WO2013183595A1 - 作業車両 - Google Patents
作業車両 Download PDFInfo
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- WO2013183595A1 WO2013183595A1 PCT/JP2013/065383 JP2013065383W WO2013183595A1 WO 2013183595 A1 WO2013183595 A1 WO 2013183595A1 JP 2013065383 W JP2013065383 W JP 2013065383W WO 2013183595 A1 WO2013183595 A1 WO 2013183595A1
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- Prior art keywords
- bucket
- torque
- lift
- traveling
- work vehicle
- Prior art date
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- 238000003860 storage Methods 0.000 description 18
- 230000005540 biological transmission Effects 0.000 description 15
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- 238000010248 power generation Methods 0.000 description 7
- 230000008569 process Effects 0.000 description 6
- 238000005553 drilling Methods 0.000 description 5
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- 230000001172 regenerating effect Effects 0.000 description 3
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Images
Classifications
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- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/46—Series type
-
- 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
- B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18172—Preventing, or responsive to skidding of wheels
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F3/00—Dredgers; Soil-shifting machines
- E02F3/04—Dredgers; Soil-shifting machines mechanically-driven
- E02F3/28—Dredgers; Soil-shifting machines mechanically-driven with digging tools mounted on a dipper- or bucket-arm, i.e. there is either one arm or a pair of arms, e.g. dippers, buckets
- E02F3/283—Dredgers; Soil-shifting machines mechanically-driven with digging tools mounted on a dipper- or bucket-arm, i.e. there is either one arm or a pair of arms, e.g. dippers, buckets with a single arm pivoted directly on the chassis
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F3/00—Dredgers; Soil-shifting machines
- E02F3/04—Dredgers; Soil-shifting machines mechanically-driven
- E02F3/28—Dredgers; Soil-shifting machines mechanically-driven with digging tools mounted on a dipper- or bucket-arm, i.e. there is either one arm or a pair of arms, e.g. dippers, buckets
- E02F3/36—Component parts
- E02F3/42—Drives for dippers, buckets, dipper-arms or bucket-arms
- E02F3/43—Control of dipper or bucket position; Control of sequence of drive operations
- E02F3/431—Control of dipper or bucket position; Control of sequence of drive operations for bucket-arms, front-end loaders, dumpers or the like
-
- 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
- E02F9/2066—Control of propulsion units of the type combustion engines
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2253—Controlling the travelling speed of vehicles, e.g. adjusting travelling speed according to implement loads, control of hydrostatic transmission
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2278—Hydraulic circuits
- E02F9/2296—Systems with a variable displacement pump
-
- 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
- E02F9/26—Indicating devices
- E02F9/267—Diagnosing or detecting failure of vehicles
- E02F9/268—Diagnosing or detecting failure of vehicles with failure correction follow-up actions
-
- 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
- B60W2510/30—Auxiliary equipments
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/80—Other types of control related to particular problems or conditions
- F15B2211/86—Control during or prevention of abnormal conditions
- F15B2211/863—Control during or prevention of abnormal conditions the abnormal condition being a hydraulic or pneumatic failure
- F15B2211/864—Failure of an output member, e.g. actuator or motor failure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/80—Other types of control related to particular problems or conditions
- F15B2211/875—Control measures for coping with failures
-
- 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
- Y02T10/62—Hybrid vehicles
Definitions
- the present invention relates to a work vehicle provided with a work device.
- a working vehicle equipped with a traveling drive for driving wheels and a working device attached to the front of the vehicle and driven by pressure oil from a hydraulic pump, when raising the object to be transported (target) with the working device
- the force generated on the vehicle acts on the vehicle as a reaction force from the object.
- a wheel loader or a forklift corresponds to this.
- the wheel loader includes an articulated working device including a bucket and a lift arm at the front of the vehicle, and raises the bucket while piercing the bucket with the object by advancing the drive force applied to the wheel by the traveling drive device. Do the drilling work. At this time, the force for raising the bucket acts on the vehicle body as a digging reaction force from the object, so the contact pressure of the wheel increases. When the bucket is raised, the occurrence of wheel slip is suppressed compared to the case where the bucket is not raised because the maximum friction force between the wheel and the road surface is increased by the increase in the contact pressure of the wheel. It tends to be done.
- the digging reaction force is small and the driving force is large, sufficient frictional force can not be obtained, and wheel slip may occur.
- the road surface may be scraped by the wheels, which may cause unevenness on the road surface, and the work efficiency thereafter may be significantly reduced.
- the output torque of the torque converter increases with the engine speed, so the operator can
- the magnitude of the driving force is predicted from such as, and the drilling reaction is performed while balancing the drilling reaction force and the driving force to suppress the wheel slip.
- skill is required to balance the drilling reaction force and the driving force.
- the driving force is small, the bucket does not pierce the object deeply, so the amount of objects that can be filled with the bucket decreases and the amount of work per unit time decreases. There is.
- JP-A 6-193097 aims to prevent occurrence of wheel slip, and detects the position of the bucket and the digging reaction force (load) based on the detected position and digging reaction force.
- a wheel loader provided with travel control means for calculating the rotational moment of the working device and limiting the driving force based on this rotational moment.
- hybrid wheel loader (hereinafter sometimes referred to as “hybrid wheel loader”) has been proposed.
- the engine speed and the driving force are not directly linked.
- the maximum drive power that can be output may be different depending on the remaining amount of charge of the power storage device. Therefore, there is a possibility that the operator can not balance the drilling reaction force and the driving force manually.
- An object of the present invention is to provide a work vehicle capable of suppressing the occurrence of wheel slip at the time of ascent of an object to be transported.
- a work vehicle includes a hydraulic pump, a working device having a hydraulic actuator driven by pressure oil from the hydraulic pump, an operating device for operating the working device, and a wheel
- the hydraulic actuator does not operate despite the operation of the hydraulic actuator being instructed via the operating device and the travel drive device for driving the vehicle, the increase in the required torque of the travel drive device is limited
- control means for reducing the value When the hydraulic actuator does not operate despite the operation of the hydraulic actuator being instructed via the operating device and the travel drive device for driving the vehicle, the increase in the required torque of the travel drive device is limited
- control means for reducing the value.
- FIG. 2 is a block diagram of a travel request computation unit 120 according to the first embodiment of the present invention.
- 6 is a flowchart of bucket lock determination according to the first embodiment of the present invention.
- FIG. 4 is an example of a motor maximum torque map according to the embodiment of the present invention.
- the block diagram of the working vehicle which concerns on the 2nd Embodiment of this invention.
- the block diagram of the main controller 200 which concerns on 2nd Embodiment.
- FIG. 1 is a block diagram of a work vehicle according to a first embodiment of the present invention.
- the present embodiment is an application of the present invention to a hybrid type work vehicle (wheel loader).
- the work vehicle according to the present embodiment includes a main controller (main controller) 100, an engine 1, an engine controller (engine control device) 2 for controlling the engine 1, a capacitor 3 as a power storage device, and a capacitor 3 Converter 4 for controlling charge / discharge of the motor, a generator motor 5 mechanically connected to the engine 1 so as to transmit torque, a generator inverter 6 for driving the generator motor 5, and a generator motor 5
- a traveling motor 7, 7b driven by electric power supplied from the capacitor 3 and a traveling inverter 8, 8b for driving the traveling motor 7, 7b are provided.
- the converter 4, the power generation inverter 6, and the traveling inverters 8, 8b are connected to the same power line, and can mutually supply power.
- the converter 4 also monitors the voltage of a smoothing capacitor (not shown) attached to the power line, and charges and discharges the capacitor 3 so as to keep the voltage of the smoothing capacitor constant.
- the working vehicle includes a main pump (hydraulic pump) 9 mechanically connected to the engine 1 and the generator motor 5, an oil tank 10 for supplying hydraulic fluid to the main pump 9, and a main pump 9 includes a control valve 11 for distributing the hydraulic fluid discharged, a steer cylinder (hydraulic cylinder) 12 capable of expanding and contracting with the hydraulic fluid distributed by the control valve 11, a lift cylinder (hydraulic cylinder) 13 and a bucket cylinder (hydraulic cylinder) 14 .
- the main pump 9 is a variable displacement pump, and the displacement can be changed as needed by adjusting the tilt angle with a tilt angle control valve (not shown), and the discharge flow rate for the same rotational speed is controlled it can.
- the work vehicle includes a lift lever 104 and a bucket lever 105 as operation devices for operating the work device 107 (see FIG. 2) including the lift cylinder 13 and the bucket cylinder 14.
- the lift lever 104 and the bucket lever 105 are each connected to the control valve 11 by a hydraulic circuit (not shown), and each control valve 11 operates in accordance with the operation of each lever.
- the lift cylinder 13 and the bucket cylinder 14 operate according to the operation of the control valve 11 respectively.
- An accelerator pedal 101, a brake pedal 102 and a forward and reverse switch 103 are connected to the main controller 100, and transmit an accelerator signal, a brake signal and a direction operation signal to the main controller 100, respectively.
- a pump pressure sensor 9s attached to a discharge side hydraulic circuit of the main pump 9 is connected to the main controller 100, and receives a main pump pressure signal from the pump pressure sensor 9s.
- the main controller 100 is also connected to a lift potentiometer 104s (bucket lifting instruction acquisition means) attached to the lift lever 104 and a bucket potentiometer 105s attached to the bucket lever 105, and lift lever operation is performed from the lift potentiometer 104s.
- a signal, a bucket lever operation signal from the bucket potentiometer 105s is received.
- the operation amounts of the levers 104 and 105 are detected by the potentiometers 104 s and 105 s, but the pilot pressure (hydraulic signal) output according to the operation of the levers 104 and 105 is detected by the pressure sensor. Other methods such as detecting the amount of operation of the levers 104 and 105 may be used.
- the main controller 100 also includes a lift stroke sensor 13s (bucket height acquisition means (see FIG. 2)) attached to the lift cylinder 13 and a bucket stroke sensor 14s (bucket attitude acquisition means (mounted) 2) is connected.
- the main controller 100 receives a lift stroke signal indicating the stroke length of the lift cylinder 13 from the lift stroke sensor 13 s and receives a bucket stroke signal indicating the stroke length of the bucket cylinder 14.
- an engine controller 2 a converter 4, a power generation inverter 6, and traveling inverters 8 and 8b are connected to the main controller 100.
- the main controller 100 converts the engine speed of the engine 1 from the engine controller 2 to the converter 4
- the stored voltage of the capacitor 3 is received from the drive inverter 8 and the motor rotational speed of the traveling motor 7 7b is received from the traveling inverter 8, 8b, the engine rotational speed command is sent to the engine controller 2, the generator motor torque command is sent to the power generation inverter 6, , 8b transmit the motor torque command.
- main controller 100 is connected to a drive power limit switch 106 for switching ON / OFF of drive power limit processing described later, and is output from the drive power limit switch 106 when the drive power limit processing is ON. Drive limit ON signal is received.
- the work vehicle includes a traveling motor 7 as a traveling drive device for driving tires (wheels) 18a, 18b, 18c and 18d attached to the vehicle body. Furthermore, output from the propeller shafts 15f and 15r mechanically connected to the output shaft of the traveling motor 7, differential gears 16f and 16r to which outputs from the propeller shafts 15f and 15r are input, and differential gears 16f and 16r are output.
- the drive shafts 17a, 17b, 17c and 17d are provided for transmission to the tires 18a, 18b, 18c and 18d.
- traveling motors 7, 7b and two traveling inverters 8, 8b are provided here, the present invention is not limited to this, and one or four traveling motors and four traveling inverters are provided. It may be a configuration, and the number is not limited. Hereinafter, in order to simplify the description, a configuration provided with one traveling motor 7 and one traveling inverter 8 will be described.
- the traveling inverter 8 powers the traveling motor 7.
- the powering torque generated by the traveling motor 7 is transmitted through the propeller shafts 15f and 15r, differential gears 16f and 16r, and drive shafts 17a, 17b, 17c and 17d. It is transmitted to the tires 18a, 18b, 18c, 18d to accelerate the vehicle.
- the traveling inverter 8 drives the traveling motor 7 as a generator, and the regenerative torque generated by the traveling motor 7 is transmitted to the tires 18a, 18b, 18c, 18d like the powering torque to decelerate the vehicle.
- the regenerative electric power generated by the traveling motor 7 is usually charged to the capacitor 3.
- the work vehicle according to the present embodiment includes a hydraulic brake control valve and a hydraulic brake (not shown), and the vehicle can be decelerated by the hydraulic brake as needed.
- the work vehicle according to the present embodiment includes an articulated work apparatus 107 driven by pressure oil discharged from the main pump 9 in front of the vehicle.
- the work device 107 is bridged between the lift arm 31 and the vehicle body for swinging the lift arm 31 and a pair of lift arms 31 swingably attached to the vehicle body via pins (hinge pins).
- the bucket link 33, the bell crank 32, and the bucket cylinder 14 constitute a link mechanism for operating the bucket 20, and when the bucket cylinder 14 is extended and contracted, the bucket 20 is rotated.
- the operator gets into the cab 19 and operates the accelerator pedal 101, the brake pedal 102, and the forward / backward switch 103 shown in FIG. 1 to obtain the tires 18a, 18b, 18c, 18d. It can be driven to drive the vehicle. Further, the operator can extend and retract the steering cylinder 12 by adjusting the steering wheel (not shown) to adjust the angle of refraction of the vehicle and turn the vehicle. In addition, by operating the lift lever 104, the bucket lever 105, and the like, the lift cylinder 13 and the bucket cylinder 14 can be expanded and contracted to control the height and inclination of the bucket 20, thereby performing digging and cargo handling work.
- the main controller 100 sets a torque increase rate limit of the traveling motor 7 based on the lift lever operation signal, the lift stroke signal, and the bucket stroke signal to limit the driving force in order to avoid wheel slip.
- the calculation performed by the main controller 100 will be described.
- the configuration of the main controller 100 according to the first embodiment of the present invention is shown in FIG.
- the main controller 100 includes a storage control unit 110, a traveling request calculation unit 120, a power distribution control unit 130, an engine rotation setting unit 140, a power generation control unit 150, and an electric drive control unit 160.
- the storage management unit 110 receives the storage voltage V C of the capacitor 3 from the converter 4, and calculates the charge / discharge required power P CR , the discharge power limit P CMax, and the charge power limit P CMin . Electrical storage management unit 110, based on the deviation of the target charging voltage V CT and the power storage voltage V C, calculates a charge-discharge power demand P CR using the following equation.
- s is a Laplace operator
- K P and K I are a proportional gain and an integral gain of the known PI control, respectively.
- VCT the storage target voltage
- the motor rotation speed that is, the traveling speed.
- the storage management unit 110 calculates the discharge power limit P CMax and the charge power limit P CMin using the charge / discharge power limit map based on the storage voltage V C.
- An example of the charge / discharge power limit map is shown in FIG.
- the horizontal axis of the map shown in FIG. 4 indicates the storage voltage V C, and dotted lines V CMax and V CMin in the figure are the upper limit voltage and the lower limit voltage of the capacitor 3 respectively.
- V CMax and V CMin are the upper limit voltage and the lower limit voltage of the capacitor 3 respectively.
- discharge power limit P CMax is negative (charge side)
- charge power limit P CMin is positive (discharge side)
- traveling request calculation unit 120 based on the driving force limit ON signal, the lift lever operation signal, the lift stroke signal, the bucket stroke signal, the direction operation signal, the accelerator signal, the brake signal, and the motor rotation speed, the traveling request torque and the traveling request Calculate the power.
- the travel request calculation unit 120 includes a bucket lock determination unit 121 (bucket lock determination unit), a travel reference torque calculation unit 122, and a travel request torque calculation unit 123 (travel request torque calculation unit).
- a travel request power calculation unit 124 is provided.
- the bucket lock determination unit 121 determines whether or not the bucket is locked based on the lift lever operation signal, the lift stroke signal, and the bucket stroke signal.
- bucket lock indicates “when the lift arm 31 does not move upward despite the fact that the operator instructs lifting the lift arm 31 via the lift lever 104 (operation device) by the operator". For example, at the time of digging work by the wheel loader, the lift arm 31 is moved upward after traveling forward to pierce the bucket 20, but the bucket 20 is pierced too deeply and the weight of the object is heavier than expected. This corresponds to the case where the lift arm 31 and the bucket 20 can not be raised due to such reasons.
- FIG. 1 A flowchart of bucket lock determination performed by the bucket lock determination unit 121 is shown in FIG.
- step S1211 based on the lift stroke signal output from the lift stroke sensor 13s, it is determined whether the stroke of the lift cylinder 13 is less than or equal to a predetermined threshold (first stroke threshold). If it is false, the process proceeds to step S1216.
- the first stroke threshold is a value for determining whether or not the bucket 20 is at the digging height (generally, a relatively low height similar to the ground), and at the end of the digging Set the lift cylinder stroke or more.
- step S1212 based on the bucket stroke signal output from the bucket stroke sensor 14s, it is determined whether or not the stroke of the bucket cylinder 14 is equal to or less than a predetermined threshold (second stroke threshold). If false, the process proceeds to step S1216.
- the second stroke threshold is a value for determining whether or not the bucket 20 is in a posture in which the bucket 20 scoops an object to be transported (a posture in which the bucket 20 is tilted to some extent), and a tip of the lift arm 31 (a root of the bucket 20
- ⁇ is, for example, 30 deg or more, where ⁇ (see FIG.
- step S1213 based on the lift lever operation signal output from the lift potentiometer 104s, it is determined whether or not the operator has issued a bucket lifting instruction by the operator. If true, the process proceeds to step S1214. If false, the process proceeds to step S1216. .
- the determination in step S1213 is to confirm that the operation signal for raising the lift arm 31 is output from the lift lever 104 (operation device) by the lift lever operation signal.
- step S1214 based on the lift stroke signal output from the lift stroke sensor 13s, the speed at which the lift cylinder 13 extends (lift cylinder speed) is calculated by known differential calculation or the like, and the lift cylinder speed is a predetermined threshold ( It is determined whether or not it is equal to or less than the lift speed threshold), and if it is true, the process proceeds to step S1215. If it is false, the process proceeds to step S1216.
- the lift speed threshold value is set to be equal to or less than the lift cylinder speed at the minimum discharge flow rate of the main pump 9.
- the lift cylinder speed is substantially proportional to the lift speed of the lift arm 31 or the bucket 20. Therefore, the determination according to S1214 may be performed based on the lift arm rising speed or the bucket rising speed.
- step S1215 the bucket lock determination is made true.
- step S1216 the bucket lock determination is false.
- the bucket lock determination is made true immediately after proceeding to step S1215, the bucket lock determination is made true when the step S1215 is continuously passed several times in order to prevent erroneous determination. Good. Also, when the bucket lock determination is true, the driving force does not increase as described later, but from the viewpoint of preventing the driving force reduction control from being stressed by the operator, the bucket lock determination is true If it can be determined that the state in which the bucket raising instruction is true continues for a predetermined time or more, the bucket lock determination may be changed to false. If the bucket lock determination is false, the driving force is restored as described later.
- the traveling reference torque calculation unit 122 calculates the traveling reference torque T DB based on the accelerator operation signal and the motor rotational speed. First, the traveling reference torque calculation unit 122 calculates the motor maximum torque TDMax from the motor rotation speed using the motor maximum torque map. An example of the motor maximum torque map is shown in FIG. This map is identical to the maximum torque curve with respect to the rotational speed of the traveling motor 7.
- traveling reference torque calculation unit 122 uses the following equation based on accelerator ratio r Acc obtained by converting the operation amount of accelerator pedal 101 to a ratio (0 to 1) based on the accelerator operation signal and motor maximum torque TDmax.
- the driving reference torque T DB is calculated.
- the travel reference torque T DB may be corrected to decrease as the operation amount of the brake pedal 102 increases, using the brake operation signal.
- the travel required torque calculating unit 123 the driving force restriction ON signal, direction operation signal, bucket lock determination, and calculates the travel required torque T DR based on the running reference torque T DB.
- Travel required torque calculating unit 123 calculates the travel required torque T DR using the following equation.
- T DR_z is the previous value of the travel required torque T DR (e.g., one control cycle previous value).
- dT DUp is a torque increase rate limit value per control cycle, which is a value calculated using a torque increase rate limit map.
- FIG. An example of the torque increase rate limit map is shown in FIG. As shown in this figure, when the driving force limit ON signal is false (that is, when the driving force limit switch 106 is off) or when the bucket lock determination is false, according to the characteristics of solid line A in the figure.
- a torque increase rate limit value dT DUp is set from the traveling demand torque previous value T DR — z . That is, the torque increase rate limit value dT DUp is made smaller as the travel required torque previous value T DR_z becomes larger.
- the driving force limit ON signal is true and the bucket lock determination is true, the characteristic of the broken line B in the drawing is followed.
- the torque increase rate limit value dT DUp is set to 0 regardless of the value of the previous traveling demand torque value TDR_z .
- the torque increase rate limit value dT DUp is made smaller as the traveling required torque previous value T DR_z becomes larger on the solid line A so that a large driving force more than necessary is not output at the time of traveling acceleration.
- the solid line A may be a constant value (straight line). That is, when the driving force limit ON signal is true and the bucket lock determination is true, the torque increase rate limit value may be set smaller than in the other cases, and if the broken line B exists below the solid line A. good.
- the torque increase rate limit value dT DUp may be set according to the broken line B ′ in the torque increase rate limit map shown in FIG.
- the torque increase rate limit value dT DUp is increased as the value decreases , and if the travel request torque previous value TDR_z is larger than T2 (T1 ⁇ T2) torque
- the increase rate limit value dT DUp may be made negative. While the required traveling torque value TDR_z is from T1 to T2, it is set to a value slightly larger than 0 or 0 similarly to the broken line B in FIG.
- the torque increase rate limit value dT DUp decreases as the previous travel request torque value T DR_z increases, and the travel request torque T DR gradually decreases when the torque increase rate limit value dT DUp becomes negative. Can more reliably avoid wheel slip.
- the dashed line B in the figure may be used regardless of the bucket lock determination if the bucket up instruction (S1213) is false. In this way, since the increase in driving force is limited when the bucket 20 is not lifted and the contact pressure of the wheel is low, wheel slip can be avoided.
- the power distribution control unit 130 calculates the traveling power command P D * from the required traveling power P DR , the discharging power limit P CMax and the charging power limit P CMin using the following equation.
- the discharge power limit P CMax power storage voltage falls negative, since as a storage voltage is high becomes charge power limit P CMin positive, in the above formula (4), the storage voltage When is lower, the running power command P D * is limited in powering power (positive value), and when the stored voltage is higher, the running power command P D * is limited in regenerative power (negative value).
- the power distribution control unit 130 calculates the generated power command P G * from the required traveling power P DR and the required charging / discharging power PCR using the following equation.
- the engine speed setting unit 140 calculates an engine speed command N E * .
- the engine speed command N E * may be the maximum engine speed of the engine 1 or the controller 100 may be provided with a mode switch so that the operator can manually select and adjust.
- the engine power may be estimated based on the information from the engine controller 2, and the engine rotational speed command N E * may be calculated so that the engine operates at the most efficient operating point with the engine power.
- the power generation control unit 150 calculates the generator motor torque command T G * using the following equation based on the engine speed command N E * and the power generation power command P G * .
- the engine rotation speed N E may be received from the engine controller 2 and used for calculation.
- the generator motor torque command T G * the smaller (closer to 0) may be.
- the electric drive control unit 160 calculates a motor torque command T D * based on the required driving torque P DR , the driving power command P D * , and the motor rotational speed. First, the electric drive control unit 160 calculates the motor maximum torque TDMax from the motor rotation speed, for example, using the motor maximum torque map shown in FIG. 7.
- the electric drive control unit 160 calculates the motor torque command T D * using the following equation based on the traveling required torque T DR , the motor maximum torque T DMax and the traveling power command P D * .
- P DMax in the following equation is the motor maximum power.
- the electric drive control unit 160 calculates the driving force display value F D * from the motor torque command T D * using the following equation.
- RDif is a gear ratio of the differential gears 16f and 16r
- Rw is a radius of the tires 18a, 18b, 18c and 18d.
- FIG. 10 (a) is an accelerator in the case where the present invention is not applied (that is, in the case where the bucket lock determination unit 121 is not provided and the torque increase rate limit value shown by solid lines B and B 'in FIGS. 8 and 9 is not provided).
- FIG. 6 is a view showing temporal changes in an operation amount of a pedal 101, a wheel speed (rotational speed), a driving force of a traveling motor 7, a stroke length of a lift cylinder 13, and a stroke length of a bucket cylinder 14.
- the vehicle is traveling normally until time T1, and the bucket 20 comes into contact with the object to be transported at time T1, and the digging operation is started. Since the vehicle comes into contact with the object to be transported from time T1, the wheel speed (motor rotation number) decreases, and the driving force of the traveling motor 7 increases according to the motor maximum torque map of FIG.
- the operator operates the lift lever 104, and the stroke of the lift cylinder 13 is increased. Also, if it is too early to set the bucket posture upward (to make the opening of the bucket 20 upward), the amount of objects to be transported by the bucket 20 decreases, so the operator generally lags a little from the operation of the lift lever 104. The bucket lever 105 is operated. Therefore, the stroke of the bucket cylinder 14 increases slightly after the stroke increase of the lift cylinder 13.
- bucket lock occurs at time T3.
- the bucket 20 lift arm 31
- the wheel slip occurs at time T4 and the wheel speed increases because the driving force continues to be increased even if the bucket lock occurs.
- time T5 when the bucket cylinder stroke increases and the bucket posture is upward, the bucket lock is canceled and the bucket 20 (lift arm 31) is lifted.
- FIG. 10 (b) is a diagram showing time change of the operation amount of the accelerator pedal 101 and the like when the present invention is applied.
- the torque increase rate map the case where the map shown in FIG. 8 is used will be described. It is the same as the case shown to Fig.10 (a) until time T3.
- the bucket lock determination unit 121 performs the bucket lock determination based on the lift stroke signal and the flowchart of FIG. 6, and determines that the bucket lock determination is true. Do.
- the traveling demand torque calculation unit 123 sets the torque increase rate limit value dT DUp to 0. That is, the limit value dT Dup is reduced as compared with the case where the lift arm 31 is lifted as instructed by the operator. Therefore, the driving force does not increase after T3. This can avoid wheel slip.
- the traveling demand torque calculation unit 123 that receives this determination result sets the torque increase rate limit value dT DUp based on the solid line A in FIG. 8, so the driving force increases again. Therefore, after the bucket lock is eliminated, the digging operation can be performed without making the operator feel that the driving force is insufficient.
- the present embodiment is an example in which the present invention is applied to a work vehicle provided with a torque converter type automatic transmission.
- FIG. 11 is a block diagram of a work vehicle according to a second embodiment of the present invention.
- the work vehicle shown in this figure is different from the work vehicle shown in FIG. 1 in a torque converter (T / C (hereinafter referred to as torque converter)) 40, a transmission (T / M) 41, and a transmission controller (TCU) 42 and a main controller 200 are provided.
- torque converter 40 and the transmission 41 function as travel drive devices for the tires 18a, 18b, 18c and 18d.
- the transmission controller 42 a propeller shaft 15f, detects the rotational speed N P of 15r, determines the gear ratio of the transmission 41 (transmission gear) R TM in response to the propeller shaft rotational speed N P. Further, the transmission controller 42 transmits the propeller shaft rotational speed N P and the transmission gear ratio R TM to the main controller 200.
- the main controller 200 transmits an engine rotational speed command to the engine controller 2 as in the first embodiment, but the output torque of the torque converter 40 changes in accordance with the engine rotational speed. Therefore, the main controller 200 of the present embodiment controls the driving force by the engine speed command.
- the configuration of the main controller 200 is shown in FIG.
- the main controller 200 includes a traveling request calculation unit 210 and an engine rotation command calculation unit 220.
- the traveling request calculating unit 210 includes the bucket lock determination unit 121 and the traveling request torque calculating unit 123, and finally outputs the traveling request torque TDR .
- the traveling request torque calculation unit 123 limits the torque increase rate based on the broken line B in FIG. As the values are reduced and the engine speed is reduced, wheel slip is avoided as in the first embodiment. Since the engine speed (engine speed command N E * ) is proportional to the driving force, the driving force is reduced when the bucket lock occurs.
- the engine rotation command computation unit 220 calculates the engine speed command N E * based on the gear ratio R TM and travel required torque T DR. First, the engine rotation command computation unit 220, the transmission gear ratio R TM, from the travel required torque T DR, and calculates the torque converter required torque T TCR using the following equation.
- the engine rotation command calculation unit 220 calculates the torque converter output shaft rotation speed N TC from the transmission ratio R TM and the propeller shaft rotation speed N P using the following equation.
- the engine rotation command calculation unit 220 calculates the engine rotation speed command N E * from the torque converter required torque T TCR and the torque converter output shaft rotation speed N TC using a torque converter torque map.
- a torque converter torque map is shown in FIG.
- the torque converter torque map can be created by conducting experiments of a torque converter alone.
- the engine 1 is controlled based on the engine rotation number command N E * calculated by the engine rotation command calculation unit 220.
- the lift stroke sensor 13s is used as a bucket height acquiring unit.
- the angle of the lift cylinder 13 or the lift arm 31 with respect to a predetermined reference surface for example, the ground
- a sensor lift angle sensor
- a sensor may be used as a bucket height acquisition means. In this case, it goes without saying that the conversion operation from angle to height is performed.
- the bucket stroke sensor 14s is used as a bucket attitude acquiring means
- a sensor for detecting an angle of the bucket cylinder 14 or bell crank 32 with respect to a predetermined reference surface (for example, ground) is used as the bucket attitude. You may use as an acquisition means.
- step S1213 shown in FIG. 6 it is determined that the case where the hydraulic chamber on the lift up side (bottom side hydraulic chamber) in the lift cylinder 13 is in communication with the main pump 9 is true, and other cases are determined to be false. You may
- the bucket lock determination is performed based on the fact that the lift cylinder speed is equal to or less than the lift speed threshold in step S1214 in the bucket lock determination shown in FIG.
- the bucket lock determination may be performed on the basis of the pressure on the bottom side or the discharge pressure of the main pump 9 being equal to or higher than a predetermined threshold (lift pressure threshold). That is, when the pressure of lift cylinder 13 or main pump 9 is equal to or higher than the lift pressure threshold, it is determined to be true, and when it is less than the lift pressure threshold, it is determined to be false.
- the lift pressure threshold value is preferably set to be equal to or less than the relief pressure of the hydraulic circuit related to the lift cylinder 13 and the main pump 9 (for example, a pressure lower by 1 MPa than the relief pressure).
- the discharge pressure of the main pump 9 may be detected by the pump pressure sensor 9s, and the bottom pressure of the lift cylinder 13 may be detected by a pressure sensor installed in the hydraulic circuit from the main pump 9 to the bottom hydraulic chamber. .
- the bucket lock determination is performed in consideration of the lift cylinder stroke, bucket cylinder stroke, bucket lift instruction and lift cylinder speed (S1211 to S1214), and the result is The speed limit of the required driving torque was performed based on.
- the digging operation determination may be performed to limit the speed at which the travel demand torque is increased according to the discharge pressure of the main pump 9 (or the pressure on the bottom side of the lift cylinder 13). Next, this case will be described as a third embodiment of the present invention.
- FIG. 14 is a flowchart of the digging operation determination performed by the bucket lock determination unit 121 according to the third embodiment of the present invention.
- the bucket lock determination unit 121 in the present embodiment performs digging operation determination instead of bucket lock determination.
- the flowchart shown in this figure corresponds to the flowchart of FIG. 6 from which S1214 is omitted, and the bucket lock determination unit 121 determines the digging operation through the processing of S1211 to S1213.
- the driving force limiting switch 106 is always on.
- FIG. 15 is a view showing an example of a torque increase rate limit map according to the third embodiment of the present invention.
- the traveling demand torque calculation unit 123 according to the present embodiment sets a torque increase rate limit based on the map shown in this figure.
- the solid line A in the figure is used by the travel request torque calculation unit 123 to calculate the torque increase rate limit when the digging operation determination is false, and is the same as that shown in FIGS.
- the broken line C in the figure is used by the travel request torque calculation unit 123 to calculate the torque increase rate limit when the digging operation determination is true.
- the torque increase rate limit value is set smaller as the discharge pressure of the main pump 9 or the bottom pressure of the lift cylinder 13 (that is, the load acting on the main pump 9 or the lift cylinder 13) increases.
- the discharge pressure of the main pump 9 may be detected by the pump pressure sensor 9s, and the bottom pressure of the lift cylinder 13 may be detected by a pressure sensor installed in the hydraulic circuit from the main pump 9 to the bottom hydraulic chamber. .
- the travel request torque calculation unit 123 corresponds to the first embodiment.
- the torque increase rate limit value dT DUp is set from the previous traveling demand torque value T DR — z .
- the torque increase rate limit value dT DUp is set based on the broken line C in FIG. That is, the traveling demand torque calculation unit 123 sets the torque increase rate limit value dTDUp smaller as the discharge pressure of the main pump 9 (or the bottom pressure of the lift cylinder 13) increases.
- the torque increase rate limit value dT DUp when the digging operation determination is true is reduced according to the discharge pressure of the main pump 9 or the increase in the bottom pressure of the lift cylinder 13.
- the discharge pressure of the main pump 9 or the increase of the bottom pressure of the lift cylinder 13 is simulated as a bucket lock, the occurrence of the wheel slip can be suppressed as in the previous embodiment.
- the wheel loader has been described as an example of a work vehicle, but the present invention is also applicable to, for example, a forklift.
- a forklift although the fork may not be lifted due to the weight of the object to be transported even though the fork is instructed to rise, the wheel slip in such a case can be suppressed according to the present invention.
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Abstract
Description
Claims (5)
- 油圧ポンプと、
当該油圧ポンプからの圧油によって駆動される油圧アクチュエータを有する作業装置と、
当該作業装置を操作するための操作装置と、
車輪を駆動するための走行駆動装置と、
前記操作装置を介して前記油圧アクチュエータの動作指示がされているにも関わらず当該油圧アクチュエータが動作しないとき、前記走行駆動装置の要求トルクの増加速度の制限値を低減する制御手段とを備えることを特徴とする作業車両。 - 請求項1に記載の作業車両において、
前記作業装置は、リフトアーム、当該リフトアームに回動可能に取り付けられたバケット、当該リフトアームを揺動するためのリフトシリンダ、及び当該バケットを回動するためのバケットシリンダを含む多関節型の作業装置であり、
前記制御手段は、前記操作装置を介して前記リフトアームの上昇指示がされているにも関わらず当該リフトアームが動作しないとき、前記走行駆動装置の要求トルクの増加速度の制限値を、前記リフトアームが指示通りに上昇する場合に比べて低減することを特徴とする作業車両。 - 請求項1又は2に記載の作業車両において、
前記制御手段は、前記リフトアームを上昇するための操作信号が前記操作装置から出力され、かつ当該リフトアームの上昇速度が設定値より低いときを、前記操作装置を介して前記作業装置の動作指示がされているにも関わらず当該作業装置が動作しないときと判定することを特徴とする作業車両。 - 請求項1から3のいずれかに記載の作業車両において、
前記制御手段は、前記走行駆動装置の要求トルクの増加速度の制限値を低減した後に前記バケットシリンダのストロークが設定値を超えたとき、当該走行駆動装置の要求トルクの増加速度の制限値を元に戻すことを特徴とする作業車両。 - 油圧ポンプと、
当該油圧ポンプからの圧油によって駆動され、運搬対象物を上方へ移動するための油圧アクチュエータと、
当該油圧アクチュエータを操作するための操作装置と、
車輪を駆動するための走行駆動装置と、
前記油圧アクチュエータによる運搬対象物の上昇指示が前記操作装置を介してされているとき、前記油圧ポンプ又は前記油圧アクチュエータに作用する負荷の大きさに応じて前記走行駆動装置の要求トルクの増加速度の制限値を低減する制御手段とを備えることを特徴とする作業車両。
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EP13800885.9A EP2857600B1 (en) | 2012-06-04 | 2013-06-03 | Work vehicle |
US14/405,407 US9556590B2 (en) | 2012-06-04 | 2013-06-03 | Construction vehicle |
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JP2016169571A (ja) * | 2015-03-13 | 2016-09-23 | 住友重機械工業株式会社 | ショベル |
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US11881061B2 (en) | 2018-06-29 | 2024-01-23 | Komatsu Ltd. | Work machine and system including work machine |
JPWO2020065914A1 (ja) * | 2018-09-28 | 2021-08-30 | 日立建機株式会社 | 荷役作業車両 |
JP7152496B2 (ja) | 2018-09-28 | 2022-10-12 | 日立建機株式会社 | 荷役作業車両 |
US12012725B2 (en) | 2018-09-28 | 2024-06-18 | Hitachi Construction Machinery Co., Ltd. | Loading work vehicle |
JP2019044582A (ja) * | 2018-12-25 | 2019-03-22 | 住友重機械工業株式会社 | ショベル |
WO2022034825A1 (ja) * | 2020-08-11 | 2022-02-17 | 日立建機株式会社 | 作業車両 |
JP2022032174A (ja) * | 2020-08-11 | 2022-02-25 | 日立建機株式会社 | 作業車両 |
JP7130018B2 (ja) | 2020-08-11 | 2022-09-02 | 日立建機株式会社 | 作業車両 |
Also Published As
Publication number | Publication date |
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JPWO2013183595A1 (ja) | 2016-01-28 |
CN104395535A (zh) | 2015-03-04 |
US20150139767A1 (en) | 2015-05-21 |
CN104395535B (zh) | 2017-09-08 |
EP2857600B1 (en) | 2020-01-08 |
US9556590B2 (en) | 2017-01-31 |
EP2857600A4 (en) | 2016-03-16 |
JP5965482B2 (ja) | 2016-08-03 |
EP2857600A1 (en) | 2015-04-08 |
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