WO2012033193A1 - 作業車両のエンジンオーバーラン防止制御装置 - Google Patents
作業車両のエンジンオーバーラン防止制御装置 Download PDFInfo
- Publication number
- WO2012033193A1 WO2012033193A1 PCT/JP2011/070587 JP2011070587W WO2012033193A1 WO 2012033193 A1 WO2012033193 A1 WO 2012033193A1 JP 2011070587 W JP2011070587 W JP 2011070587W WO 2012033193 A1 WO2012033193 A1 WO 2012033193A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine speed
- engine
- brake
- inching
- hydraulic pump
- Prior art date
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
- F16H61/421—Motor capacity control by electro-hydraulic control means, e.g. using solenoid valves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
- B60W10/103—Infinitely variable gearings of fluid type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4157—Control of braking, e.g. preventing pump over-speeding when motor acts as a pump
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
- F16H61/431—Pump capacity control by electro-hydraulic control means, e.g. using solenoid valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/46—Automatic regulation in accordance with output requirements
- F16H61/465—Automatic regulation in accordance with output requirements for achieving a target input speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1075—Change speed gearings fluid pressure, e.g. oil pressure
- B60W2510/1085—Change speed gearings fluid pressure, e.g. oil pressure pressure of working fluid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/60—Industrial applications, e.g. pipe inspection vehicles
- B60Y2200/62—Conveyors, floor conveyors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H2059/366—Engine or motor speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H2059/6838—Sensing gearing status of hydrostatic transmissions
- F16H2059/6861—Sensing gearing status of hydrostatic transmissions the pressures, e.g. high, low or differential pressures
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
Definitions
- the present invention relates to an engine overrun prevention control device for a work vehicle equipped with a hydrostatic drive transmission (HST).
- HST hydrostatic drive transmission
- some work vehicles 1 such as forklifts are provided with a hydrostatic transmission (HST) 17.
- HST hydrostatic transmission
- shifting is performed by adjusting the tilt angles of the swash plate 16 c of the HST hydraulic pump 16 constituting the HST 17 and the swash plate 18 c of the HST hydraulic motor 18 to change the respective capacities. Is called.
- a work vehicle 1 equipped with an HST is provided with an accelerator operating means (for example, an accelerator pedal) 25, a brake operating means (for example, a brake pedal) 26, and a work implement operating lever 6.
- an accelerator operating means for example, an accelerator pedal
- a brake operating means for example, a brake pedal
- the brake operating means 26 also has an inching function.
- the mechanical brake rate BR as the braking force of the brake device 22 as a mechanical brake increases and the inching rate IR decreases as the stroke S of the brake operating means 26 increases.
- the swash plate 16c of the HST hydraulic pump 16 is adjusted.
- the inching rate IR means the distribution ratio of the driving force of the engine 8 to the HST hydraulic pump 16, and the distribution ratio of the driving force of the engine 8 to the HST hydraulic pump 16 decreases as the inching rate IR decreases.
- the distribution ratio to the work machine hydraulic pump 9 increases.
- FIG. 2 shows a characteristic L1 between the brake stroke S and the mechanical brake rate BR, and a characteristic L2 between the brake stroke S and the inching rate IR.
- FIG. 3 also shows characteristics L3 and L3 ′ of the relationship between the engine speed Ne and the absorption torque T of the HST pump 16, and when the capacity of the HST hydraulic pump 16 decreases and the inching rate IR decreases,
- the characteristic L3 having a large absorption torque T indicated by the solid line changes to the characteristic L3 ′ having a small absorption torque T indicated by the two-dot chain line.
- the mechanical brake rate BR increases in accordance with the increase in the brake stroke S according to the characteristic L1 shown in FIG. 2, and the brake force of the brake device 22 increases. Further, according to the characteristic L2 shown in FIG. 2, the capacity of the HST hydraulic pump 16 is reduced and the inching rate IR is reduced in accordance with the increase of the brake stroke S. Thereby, as shown in FIG. 3, the absorption torque T of the HST hydraulic pump 16 decreases. The reason why the absorption torque T of the HST hydraulic pump 16 is lowered is to prevent engine stall.
- a section where the mechanical brake rate BR and the inching rate IR are both greater than zero is referred to as a “lap section”. The lap section is determined so as to obtain optimum characteristics L1 and L2 in consideration of the operation feeling of the brake operation means 26 and the like.
- the overrun of the engine 8 causes damage to the engine 8 and components (auxiliary equipment) around the engine 8 and therefore must be avoided.
- Patent documents showing the general technical level related to the present invention include the following.
- Patent Document 1 in a work vehicle such as a wheel excavator equipped with HST, when the vehicle tends to overrun, the capacity of the travel motor is increased and the brake pressure is applied to the main circuit on the exit side of the travel motor.
- An invention is described in which the braking action is obtained by generating the torque and converting the braking pressure with a hydraulic pump and absorbing it by the engine.
- Patent Document 2 in a work vehicle such as a wheel excavator equipped with an HST, a brake motor with a brake device is connected to a drive shaft of a hydraulic pump, and when the vehicle tends to overrun, Increase the capacity to generate brake pressure in the main circuit on the exit side of the travel motor, increase the capacity of the brake motor to absorb torque by the engine, and generate brake torque to prevent overrun
- a brake motor with a brake device is connected to a drive shaft of a hydraulic pump, and when the vehicle tends to overrun, Increase the capacity to generate brake pressure in the main circuit on the exit side of the travel motor, increase the capacity of the brake motor to absorb torque by the engine, and generate brake torque to prevent overrun
- the present invention has been made in view of such circumstances, and prevents overrun of the engine without accelerating the effectiveness of the mechanical brake, suppresses energy loss, reduces fuel consumption, and reduces the cooling capacity of the brake device.
- the problem is to solve this problem.
- the first invention is Engine, A working machine hydraulic pump and an HST hydraulic pump driven using the engine as a drive source; A hydrostatic drive transmission configured to include the HST hydraulic pump and transmitting the driving force of the engine to driving wheels; An accelerator operating means; Engine speed control means for controlling the engine so as to obtain a command engine speed corresponding to the accelerator opening of the accelerator operation means; Brake operating means; A brake device for braking the drive wheel by generating a braking force according to a brake stroke of the brake operation means; Inching rate setting means for setting a correspondence relationship between the brake stroke of the brake operating means and the inching rate; Engine speed detecting means for detecting an actual engine speed of the engine; When the actual engine speed detected by the engine speed detecting means is within a predetermined speed, the inching set by the inching rate setting means corresponding to the brake stroke of the brake operating means Adjusting the capacity of the HST hydraulic pump so that the rate is obtained, When the actual engine speed detected by the engine speed detecting means exceeds the predetermined speed, the inching rate set by the inching rate setting
- the second invention is the first invention,
- the lower limit value of the inching rate is set higher as the actual engine speed increases. So that the higher one of the lower inching rate according to the engine speed and the inching rate set by the inching rate setting means corresponding to the brake stroke of the brake operating means is obtained.
- the capacity of the HST hydraulic pump is adjusted.
- the third invention is Engine, A working machine hydraulic pump and an HST hydraulic pump driven using the engine as a drive source; A hydrostatic drive transmission configured to include the HST hydraulic pump and transmitting the driving force of the engine to driving wheels; An accelerator operating means; Engine speed control means for controlling the engine so as to obtain a command engine speed corresponding to the accelerator opening of the accelerator operation means; Brake operating means; A brake device for braking the drive wheel by generating a braking force according to a brake stroke of the brake operation means; Inching rate setting means for setting a correspondence relationship between the brake stroke of the brake operating means and the inching rate; Engine speed detecting means for detecting an actual engine speed of the engine; Pressure time change rate measuring means for measuring the time change rate of the pressure on the suction side of the HST hydraulic pump; When the actual engine speed detected by the engine speed detecting means is within the command engine speed, the inching rate setting means corresponding to the brake stroke of the brake operating means is set.
- While adjusting the capacity of the HST hydraulic pump so as to obtain an inching rate The pressure on the suction side of the HST hydraulic pump measured by the pressure time change rate measuring means when the actual engine speed detected by the engine speed detecting means exceeds the command engine speed.
- the HST hydraulic pump so that an inching rate higher than the inching rate set by the inching rate setting means corresponding to the brake stroke of the brake operating means is obtained when the time change rate of
- An engine overrun prevention control device for a work vehicle comprising a pump capacity control means for adjusting the capacity of the engine.
- the fourth invention is the third invention,
- the capacity of the HST hydraulic pump is adjusted so that the higher inching rate of the inching rate set by the inching rate setting unit corresponding to the brake stroke of the brake operating unit is obtained.
- the HST hydraulic pump when the actual engine speed exceeds a predetermined engine speed, the HST hydraulic pump is configured so that an inching rate higher than the inching rate corresponding to the brake stroke is obtained. Since the capacity is adjusted, it becomes difficult for the driving force to be transmitted from the drive wheels to the engine side in the overrun speed range of the engine, and the engine overrun can be prevented.
- the HST hydraulic pump capacity was adjusted so that an inching rate higher than the inching rate corresponding to the brake stroke could be obtained, a sudden increase in engine speed could be suppressed and engine overrun was prevented. it can.
- FIG. 4 is a side view of the vehicle body 3 of the forklift as the work vehicle 1.
- a mast 4 and a fork 5 as a work machine 2 are provided in front of the vehicle body 3 of the work vehicle 1.
- the mast 4 is supported on the vehicle body 3 via a pair of left and right tilt cylinders 8.
- a work machine operation lever 6, a traveling direction instruction lever 13, an accelerator operation means 25, and a brake operation means 26 are provided.
- the accelerator operation means 25 and the brake operation means 13 are comprised by an operation pedal, for example.
- the travel direction instruction lever 13 instructs the travel direction of the vehicle body 3, that is, the forward direction F or the reverse direction R according to the operation.
- the work implement 2 is driven in accordance with the operation of the work implement control lever 6 so that the mast 4 is tilted or the fork 5 is lifted so that the position and posture of the load placed on the fork 5 are changed to a desired position and posture. Can be changed.
- FIG. 5 shows the configuration of the power transmission system of the work vehicle 1 of the embodiment.
- the work vehicle 1 is provided with a traveling device 7 and a work implement 2.
- the traveling device 7 is driven by the engine 8.
- the work implement 2 operates when pressure oil discharged from the work implement hydraulic pump 9 is supplied to the work implement hydraulic actuator 11 through the control valve 10 using the engine 8 as a drive source.
- the opening degree of the control valve 10 changes according to the operation of the work implement operation lever 6.
- the engine 8 When the accelerator operating means 25 is depressed, the engine 8 is controlled so that the engine speed Ne corresponding to the accelerator opening is obtained.
- the actual engine speed Ne of the engine 8 is detected by the engine engine speed detecting means 31.
- the driving force of the engine 8 is transmitted to the work machine hydraulic pump 9 and the HST hydraulic pump 16 via the PTO shaft 14.
- the power transmission system from the HST hydraulic pump 16 to the drive wheel 24 constitutes the traveling device 7.
- a hydrostatic transmission (HST) 17 includes an HST hydraulic pump 16, an HST hydraulic motor 18, ports 16 a and 16 b of the HST hydraulic pump 16, and inlet / outlet ports 18 a of the HST hydraulic motor 18.
- the oil passages 19A and 19B communicate with each other.
- one port 16a of the HST hydraulic pump 16 is referred to as “A port”
- a passage 19A that connects one port 16a of the HST hydraulic pump 16 and one inlet / outlet port 18a of the HST hydraulic motor 18 is communicated. Is called “A port side passage”.
- the other port 16b of the HST hydraulic pump 16 is referred to as “B port”, and a passage 19B that connects the other port 16b of the HST hydraulic pump 16 and the other inlet / outlet port 18b of the HST hydraulic motor 18 is referred to as “B port side”. This is called “passage”.
- the vehicle body 3 moves forward or backward.
- the B port 16b of the HST hydraulic pump 16 serves as a suction side port.
- the A port 16a of the HST hydraulic pump 16 becomes a port on the suction side.
- An A port pressure sensor 32 that detects the pressure (A port pressure) of the A port 16a of the HST hydraulic pump 16 is provided in the passage 19A on the A port side.
- a B port pressure sensor 33 that detects the pressure (B port pressure) of the B port 16b of the HST hydraulic pump 16 is provided in the passage 19B on the B port side.
- the shift is performed by adjusting the tilt angles of the swash plate 16c of the HST hydraulic pump 16 and the swash plate 18c of the HST hydraulic motor 18 to change the respective capacities.
- the driving force of the HST hydraulic motor 18 is transmitted to the axle 21 via the differential gear 20.
- the axle 21 is provided with a brake device 22 as a mechanical brake and a final gear 23.
- the output shaft of the final gear 23 is connected to the drive wheel 24.
- the traveling direction indicating lever 13 When the traveling direction indicating lever 13 is operated and the forward direction F is instructed, the pressure oil is discharged from the A port 16a of the HST hydraulic pump 16, and the vehicle body 3 moves forward. Further, when the traveling direction indicating lever 13 is operated and the reverse direction R is instructed, the pressure oil is discharged from the B port 16b of the HST hydraulic pump 16, and the vehicle body 3 moves backward.
- a brake hydraulic pump 28 is connected to the drive shaft of the work machine hydraulic pump 9, and the brake hydraulic pump 28 is driven using the engine 8 as a drive source.
- the pressure oil discharged from the brake hydraulic pump 28 is supplied to the brake device 22 via the brake valve 29.
- the opening degree of the brake valve 29 increases as the operation amount of the brake operating means 26, that is, the increase of the brake stroke S, and the amount of oil supplied from the brake hydraulic pump 28 to the brake device 22 increases accordingly.
- the braking force generated by the brake device 22 is increased. That is, when the brake operating means 26 is depressed, the mechanical brake rate BR increases with an increase in the brake stroke S as the amount of depression, and the braking force generated by the brake device 22 increases.
- the capacity of the HST hydraulic pump 16 is reduced and the absorption torque T of the HST hydraulic pump 16 is reduced according to the increase of the brake stroke S as the amount of depression. That is, when the brake operating means 26 is depressed, the swash plate 16c of the HST hydraulic pump 16 is adjusted so that the inching rate IR is lowered.
- the brake operation means 26 also has an inching function.
- the inching rate IR means the distribution ratio of the driving force of the engine 8 to the HST hydraulic pump 16, and the distribution ratio of the driving force of the engine 8 to the HST hydraulic pump 16 decreases as the inching rate IR decreases.
- the distribution ratio to the work machine hydraulic pump 9 increases.
- FIG. 2 shows a characteristic L1 between the brake stroke S and the mechanical brake rate BR, and a characteristic L2 between the brake stroke S and the inching rate IR.
- FIG. 3 also shows characteristics L3 and L3 ′ of the relationship between the engine speed Ne and the absorption torque T of the HST pump 16, and when the capacity of the HST hydraulic pump 16 decreases and the inching rate IR decreases,
- the characteristic L3 having a large absorption torque T indicated by the solid line changes to the characteristic L3 ′ having a small absorption torque T indicated by the two-dot chain line.
- the mechanical brake rate BR increases in accordance with the increase in the brake stroke S according to the characteristic L1 shown in FIG. 2, and the brake force of the brake device 22 increases. Further, according to the characteristic L2 shown in FIG. 2, the capacity of the HST hydraulic pump 16 is reduced and the inching rate IR is reduced in accordance with the increase of the brake stroke S. Thereby, as shown in FIG. 3, the absorption torque T of the HST hydraulic pump 16 decreases. The reason why the absorption torque T of the HST hydraulic pump 16 is lowered is to prevent engine stall.
- a section where the mechanical brake rate BR and the inching rate IR are both greater than zero is referred to as a “lap section”. The lap section is determined so as to obtain optimum characteristics L1 and L2 in consideration of the operation feeling of the brake operation means 26 and the like.
- the brake operating means 26 When the brake operating means 26 is stepped on and the inching rate IR is lowered, the driving force (braking force) is transmitted from the driving wheel 24 to the engine 8 side, the engine brake is applied, and the rotational speed Ne of the engine 8 is the prescribed maximum rotation. There is a risk that it will blow up over several NeH (overrun of engine 8). This is because the capacity of the HST hydraulic pump 16 is reduced.
- the overrun of the engine 8 causes damage to the engine 8 and components (auxiliary equipment) around the engine 8 and therefore must be avoided.
- the effect of the mechanical brake by the brake device 22 is prevented without being accelerated. This engine overrun prevention control will be described with reference to FIG.
- FIG. 6 shows the configuration of the control system of the work vehicle 1.
- the brake operation means 26 is provided with a brake detection means 35 for detecting the brake stroke S.
- the brake detection means 35 is comprised with a potentiometer, for example.
- a detection signal from the brake detection means 35 is input to the controller 30.
- a signal indicating the actual rotational speed Ne of the engine 8 detected by the engine rotational speed detection means 31 is input to the controller 30.
- Detection signals from the A port pressure sensor 32 and the B port pressure sensor 33 are input to the controller 30.
- the travel direction instruction lever 13 is provided with an FR switch 27 that detects that the forward direction F or the reverse direction R is instructed by the travel direction instruction lever 13 or that the travel direction instruction lever 13 is located at the neutral position N. A detection signal from the FR switch 27 is input to the controller 30.
- the accelerator operating means 25 is provided with an accelerator opening detecting means 34 for detecting an accelerator opening as a stepping operation amount.
- the accelerator opening degree detection means 34 is composed of, for example, a potentiometer. A detection signal from the accelerator opening detection means 34 is input to the controller 30.
- the controller 30 includes an inching rate setting unit 36, a pressure time change rate measuring unit 37, an engine speed control unit 38, a first overrun prevention coefficient calculation unit 39, and a second overrun prevention coefficient calculation unit 40. , Condition determination unit 43, small selection unit 44, 100% setting unit 45, on / off switching unit 46, 1/100 multiplication unit 47, lower limit calculation unit 48, large selection unit 49, pump Capacity control means 50 is provided.
- the inching rate setting means 36 the correspondence relationship between the brake stroke S and the inching rate IR, that is, the characteristic L2 shown in FIG. 2 is set.
- a signal indicating the current brake stroke S detected by the brake detection unit 35 is input to the inching rate setting unit 36, and the inching rate IR corresponding to the current brake stroke S is read from the characteristic L2.
- the read inching rate IR is input to the lower limit calculator 48 and the large selector 49.
- a signal indicating the actual rotational speed Ne of the engine 8 detected by the engine rotational speed detection means 31 is input to the first overrun prevention coefficient calculation unit 39 and the condition determination unit 43.
- the pressure time change rate measuring means 37 measures the time change rate of the port pressure of the suction side port of the HST hydraulic pump 16.
- the pressure time change rate measuring means 37 performs measurement based on detection signals from the A port pressure sensor 32, the B port pressure sensor 33, and the FR switch 27.
- a signal indicating the accelerator opening detected by the accelerator opening detection means 34 is input to the engine speed control means 38 and the condition determination unit 43.
- a command engine speed corresponding to the accelerator opening of the accelerator operation means 25 is obtained. Then, the engine 8 is controlled so that the command engine speed is obtained.
- the command engine speed is not set to a speed exceeding the maximum speed NeH of the engine 8, that is, the engine overrun region.
- the engine 8 is controlled by the engine speed control means 38, the governor 41, and the fuel injection pump 42.
- the engine speed control means 38 generates a control command for obtaining the command engine speed and outputs it to the governor 41.
- the governor 41 generates a fuel injection amount command for setting the command engine speed given as the control command, and outputs it to the fuel injection pump 42.
- the fuel injection pump 42 injects fuel into the engine 8 so that the fuel injection amount given as the fuel injection amount command is obtained.
- the pump capacity control means 50 performs the following control.
- the control in 2) is as described in 3) below.
- the inching rate setting means 36 corresponding to the brake stroke S of the brake operating means 26 is used.
- the capacity of the HST hydraulic pump 16 is adjusted so that the set inching rate IR is obtained.
- the first overrun prevention coefficient calculation unit 39 calculates the first overrun prevention coefficient ks1 according to the actual engine speed Ne.
- the first overrun prevention coefficient ks1 is 100%.
- the first overrun prevention coefficient ks1 decreases as the actual engine speed Ne increases, and the minimum value 0 When% is reached, the minimum value of 0% is maintained at higher rotation speeds.
- the first overrun prevention coefficient ks 1 calculated by the first overrun prevention coefficient calculation unit 39 is input to the small selection unit 44.
- the second overrun prevention coefficient ks2 is calculated according to the pressure increase per unit time (kg / cm 2) of the suction side port of the HST hydraulic pump 16. When the pressure increase is below the specified value, the second overrun prevention coefficient ks2 is 100%. When the pressure increase exceeds a specified value, the second overrun prevention coefficient ks2 decreases as the pressure increase increases. For example, when the pressure rises above a predetermined pressure increase, the second overrun prevention coefficient ks2 is saturated and maintains a constant value.
- the second overrun prevention coefficient ks 2 calculated by the second overrun prevention coefficient calculation unit 40 is input to the small selection unit 44.
- the smaller one of the first overrun prevention coefficient ks1 and the second overrun prevention coefficient ks2 is selected.
- a command engine speed corresponding to the accelerator opening of the accelerator operating means 25 is obtained. Then, the actual engine speed Ne detected by the engine speed detecting means 31 is within the command engine speed (off), or the actual engine speed Ne detected by the engine speed detecting means 31 is However, it is determined whether the command engine speed is exceeded (ON). This determination is performed to determine whether or not the driving force (braking force) is transmitted from the driving wheel 24 to the engine 8 side. When the actual engine speed Ne is within the command engine speed, the driving force (braking force) is not transmitted from the driving wheel 24 to the engine 8 side, and there is no possibility of causing an engine overrun. Judgment is made and a judgment value OFF is output. Further, when the actual engine speed Ne exceeds the command engine speed, it is determined that the driving force (braking force) is transmitted from the driving wheel 24 to the engine 8 and may cause an engine overrun. Then, judgment value ON is output.
- the on / off switching unit 46 performs a switching operation in accordance with the on / off determination value of the condition determining unit 43.
- the ON / OFF switching unit 46 is switched to the OFF side, and the numerical value “100%” set by the 100% setting unit 45 is input to the 1/100 multiplication unit 47.
- the ON / OFF switching unit 46 When the determination value is ON, the ON / OFF switching unit 46 is switched to the ON side, and the first overrun prevention coefficient ks1 or the second overrun prevention coefficient ks2 selected by the small selection unit 44 is a 1/100 multiplication unit. 47.
- the 1/100 multiplication unit 47 multiplies the input numerical value (100% or the first overrun prevention coefficient ks1 or the second overrun prevention coefficient ks2) by “1/100”.
- the multiplication result is input to the lower limit calculator 48 as an overrun prevention coefficient ks.
- the calculated inching rate lower limit value IRL is input to the large selection unit 49.
- the large selection unit 49 the larger one of the inching rate IR input from the inching rate setting means 36 and the inching rate lower limit value IRL input from the lower limit value calculation unit 48 is selected.
- the inching rate IR or the inching rate lower limit value IRL selected by the large selection unit 49 is input to the pump displacement control means 50.
- Example 1 When the judgment value OFF is output from the condition judgment unit 43, the pump displacement control means 50 is configured to obtain the inching rate IR corresponding to the brake stroke S set by the inching rate setting means 36. The capacity of the HST hydraulic pump 16 is adjusted. This means that the control 1) or 4) is being performed.
- Example 2 Even when the determination value ON is output from the condition determination unit 43, the first overrun prevention coefficient ks1 of 100% is output from the first overrun prevention coefficient calculation unit 39, and the second When 100% of the second overrun prevention coefficient ks2 is output from the overrun prevention coefficient calculation unit 40, the pump displacement control means 50 performs the inching according to the brake stroke S set by the inching rate setting means 36. The capacity of the HST hydraulic pump 16 is adjusted so that the rate IR is obtained. This means that the control 1) or 4) is being performed.
- the state where the determination value ON is output from the condition determination unit 43 and the first overrun prevention coefficient ks1 of 100% is output from the first overrun prevention coefficient calculation unit 39 is, for example, a drive wheel This is when the driving force (braking force) is transmitted from the engine 24 to the engine 8 side but has not yet reached the engine overrun speed range.
- the condition determination unit 43 outputs the determination value ON and the second overrun prevention coefficient calculation unit 40 outputs the second overrun prevention coefficient ks2 of 100%. This is when the driving force (braking force) is transmitted from the wheel 24 to the engine 8 but the pressure increase has not yet reached the specified value.
- Example 3 The determination value ON is output from the condition determining unit 43 (the actual engine speed Ne exceeds the maximum engine speed NeH), and the first overrun prevention coefficient calculating unit 39 is less than 100%.
- the pump displacement control means 50 adjusts the displacement of the HST hydraulic pump 16 so that the inching rate lower limit value IRL calculated by the lower limit value calculation means 48 is obtained. . This means that the control 2) or 3) is being performed.
- Example 4 The determination value ON is output from the condition determination unit 43 (the actual engine speed Ne exceeds the command engine speed), and the second overrun prevention coefficient calculation unit 40 is less than 100%.
- the pump displacement control means 50 adjusts the displacement of the HST hydraulic pump 16 so that the inching rate lower limit value IRL calculated by the lower limit value calculation means 48 is obtained. . This means that the control 5) or 6) is being performed.
- Example 5 The judgment value ON is output from the condition judging unit 43 (the actual engine speed Ne exceeds the maximum engine speed NeH (the actual engine speed Ne exceeds the command engine engine speed))
- the first overrun prevention coefficient calculator 39 outputs a first overrun prevention coefficient ks1 smaller than 100%
- the second overrun prevention coefficient calculator 40 outputs a second overrun prevention smaller than 100%.
- the pump displacement control means 50 adjusts the displacement of the HST hydraulic pump 16 so that the inching rate lower limit value IRL calculated by the lower limit value calculation means 48 is obtained. This means that the control 2) or 3) and 5) or 6) are being performed.
- a first overrun prevention coefficient ks1 smaller than 100% is output from the first overrun prevention coefficient calculation unit 39, and a second overrun prevention coefficient smaller than 100% is output from the second overrun prevention coefficient calculation unit 40.
- ks2 is output, the smaller one is selected, and the inching rate lower limit value IRL is calculated based on the selected value. This is because the smaller one is selected. This is to increase the effect of suppressing engine overrun.
- both the first overrun prevention coefficient calculation unit 39 and the second overrun prevention coefficient calculation unit 40 are provided, but one of them may be omitted. In this case, the small selection unit 44 can also be omitted.
- the condition determination unit 43 and the on / off switching unit 46 can be omitted.
- the first overrun prevention coefficient ks1 calculated by the first overrun prevention coefficient calculation unit 39 may be directly input to the 1/100 multiplication unit 47.
- the pump capacity control means 50 performs the control 1) and 2) or 3). .
- the capacity of the HST hydraulic pump 16 is obtained so that an inching rate IRL higher than the inching rate IR corresponding to the brake stroke S is obtained. Therefore, it becomes difficult for the driving force 24 to be transmitted from the drive wheels 24 to the engine 8 side in the overrun rotational speed region of the engine 8, and the overrun of the engine 8 can be prevented.
- the pump capacity control means 50 performs the control of 4) and 5) or 6). Is called.
- the actual engine speed Ne exceeds the command engine speed and the time change rate of the pressure on the suction side of the HST hydraulic pump 16 exceeds the specified value, it corresponds to the brake stroke. Since the capacity of the HST hydraulic pump is adjusted so that an inching rate higher than the inching rate to be obtained is obtained, an abrupt increase in engine speed can be suppressed and overrun of the engine 8 can be prevented.
- the first overrun prevention coefficient ks1 is obtained based on the actual engine speed Ne, and the inching rate lower limit value IRL is calculated based on the first overrun prevention coefficient ks1.
- the correspondence between the actual engine speed Ne and the inching rate lower limit value IRL as shown in FIG. 7 and directly obtain the inching rate lower limit value IRL based on the actual engine speed Ne. is there.
- the lower limit value IRL of the inching rate gradually increases from 0% as the actual engine speed Ne increases, and 100% at a predetermined engine speed. It is set to maintain 100% after reaching.
- control of 1) and 2) or 3) is performed by directly inputting the inching rate lower limit value IRL obtained in FIG. 7 to the large selection unit 49 in FIG.
- the second overrun prevention coefficient ks2 is obtained based on the pressure increase, and the inching rate lower limit value IRL is calculated based on the second overrun prevention coefficient ks2.
- the inching rate lower limit IRL when the pressure increase exceeds a specified value, gradually increases from 0% as the pressure time change rate increases, and when the pressure increase reaches a predetermined value, the inching is reduced.
- the lower limit value IRL is set so as to saturate and then maintain a constant value.
- the inching rate lower limit value IRL obtained in FIG. 8 is directly input to the large selection section 49 in FIG. 6 via the on / off switching section 46, thereby controlling the above 4) and 5) or 6). Is done.
- the smaller one of the inching rate lower limit value IRL obtained in FIG. 7 and the inching rate lower limit value IRL obtained in FIG. It is also possible to input the smaller one directly to the large selection unit 49 in FIG. 6 via the on / off switching unit 46. In this case, the control of 1) and 2) or 3) and 4) and 5) or 6) is performed as in the embodiment of FIG.
- the characteristic L1 is shifted to the right side in the figure, and a characteristic L1 ′ (indicated by a one-dot chain line) can be used to reduce the wrap amount. For this reason, the degree of freedom of adjustment of the lap amount is widened, and it is possible to flexibly adjust the operation feeling of the brake operation means 26 and the like.
- FIG. 1 is a diagram showing a configuration of a power transmission system of a work vehicle.
- FIG. 2 is a diagram showing characteristics of the relationship between the brake stroke and the mechanical brake rate and characteristics of the relationship between the brake stroke and the inching rate.
- FIG. 3 is a graph showing characteristics of the relationship between the engine speed and the absorption torque of the HST pump.
- FIG. 4 is a side view of a vehicle body of a forklift as a work vehicle.
- FIG. 5 is a diagram illustrating a configuration of a power transmission system of the work vehicle according to the embodiment.
- FIG. 6 is a diagram illustrating a configuration of a control system of the work vehicle according to the embodiment.
- FIG. 7 is a diagram showing a correspondence relationship between the engine speed and the inching rate lower limit value.
- FIG. 8 is a diagram illustrating a correspondence relationship between the pressure increase and the inching rate lower limit value.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Control Of Fluid Gearings (AREA)
Abstract
Description
エンジンと、
前記エンジンを駆動源として駆動される作業機油圧ポンプおよびHST油圧ポンプと、
前記HST油圧ポンプを含んで構成され、前記エンジンの駆動力を駆動輪に伝達する静流体駆動式トランスミッションと、
アクセル操作手段と、
前記アクセル操作手段のアクセル開度に応じた指令エンジン回転数が得られるように前記エンジンを制御するエンジン回転数制御手段と、
ブレーキ操作手段と、
前記ブレーキ操作手段のブレーキストロークに応じたブレーキ力を発生して前記駆動輪を制動するブレーキ装置と、
前記ブレーキ操作手段のブレーキストロークとインチング率の対応関係を設定するインチング率設定手段と、
前記エンジンの実際のエンジン回転数を検出するエンジン回転数検出手段と、
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、所定の回転数以内に収まっている場合には、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率が得られるように前記HST油圧ポンプの容量を調整するとともに、
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記所定の回転数を超えた場合には、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率よりも高いインチング率が得られるように前記HST油圧ポンプの容量を調整するポンプ容量制御手段と
を備えた作業車両のエンジンオーバーラン防止制御装置であることを特徴とする。
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記所定の回転数を超えた場合には、実際のエンジン回転数が高くなるほどインチング率の下限値を高く設定して、この実際のエンジン回転数に応じたインチング率の下限値と、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率とのうちいずれか高い方のインチング率が得られるように前記HST油圧ポンプの容量を調整すること
を特徴とする。
エンジンと、
前記エンジンを駆動源として駆動される作業機油圧ポンプおよびHST油圧ポンプと、
前記HST油圧ポンプを含んで構成され、前記エンジンの駆動力を駆動輪に伝達する静流体駆動式トランスミッションと、
アクセル操作手段と、
前記アクセル操作手段のアクセル開度に応じた指令エンジン回転数が得られるように前記エンジンを制御するエンジン回転数制御手段と、
ブレーキ操作手段と、
前記ブレーキ操作手段のブレーキストロークに応じたブレーキ力を発生して前記駆動輪を制動するブレーキ装置と、
前記ブレーキ操作手段のブレーキストロークとインチング率の対応関係を設定するインチング率設定手段と、
前記エンジンの実際のエンジン回転数を検出するエンジン回転数検出手段と、
前記HST油圧ポンプの吸込み側の圧力の時間変化率を計測する圧力時間変化率計測手段と、
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記指令エンジン回転数以内に収まっている場合には、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率が得られるように前記HST油圧ポンプの容量を調整するとともに、
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記指令エンジン回転数を超えた場合であって、前記圧力時間変化率計測手段で計測された前記HST油圧ポンプの吸込み側の圧力の時間変化率が規定値以上になった場合には、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率よりも高いインチング率が得られるように前記HST油圧ポンプの容量を調整するポンプ容量制御手段と
を備えた作業車両のエンジンオーバーラン防止制御装置であることを特徴とする。
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記指令エンジン回転数を超えた場合であって、前記圧力時間変化率計測手段で計測された前記HST油圧ポンプの吸込み側の圧力の時間変化率が規定値以上になった場合には、当該圧力時間変化率が高くなるほどインチング率の下限値を高く設定して、この圧力時間変化率に応じたインチング率の下限値と、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率とのうちいずれか高い方のインチング率が得られるように前記HST油圧ポンプの容量を調整すること
を特徴とする。
第1発明、第2発明によれば、実際のエンジン回転数が、所定の回転数を超えた場合には、ブレーキストロークに対応するインチング率よりも高いインチング率が得られるようにHST油圧ポンプの容量を調整するようにしたので、エンジンのオーバーラン回転数域で、駆動輪から駆動力がエンジン側に伝達され難くなり、エンジンのオーバーランを防止することができる。
IRL=100%-ks×(100%-IR) …(1)
が行われ、インチング率下限値IRLが求められる。演算されたインチング率下限値IRLは、大選択部49に入力される。
Claims (4)
- エンジンと、
前記エンジンを駆動源として駆動される作業機油圧ポンプおよびHST油圧ポンプと、
前記HST油圧ポンプを含んで構成され、前記エンジンの駆動力を駆動輪に伝達する静流体駆動式トランスミッションと、
アクセル操作手段と、
前記アクセル操作手段のアクセル開度に応じた指令エンジン回転数が得られるように前記エンジンを制御するエンジン回転数制御手段と、
ブレーキ操作手段と、
前記ブレーキ操作手段のブレーキストロークに応じたブレーキ力を発生して前記駆動輪を制動するブレーキ装置と、
前記ブレーキ操作手段のブレーキストロークとインチング率の対応関係を設定するインチング率設定手段と、
前記エンジンの実際のエンジン回転数を検出するエンジン回転数検出手段と、
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、所定の回転数以内に収まっている場合には、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率が得られるように前記HST油圧ポンプの容量を調整するとともに、
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記所定の回転数を超えた場合には、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率よりも高いインチング率が得られるように前記HST油圧ポンプの容量を調整するポンプ容量制御手段と
を備えたことを特徴とする作業車両のエンジンオーバーラン防止制御装置。 - 前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記所定の回転数を超えた場合には、実際のエンジン回転数が高くなるほどインチング率の下限値を高く設定して、この実際のエンジン回転数に応じたインチング率の下限値と、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率とのうちいずれか高い方のインチング率が得られるように前記HST油圧ポンプの容量を調整すること
を特徴とする請求項1記載の作業車両のエンジンオーバーラン防止制御装置。 - エンジンと、
前記エンジンを駆動源として駆動される作業機油圧ポンプおよびHST油圧ポンプと、
前記HST油圧ポンプを含んで構成され、前記エンジンの駆動力を駆動輪に伝達する静流体駆動式トランスミッションと、
アクセル操作手段と、
前記アクセル操作手段のアクセル開度に応じた指令エンジン回転数が得られるように前記エンジンを制御するエンジン回転数制御手段と、
ブレーキ操作手段と、
前記ブレーキ操作手段のブレーキストロークに応じたブレーキ力を発生して前記駆動輪を制動するブレーキ装置と、
前記ブレーキ操作手段のブレーキストロークとインチング率の対応関係を設定するインチング率設定手段と、
前記エンジンの実際のエンジン回転数を検出するエンジン回転数検出手段と、
前記HST油圧ポンプの吸込み側の圧力の時間変化率を計測する圧力時間変化率計測手段と、
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記指令エンジン回転数以内に収まっている場合には、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率が得られるように前記HST油圧ポンプの容量を調整するとともに、
前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記指令エンジン回転数を超えた場合であって、前記圧力時間変化率計測手段で計測された前記HST油圧ポンプの吸込み側の圧力の時間変化率が規定値以上になった場合には、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率よりも高いインチング率が得られるように前記HST油圧ポンプの容量を調整するポンプ容量制御手段と
を備えたことを特徴とする作業車両のエンジンオーバーラン防止制御装置。 - 前記エンジン回転数検出手段で検出された実際のエンジン回転数が、前記指令エンジン回転数を超えた場合であって、前記圧力時間変化率計測手段で計測された前記HST油圧ポンプの吸込み側の圧力の時間変化率が規定値以上になった場合には、当該圧力時間変化率が高くなるほどインチング率の下限値を高く設定して、この圧力時間変化率に応じたインチング率の下限値と、前記ブレーキ操作手段のブレーキストロークに対応する前記インチング率設定手段で設定されたインチング率とのうちいずれか高い方のインチング率が得られるように前記HST油圧ポンプの容量を調整すること
を特徴とする請求項3記載の作業車両のエンジンオーバーラン防止制御装置。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/640,604 US8855871B2 (en) | 2010-09-10 | 2011-09-09 | Engine overrun-preventing control device for work vehicle |
CN201180020465.8A CN102859240B (zh) | 2010-09-10 | 2011-09-09 | 作业车辆的发动机防超速控制装置 |
DE112011103021T DE112011103021T5 (de) | 2010-09-10 | 2011-09-09 | Motorsteuergerät zur Überdreh-Vermeidung bei einem Arbeitsfahrzeug |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010-203628 | 2010-09-10 | ||
JP2010203628A JP5332044B2 (ja) | 2010-09-10 | 2010-09-10 | 作業車両のエンジンオーバーラン防止制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012033193A1 true WO2012033193A1 (ja) | 2012-03-15 |
Family
ID=45810789
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2011/070587 WO2012033193A1 (ja) | 2010-09-10 | 2011-09-09 | 作業車両のエンジンオーバーラン防止制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US8855871B2 (ja) |
JP (1) | JP5332044B2 (ja) |
CN (1) | CN102859240B (ja) |
DE (1) | DE112011103021T5 (ja) |
WO (1) | WO2012033193A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5144844B1 (ja) * | 2012-04-26 | 2013-02-13 | 株式会社小松製作所 | フォークリフト及びフォークリフトのインチング制御方法 |
WO2019003760A1 (ja) * | 2017-06-27 | 2019-01-03 | 株式会社小松製作所 | 作業車両及び作業車両の制御方法 |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN105339710B (zh) * | 2013-12-27 | 2017-04-05 | 株式会社小松制作所 | 叉车以及叉车的控制方法 |
JP6415839B2 (ja) * | 2014-03-31 | 2018-10-31 | 住友重機械工業株式会社 | ショベル |
US9656840B2 (en) * | 2014-10-08 | 2017-05-23 | Komatsu Ltd. | Work vehicle and control method for work vehicle |
CN107835880B (zh) * | 2015-07-13 | 2021-04-30 | 住友建机株式会社 | 道路机械 |
US10370826B2 (en) * | 2017-03-08 | 2019-08-06 | Cnh Industrial America Llc | System and method for reducing fuel consumption of a work vehicle |
IT201700078668A1 (it) * | 2017-07-13 | 2019-01-13 | Cnh Ind Italia Spa | Sistema di avanzamento per un veicolo da costruzione |
KR102484104B1 (ko) * | 2018-01-31 | 2023-01-04 | 현대두산인프라코어(주) | 건설기계의 주행 제어 장치 및 주행 제어 방법 |
CN110439695B (zh) * | 2019-08-15 | 2020-08-28 | 济宁医学院 | 工程车辆发动机超速保护控制***及其控制方法 |
CN111608811B (zh) * | 2020-03-31 | 2022-04-26 | 潍柴动力股份有限公司 | 一种自动激活辅助制动的控制方法、装置、设备及存储介质 |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH11173411A (ja) * | 1997-10-07 | 1999-06-29 | Komatsu Ltd | 油圧駆動式作業車両の走行装置およびその制御方法 |
JP2001027319A (ja) * | 1999-07-14 | 2001-01-30 | Hitachi Constr Mach Co Ltd | 油圧閉回路駆動型ホイール式車両 |
JP2007177798A (ja) * | 2005-12-26 | 2007-07-12 | Kobelco Cranes Co Ltd | 作業車両の油圧走行装置 |
WO2008123376A1 (ja) * | 2007-03-30 | 2008-10-16 | Komatsu Ltd. | 静油圧式無段変速機を備えた車両の制御装置 |
Family Cites Families (22)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2934269A1 (de) * | 1979-08-24 | 1981-03-26 | Zahnradfabrik Friedrichshafen | Automatische regeleinrichtung eines durch eine brennkraftmaschine angetriebenen, stufenlos einstellbaren uebersetzungsgetriebes, insbesondere fuer fahrzeuge |
JPS5943940A (ja) * | 1982-09-03 | 1984-03-12 | Komatsu Ltd | 油圧駆動車のエンジンオ−バ−回転防止装置 |
JPS61108019A (ja) * | 1984-10-31 | 1986-05-26 | Shimadzu Corp | 車両用減速制御システム |
DE3711233A1 (de) * | 1987-04-03 | 1988-10-20 | Linde Ag | Antriebseinrichtung mit einer primaerenergiequelle, einem getriebe und einer pumpe |
JPH089308B2 (ja) * | 1987-06-02 | 1996-01-31 | 日立建機株式会社 | 油圧閉回路駆動型ホイ−ル式車輌 |
DE3800372C2 (de) * | 1988-01-08 | 1996-09-19 | Linde Ag | Steuereinrichtung zur Bremsung eines Fahrzeuges |
DE3905794A1 (de) * | 1989-02-24 | 1990-09-06 | Linde Ag | Verfahren zum bremsen eines fahrzeuges |
JPH02253055A (ja) * | 1989-03-27 | 1990-10-11 | Toyota Autom Loom Works Ltd | 可変速用可変容量ポンプを備えたエンジン車両におけるブレーキ装置 |
JPH03149167A (ja) | 1989-11-06 | 1991-06-25 | Inax Corp | 乾式素地の面取り装置 |
US5111658A (en) * | 1990-02-12 | 1992-05-12 | Linde Aktiengesellschaft | Method of braking a vehicle |
DE4004773C2 (de) * | 1990-02-15 | 1999-03-11 | Linde Ag | Verfahren zum Bremsen eines über den Fahrantrieb und den Fahrantriebsmotor abbremsbaren Fahrzeuges und Steuereinrichtung dafür |
JPH0440535A (ja) | 1990-06-06 | 1992-02-10 | Sharp Corp | 自己診断表示方法 |
JPH0516710A (ja) * | 1991-07-10 | 1993-01-26 | Toyota Autom Loom Works Ltd | 可変速用可変容量油圧ポンプを備えたエンジン車両における荷役走行制御装置 |
DE4307002B4 (de) * | 1993-03-05 | 2004-09-09 | Linde Ag | Verfahren zum Abbremsen eines Fahrzeugs mit hydrostatischem Fahrantrieb und dafür vorgesehenes Fahrzeug |
DE19934782C2 (de) * | 1999-07-23 | 2002-04-11 | Sauer Sundstrand Gmbh & Co | Verfahren und Anordnung zum Steuern eines hydraulischen Fahrzeugantriebs |
JP2001235032A (ja) | 2000-02-24 | 2001-08-31 | Komatsu Ltd | 油圧走行駆動装置 |
CA2431381A1 (en) * | 2000-12-11 | 2002-06-20 | Bombardier Inc. | Virtual braking system for hydrostatically driven vehicle |
DE102006036317A1 (de) * | 2006-06-28 | 2008-01-03 | Brueninghaus Hydromatik Gmbh | Verfahren zur Steuerung eines Übersetzungsverhältnisses |
JP5156237B2 (ja) | 2007-01-24 | 2013-03-06 | 株式会社小松製作所 | 油圧駆動装置及び油圧駆動車両 |
JP5264091B2 (ja) * | 2007-03-09 | 2013-08-14 | カヤバ工業株式会社 | メカニカルスロットル車両のオートモーティブ制御装置 |
JP2009024747A (ja) | 2007-07-18 | 2009-02-05 | Kobelco Contstruction Machinery Ltd | 油圧走行駆動装置 |
JP5069518B2 (ja) * | 2007-08-10 | 2012-11-07 | 日立建機株式会社 | 作業機械の走行システム |
-
2010
- 2010-09-10 JP JP2010203628A patent/JP5332044B2/ja active Active
-
2011
- 2011-09-09 DE DE112011103021T patent/DE112011103021T5/de not_active Withdrawn
- 2011-09-09 CN CN201180020465.8A patent/CN102859240B/zh not_active Expired - Fee Related
- 2011-09-09 WO PCT/JP2011/070587 patent/WO2012033193A1/ja active Application Filing
- 2011-09-09 US US13/640,604 patent/US8855871B2/en not_active Expired - Fee Related
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH11173411A (ja) * | 1997-10-07 | 1999-06-29 | Komatsu Ltd | 油圧駆動式作業車両の走行装置およびその制御方法 |
JP2001027319A (ja) * | 1999-07-14 | 2001-01-30 | Hitachi Constr Mach Co Ltd | 油圧閉回路駆動型ホイール式車両 |
JP2007177798A (ja) * | 2005-12-26 | 2007-07-12 | Kobelco Cranes Co Ltd | 作業車両の油圧走行装置 |
WO2008123376A1 (ja) * | 2007-03-30 | 2008-10-16 | Komatsu Ltd. | 静油圧式無段変速機を備えた車両の制御装置 |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5144844B1 (ja) * | 2012-04-26 | 2013-02-13 | 株式会社小松製作所 | フォークリフト及びフォークリフトのインチング制御方法 |
WO2013161040A1 (ja) * | 2012-04-26 | 2013-10-31 | 株式会社小松製作所 | フォークリフト及びフォークリフトのインチング制御方法 |
CN103492767A (zh) * | 2012-04-26 | 2014-01-01 | 株式会社小松制作所 | 叉车及叉车的微动控制方法 |
CN103492767B (zh) * | 2012-04-26 | 2015-03-18 | 株式会社小松制作所 | 叉车及叉车的微动控制方法 |
US9057437B2 (en) | 2012-04-26 | 2015-06-16 | Komatsu Ltd. | Forklift and inching control method of forklift |
WO2019003760A1 (ja) * | 2017-06-27 | 2019-01-03 | 株式会社小松製作所 | 作業車両及び作業車両の制御方法 |
JPWO2019003760A1 (ja) * | 2017-06-27 | 2020-04-23 | 株式会社小松製作所 | 作業車両及び作業車両の制御方法 |
US11125327B2 (en) | 2017-06-27 | 2021-09-21 | Komatsu Ltd. | Work vehicle and control method for work vehicle |
JP7105771B2 (ja) | 2017-06-27 | 2022-07-25 | 株式会社小松製作所 | 作業車両及び作業車両の制御方法 |
Also Published As
Publication number | Publication date |
---|---|
JP2012057761A (ja) | 2012-03-22 |
US8855871B2 (en) | 2014-10-07 |
JP5332044B2 (ja) | 2013-11-06 |
US20130218428A1 (en) | 2013-08-22 |
CN102859240B (zh) | 2015-03-11 |
DE112011103021T5 (de) | 2013-07-04 |
CN102859240A (zh) | 2013-01-02 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5332044B2 (ja) | 作業車両のエンジンオーバーラン防止制御装置 | |
JP5140863B2 (ja) | フォークリフトのエンジン制御装置 | |
US8888657B2 (en) | Control apparatus of working vehicle and control method thereof | |
US8322481B2 (en) | Traveling control apparatus for hydraulic traveling vehicle | |
KR101908547B1 (ko) | 유압구동 작업기계를 작동시키는 시스템 및 구동제어 방법 | |
JP6049758B2 (ja) | 単一入力を用いた最大域の持ち上げ速度達成方法 | |
JP5171053B2 (ja) | 油圧駆動車両のクラッチ制御装置 | |
US9096230B2 (en) | Hystat drive system having coasting functionality | |
US9435104B2 (en) | Drive system having operator-selectable control modes | |
US9772018B2 (en) | Working machine | |
JP2007182859A (ja) | 作業車両のエンジン制御装置 | |
JP4787336B2 (ja) | 作業車両のエンジンの負荷制御装置 | |
US20130110363A1 (en) | Hystat drive system having engine speed control | |
JP4448777B2 (ja) | 静油圧式変速車両および静油圧式変速機のコントローラ | |
WO2013145337A1 (ja) | 作業車両及び作業車両の制御方法 | |
EP2862834B1 (en) | Industrial vehicle | |
JP4589649B2 (ja) | ホイールローダのクラッチ制御装置およびホイールローダ | |
JP4707122B2 (ja) | 作業車両のエンジンの負荷制御装置 | |
JP6002899B2 (ja) | 作業車両の走行制御装置 | |
JP2011158040A (ja) | 作業車の変速操作構造 | |
JP2017020384A (ja) | 作業用車両 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201180020465.8 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 11823667 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13640604 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 112011103021 Country of ref document: DE Ref document number: 1120111030215 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 11823667 Country of ref document: EP Kind code of ref document: A1 |