株式会社 | 建設機械のエンジン制御装置 |
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2003
- 2003-08-28 JP JP2003304532A patent/JP4272485B2/ja not_active Expired - Fee Related
-
2004
- 2004-08-27 WO PCT/JP2004/012759 patent/WO2005021977A1/ja active Application Filing
- 2004-08-27 EP EP04772708A patent/EP1666734B1/en not_active Not-in-force
- 2004-08-27 US US10/569,490 patent/US8266903B2/en active Active
- 2004-08-27 KR KR1020067003921A patent/KR101057229B1/ko active IP Right Grant
- 2004-08-27 CN CNB200480024508XA patent/CN100443741C/zh not_active Expired - Fee Related
- 2004-08-27 AT AT04772708T patent/ATE556229T1/de active
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JPH02146279A (ja) * | 1988-11-25 | 1990-06-05 | Hitachi Constr Mach Co Ltd | 油圧ポンプのトルク制御方法 |
JPH07208344A (ja) * | 1993-12-23 | 1995-08-08 | Caterpillar Inc | 液圧動力制御装置 |
JP2000154803A (ja) * | 1998-11-20 | 2000-06-06 | Hitachi Constr Mach Co Ltd | 油圧建設機械のエンジンラグダウン防止装置 |
JP2000161302A (ja) * | 1998-11-24 | 2000-06-13 | Hitachi Constr Mach Co Ltd | 油圧建設機械のエンジンラグダウン防止装置 |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2009216058A (ja) * | 2008-03-12 | 2009-09-24 | Sumitomo Heavy Ind Ltd | 建設機械の制御方法 |
JP4633813B2 (ja) * | 2008-03-12 | 2011-02-16 | 住友重機械工業株式会社 | 建設機械の制御方法 |
WO2010150382A1 (ja) * | 2009-06-25 | 2010-12-29 | 住友重機械工業株式会社 | ハイブリッド型作業機械及び作業機械の制御方法 |
US8798876B2 (en) | 2009-06-25 | 2014-08-05 | Sumitomo Heavy Industries, Ltd. | Hybrid working machine and controlling method thereof |
Also Published As
Publication number | Publication date |
---|---|
EP1666734B1 (en) | 2012-05-02 |
CN100443741C (zh) | 2008-12-17 |
EP1666734A1 (en) | 2006-06-07 |
KR101057229B1 (ko) | 2011-08-16 |
EP1666734A4 (en) | 2009-12-02 |
ATE556229T1 (de) | 2012-05-15 |
JP4272485B2 (ja) | 2009-06-03 |
US8266903B2 (en) | 2012-09-18 |
US20080236157A1 (en) | 2008-10-02 |
KR20060069853A (ko) | 2006-06-22 |
CN1842660A (zh) | 2006-10-04 |
JP2005076670A (ja) | 2005-03-24 |
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