WO2012035929A1 - ハイブリッドホイールローダ - Google Patents
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- WO2012035929A1 WO2012035929A1 PCT/JP2011/068789 JP2011068789W WO2012035929A1 WO 2012035929 A1 WO2012035929 A1 WO 2012035929A1 JP 2011068789 W JP2011068789 W JP 2011068789W WO 2012035929 A1 WO2012035929 A1 WO 2012035929A1
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- 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
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- 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
-
- 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
- E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
- E02F9/2062—Control of propulsion units
- E02F9/2075—Control of propulsion units of the hybrid type
-
- 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
- E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
- E02F9/2091—Control of energy storage means for electrical energy, e.g. battery or capacitors
-
- 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
- B60W2300/00—Indexing codes relating to the type of vehicle
- B60W2300/17—Construction vehicles, e.g. graders, excavators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/40—Special vehicles
- B60Y2200/41—Construction vehicles, e.g. graders, excavators
- B60Y2200/415—Wheel loaders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/11—Electric energy storages
- B60Y2400/114—Super-capacities
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/907—Electricity storage, e.g. battery, capacitor
Definitions
- the present invention relates to a hybrid wheel loader, and is particularly suitable for controlling the output of a capacitor as a power storage device.
- hybrid model high efficiency drive of the engine
- improvement of power transmission efficiency recovery of regenerative power, etc.
- energy saving effect can be expected.
- forklifts have become most electrified, and “battery forklifts” that drive motors using battery power have been put into practical use earlier than other vehicles.
- battery forklifts that drive motors using battery power have been put into practical use earlier than other vehicles.
- hybrid vehicles that combine a diesel engine and an electric motor have begun to be commercialized in hydraulic excavators, engine-type forklifts, and the like.
- the conventional wheel loader As a vehicle that is expected to have a relatively large fuel consumption reduction effect when hybridized.
- the conventional wheel loader has a traveling part (wheel part) and a front hydraulic working part (lift / bucket part) as main movable parts, and converts the power of the engine 1 to a torque converter.
- (Torcon) 2 and transmission (T / M) 3 are transmitted to tire 13 and traveled while excavating and transporting sand and the like with hydraulic working device 5 at the front of the vehicle driven by hydraulic pump 4.
- the power transmission efficiency of the torque converter used in the past is inferior to the power transmission efficiency by electricity, so that the power transmission efficiency from the engine can be improved accordingly. It becomes possible. Further, since the wheel loader repeats the starting and stopping traveling operations frequently during the work, when the traveling portion is electrified, recovery of regenerative electric power during braking can be expected from the traveling motor. As described above, when a part of the current wheel loader drive device is electrified and hybridized, it is generally said that the fuel consumption can be reduced by several tens of percent.
- Patent Document 1 discloses a method for controlling such a hybrid system for work vehicles.
- This patent document 1 discloses a method for selecting a control mode in accordance with the noise level of a hybrid work vehicle. Specifically, regarding the drive system in the low idle state of the engine, the engine is first fixed to the low idle state, and the pump output of only the engine drive is used as necessary so that the pump output set by the hand throttle is obtained. The shortage is assisted by an electric motor. Next, it is checked whether or not the electric motor is being driven. If the electric motor is being driven, the work implement is driven according to the operation signal of the work implement lever.
- the electric motor is stopped, the electric motor is driven at a constant rotational speed, and the working machine is driven by the engine and the electric motor. Thereafter, the charge amount of the battery is calculated, and it is determined whether or not the battery is empty based on the charge amount.
- a warning is output, and the electric motor is stopped and the hydraulic pump is driven only when the engine is low idle.
- the electric motor is stopped when the operation signal of the work implement lever is not input, and the engine is stopped when the battery is fully charged. If the battery is not fully charged, it is charged by a generator.
- a low-noise drive system can be realized by setting the engine to a low idle state or an idling stop state in accordance with the noise level of the vehicle.
- the wheel loader has a specific operation mode in which the vehicle is fully accelerated while raising the front bucket portion from the low idle state (standby state) of the engine. In such a high-load operation mode, if the wheel loader is driven only in the low idle state of the engine as described in Patent Document 1, the required operation performance may not be obtained.
- an object of the present invention is to provide a hybrid wheel loader capable of stably supplying power even in a high-load operation mode in which full acceleration is performed from a vehicle standby state unique to the wheel loader.
- the present invention provides a hybrid wheel loader including a front working machine in front of a vehicle and a hybrid control device that uses an engine and a power storage device as a power source and controls the output of the power source.
- the hybrid control device includes a capacitor as the power storage device, and the hybrid control device performs control so as to decrease the voltage of the capacitor as the energy held by the vehicle increases. According to the present invention, since the voltage of the capacitor can be used according to the energy held by the vehicle, the vehicle can be driven using the engine and the capacitor efficiently.
- the “energy held by the vehicle” of the present invention is, for example, kinetic energy based on the vehicle body traveling speed.
- the “energy held by the vehicle” of the present invention is the sum of the positional energy due to the bucket height of the front work machine, the rotational energy due to the rotational speed of the engine and the motor / generator, etc. It may be calculated.
- the “energy held by the vehicle” of the present invention is any one of positional energy based on the bucket height of the front work machine and rotational energy based on the rotational speed of the engine and the motor / generator with respect to the kinetic energy based on the vehicle body traveling speed. You may add one.
- the energy held by the vehicle is kinetic energy based on the traveling speed of the vehicle body, or the kinetic energy, positional energy based on the bucket height of the front work machine, and the engine and the motor / generator. It is preferable to be composed of energy obtained by adding at least one of rotational energy depending on the rotational speed.
- the hybrid control device performs control so that the voltage characteristics of the capacitor with respect to the energy held by the vehicle differ between a normal operation mode in which a normal work operation is performed and a vehicle standby mode in which the vehicle is on standby.
- the voltage of the capacitor Is a first specific voltage value (for example, Vc1 in FIG. 7) that is smaller than the maximum use voltage value (for example, equivalent to Vcmax in FIG. 7) and larger than the minimum use voltage value (for example, equivalent to Vcmin in FIG. 7).
- the hybrid control device controls the voltage of the capacitor to be increased from the first specific voltage value to the maximum operating voltage value, and then reduces the engine speed to an idle speed so as to reduce the vehicle standby mode. It is preferable to adopt a configuration that shifts to.
- the hybrid control device increases the voltage of the capacitor from the first specific voltage value according to an increase in energy held by the vehicle, to be greater than the minimum use voltage value. , And a second specific voltage value smaller than the first specific voltage value (for example, corresponding to Vc2 in FIG. 7).
- the voltage of the capacitor is set to It is preferable that the control is performed so as to decrease from the maximum use voltage value to the minimum use voltage value according to an increase in the stored energy.
- the voltage of the capacitor corresponding to the vehicle standby mode is controlled so that the vehicle accelerates.
- the electric power is positively discharged from the capacitor to assist the output of the engine.
- all the electric power stored in the capacitor can be used.
- the engine In the normal operation mode, the engine is already operating at the number of revolutions assumed at the time of work, and it is in a state where it can output sufficient power for the power required by the vehicle, so it corresponds to the normal operation mode as in the present invention.
- the capacitor By performing voltage control of the capacitor, charging of the capacitor due to unnecessary power generation from the motor / generator can be avoided. Moreover, since the output from the engine can be sufficiently output even if the vehicle speed increases after acceleration, the discharge power from the capacitor can be deferred.
- a high load operation that fully accelerates from the standby state of the vehicle Even in the mode, stable power can be supplied with an optimum capacity of the capacitor.
- FIG. 1 It is a figure which shows the structural example of the hybrid system of a working vehicle. It is a figure which shows the connection relation of a hybrid control apparatus and a periphery control apparatus. It is a figure which shows an example of the work pattern of a wheel loader. It is a figure which shows the example of control structure in a hybrid control apparatus. It is a flowchart which shows an operation mode detection process. It is a block diagram which shows the structure of an output distribution control means. It is a figure which shows the charging / discharging pattern of the capacitor according to operation
- FIG. 1 a system configuration example of a hybrid wheel loader according to an embodiment of the present invention will be described with reference to FIGS.
- the configuration example shown in FIG. 1 is a configuration in which the traveling portion of the movable portion of the wheel loader is motorized.
- the output shaft of the engine 1 is an M / G (motor / generator) 6 and controls it.
- M / G motor / generator
- This is a series type hybrid system in which an inverter 7, a traveling motor 9 attached to a propeller shaft 8 of a traveling unit, and an inverter 10 for controlling the traveling motor 9 are mounted.
- the capacitor 11 is electrically connected to the inverters 7 and 10 via the DCDC converter 12 and receives DC power between these power converters.
- an electric double layer capacitor 11 is used as the power storage device, and the DCDC converter 12 performs the control of the step-up / step-down of the capacitor voltage, and exchanges DC power with the inverters 7 and 10.
- the engine 1 and the capacitor 11 are power sources.
- the hybrid wheel loader shown in FIG. 1 includes a hydraulic pump 4 that supplies oil to a hydraulic working device 5 in the front part that performs excavation work such as earth and sand as in the conventional machine shown in FIG. Implement the work.
- the vehicle travels mainly by using the electric power generated by the motor / generator (M / G) 6 based on the power of the engine 1 and rotating the tire 13 by the electric motor 9 for traveling.
- the capacitor 11 absorbs regenerative power during vehicle braking and assists the output to the engine 1, thereby contributing to reduction in vehicle energy consumption.
- the hybrid system targeted by the present invention is not limited to the configuration example of FIG. 1, and the present invention can also be applied to various hybrid configurations such as a parallel type.
- the hybrid control device 20 is mounted on the vehicle as a part for controlling the hybrid system.
- the hybrid control device 20 is a controller that controls the energy and power of the entire hybrid system shown in FIG.
- the vehicle includes a hydraulic control device 21 that controls a hydraulic control valve (C / V) and a pump, an engine control device 22 that controls the engine, and an inverter that controls the inverters 7 and 10.
- a control device 23 and a converter control device 24 for controlling the DCDC converter 12 are mounted.
- These peripheral control devices are connected using, for example, CAN (Controller Area ⁇ Network) communication or the like as shown in FIG. Sends and receives command values and state quantities for each device.
- CAN Controller Area ⁇ Network
- FIG. 1 In order to actually establish the vehicle, a monitor and an information system controller are required in addition to the peripheral control devices 21 to 24. However, since these are not directly related to the present invention, FIG. In FIG. 1, only a controller necessary for controlling each drive part of the hybrid system shown in FIG. 1 is shown.
- the hybrid control device 20 is positioned above the controllers of the hydraulic control device 21, the engine control device 22, the inverter control device 23, and the converter control device 24, and controls the entire system. A specific operation command is given to each of the control devices 21 to 24 so that the entire system exhibits the best performance.
- Each control device is not necessarily separate from the other control devices as shown in FIG. 2, and two or more control functions may be mounted on a single control device.
- the wheel loader according to the present embodiment has several operation patterns, and the hybrid control device 20 needs to operate the vehicle optimally according to the operation.
- a typical work pattern there is a V cycle excavation work shown in FIG.
- This V-cycle excavation work is a main operation pattern that occupies about 70% or more of the actual work of the wheel loader.
- the wheel loader first moves forward with respect to an object to be excavated such as a gravel mountain, and loads a transported object such as gravel into the bucket in such a manner as to thrust into the gravel mountain. Thereafter, the wheel loader moves backward and returns to the original position, and moves forward toward a transport vehicle such as a dump truck while operating the steering and raising the front bucket portion. And after loading a conveyed product in a transport vehicle, it reverses again and a vehicle returns to the original position. As described above, the wheel loader repeats this operation while drawing a V-shape.
- a general hybrid vehicle is mainly equipped with a secondary battery (battery) as a power storage device, has a relatively large amount of electric energy, and distributes power with the engine.
- secondary batteries still have problems such as weight, cost, and lifetime, and are not necessarily power storage devices that can be mounted on all hybrid vehicles.
- the capacitor 11 is mounted as the power storage device, and the output of the capacitor 11 is controlled to be suitable for the actual operation of the hybrid wheel loader.
- a combined operation from the standby state of the vehicle can be considered.
- the vehicle is fully accelerated while raising the front hydraulic working unit (lift / bucket) from the lowest position, and the vehicle is moved to 10 km / h. It is to continue traveling up to the above.
- the initial state of the acceleration operation of such a vehicle since the vehicle is fully accelerated while raising the bucket and lift of the front part from when the engine is in a low idle state, a large amount of power is required, and the engine is always at the maximum. Output state.
- the full acceleration operation from the low idle state of the engine places a heavy burden on the engine as compared with the basic V cycle excavation work described above.
- this may be changed to a smaller size than a conventional on-board engine.
- This aims to improve fuel efficiency by using an efficient small engine.
- simply reducing the size of the engine will result in insufficient engine output, resulting in a decrease in vehicle driving performance and the worst engine being stalled.
- the output of the engine 1 is assisted by the newly installed motor / generator (M / G) 6 and the large-capacity capacitor 11, and the output performance is equal to or higher than that of the conventional machine.
- M / G motor / generator
- the engine 1 is originally operating at a speed near the rated speed, and a large power can be output from the engine 1, and the work range is earth and sand. Therefore, the power required from the vehicle is small compared to the aforementioned “full acceleration operation from low idle state”. It will be a thing. Therefore, it can be said that the electrical output assist in the hybrid system uses the maximum amount of electrical energy in the “full acceleration operation from the low idle state”.
- the capacitor 11 can be immediately used when the power required by the vehicle is covered with the stored electric power. It is conceivable that the use voltage lower limit value is reached. Therefore, the hybrid control device 20 needs to control the output from the capacitor 11 with high efficiency while avoiding such an overdischarge state of the capacitor 11.
- the hybrid controller 20 In order to realize the optimum capacitor control system for the hybrid wheel loader, it is necessary to first grasp the current operation mode of the vehicle by the hybrid control device 20. If the hybrid controller 20 can recognize the current or future vehicle operation, the power output amount from the capacitor 11 is determined in consideration of the current charging state of the capacitor 11 and the rotational acceleration state of the engine 1. Can do. That is, it can be said that control should be performed so as to change the charge / discharge pattern of the capacitor 11 according to each operation mode.
- the hybrid control device 20 has the operation mode detection means 30 shown in FIG. 4, and the operation mode detection means 30 grasps the current operation content of the vehicle.
- An example of the processing of the operation mode detection means 30 is shown in the flowchart of FIG.
- the operation modes related to the charge / discharge control of the capacitor 11 are roughly classified into two types of “vehicle standby mode” and “normal operation mode”, and the detection method of each operation mode is described below.
- step S100 the operation mode detecting means 30 performs various command values (accelerator, brake, forward / reverse lever, front operation lever operation) and state quantities (each hydraulic pump pressure, engine speed, vehicle speed, etc.). And the operation mode is determined in step S101. For example, in step S101, it is determined from each state obtained in step S100 whether the vehicle is in a normal working state or whether the vehicle is not working and is in a vehicle standby state.
- one of the various command signals is in the operation command state, or indicates that the engine, each hydraulic pump, or the vehicle speed is in an operating state of the vehicle. Therefore, the operation mode detection means 30 determines the current operation mode as the “normal operation mode”. In contrast, in the vehicle standby state, the engine speed first decreases to the low idle speed. Furthermore, none of the various command signals are input in the standby state. At this time, the operation mode detection means 30 determines that the operation mode is “vehicle standby mode”, assuming that the vehicle is in a standby state.
- the operation mode of the vehicle is broadly detected as the normal operation mode and the vehicle standby mode.
- the charge / discharge pattern of the capacitor 11 is changed according to other operation modes, This can be realized by adding detection processing logic to the flowchart of FIG.
- the output distribution control means 31 determines the charge / discharge output of the capacitor 11 according to the detected operation mode. Specifically, the hybrid control device 20 controls the output of the capacitor 11 so as to obtain a charge / discharge pattern as shown in FIG. 7 according to the operation mode of the vehicle.
- the horizontal axis represents the energy held by the vehicle
- the vertical axis represents the voltage of the capacitor 11 (corresponding to the amount of charge)
- kinetic energy based on the traveling speed of the vehicle body is used as the energy held by the vehicle on the horizontal axis.
- one or both of rotational energy based on the rotational speed of the motor / generator 6 and kinetic energy based on the traveling speed of the vehicle may be used as energy held by the vehicle.
- a series hybrid system in which the traveling unit is replaced with an electric motor is assumed. In such a case, the horizontal axis is the most suitable parameter for the vehicle speed.
- the charge / discharge pattern of the capacitor in this embodiment operates so as to decrease the charge amount (increase the discharge amount) according to the energy (vehicle traveling speed) possessed by the vehicle, as shown in FIG. If it does in this way, the free capacity which absorbs the regenerative energy generated when electric braking is applied from the state where the vehicle speed is high can be secured in the capacitor 11. As a result, the regenerative energy can be used effectively, and energy saving of the hybrid wheel loader can be realized.
- the charge / discharge pattern of the capacitor 11 (voltage characteristic of the capacitor with respect to the energy held by the vehicle) is different between the normal operation mode and the vehicle standby mode. This is set so that the capacitor 11 is optimally controlled according to the operation mode of the vehicle.
- the vehicle speed 0 that is, the capacitor even when the vehicle is stopped.
- the vehicle is stopped without fully charging 11. That is, when the vehicle is stopped, the capacitor voltage is in the state of the first specific voltage value Vc1 that is lower than the maximum use voltage value Vcmax.
- the capacitor 11 is fully charged (the capacitor voltage is at its highest use) when the vehicle is stopped (the engine 1 is in a low idle state because the vehicle is waiting). State in which the voltage Vcmax is reached). This is because when the vehicle accelerates from a stopped state, particularly when accelerating while operating the hydraulic working device 5 at the front, a large amount of power is required, but the engine is in a low idle state as described above. In addition, a large output equivalent to the required power cannot be extracted from the engine. In this case, the output of the engine 1 is assisted by the electric power from the capacitor 11 as much as possible.
- the standby acceleration discharge pattern (broken line in FIG. 7), the vehicle 11 is fully charged when the vehicle is stopped (the vehicle has a minimum energy), and the capacitor 11 actively discharges power as the vehicle accelerates.
- the output assist of the engine 1 is performed, and when the vehicle accelerates to the maximum, the voltage of the capacitor 11 is lowered to the minimum use voltage value Vcmin so that all the electric power stored in the capacitor 11 can be used.
- the standby acceleration discharge pattern is a charge / discharge control pattern of the capacitor 11 corresponding to the vehicle standby mode, and the capacitor 11 is charged / discharged in preparation for “full acceleration operation from the low idle state”. It can be said that this is the control pattern.
- the output distribution control means 31 shown in FIG. 4 controls the charge / discharge amount of the capacitor 11.
- the processing of the output distribution control means 31 is shown in the block diagram of FIG. First, the output distribution control means 31 inputs various signals as shown in FIG. 6 to the hydraulic pressure required output calculation 35 and the travel required output calculation 36 to calculate the output that the vehicle currently requires for work.
- the sum of the hydraulic demand output and the travel demand output calculated here substantially corresponds to the demand output of the entire vehicle.
- the output distribution unit 37 Based on the calculated hydraulic demand output, travel demand output, engine speed, capacitor voltage (calculate the current charge amount), and operation mode, the output distribution unit 37 generates M /
- the G output command and the charge / discharge output command from the capacitor 11 are calculated. Basically, since the current maximum output of the engine 1 can be grasped by inputting the engine speed, the shortage with respect to the total output required by the vehicle is calculated to be discharged from the capacitor 11.
- the capacitor 11 is charged in advance to store the capacitor power required when the engine 1 is accelerated from the low idle state, or the regeneration generated by the normal work operation.
- the fuel efficiency improvement effect in the hybrid wheel loader can be exhibited, such as storing electric power or increasing the discharge power of the capacitor 11 at an operating point where the efficiency of the engine 1 decreases.
- the output distribution control means 31 sets the voltage of the capacitor 11 to be smaller than the maximum use voltage value Vcmax when the energy held by the vehicle is a minimum value (a predetermined low output value) in the normal operation mode, and Control is performed so that the voltage value Vc1 (first specific voltage value) is greater than the minimum usable voltage value Vcmin.
- the output distribution control unit 31 controls the voltage of the capacitor 11 to be increased from the voltage value Vc1 to the maximum use voltage value Vcmax.
- the hybrid control device 20 After the voltage of the capacitor 11 reaches the maximum use voltage value Vcmax, that is, after the capacitor 11 is fully charged, the hybrid control device 20 reduces the engine 1 to the idling state and waits for the vehicle. Enter mode. Thus, stable power can be supplied from the capacitor 11 even in a high-load operation mode in which the vehicle is fully accelerated from the standby state.
- a vehicle corresponding to the “normal operation mode” corresponding to the V-shaped cycle excavation work and the standby state of the vehicle (particularly, the state in which the vehicle is prepared for the full acceleration operation from the low idle state).
- other operation modes such as the “high-speed transport mode (corresponding to the low-frequency operation mode of the present invention)” can be considered in the actual operation.
- Such an operation mode is considered to be a mode that occurs less frequently than the normal operation mode and does not require power compared to a state in which the vehicle is fully accelerated from the low idle state in the vehicle standby mode. At this time, for example, control may be performed so that power is not taken in and out of the capacitor 11 too much.
- acceleration / deceleration from the standby state of the vehicle can be performed by changing / controlling the charge / discharge pattern of the capacitor 11 according to the operation mode. It becomes possible to avoid engine output shortage at the time, and smooth vehicle operation can be realized. Further, according to the hybrid wheel loader according to the embodiment of the present invention, the optimum power assist can be realized according to each operation mode, so that the mounting capacity of the capacitor 11 can be set optimally, resulting in a small vehicle size. And cost reduction.
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Abstract
Description
Claims (4)
- 車両の前方にフロント作業機を備えると共に、エンジン、モータ・ジェネレータ、および蓄電装置を動力源とし、この動力源の出力を制御するハイブリッド制御装置を備えたハイブリッドホイールローダにおいて、
前記蓄電装置としてのキャパシタを備え、
前記ハイブリッド制御装置は、車両の保有するエネルギーの増加に従って前記キャパシタの電圧を下げるように制御する
ことを特徴とするハイブリッドホイールローダ。 - 請求項1の記載において、
前記車両の保有するエネルギーは、車体の走行速度による運動エネルギー、または、前記運動エネルギーに、前記フロント作業機のバケット高さによる位置エネルギーと、前記エンジンおよび前記モータ・ジェネレータの回転数による回転エネルギーの少なくとも一方を加算したエネルギーからなるものであることを特徴とするハイブリッドホイールローダ。 - 請求項1または2の記載において、
前記ハイブリッド制御装置は、通常の作業動作を行う通常動作モードと、前記車両を待機させる車両待機モードとで前記車両の保有するエネルギーに対する前記キャパシタの電圧の特性が異なるよう制御すると共に、前記通常動作モードにおいて、前記車両の保有するエネルギーが予め定めた低出力値である場合に、前記キャパシタの電圧を、最高使用電圧値より小さく、かつ最低使用電圧値より大きい第1の特定電圧値となるよう制御し、
前記車両の保有するエネルギーが前記低出力値にある状態が所定時間継続された場合には、前記ハイブリッド制御装置は、前記キャパシタの電圧を前記第1の特定電圧値から前記最高使用電圧値に上げるよう制御し、その後、前記エンジンの回転数をアイドル状態の回転数に下げて前記車両待機モードに移行する
ことを特徴とするハイブリッドホイールローダ。 - 請求項3の記載において、
前記ハイブリッド制御装置は、前記通常動作モードの場合に、前記キャパシタの電圧を前記車両の保有するエネルギーの増加に従って前記第1の特定電圧値から、前記最低使用電圧値より大きく、かつ前記第1の特定電圧値より小さい第2の特定電圧値まで下げるように制御し、前記車両待機モードの場合に、前記キャパシタの電圧を前記車両の保有するエネルギーの増加に従って前記最高使用電圧値から前記最低使用電圧値まで下げるよう制御する
ことを特徴とするハイブリッドホイールローダ。
Priority Applications (4)
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CN201180040354.3A CN103080431B (zh) | 2010-09-17 | 2011-08-19 | 混合动力轮式装载机 |
US13/817,538 US8914177B2 (en) | 2010-09-17 | 2011-08-19 | Hybrid wheel loader |
EP11824937.4A EP2617902B1 (en) | 2010-09-17 | 2011-08-19 | Hybrid wheel loader |
KR1020137003903A KR101834027B1 (ko) | 2010-09-17 | 2011-08-19 | 하이브리드 휠 로더 |
Applications Claiming Priority (2)
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JP2010-209464 | 2010-09-17 | ||
JP2010209464A JP5174875B2 (ja) | 2010-09-17 | 2010-09-17 | ハイブリッドホイールローダ |
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WO2012035929A1 true WO2012035929A1 (ja) | 2012-03-22 |
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PCT/JP2011/068789 WO2012035929A1 (ja) | 2010-09-17 | 2011-08-19 | ハイブリッドホイールローダ |
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US (1) | US8914177B2 (ja) |
EP (1) | EP2617902B1 (ja) |
JP (1) | JP5174875B2 (ja) |
KR (1) | KR101834027B1 (ja) |
CN (1) | CN103080431B (ja) |
WO (1) | WO2012035929A1 (ja) |
Cited By (1)
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JP2016108762A (ja) * | 2014-12-03 | 2016-06-20 | 日立建機株式会社 | ハイブリッド建設機械 |
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JP5356436B2 (ja) * | 2011-03-01 | 2013-12-04 | 日立建機株式会社 | 建設機械の制御装置 |
JP5855487B2 (ja) | 2012-02-17 | 2016-02-09 | 日立建機株式会社 | 電動駆動式作業車両 |
WO2013145362A1 (ja) * | 2012-03-28 | 2013-10-03 | 株式会社クボタ | ハイブリッド作業車 |
DE102012209166A1 (de) * | 2012-05-31 | 2013-12-05 | Zf Friedrichshafen Ag | Verfahren und Vorrichtung zum Ansteuern einer mobilen Arbeitsmaschine |
JP6270596B2 (ja) * | 2014-04-03 | 2018-01-31 | 日立建機株式会社 | ハイブリッド式作業機械 |
US20150292392A1 (en) * | 2014-04-15 | 2015-10-15 | Arnold Magnetic Technologies | Throttle control system and method |
CN105299212B (zh) * | 2014-12-02 | 2018-01-16 | 徐州重型机械有限公司 | 起重机的动力传动控制方法、装置及起重机 |
JP6531225B2 (ja) * | 2016-09-16 | 2019-06-12 | 株式会社日立建機ティエラ | ハイブリッド式作業機械 |
CN108385765A (zh) * | 2018-05-25 | 2018-08-10 | 徐工集团工程机械股份有限公司科技分公司 | 滑移装载机及其控制方法 |
CN110588631B (zh) * | 2019-09-20 | 2021-03-26 | 安徽合力股份有限公司 | 一种混合动力***的控制方法 |
US11535234B2 (en) * | 2020-02-17 | 2022-12-27 | Deere & Company | Energy management system for a hybrid electric ground vehicle |
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2011
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- 2011-08-19 CN CN201180040354.3A patent/CN103080431B/zh not_active Expired - Fee Related
- 2011-08-19 US US13/817,538 patent/US8914177B2/en not_active Expired - Fee Related
- 2011-08-19 WO PCT/JP2011/068789 patent/WO2012035929A1/ja active Application Filing
- 2011-08-19 KR KR1020137003903A patent/KR101834027B1/ko active IP Right Grant
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Also Published As
Publication number | Publication date |
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EP2617902B1 (en) | 2020-11-11 |
KR20140005852A (ko) | 2014-01-15 |
JP2012062726A (ja) | 2012-03-29 |
JP5174875B2 (ja) | 2013-04-03 |
CN103080431A (zh) | 2013-05-01 |
US8914177B2 (en) | 2014-12-16 |
KR101834027B1 (ko) | 2018-03-02 |
EP2617902A1 (en) | 2013-07-24 |
CN103080431B (zh) | 2015-10-21 |
US20130151055A1 (en) | 2013-06-13 |
EP2617902A4 (en) | 2018-04-25 |
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