WO2014192166A1 - ホイールローダ - Google Patents
ホイールローダ Download PDFInfo
- Publication number
- WO2014192166A1 WO2014192166A1 PCT/JP2013/071519 JP2013071519W WO2014192166A1 WO 2014192166 A1 WO2014192166 A1 WO 2014192166A1 JP 2013071519 W JP2013071519 W JP 2013071519W WO 2014192166 A1 WO2014192166 A1 WO 2014192166A1
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- WIPO (PCT)
- Prior art keywords
- control
- control unit
- hydraulic
- capacity
- motor
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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
- E02F9/22—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
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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
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2278—Hydraulic circuits
- E02F9/2292—Systems with two or more pumps
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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
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2278—Hydraulic circuits
- E02F9/2296—Systems with a variable displacement pump
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- 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
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- 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
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
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- 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
- F16H61/47—Automatic regulation in accordance with output requirements for achieving a target output speed
Definitions
- the first opening is 50%.
- the control unit can determine that the operator does not want rapid deceleration and can execute the first control or the second control described above.
- the wheel loader 1 can be self-propelled by the tires 4 a and 4 b and can perform a desired work using the work machine 3.
- the wheel loader 1 includes a body frame 2, a work machine 3, tires 4 a and 4 b, and a cab 5.
- the vehicle body frame 2 includes a front frame 2a disposed on the front side and a rear frame 2b disposed on the rear side.
- the front frame 2a and the rear frame 2b are arranged in the horizontal direction at the center of the vehicle body frame 2. It is connected so that it can swing.
- the rear frame 2b is provided with a cab 5 and a pair of rear tires 4b.
- the driver's cab 5 is placed on the upper part of the rear frame 2b, and includes a steering wheel, an operation unit such as an accelerator pedal, a display unit for displaying various information such as speed, a seat, and the like.
- the pair of rear tires 4b are provided on the side surfaces of the rear frame 2b.
- the first hydraulic pump 11 is a variable displacement hydraulic pump whose capacity can be changed by changing the tilt angle of the swash plate, and is driven by the engine 10.
- the hydraulic oil discharged from the first hydraulic pump 11 is sent to the hydraulic motor 15 through the travel circuits 26 and 27.
- the travel circuit 26 is a flow path (hereinafter referred to as “forward travel circuit 26”) that supplies hydraulic oil to the hydraulic motor 15 so as to drive the hydraulic motor 15 in the direction in which the vehicle moves forward.
- the travel circuit 27 is a flow path (hereinafter referred to as “reverse travel circuit 27”) that supplies hydraulic oil to the hydraulic motor 15 so as to drive the hydraulic motor 15 in the direction of moving the vehicle backward.
- the cut-off valve 33 is connected to the main pilot circuit 35.
- the first pilot port 33 a of the cutoff valve 33 is connected to the forward travel circuit 26 via the check valve 45 and is connected to the reverse travel circuit 27 via the check valve 46.
- the second pilot port 33 b of the cutoff valve 33 is connected to the charge circuit 42 via a cutoff pilot circuit 48 and a cutoff pressure control valve 51 described later.
- the hydraulic motor 15 is a variable displacement hydraulic motor 15 whose capacity can be changed by changing the tilt angle of the oblique axis.
- the hydraulic motor 15 is driven by hydraulic oil that is discharged from the first hydraulic pump 11 and supplied via the travel circuits 26 and 27. Thereby, the hydraulic motor 15 generates a driving force for traveling.
- the hydraulic motor 15 is driven in a direction of moving the vehicle forward by being supplied with hydraulic oil via the forward travel circuit 26.
- the hydraulic motor 15 is driven in the direction of moving the vehicle backward by being supplied with hydraulic oil via the reverse travel circuit 27.
- the hydraulic motor 15 is connected to a drain circuit 41 described later, and is provided with an oil temperature detection unit 90 including a temperature sensor that detects the temperature of hydraulic oil discharged from the hydraulic motor 15.
- the output shaft 57 is provided with a vehicle speed detection unit 59.
- the vehicle speed detector 59 detects the vehicle speed of the wheel loader 1.
- the vehicle speed detection unit 59 detects the vehicle speed of the wheel loader 1 based on the rotational speed of the output shaft 57, for example.
- the vehicle speed detector 59 outputs a vehicle speed signal indicating the detected vehicle speed to the controller 19.
- the vehicle speed detection part 59 can also be abbreviate
- the control unit 19 may calculate the vehicle speed of the wheel loader 1 based on the rotation speed of the output shaft detected by the output rotation speed detection unit 58.
- the motor capacity control unit 16 controls the capacity of the hydraulic motor 15 (hereinafter referred to as “motor capacity”) by controlling the tilt angle of the oblique axis of the hydraulic motor 15.
- the motor capacity control unit 16 includes a motor capacity control cylinder 61, a motor capacity control valve 62, a pilot pressure control valve 63, a forward / reverse switching valve 64, and the like.
- the pilot pressure control valve 63 controls the supply and discharge of hydraulic oil to the pilot port 62a of the motor capacity control valve 62.
- the pilot pressure control valve 63 supplies the hydraulic oil of the charge circuit 42 to the pilot port 62a.
- the pilot pressure control valve 63 discharges hydraulic oil from the pilot port 62a to the tank 40.
- the pilot pressure control valve 63 can arbitrarily control the hydraulic pressure supplied to the pilot port 62 a of the motor capacity control valve 62 in accordance with a command signal from the control unit 19. Therefore, the control unit 19 can arbitrarily control the capacity of the hydraulic oil of the hydraulic motor 15 by electrically controlling the pilot pressure control valve 63.
- the low pressure switching valve 69 connects the traveling circuit on the low pressure side of the traveling circuits 26 and 27 to the tank 40 via the relief valve 94.
- the inching operation unit 17 has an inching pedal 81 and an inching valve 82.
- the inching pedal 81 is provided in the cab 5 and is operated by an operator.
- the inching valve 82 connects the main pilot circuit 35 and the drain circuit 39 when the inching pedal 81 is operated. Thereby, the inching valve 82 reduces the main pilot circuit pressure in accordance with the operation amount of the inching pedal 81.
- the inching operation unit 17 is used, for example, when it is desired to increase the rotational speed of the engine 10 but to suppress an increase in traveling speed. That is, when the number of revolutions of the engine 10 is increased by depressing the accelerator pedal 22, the main pilot circuit pressure also increases.
- a brake valve 83 is connected to the inching valve 82 via a spring.
- the brake valve 83 controls the supply of hydraulic oil to the hydraulic brake device 86.
- the inching pedal 81 also serves as an operation member for the hydraulic brake device 86. Only the inching valve 82 is operated until the operation amount of the inching pedal 81 reaches a predetermined amount. When the operation amount of the inching pedal 81 reaches a predetermined amount, the operation of the brake valve 83 is started, whereby a braking force is generated in the hydraulic brake device 86. When the operation amount of the inching pedal 81 is equal to or larger than a predetermined amount, the braking force of the hydraulic brake device 86 is controlled according to the operation amount of the inching pedal 81.
- the forward / reverse switching operation unit 18 includes a forward / reverse switching lever 84 as a forward / reverse switching operation member and a lever operation detection unit 85 as an operation detection unit.
- the forward / reverse switching lever 84 is provided in the cab 5 and is operated by an operator to instruct switching of the traveling state of the vehicle. It should be noted that the traveling state of the vehicle is switched to any one of the forward traveling state, the reverse traveling state, and the neutral state by the switching operation of the forward / reverse switching lever 84. More specifically, the forward / reverse switching lever 84 is switched between a forward position, a reverse position, and a neutral position.
- the lever operation detector 85 detects a switching instruction by the forward / reverse switching operation lever 84. More specifically, the lever operation detection unit 85 detects whether the forward / reverse switching lever 84 is located at the forward position, the reverse position, or the neutral position. In addition, the lever operation detection unit 85 sends the detection result to the control unit 19 as a switching instruction signal.
- the traction control operation unit 87 includes, for example, a dial-type traction selection member 89 and a first position detection unit 91 that detects a selection position by the traction selection member 89.
- the first position detection unit 91 sends the detected selected position to the control unit 19 as a detection signal.
- the traction selection member 89 is operated to set a maximum traction force by traction control described later.
- the maximum speed variable control operation unit 88 includes, for example, a dial-type speed stage selection member 92 and a second position detection unit 93.
- the speed stage selection member 92 is operated to set the maximum speed by the maximum speed variable control described later.
- the second position detector 93 detects a selection position by the speed stage selection member 92.
- the second position detection unit 93 sends the detected selected position to the control unit 19 as a speed stage signal.
- the hydraulic fluid of the first pilot circuit 36 is supplied to the forward pilot port 64a of the forward / reverse switching valve 64 via the forward pilot circuit 71.
- the forward / reverse switching valve 64 enters the forward state F.
- the forward travel circuit 26 and the first motor cylinder circuit 66 are connected, and the hydraulic oil of the forward travel circuit 26 is supplied to the motor capacity control cylinder 61.
- the hydraulic pressure of the forward travel circuit 26 is detected by the drive hydraulic pressure detection unit 76 and is sent to the control unit 19 as a detection signal.
- the forward / reverse switching valve 64 is in the forward state F, the forward pilot circuit 71 and the hydraulic pressure detection circuit 73 are connected, and the hydraulic pressure of the forward pilot circuit 71 is detected by the pilot circuit hydraulic pressure detection unit 74.
- the pilot circuit oil pressure detection unit 74 sends the detected oil pressure of the forward pilot circuit 71 to the control unit 19 as a detection signal.
- the control unit 19 calculates the current value of the command signal based on the engine speed and the drive hydraulic pressure, that is, the hydraulic pressure of the forward travel circuit 26 (see FIG. 7). Then, the control unit 19 sends a command signal having the calculated current value to the pilot pressure control valve 63.
- the pilot pressure control valve 63 controls the pressure of hydraulic oil supplied to the pilot port 62 a of the motor capacity control valve 62 based on a command signal from the control unit 19. Thereby, the motor capacity control valve 62 is controlled, and the position of the piston 65 of the motor capacity control cylinder 61 is adjusted. As a result, the tilt angle of the oblique axis is adjusted so that the actual motor capacity becomes the command capacity corresponding to the command signal.
- the control unit 19 executes traction control by operating the traction selection member 89.
- the traction control is a control for changing the maximum traction force of the vehicle in a plurality of stages by changing the maximum capacity of the hydraulic motor 15.
- the control unit 19 reduces the maximum capacity of the hydraulic motor 15 in a plurality of stages according to the operation of the traction selection member 89. Specifically, as shown in FIG. 4, a command signal is output to the pilot pressure control valve 63 so that the maximum capacity is changed from Max to any one of Ma, Mb, and Mc. When the maximum capacity is changed to Ma, the vehicle speed-traction force characteristic changes as shown by line La in FIG.
- the maximum traction force is reduced as compared with the line L1 indicating the vehicle speed-traction force characteristic in a state where the traction control is not performed.
- the maximum capacity is changed to Mb
- the vehicle speed-traction force characteristic changes as in the line Lb
- the maximum traction force further decreases.
- the maximum capacity is changed to Mc
- the vehicle speed-traction force characteristic changes as shown by the line Lc, and the maximum traction force further decreases.
- the control unit 19 executes the maximum speed variable control by operating the speed stage selection member 92.
- the maximum speed variable control is a control for changing the maximum speed of the vehicle in a plurality of stages by changing the minimum capacity of the hydraulic motor 15.
- the control unit 19 increases the minimum capacity of the hydraulic motor 15 in a plurality of stages in accordance with the operation of the speed stage selection member 92. For example, when the speed stage selection member 92 is selectable in four stages from the first speed to the fourth speed, the minimum capacity is changed to four stages from M1 to M4 as shown in FIG. M1 is a minimum capacity set when the first speed is selected. When the minimum capacity is set to M1, the vehicle speed-traction force characteristic is as shown by a line Lv1 in FIG.
- M2 is the minimum capacity that is set when the second speed is selected.
- the vehicle speed-traction force characteristic changes as shown by a line Lv2 in FIG. M3 is the minimum capacity that is set when the third speed is selected.
- the vehicle speed-traction force characteristic changes as shown by a line Lv3 in FIG. M4 is a minimum capacity that is set when the fourth speed is selected.
- the vehicle speed-traction force characteristic changes as shown by a line Lv4 in FIG.
- the control unit 19 includes a target drive hydraulic pressure calculation unit 77, a PID control unit 78, and a command current calculation unit 79, as shown in FIG.
- the target drive oil pressure calculation unit 77 calculates the target drive oil pressure from the engine speed detected by the engine speed detection unit 25. Specifically, the target drive oil pressure calculation unit 77 stores an engine speed-target drive oil pressure conversion map as shown in FIG. 8, and calculates the target drive oil pressure from this conversion map.
- the PID control unit 78 uses predetermined constants as three gains (P_gain, I_gain, D_gain) of P, I, and D, but the temperature of the hydraulic oil detected by the oil temperature detection unit 90 is low.
- a predetermined correction amount is subtracted from these gains for correction. For example, as shown in FIG. 9, when the temperature of the hydraulic oil is T0 and T1, a1 is used as the P gain correction amount and b1 is used as the I gain correction amount.
- a2 smaller than a1 is used as the P gain correction amount, and b2 smaller than b1 is used as the I gain correction amount.
- the correction amount is zero. That is, the gain is not corrected. Further, the correction of the D gain is not performed regardless of the temperature of the hydraulic oil.
- the correction amount for temperatures other than those shown in the table of FIG. 9 is obtained by proportional calculation.
- step S4 the control unit 19 acquires a switching instruction signal regarding whether the forward / reverse switching lever 84 is located in the forward position, the reverse position, or the neutral position.
- step S5 If the control part 19 determines with switching operation having been performed (Yes of step S5), it will acquire an opening degree signal next (step S6). Specifically, the control unit 19 acquires an opening degree signal indicating the opening degree of the accelerator pedal 22 output from the accelerator opening degree detection unit 23. Based on the opening signal, the controller 19 determines whether or not the accelerator opening is less than the first opening (step S7). For example, the control unit 19 determines whether or not the accelerator opening is less than 50%.
- control unit 19 determines that the accelerator opening is equal to or greater than the first opening (No in Step S7), then, based on the opening signal acquired in Step S6, the accelerator opening is equal to or greater than the second opening. It is determined whether or not there is (step S8). This second opening is larger than the first opening. For example, the control unit 19 determines whether or not the accelerator opening is 85% or more.
- step S9 the control unit 19 controls the motor capacity control unit 16 so that the motor capacity is maintained before and after the switching operation by the forward / reverse switching lever 84.
- the drive hydraulic pressure increases immediately after the switching operation by the forward / reverse switching lever 84, but the control unit 19 maintains the motor capacity before and after the switching operation by executing the first control. For this reason, the wheel loader maintains its speed without sudden deceleration.
- control unit 19 acquires a vehicle speed signal (step S10). Specifically, the control unit 19 acquires the vehicle speed signal output from the vehicle speed detection unit 59. The control unit 19 determines whether or not the vehicle speed of the wheel loader 1 is 0 km / h based on the vehicle speed signal (step S11).
- step S11 When the control unit 19 determines that the vehicle speed is not 0 km / h (No in step S11), the control unit 19 returns to step S9 described above and executes the process. On the other hand, when the control unit 19 determines that the vehicle speed is 0 km / h (Yes in step S11), the control unit 19 returns to step S1 and executes the process.
- step S12 the control part 19 will acquire a temperature signal (step S12). Specifically, the control unit 19 acquires a temperature signal related to the temperature of the hydraulic oil output from the oil temperature detection unit 90. And the control part 19 determines whether the temperature of hydraulic fluid is below the preset 1st temperature based on this temperature signal (step S13).
- the first temperature is a temperature at which the hydraulic oil 15 has a large viscosity and a response delay occurs in the hydraulic motor 15, and is about 10 degrees, for example.
- the hydraulic oil control unit 19 executes the first control. That is, the control part 19 performs the process after step S9 mentioned above.
- control part 19 determines with the temperature of hydraulic oil being larger than 1st temperature (No of step S13), it will perform 2nd control (step S14).
- the control unit 19 controls the motor capacity control unit 16 so that the motor capacity becomes a preset minimum value for each speed stage.
- the control unit 19 controls the motor capacity control unit 16 so that the motor capacity becomes the minimum value of the motor capacity at the maximum speed stage.
- the control unit 19 controls the motor capacity control unit 16 so that the motor capacity becomes M4.
- control unit 19 acquires a vehicle speed signal (step S15). Specifically, the control unit 19 acquires the vehicle speed signal output from the vehicle speed detection unit 59. The control unit 19 determines whether or not the vehicle speed of the wheel loader 1 is 0 km / h based on the vehicle speed signal (step S16).
- step S16 When the control unit 19 determines that the vehicle speed is not 0 km / h (No in step S16), the control unit 19 returns to step S14 and executes the process. On the other hand, when the control unit 19 determines that the vehicle speed is 0 km / h (Yes in step S16), the control unit 19 returns to step S1 and executes the process.
- the wheel loader 1 according to the present embodiment has the following characteristics.
- the control unit 19 executes the first control or the second control, so that the wheel loader 1 can be prevented from suddenly decelerating.
- the control unit 19 executes the first control
- the capacity of the hydraulic motor 15 is maintained before and after the switching operation, so that sudden deceleration of the wheel loader 1 due to the switching operation can be prevented.
- control is performed so that the capacity of the hydraulic motor 15 becomes the minimum value, so that sudden deceleration of the wheel loader 1 due to the switching operation can be prevented.
- the control unit 19 performs the first control when the maximum speed stage with the fastest maximum speed is selected.
- the maximum speed stage is selected, the minimum value of the capacity of the hydraulic motor 15 becomes the smallest, so that hunting is likely to occur.
- the control unit 19 can efficiently suppress hunting by executing the first control.
- the motor capacity control unit 16 may be controlled so that the motor capacity becomes equal to or higher than a lower limit value set in advance based on the vehicle speed.
- the control unit 19 stores a map showing the relationship between the vehicle speed and the lower limit value of the motor capacity as shown in FIG.
- the control unit 19 first acquires a vehicle speed signal (step S21).
- the control unit 19 acquires the vehicle speed signal output from the vehicle speed detection unit 59.
- the control unit 19 calculates the lower limit value of the motor capacity at the vehicle speed (step S22).
- control unit 19 calculates a motor capacity (step S23). Specifically, the motor capacity is calculated such that the actual drive hydraulic pressure approaches the target drive hydraulic pressure in the load control described above. The control unit 19 determines whether or not the calculated motor capacity is less than the lower limit value of the motor capacity calculated in the process of step S22 (step S24).
- the control unit 19 controls the motor capacity control unit 16 so that the motor capacity becomes the lower limit value.
- the lower limit value of the motor capacity is constant at M0, and when the vehicle speed is greater than or equal to the second vehicle speed, the lower limit value of the motor capacity is constant at the minimum value of the motor capacity at the fourth speed.
- the lower limit value of the motor capacity decreases as the vehicle speed increases. The first vehicle speed is smaller than the second vehicle speed.
- the first vehicle speed is 8 km / h
- the second vehicle speed is 20 km / h.
- the lower limit value M0 of the motor capacity when the speed is lower than the first vehicle speed is larger than the minimum value M4 of the motor capacity at the maximum speed stage, that is, the fourth speed.
- step S24 When it is determined that the calculated motor capacity is equal to or greater than the lower limit value (No in step S24), the control unit 19 executes the load control described above (step S26). That is, the control unit 19 controls the motor capacity control unit 16 so that the motor capacity calculated in the process of step S23 is obtained.
- the oil temperature detection unit 90 that detects the temperature of the hydraulic oil discharged from the hydraulic motor 15 is used as the oil temperature detection unit. However, even if the temperature of the hydraulic oil is detected from another location, Good.
- Modification 4 In the above embodiment, dial type members are used as the traction selection member 89 and the speed stage selection member 92, but other operation members such as a slide type switch and lever may be used. Further, the number of stages of maximum traction force that can be selected in the traction control is not limited to the above. Further, the maximum traction force may be continuously changeable in accordance with the operation amount of the traction selection member 89. Further, the number of speed steps in the maximum speed variable control is not limited to the above. Furthermore, the maximum speed in the maximum speed variable control may be continuously changeable according to the operation amount of the speed stage selection member 92.
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- Mining & Mineral Resources (AREA)
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Abstract
Description
図1に示すように、ホイールローダ1は、タイヤ4a,4bにより自走可能であると共に作業機3を用いて所望の作業を行うことができる。このホイールローダ1は、車体フレーム2、作業機3、タイヤ4a,4b、運転室5を備えている。
図2に示すように、油圧駆動機構は、主として、エンジン10、走行用の第1油圧ポンプ11、ポンプ容量制御部30、チャージポンプ13、作業機用の第2油圧ポンプ14、走行用の油圧モータ15、モータ容量制御部16、インチング操作部17、前後進切換操作部18、制御部19などを有している。この油圧駆動機構では、第1油圧ポンプ11と油圧モータ15とによって閉回路のHST回路が構成されている。
次に、制御部19によるモータ容量の制御方法について、図7を参照しつつ説明する。図7は、制御部19によるモータ容量の制御方法を説明するためのフローチャートである。図7に示すように、制御部19は、速度段信号を取得する(ステップS1)。具体的には、制御部19は、速度段選択部材92による選択位置に関する情報を速度段信号として第2位置検知部93から取得する。
本実施形態に係るホイールローダ1は、次の特徴を有する。
以上、本発明の実施形態について説明したが、本発明はこれらに限定されるものではなく、本発明の趣旨を逸脱しない限りにおいて種々の変更が可能である。
上記実施形態において、制御部19が負荷制御を実行する際において、モータ容量が車速に基づき予め設定された下限値以上となるように、モータ容量制御部16を制御してもよい。具体的には、制御部19は、図10に示すような車速とモータ容量の下限値との関係を示すマップを記憶している。この制御部19は、図11に示すように、まず車速信号を取得する(ステップS21)。詳細には、制御部19は、車速検知部59から出力された車速信号を取得する。制御部19は、この車速信号と上記マップとに基づき、その車速におけるモータ容量の下限値を算出する(ステップS22)。
上記実施形態では、PID制御が行われているが、他のフィードバック制御が行われてもよい。
上記実施形態では、油温検知部として、油圧モータ15から排出される作動油の温度を検知する油温検知部90が用いられているが、他の箇所から作動油の温度を検知してもよい。
上記実施形態では、トラクション選択部材89および速度段選択部材92としてダイヤル式の部材が用いられているが、スライド式のスイッチやレバーなどの他の操作部材が用いられてもよい。また、トラクション制御において選択可能な最大牽引力の段階数は上記のものに限られない。さらに、トラクション選択部材89の操作量に応じて最大牽引力が連続的に変更可能とされてもよい。また、最高速度可変制御での速度段数も上記のものに限られない。さらに、速度段選択部材92の操作量に応じて最高速度可変制御での最高速度が連続的に変更可能とされてもよい。
10 エンジン
11 第1油圧ポンプ
15 油圧モータ
16 モータ容量制御部
19 制御部
23 アクセル開度検知部
84 前後進切換レバー
85 レバー操作検知部
90 油温検知部
Claims (9)
- エンジンと、
前記エンジンによって駆動される油圧ポンプと、
前記油圧ポンプから吐出された作動油によって駆動される可変容量型の油圧モータと、
前記油圧モータの容量を制御するモータ容量制御部と、
前記油圧モータによって駆動される走行輪と、
前記作動油の温度を検知する油温検知部と、
アクセル開度を検知するアクセル開度検知部と、
車両の走行状態を前進状態、後進状態、及び中立状態のいずれかに切り換える指示を出すために切換操作される前後進切換操作部材と、
前後進切換操作部材による切換指示を検知する操作検知部と、
前記アクセル開度が予め設定された第1開度未満であり、且つ、前記前後進切換操作部材によって切換操作された場合において、前記切換操作の前後において前記油圧モータの容量を維持するよう前記モータ容量制御部を制御する第1制御と、前記油圧モータの容量が速度段毎に予め設定された最小値となるよう前記モータ容量制御部を制御する第2制御と、を選択的に実行する制御部と、
を備え、
前記制御部は、前記作動油の温度が予め設定された第1温度以下である場合に前記第1制御を実行し、前記作動油の温度が前記第1温度より高い場合に前記第2制御を実行する、
ホイールローダ。 - 前記制御部は、前記油圧モータの容量の最小値を変更することによって、車両の最高速度を複数段階に変更する最高速度可変制御を実行可能である、請求項1に記載のホイールローダ。
- 前記制御部は、前記最高速度可変制御において最高速度が最も早い高速度段が選択されている場合に、前記第1制御を行う、請求項2に記載のホイールローダ。
- 車速を検知する車速検知部をさらに備える、請求項1から3のいずれかに記載のホイールローダ。
- 前記制御部は、前記車速が0km/hになると、前記第1制御又は前記第2制御の実行を解除する、請求項4に記載のホイールローダ。
- 前記油圧モータを駆動する作動油の圧力である駆動油圧を検知する圧力検知部をさらに備え、
前記制御部は、前記前後進切換操作部材によって切換操作されていない場合、前記駆動油圧が所定の目標駆動油圧に近づくように前記モータ容量制御部を制御する第3制御を実行する、
請求項1から5のいずれかに記載のホイールローダ。 - 前記制御部は、前記第3制御において、前記油圧モータの容量が前記車速に基づき予め設定された下限値以上となるように、モータ容量制御部を制御する、請求項4又は5に従属する請求項6に記載のホイールローダ。
- 前記第1温度は、10度である、請求項1から7のいずれかに記載のホイールローダ。
- 前記第1開度は、50%である、請求項1から8のいずれかに記載のホイールローダ。
Priority Applications (5)
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PCT/JP2013/071519 WO2014192166A1 (ja) | 2013-08-08 | 2013-08-08 | ホイールローダ |
EP13798229.4A EP2988033B1 (en) | 2013-08-08 | 2013-08-08 | Wheel loader |
CN201380002201.9A CN104412010B (zh) | 2013-08-08 | 2013-08-08 | 轮式装载机 |
JP2013538743A JP5412011B1 (ja) | 2013-08-08 | 2013-08-08 | ホイールローダ |
US14/131,480 US8868306B1 (en) | 2013-08-08 | 2013-08-08 | Wheel loader |
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PCT/JP2013/071519 WO2014192166A1 (ja) | 2013-08-08 | 2013-08-08 | ホイールローダ |
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US (1) | US8868306B1 (ja) |
EP (1) | EP2988033B1 (ja) |
JP (1) | JP5412011B1 (ja) |
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Cited By (2)
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JP2017145960A (ja) * | 2016-02-18 | 2017-08-24 | 株式会社竹内製作所 | 油圧式走行装置の制御装置 |
JP7426524B2 (ja) | 2018-11-19 | 2024-02-01 | 株式会社小松製作所 | 作業車両、動力機械の制御装置および制御方法 |
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EP3273110B1 (en) | 2015-09-16 | 2021-07-28 | Komatsu Ltd. | Wheel loader, and control method for same |
JP6453749B2 (ja) * | 2015-12-25 | 2019-01-16 | 株式会社Kcm | 作業車両 |
EP3791025B1 (en) | 2018-05-11 | 2022-07-06 | Clark Equipment Company | Hydraulic drive control |
JP7155034B2 (ja) | 2019-02-15 | 2022-10-18 | 株式会社小松製作所 | 作業機械の制御システム |
JP7397261B2 (ja) * | 2020-11-26 | 2023-12-13 | 日立建機株式会社 | 転圧機械 |
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JP5412011B1 (ja) | 2014-02-12 |
CN104412010A (zh) | 2015-03-11 |
US8868306B1 (en) | 2014-10-21 |
EP2988033B1 (en) | 2017-01-11 |
EP2988033A4 (en) | 2016-06-08 |
EP2988033A1 (en) | 2016-02-24 |
CN104412010B (zh) | 2015-11-25 |
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