WO2015111549A1 - 作業車両及び作業車両の緊急走行方法 - Google Patents
作業車両及び作業車両の緊急走行方法 Download PDFInfo
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- WO2015111549A1 WO2015111549A1 PCT/JP2015/051260 JP2015051260W WO2015111549A1 WO 2015111549 A1 WO2015111549 A1 WO 2015111549A1 JP 2015051260 W JP2015051260 W JP 2015051260W WO 2015111549 A1 WO2015111549 A1 WO 2015111549A1
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- clutch
- motor
- unit
- power transmission
- work vehicle
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- 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
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- B60K6/22—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 apparatus, components or means specially adapted for HEVs
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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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
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- 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
- F16H61/02—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 characterised by the signals used
- F16H61/0262—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 characterised by the signals used the signals being hydraulic
- F16H61/0265—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 characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
- F16H61/0267—Layout of hydraulic control circuits, e.g. arrangement of valves
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- 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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- 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
- B60K6/22—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 apparatus, components or means specially adapted for HEVs
- B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K2006/381—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
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- 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
- B60K6/48—Parallel type
- B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/40—Working vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H2037/049—Forward-reverse units with forward and reverse gears for achieving multiple forward and reverse gears, e.g. for working machines
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
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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
- 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
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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
- 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
- Y02T10/64—Electric machine technologies in electromobility
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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
- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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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
- Y10S903/909—Gearing
- Y10S903/91—Orbital, e.g. planetary gears
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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
- Y10S903/915—Specific drive or transmission adapted for hev
- Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
- Y10S903/919—Stepped shift
Definitions
- the present invention relates to a work vehicle and an emergency traveling method for the work vehicle.
- torque converter transmission As a work vehicle such as a wheel loader, a vehicle equipped with a power transmission device having a torque converter and a multistage transmission (hereinafter referred to as “torque converter transmission”) is known.
- HMT hydroaulic-mechanical transmission
- EMT electro-mechanical transmission
- the HMT includes a gear mechanism and a motor connected to a rotating element of the gear mechanism, and travels by converting a part of driving force from the engine into hydraulic pressure. In addition to transmitting to the device, the remainder of the driving force is mechanically transmitted to the traveling device.
- the EMT includes, for example, a planetary gear mechanism and an electric motor in order to enable continuously variable transmission.
- the first element is connected to the input shaft
- the second element is connected to the output shaft.
- the third element is connected to the electric motor.
- the electric motor functions as either a motor or a generator depending on the traveling state of the work vehicle.
- the rotation speed ratio of the output shaft changes continuously by changing the rotation speed of the electric motor.
- HMT a hydraulic motor is used instead of the electric motor in EMT.
- the hydraulic motor functions as either a motor or a pump according to the traveling state of the work vehicle. Similar to the EMT, in the HMT, the rotational speed ratio of the output shaft to the input shaft changes continuously by changing the rotational speed of the hydraulic motor.
- An object of the present invention is to provide a work vehicle capable of performing emergency traveling and an emergency traveling method of the working vehicle when an abnormality occurs in an internal device (particularly, a motor) in a hybrid work vehicle. is there.
- a work vehicle includes an engine, a hydraulic pump, a work implement, a traveling device, a power transmission device, and a control unit.
- the hydraulic pump is driven by the engine.
- the work machine is driven by hydraulic oil discharged from a hydraulic pump.
- the traveling device is driven by an engine.
- the power transmission device transmits the driving force from the engine to the traveling device.
- the control unit controls the power transmission device.
- the power transmission device includes an input shaft, an output shaft, a gear mechanism, a first motor, a second motor, a rotary shaft fixing portion, a power transmission portion, and a variable power transmission portion.
- the gear mechanism transmits the rotation of the input shaft to the output shaft.
- the gear mechanism includes a first planetary gear mechanism and a second planetary gear mechanism.
- the first planetary gear mechanism includes a first rotating element, a second rotating element, and a third rotating element that are different from each other.
- the second planetary gear mechanism includes a fourth rotating element, a fifth rotating element, and a sixth rotating element that are different from each other.
- the engine can be connected to the first rotating element via an input shaft.
- the power transmission unit can transmit the driving force of the second rotating element to the fourth rotating element.
- the rotating shaft fixing portion can operate the rotating shaft of the third rotating element and the rotating shaft of the fifth rotating element integrally.
- the output shaft is connected to the sixth rotating element.
- the variable power transmission unit includes an input unit that inputs a driving force and an output unit that outputs a driving force equal to or less than the input driving force.
- the control unit includes an abnormality detection unit, a connection change unit, and a driving force conversion control unit.
- the abnormality detection unit detects that at least one of the first motor and the second motor is abnormal.
- the connection changing unit outputs the output of the engine without driving at least one motor by operating the rotating shaft of the third rotating element and the rotating shaft of the fifth rotating element integrally by at least the rotating shaft fixing unit.
- the connection relationship of the elements in the power transmission device is changed so that the shaft can be transmitted.
- the driving force conversion control unit controls the variable power transmission unit so that the output of the engine can be converted into an appropriate driving force and transmitted to the output shaft.
- Rotation shaft fixing portion may include an L clutch and an H clutch.
- the L clutch can be connected to or disconnected from the fixed end.
- the H clutch can connect or disconnect the third rotating element and the fifth rotating element.
- connection changing unit is preferably engaged with both the L clutch and the H clutch.
- the variable power transmission unit may include a first clutch that is one of an F clutch and an R clutch.
- the F clutch may be connected to a gear mechanism that drives the traveling device in the forward direction.
- the R clutch may be connected to a gear mechanism that drives the traveling device in the reverse direction.
- the driving force conversion control unit may control to gradually increase the clutch pressure of the first clutch when the work vehicle starts.
- the variable power transmission unit may include a second clutch that is one of an H clutch and an L clutch.
- the driving force conversion control unit may control to gradually increase the clutch pressure of the second clutch after engaging the third clutch, which is the other of the H clutch and the L clutch, when starting the work vehicle.
- the control unit may control the rotation speed of the engine so as not to exceed a predetermined upper limit value when the operation by the connection changing unit or the control by the driving force conversion control unit is performed.
- the work vehicle may further include an energy storage unit that stores at least energy generated by the second motor and can output the energy to at least the second motor.
- the variable power transmission unit may include a first clutch that is one of an F clutch and an R clutch.
- the F-clutch is connected to a gear mechanism that drives the traveling device in the forward direction.
- the R clutch is connected to a gear mechanism that drives the traveling device in the reverse direction.
- the connection changing unit may at least release the L clutch.
- the driving force conversion control unit performs control to increase the clutch pressure of the first clutch, generates energy with the second motor after the first clutch is engaged, and stores the generated energy in the energy storage unit. Good.
- connection change unit may release the L clutch and engage the H clutch.
- the driving force conversion control unit may release the engagement of the first clutch, drive the second motor using the energy stored in the energy storage unit, and drive the output shaft.
- the driving force conversion control unit may end the driving of the second motor.
- the connection changing unit may release the H clutch.
- the driving force conversion control unit may control to increase the clutch pressure of the first clutch.
- a driving force conversion control part is good to make an energy storage part generate
- the driving force conversion control unit When the energy stored in the energy storage unit is equal to or greater than a third amount smaller than the second amount, the driving force conversion control unit is stored in the energy storage unit so as to synchronize the rotation of the input / output rotation shaft of the first clutch.
- the first clutch may be engaged after rotating the second motor using energy.
- the driving force conversion control unit may control to gradually increase the clutch pressure of the first clutch and engage the first clutch.
- the work vehicle control method is a work vehicle control method described below.
- the work vehicle includes an engine, a hydraulic pump, a work machine, a travel device, and a power transmission device.
- the hydraulic pump is driven by the engine.
- the work machine is driven by hydraulic oil discharged from a hydraulic pump.
- the traveling device is driven by an engine.
- the power transmission device transmits the driving force from the engine to the traveling device.
- the power transmission device includes an input shaft, an output shaft, a gear mechanism, a first motor, a second motor, a rotating element connection unit, a power transmission unit, and a variable power transmission unit. In the power transmission device, the rotational speed ratio of the output shaft to the input shaft changes as the rotational speed of the first motor or the second motor changes.
- the gear mechanism transmits the rotation of the input shaft to the output shaft.
- the gear mechanism includes a first planetary gear mechanism and a second planetary gear mechanism.
- the first planetary gear mechanism includes a first rotating element, a second rotating element, and a third rotating element that are different from each other.
- the second planetary gear mechanism includes a fourth rotating element, a fifth rotating element, and a sixth rotating element that are different from each other.
- the engine can be connected to the first rotating element via an input shaft.
- the power transmission unit can transmit the driving force of the second rotating element to the fourth rotating element.
- the rotating shaft fixing portion can operate the rotating shaft of the third rotating element and the rotating shaft of the fifth rotating element integrally.
- the output shaft is connected to the sixth rotating element.
- the variable power transmission unit includes an input unit that inputs a driving force and an output unit that outputs a driving force equal to or less than the input driving force.
- the control method includes a first step, a second step, and a third step.
- the work vehicle detects that at least one of the first motor and the second motor is abnormal.
- the work vehicle moves the rotation shaft of the third rotation element and the rotation shaft of the fifth rotation element integrally by at least the rotation shaft fixing portion, so that the engine can be driven without driving at least one of the motors.
- the connection relationship of elements in the power transmission device is changed so that the output can be transmitted to the output shaft.
- the variable power transmission unit is controlled so that the work vehicle can convert the output of the engine into an appropriate driving force and transmit it to the output shaft.
- the rotating shaft fixing portion may include an L clutch that can be connected to or disconnected from the fixed end, and an H clutch that can connect or disconnect the third rotating element and the fifth rotating element. Then, in the step of changing the connection relationship, the work vehicle may be engaged with both the L clutch and the H clutch.
- the work vehicle may further include an energy storage unit that stores at least energy generated by the second motor and can output the energy to at least the second motor.
- the rotating shaft fixing portion may include an L clutch that can be connected to or disconnected from the fixed end, and an H clutch that can connect or disconnect the third rotating element and the fifth rotating element.
- the variable power transmission unit may include a first clutch that is one of an F clutch and an R clutch.
- the F clutch may be connected to a gear mechanism that drives the traveling device in the forward direction.
- the R clutch may be connected to a gear mechanism that drives the traveling device in the reverse direction.
- the work vehicle In the step of detecting that at least one of the motors is abnormal, the work vehicle may detect an abnormality that the first motor cannot rotate. In the step of changing the connection relationship, the work vehicle may release at least the L clutch.
- the work vehicle In the step of controlling the variable power transmission unit, the work vehicle may be controlled to increase the clutch pressure of the first clutch. Further, the work vehicle may generate energy with the second motor after the first clutch is engaged,
- the work vehicle may set the L clutch in the released state and the H clutch in the engaged state.
- the work vehicle may disengage the first clutch, drive the second motor using energy stored in the energy storage unit, and drive the output shaft.
- the engine when it is detected that at least one of the first motor and the second motor is abnormal, the engine can be operated without driving at least one motor by the connection changing unit.
- the connection relationship of the elements in the power transmission device is changed so that the driving force can be transmitted to the output shaft.
- the driving force conversion control unit can convert the driving force from the engine to an appropriate driving force and transmit it to the output shaft.
- the variable power transmission unit is controlled. Therefore, the work vehicle can perform emergency traveling when an abnormality occurs in an internal device (particularly, a motor).
- FIG. 1 is a side view of a work vehicle.
- FIG. 2 is a schematic diagram illustrating the configuration of the work vehicle.
- Drawing 3 is a mimetic diagram showing the composition of the power transmission device concerning an embodiment.
- FIG. 4 is a diagram illustrating an internal configuration of the control unit according to the embodiment.
- FIG. 5A is a flowchart illustrating a schematic operation of the control unit according to the first embodiment.
- FIG. 5B is a flowchart illustrating a schematic operation of the control unit according to the first embodiment.
- FIG. 5C is a flowchart illustrating a schematic operation of the control unit according to the first embodiment.
- FIG. 6A is a flowchart illustrating a schematic operation of the control unit according to the second embodiment.
- FIG. 6B is a flowchart illustrating a schematic operation of the control unit according to the second embodiment.
- FIG. 6C is a flowchart illustrating a schematic operation of the control unit according to the second embodiment.
- FIG. 6D is a flowchart illustrating a schematic operation of the control unit according to the second embodiment.
- FIG. 1 is a side view of a work vehicle 1 according to an embodiment of the present invention.
- the work vehicle 1 includes a body frame 2, a work implement 3, traveling wheels 4 and 5, and a cab 6.
- the work vehicle 1 is a wheel loader and travels when the traveling wheels 4 and 5 are rotationally driven.
- the work vehicle 1 can perform work such as excavation using the work machine 3.
- the vehicle body frame 2 has a front frame 16 and a rear frame 17.
- the front frame 16 and the rear frame 17 are attached so as to be tiltable in the left-right direction.
- the work machine 3 and the traveling wheels 4 and 5 are attached to the front frame 16.
- the work machine 3 is driven by hydraulic oil from a work machine pump 23 (see FIG. 2) described later.
- the work machine 3 includes a boom 11 and a bucket 12.
- the boom 11 is attached to the vehicle body frame 2.
- the work machine 3 includes a lift cylinder 13 and a bucket cylinder 14.
- the lift cylinder 13 and the bucket cylinder 14 are hydraulic cylinders.
- One end of the lift cylinder 13 is attached to the front frame 16.
- the other end of the lift cylinder 13 is attached to the boom 11.
- the boom 11 rotates up and down as the lift cylinder 13 expands and contracts with the hydraulic oil from the work machine pump 23.
- the bucket 12 is attached to the tip of the boom 11.
- One end of the bucket cylinder 14 is attached to the vehicle body frame 2.
- the other end of the bucket cylinder 14 is attached to the bucket 12 via a bell crank 15.
- the cab 6 and the traveling wheels 5 are attached to the rear frame 17.
- the cab 6 is placed on the vehicle body frame 2.
- a seat on which the operator is seated, a monitor for displaying various states in the work vehicle 1 to the operator, an operation device to be described later, and the like are arranged.
- Work vehicle 1 has a steering cylinder 18.
- the steering cylinder 18 is attached to the front frame 16 and the rear frame 17.
- the steering cylinder 18 is a hydraulic cylinder. As the steering cylinder 18 expands and contracts with hydraulic oil from a steering pump 28 described later, the traveling direction of the work vehicle 1 is changed to the left and right.
- FIG. 2 is a schematic diagram showing the configuration of the work vehicle 1 according to the embodiment of the present invention.
- the work vehicle 1 includes an engine 21, a PTO 22, a power transmission device 24, a travel device 25, an operation device 26, a control unit 27, and the like.
- the engine 21 is, for example, a diesel engine.
- the output of the engine 21 is controlled by adjusting the amount of fuel and the amount of air injected into the cylinder of the engine 21.
- the fuel amount is adjusted by the control unit 27 controlling the fuel injection device 21a attached to the engine 21.
- the work vehicle 1 includes an engine rotation speed detection unit 31.
- the engine rotation speed detection unit 31 detects the engine rotation speed and sends a detection signal indicating the engine rotation speed to the control unit 27.
- the work vehicle 1 may include a work machine pump 23, a steering pump 28, and a transmission pump 29.
- the work machine pump 23, the steering pump 28, and the transmission pump 29 are hydraulic pumps.
- the PTO 22 transmits a part of the driving force from the engine 21 to these hydraulic pumps 23, 28 and 29. That is, the PTO 22 distributes the driving force from the engine 21 to the hydraulic pumps 23, 28, 29 and the power transmission device 24.
- the work machine pump 23 is driven by the driving force from the engine 21.
- the hydraulic oil discharged from the work machine pump 23 is supplied to the lift cylinder 13 and the bucket cylinder 14 described above via the work machine control valve 41.
- the work vehicle 1 includes a work machine pump pressure detection unit 32.
- the work machine pump pressure detection unit 32 detects the discharge pressure of hydraulic oil from the work machine pump 23 (hereinafter referred to as “work machine pump pressure”), and sends a detection signal indicating the work machine pump pressure to the control unit 27. .
- the work machine pump 23 is a variable displacement hydraulic pump.
- the discharge capacity of the work implement pump 23 is changed by changing the tilt angle of the swash plate or the oblique axis of the work implement pump 23.
- a first capacity control device 42 is connected to the work machine pump 23.
- the first capacity control device 42 is controlled by the control unit 27 and changes the tilt angle of the work implement pump 23.
- the discharge capacity of the work machine pump 23 is controlled by the control unit 27.
- the first capacity control device 42 adjusts the tilt angle of the work implement pump 23 so that the differential pressure before and after the work implement control valve 41 is constant.
- the first capacity control device 42 can arbitrarily change the tilt angle of the work implement pump 23 in accordance with a command signal from the control unit 27.
- the first capacity control device 42 includes a first valve and a second valve (not shown).
- the discharge pressure of the work implement pump 23 and the work implement control valve 41 are changed according to the change in the opening degree of the work implement control valve 41.
- a differential pressure is generated between the pressure after passing.
- the first valve is controlled by the control unit 27 so that the tilt angle of the work implement pump 23 is made constant so that the differential pressure before and after the work implement control valve 41 remains constant even when the load on the work implement 3 fluctuates. Adjust.
- the second valve is controlled by the control unit 27, whereby the tilt angle of the work implement pump 23 can be further changed.
- the work vehicle 1 includes a first tilt angle detection unit 33.
- the first tilt angle detection unit 33 detects the tilt angle of the work implement pump 23 and sends a detection signal indicating the tilt angle to the control unit 27.
- the steering pump 28 is driven by the driving force from the engine 21.
- the hydraulic oil discharged from the steering pump 28 is supplied to the above-described steering cylinder 18 via the steering control valve 43.
- the work vehicle 1 includes a steering pump pressure detection unit 35.
- the steering pump pressure detection unit 35 detects the discharge pressure of hydraulic oil from the steering pump 28 (hereinafter referred to as “steering pump pressure”), and sends a detection signal indicating the steering pump pressure to the control unit 27.
- the steering pump 28 is a variable displacement hydraulic pump. By changing the tilt angle of the swash plate or the oblique axis of the steering pump 28, the discharge capacity of the steering pump 28 is changed.
- a second capacity control device 44 is connected to the steering pump 28. The second capacity control device 44 is controlled by the control unit 27 and changes the tilt angle of the steering pump 28. Thereby, the discharge capacity of the steering pump 28 is controlled by the control unit 27.
- the work vehicle 1 includes a second tilt angle detection unit 34.
- the second tilt angle detection unit 34 detects the tilt angle of the steering pump 28 and sends a detection signal indicating the tilt angle to the control unit 27.
- the transmission pump 29 is driven by the driving force from the engine 21.
- the transmission pump 29 is a fixed displacement hydraulic pump.
- the hydraulic oil discharged from the transmission pump 29 is supplied to the clutches CF, CR, CL, and CH of the power transmission device 24 via clutch control valves VF, VR, VL, and VH described later.
- the transmission pump pressure detection unit 36 detects the discharge pressure of hydraulic oil from the transmission pump 29 (hereinafter referred to as “transmission pump pressure”), and sends a detection signal indicating the transmission pump pressure to the control unit 27.
- the PTO 22 transmits a part of the driving force from the engine 21 to the power transmission device 24.
- the power transmission device 24 transmits the driving force from the engine 21 to the traveling device 25.
- the power transmission device 24 shifts and outputs the driving force from the engine 21.
- the configuration of the power transmission device 24 will be described in detail later.
- the traveling device 25 includes an axle 45 and traveling wheels 4 and 5.
- the traveling device 25 is driven by the engine 21.
- the axle 45 transmits the driving force from the power transmission device 24 to the traveling wheels 4 and 5.
- the work vehicle 1 includes an output rotation speed detection unit 37 and an input rotation speed detection unit 38.
- the output rotation speed detector 37 detects the rotation speed of the output shaft 63 of the power transmission device 24 (hereinafter referred to as “output rotation speed”). Since the output rotation speed corresponds to the vehicle speed, the output rotation speed detection unit 37 detects the vehicle speed of the traveling device 25 by detecting the output rotation speed.
- the input rotational speed detector 38 detects the rotational speed of the input shaft 61 of the power transmission device 24 (hereinafter referred to as “input rotational speed”).
- the output rotation speed detection unit 37 sends a detection signal indicating the output rotation speed to the control unit 27.
- the input rotation speed detection unit 38 sends a detection signal indicating the input rotation speed to the control unit 27.
- a rotation speed detection unit that detects the rotation speed of the rotating parts inside the power transmission device 24 and sends the rotation speed to the control unit 27 is provided separately.
- the unit 27 may calculate the input rotation speed and the output rotation speed from the rotation speed of the rotating component.
- the operating device 26 is operated by an operator.
- the operation device 26 includes a brake operation device 50, an accelerator operation device 51, a work implement operation device 52, a forward / reverse switching operation device 54, and a steering operation device 57.
- the operation device 26 may further include a speed change operation device 53 and an operation member (not shown) for selecting an emergency travel mode to be described later.
- the accelerator operating device 51 includes an accelerator operating member 51a and an accelerator operation detecting unit 51b.
- the accelerator operation member 51a is operated to set a target rotation speed of the engine 21.
- the accelerator operation detection unit 51b detects an operation amount of the accelerator operation device 51 (hereinafter referred to as “accelerator operation amount”).
- the accelerator operation detection unit 51 b sends a detection signal indicating the accelerator operation amount to the control unit 27.
- the work machine operation device 52 includes a work machine operation member 52a and a work machine operation detection unit 52b.
- the work machine operation member 52 a is operated to operate the work machine 3.
- the work machine operation detection unit 52b detects the position of the work machine operation member 52a.
- the work machine operation detection unit 52b outputs a detection signal indicating the position of the work machine operation member 52a to the control unit 27.
- the shift operation device 53 includes a shift operation member 53a and a shift operation detecting unit 53b.
- the operator can select a shift pattern of the power transmission device 24 by operating the shift operation member 53a.
- the shift operation detection unit 53b detects the position of the shift operation member 53a.
- the shift operation detection unit 53 b outputs a detection signal indicating the position of the shift operation member 53 a to the control unit 27.
- the forward / reverse switching operation device 54 includes a forward / reverse switching operation member 54a and a forward / backward switching operation detection unit 54b.
- the forward / reverse switching operation device 54 is called an FR operation device 54
- the forward / reverse switching operation member 54a is called an FR operation member 54a
- the forward / backward switching operation detection unit 54b is called an FR operation detection unit 54b.
- the FR operation device 54 is selectively switched between a forward position (F), a neutral position (N), and a reverse position (R).
- the FR operation detection unit 54b detects the position of the FR operation member 54a.
- the FR operation detection unit 54 b outputs a detection signal (FR detection signal) indicating the position of the FR operation member 54 a to the control unit 27.
- the steering operation device 57 has a steering operation member 57a.
- the steering operation device 57 drives the steering control valve 43 by supplying pilot hydraulic pressure to the steering control valve 43 based on the operation of the steering operation member 57a.
- the operator can change the traveling direction of the work vehicle 1 to the left and right by operating the steering operation member 57a.
- the steering operation device 57 may drive the steering control valve 43 by converting the operation of the steering operation member 57a into an electric signal.
- the brake operation device 50 includes a brake operation member 50a and a brake operation detection unit 50b.
- the operator operates the brake operation member 50a to operate the brake device to generate a braking force on the work vehicle 1.
- the brake operation detection unit 50b detects the position of the brake operation member 50a.
- the brake operation detection unit 50 b outputs a detection signal indicating the position of the brake operation member 50 a to the control unit 27.
- the brake operation member 50a also includes a parking brake operation member that is operated to operate a parking brake PB described later.
- the parking brake operation member is, for example, a parking switch or a parking lever, and is operated by an operator.
- the parking brake PB drives the parking brake control valve VB by supplying pilot hydraulic pressure to the parking brake control valve VB based on the operation of the parking brake operation member. When the parking brake operation member is operated, an operation signal is output to the control unit 27.
- the control unit 27 includes an arithmetic device such as a CPU and a memory such as a RAM and a ROM, and performs various processes for controlling the work vehicle 1.
- the control unit 27 has a storage unit 56.
- the storage unit 56 stores various programs and data for controlling the work vehicle 1.
- the control unit 27 sends a command signal indicating a command throttle value to the fuel injection device 21a so that a target rotation speed of the engine 21 corresponding to the accelerator operation amount can be obtained. Further, the control unit 27 may send a command signal related to fuel injection and air inflow to output the torque characteristics of the engine 21 according to the accelerator operation amount to the fuel injection device 21a.
- the control unit 27 controls the hydraulic pressure supplied to the hydraulic cylinders 13 and 14 by controlling the work implement control valve 41 based on the detection signal from the work implement operation detection unit 52b. Thereby, the hydraulic cylinders 13 and 14 expand and contract, and the work machine 3 operates.
- FIG. 3 is a schematic diagram showing the configuration of the power transmission device 24.
- the power transmission device 24 includes an input shaft 61, a gear mechanism 62, an output shaft 63, a first motor MG1, a second motor MG2, an inverter 60, and a capacitor 64.
- the rotation speed ratio of the output shaft 63 to the input shaft 61 changes as the rotation speed of the first motor MG1 or the second motor MG2 changes.
- the input shaft 61 is connected to the PTO 22 described above.
- the rotation from the engine 21 is input to the input shaft 61 via the PTO 22. That is, the input shaft 61 is connected to the output shaft of the engine 21.
- the gear mechanism 62 transmits the rotation of the input shaft 61 to the output shaft 63.
- the output shaft 63 is connected to the traveling device 25 described above, and transmits the rotation from the gear mechanism 62 to the traveling device 25 described above.
- the gear mechanism 62 is a mechanism that transmits the driving force from the engine 21.
- the gear mechanism 62 includes an FR switching mechanism 65 and a speed change mechanism 66.
- the FR switching mechanism 65 includes an F clutch CF, an R clutch CR, an F clutch output shaft 61f, an R clutch output shaft 61r, a first F clutch gear Gf1, a second F clutch gear Gf2, and a first R clutch gear Gr1.
- the second R clutch gear Gr2 and the third R clutch gear Gr3 are provided.
- the F clutch CF connects or disconnects the F clutch output shaft 61f and the input shaft 61 (F clutch input shaft).
- the R clutch CR connects or disconnects the R clutch output shaft 61r and the input shaft 61 (R clutch input shaft).
- a first F clutch gear Gf1 is connected to the F clutch output shaft 61f.
- a first R clutch gear Gr1 is connected to the R clutch output shaft 61r.
- the second F clutch gear Gf2 is connected to the transmission shaft 67 and meshes with the first F clutch gear Gf1.
- the third R clutch gear Gr3 is connected to the transmission shaft 67 and meshes with the second R clutch gear Gr2.
- the second R clutch gear Gr2 meshes with the first R clutch gear Gr1 and the third R clutch gear Gr3.
- the second F clutch gear Gf2 and the third R clutch gear Gr3 are a second motor MG2 via a transmission shaft 67, a first sun gear S1, a first planetary gear P1, a first ring gear R1, and a first ring outer peripheral gear Go1, which will be described later. Is connected to the output shaft. That is, the F-clutch output shaft 61f and the R-clutch output shaft 61r are connected to the output shaft of the second motor MG2 via at least one rotating element of the first planetary gear mechanism.
- the first and second F clutch gears Gf1 and Gf2 and the first to third R clutch gears Gr1 to Gr3 shown in FIG. 3 are merely examples, and the rotation of the transmission shaft 67 when the F clutch CF is connected. As long as the direction and the rotation direction of the transmission shaft 67 when the R clutch CF is connected are opposite to each other, any configuration may be used.
- the F clutch CF and the R clutch CR are hydraulic clutches, and hydraulic oil from the transmission pump 29 is supplied to the clutches CF and CR.
- the hydraulic oil for the F clutch CF is controlled by the F clutch control valve VF.
- the hydraulic oil to the R clutch CR is controlled by the R clutch control valve VR.
- the F clutch CF and the R clutch CR change the pressure (clutch pressure) of the respective clutches by operating the respective clutch control valves VF and VR.
- the clutch pressure is weak, the clutch output shaft is connected to the clutch input shaft while sliding.
- the clutch pressure reaches a predetermined pressure (engagement pressure) the clutch output shaft is connected to the clutch input shaft without slipping.
- the clutch control valves VF and VR are controlled by command signals from the control unit 27.
- the F clutch CF is turned on (engaged) / off (disconnected) and the R clutch CR is turned on (engaged) / off (disconnected)
- the direction of rotation output from the FR switching mechanism 65 is switched.
- the F clutch CF is connected to a gear mechanism 62 (specifically, the first F clutch gear Gf1) that drives the traveling device 25 in the forward direction.
- the R clutch CR is connected to a gear mechanism 62 (specifically, the first R clutch gear Gr1) that drives the traveling device 25 in the reverse direction.
- the transmission mechanism 66 includes a transmission shaft 67, a first planetary gear mechanism 68, a second planetary gear mechanism 69, a Hi / Lo switching mechanism 70, and an output gear 71.
- the transmission shaft 67 is connected to the FR switching mechanism 65.
- the first planetary gear mechanism 68 includes a first sun gear S1, a plurality of first planetary gears P1, a first carrier C1 that supports the plurality of first planetary gears P1, and a first ring gear R1. .
- the first sun gear S ⁇ b> 1 is connected to the transmission shaft 67.
- the rotating element of the first planetary gear mechanism 68 connected to the engine 21 via the input shaft 61 is referred to as a first rotating element. That is, the engine 21 can be connected to the first rotating element of the first planetary gear mechanism 68 via the input shaft 61.
- the plurality of first planetary gears P1 mesh with the first sun gear S1 and are rotatably supported by the first carrier C1.
- a first carrier gear Gc1 is provided on the outer periphery of the first carrier C1.
- the first ring gear R1 meshes with the plurality of first planetary gears P1 and is rotatable.
- a first ring outer peripheral gear Go1 is provided on the outer periphery of the first ring gear R1.
- a power transmission unit PT what transmits the driving force of one rotation element of the first planetary gear mechanism 68 to the one rotation element of the second planetary gear mechanism 69 is referred to as a power transmission unit PT.
- the first carrier C1 corresponds to the power transmission unit PT.
- the rotation element of the first planetary gear mechanism 68 connected to the power transmission unit PT is referred to as a second rotation element.
- the first planetary gear P1 corresponds to the second rotating element.
- the second planetary gear mechanism 69 includes a second sun gear S2, a plurality of second planetary gears P2, a second carrier C2 that supports the plurality of second planetary gears P2, and a second ring gear R2. .
- the second sun gear S2 is connected to the first carrier C1.
- the plurality of second planetary gears P2 mesh with the second sun gear S2 and are rotatably supported by the second carrier C2.
- the second ring gear R2 meshes with the plurality of second planetary gears P2 and is rotatable.
- a second ring outer peripheral gear Go2 is provided on the outer periphery of the second ring gear R2.
- the second ring outer peripheral gear Go2 meshes with the output gear 71, and the rotation of the second ring gear R2 is output to the output shaft 63 through the output gear 71.
- the rotating element of the second planetary gear mechanism 69 connected to the power transmission unit PT is referred to as a fourth rotating element. That is, the second sun gear S2 corresponds to a fourth rotating element. Therefore, the power transmission unit PT transmits the driving force of the second rotating element to the fourth rotating element.
- the rotating element of the second planetary gear mechanism 69 connected to the output shaft 63 is referred to as a sixth rotating element. That is, the second ring gear R2 corresponds to a sixth rotation element.
- the Hi / Lo switching mechanism 70 is a mechanism for selectively switching the driving force transmission path in the power transmission device 24 between the first mode and the second mode.
- the first mode is a Lo mode that is selected when the speed ratio is low
- the second mode is a Hi mode that is selected when the speed ratio is high.
- the Hi / Lo switching mechanism 70 has an H clutch CH that is turned on in the Hi mode and an L clutch CL that is turned on in the Lo mode.
- the H clutch CH connects or disconnects the first ring gear R1 and the second carrier C2.
- the L-clutch CL connects or disconnects the second carrier C2 and the fixed end 72, and prohibits or allows the rotation of the second carrier C2.
- the clutches CH and CL are hydraulic clutches, and hydraulic oil from the transmission pump 29 is supplied to the clutches CH and CL, respectively.
- the hydraulic oil for the H clutch CH is controlled by the H clutch control valve VH.
- the hydraulic oil to the L clutch CL is controlled by the L clutch control valve VL.
- the clutch control valves VH and VL are operated to change the pressures (clutch pressures) of the clutches CH and CL.
- Each clutch control valve VH, VL is controlled by a command signal from the control unit 27.
- the rotation shaft fixing portion RAF includes an H clutch CH and an L clutch CL.
- the rotating element of the first planetary gear mechanism 68 connected to the rotating shaft fixing portion RAF is called a third rotating element
- the rotating element of the second planetary gear mechanism 69 connected to the rotating shaft fixing portion RAF is called the fifth rotating element.
- the first ring gear R1 corresponds to a third rotating element
- the second planetary gear P2 corresponds to a fifth rotating element.
- the H clutch CH can connect or disconnect the third rotating element and the fifth rotating element.
- the first rotating element, the second rotating element, and the third rotating element are different from each other, and the fourth rotating element, the fifth rotating element, and the sixth rotating element are different from each other.
- the clutch that is connected is referred to as a first clutch.
- the first clutch is determined based on the FR detection signal. The first clutch gradually increases the clutch pressure of the first clutch so that the engine 21 does not stop at the time of connection, so that the output shaft of the first clutch is compared with the input shaft of the clutch to be connected. It is desirable to connect while sliding.
- the first clutch includes an input shaft (hereinafter referred to as an input unit) to which the driving force from the engine 21 is transmitted, and an output shaft (hereinafter referred to as an output unit) that outputs a part of the driving force of the input shaft. It is out.
- an input unit to which the driving force from the engine 21 is transmitted
- an output shaft hereinafter referred to as an output unit
- VPF variable power transmission unit
- the F-clutch CF is illustrated as the variable power transmission unit VPF, but is not necessarily limited thereto.
- the variable power transmission unit VPF means one of the F clutch CF, the R clutch CR, the H clutch CH, and the L clutch CL.
- the control unit 27 engages one of the H clutch CH and the L clutch CL (hereinafter referred to as the third clutch).
- the other of the H clutch CH and the L clutch CL (hereinafter referred to as the second clutch) may be connected while sliding. In this case, the second clutch corresponds to the variable power transmission unit VPF.
- the first motor MG1 and the second motor MG2 function as drive motors that generate driving force by electric energy.
- the first motor MG1 and the second motor MG2 also function as generators that generate electrical energy using the input driving force.
- the first motor MG1 functions as a generator.
- a first motor gear Gm1 is fixed to the output shaft of the first motor MG1, and the first motor gear Gm1 meshes with the first carrier gear Gc1. That is, the first motor MG1 is connected to the first carrier C1 of the first planetary gear mechanism 68.
- An inverter 60 is connected to the first motor MG1, and a command signal for controlling the motor torque of the first motor MG1 is given to the inverter 60 from the control unit 27.
- the rotation speed of the first motor MG1 is detected by the first motor rotation speed detector 75.
- the first motor rotation speed detection unit 75 sends a detection signal indicating the rotation speed of the first motor MG1 to the control unit 27.
- the second motor MG2 has the same configuration as the first motor MG1.
- a second motor gear Gm2 is fixed to the output shaft of the second motor MG2, and the second motor gear Gm2 meshes with the first ring outer peripheral gear Go1. That is, the second motor MG2 is connected to the first ring outer peripheral gear Go1 (that is, the first ring gear R1) of the first planetary gear mechanism 68.
- the first motor MG1 and the second motor MG2 function as drive motors.
- the rotation speed is controlled to be zero, the first carrier C1 and the first ring outer peripheral gear Go1 (that is, the first ring gear), respectively. R1) can be fixed.
- the inverter 60 is connected to the second motor MG2, and a command signal for controlling the motor torque of the second motor MG2 is given to the inverter 60 from the control unit 27.
- the inverter 60 exemplifies an integrated inverter that is used to drive both the first motor MG1 and the second motor MG2.
- the inverter 60 is provided for each of the first motor MG1 and the second motor MG2. Separate inverters may be used.
- the rotation speed of the second motor MG2 is detected by the second motor rotation speed detector 76.
- the second motor rotation speed detection unit 76 sends a detection signal indicating the rotation speed of the second motor MG ⁇ b> 2 to the control unit 27.
- the capacitor 64 functions as an energy storage unit that stores energy generated in at least one of the motors MG1 and MG2. That is, capacitor 64 stores the electric power generated by each motor MG1, MG2 when the total power generation amount of each motor MG1, MG2 is larger than the total power consumption amount of each motor MG1, MG2. Capacitor 64 discharges electric power when the total power consumption of motors MG1 and MG2 is greater than the total power generation of motors MG1 and MG2. In other words, each motor MG1 and MG2 is driven by the electric power stored in capacitor 64. Instead of the capacitor 64, a battery may be used as other power storage means. Further, when one of the motors MG1 and MG2 generates electric power and the other supplies power, so that each of the motors MG1 and MG2 can be driven, the capacitor 64 may be omitted.
- the control unit 27 generally receives detection signals from various detection units, and gives a command signal indicating a command torque or a command rotation speed to the motors MG1 and MG2 to the inverter 60. Further, the control unit 27 generally gives a command signal for controlling the clutch hydraulic pressure of each clutch CF, CR, CH, CL to each clutch control valve VF, VR, VH, VL.
- the rotation shaft fixing unit RAF causes the clutches CH, CL Is engaged, and the work vehicle 1 is caused to travel in a state where the control of the motors MG1 and MG2 is stopped.
- Such a traveling mode of the work vehicle 1 is referred to as an “emergency traveling mode”.
- the configuration and operation of the control unit 27 for realizing the “emergency travel mode” will be described in detail.
- FIG. 4 is a block diagram showing details of the internal configuration of the control unit 27 according to the present embodiment.
- the control unit 27 further includes an abnormality detection unit 81, a connection change unit 82, and a driving force conversion control unit 83.
- the description of the storage unit 56 is omitted.
- the abnormality detection unit 81 is measured by various sensors (such as the first motor rotation speed detection unit 75 and the second motor rotation speed detection unit 76) connected to the first motor MG1 and the second motor MG2, the inverter 60, and the capacitor 64. Based on the current value, voltage value, and the like, an abnormality occurring in at least one of the first motor MG1 and the second motor MG2 is detected.
- the abnormality detection unit 81 detects an abnormality that does not operate normally in response to a command signal from the control unit 27, although at least one of the first motor MG1 and the second motor MG2 is rotatable. To detect.
- This abnormality may be caused by, for example, a short circuit in a circuit such as a motor coil or an abnormal contact between the motor circuit and the outside. It is detected by detecting by.
- the abnormality detection unit 81 detects an abnormality of the motor related to the motor rotation speed detection unit. Can be detected.
- the abnormality detection unit 81 outputs an abnormality detection signal including information on the motor that detected the abnormality to the connection changing unit 82 and the driving force conversion control unit 83.
- connection changing unit 82 operates the rotating shaft of the third rotating element (first ring gear R1) and the rotating shaft of the fifth rotating element (second planetary gear P2) integrally by at least the rotating shaft fixing unit RAF.
- the connection relationship of the elements in the power transmission device 24 is changed so that the output of the engine 21 can be transmitted to the output shaft 63 without driving the motor in which the abnormality is detected by the abnormality detection unit 81.
- the connection changing unit 82 engages both the H clutch CH and the L clutch CL.
- the driving force conversion control unit 83 controls the variable power transmission unit VPF so that the output of the engine 21 can be converted into an appropriate driving force and transmitted to the output shaft 63. Specifically, when the first clutch described above is the variable power transmission unit VPF, the driving force conversion control unit 83 determines which one of the F clutch CF and the R clutch CR is the first clutch based on the FR detection signal. Based on the engine speed, control is performed to gradually increase the clutch pressure of the first clutch when the work vehicle 1 starts so that the engine 21 does not stop. When the second clutch described above is the variable power transmission unit VPF, the driving force conversion control unit 83 engages either the F clutch CF or the R clutch CR based on the FR detection signal.
- the driving force conversion control unit 83 selects one of the H clutch CH and the L clutch CL as the second clutch, selects the other as the third clutch, and then engages the third clutch first. . Finally, the driving force conversion control unit 83 performs control so as to gradually increase the clutch pressure of the second clutch when the work vehicle 1 starts based on the engine rotation speed so that the engine 21 does not stop.
- the second clutch described above is the variable power transmission unit VPF
- the process of the connection changing unit 82 and the process of the driving force conversion control unit 83 are simultaneously performed. Details of these operations will be described below.
- FIG. 5A to 5C are flowcharts showing a schematic operation of the control unit 27 according to the first embodiment.
- FIG. 5A shows common operations performed by the control unit 27 when the first clutch is the variable power transmission unit VPF and when the second clutch is the variable power transmission unit VPF.
- FIG. 5B shows an operation performed by the control unit 27 when the first clutch is the variable power transmission unit VPF.
- FIG. 5C shows an operation performed by the control unit 27 when the second clutch is the variable power transmission unit VPF.
- the same reference numerals are assigned to the same operations, and detailed description thereof is omitted.
- the abnormality detection unit 81 detects an abnormality that has occurred in at least one of the first motor MG1 and the second motor MG2. (Yes in step S20). At this time, the work vehicle 1 stops traveling and notifies the operator that an abnormality has occurred by displaying it on the monitor in the cab 6 (step S30). At this time, the control unit 27 may stop the control of the first motor MG1 and the second motor MG2 and release all the clutches. Further, the notification to the operator is not limited to the monitor display, but may be other notification means such as voice notification. If the abnormality detection unit 81 has not detected an abnormality (No in step S20), the work vehicle 1 continues normal traveling (step S10).
- step S40 If there is an abnormality notification to the operator, it is determined whether or not the operator selects the emergency driving mode (step S40).
- the control unit 27 is a signal in which the FR detection signal indicates the neutral position (N). It is determined whether or not there is (step S45).
- the FR detection signal is a signal representing the neutral position (N) (Yes in Step S45)
- the control unit 27 activates the emergency travel mode (Step S50).
- the operator does not select the emergency travel mode (No in step S40), or when the FR detection signal is a signal representing other than the neutral position (N) (No in step S45)
- the work vehicle 1 stops as it is.
- the control unit 27 When the emergency travel mode is activated, the control unit 27 performs control so that the engine speed does not exceed the predetermined upper limit value Nlmt3 (step S53). As a result, during the subsequent steps S90 to S170, S190, S191, S200, S210, S220, and S230, the control unit 27 performs control so that the engine speed does not exceed the predetermined upper limit value Nlmt3 by step S53. is doing. Next, the control unit 27 determines whether or not there is an emergency travel mode end instruction from the operator based on whether or not the operation member for selecting the emergency travel mode has been returned to the normal travel state (step S57). ).
- step S57 When there is an emergency travel mode end instruction (Yes in step S57), the control unit 27 outputs a command signal for releasing all the clutches to the control valve corresponding to each clutch, and the restriction on the engine speed in step S53 is released. (Step S71). Then, the work vehicle 1 stops.
- step S60 determines whether emergency travel is possible. Specifically, the control unit 27 determines whether all elements of the power transmission device 24 necessary for traveling in the “emergency traveling mode” are operable. In the first embodiment, the control unit 27 determines whether or not the clutches CF, CR, CH, and CL are operable. When the control unit 27 determines that emergency travel is impossible (No in step S60), the control unit 27 outputs a command signal for releasing all the clutches to the control valve corresponding to each clutch, and the engine rotation speed in step S53. (Step S70), the operator is notified that traveling in the emergency traveling mode is impossible (step S80). Even in this case, various notification means such as monitor display and voice notification can be used.
- the connection changing unit 82 sends a command signal for setting the clutch pressure of the H clutch CH to the engagement pressure to the H clutch control valve VH. And outputs a command signal for setting the clutch pressure of the L clutch CL to the engagement pressure to the L clutch control valve VL (step S90 in FIG. 5B).
- the H clutch CH and the L clutch CL are both engaged.
- the rotation shaft of the third rotation element (first ring gear R1) of the first planetary gear mechanism 68 and the rotation shaft of the fifth rotation element (second planet gear P2) of the second planetary gear mechanism 69 are fixed.
- step S100 if the FR detection signal is a signal representing the neutral position (N) (Yes in step S100), the driving force conversion control unit 83 sends a command signal for releasing the clutches CH and CL to the clutch control valves VH and VL. (Step S110), and the process of step S57 is executed again. If the FR detection signal is not a signal representing the neutral position (N) (No in step S100), the process of step S120 is executed.
- step S120 the driving force conversion control unit 83 determines whether or not the engine rotational speed Neng is smaller than a predetermined rotational speed Nlmt2.
- a rotational speed smaller than the rotational speed Nlmt2 is a rotational speed that is likely to decrease to a rotational speed at which the engine 21 stops.
- the driving force conversion control unit 83 sends a command signal for releasing the clutches CF and CR to the F clutch control valve VF and the R clutch control valve VR. (Step S110). Thereby, engine stall is prevented. Thereafter, the process of step S57 is executed again.
- step S130 the driving force conversion control unit 83 determines whether or not the engine rotational speed Neng is smaller than a predetermined rotational speed Nlmt1 (step S130).
- a rotational speed smaller than the rotational speed Nlmt1 is a rotational speed that is likely to decrease to the rotational speed Nlmt2.
- the driving force conversion control unit 83 outputs a command signal for maintaining the clutch pressures of the clutches CF and CR to the F-clutch control valve VF and the R-clutch control. Output to the valve VR (step S140). Thereafter, the process of step S57 is executed again.
- the driving force conversion control unit 83 determines whether the FR detection signal is a signal representing the forward position (F) (step S150). ). When the FR detection signal is a signal representing the forward position (F) (Yes in step S150), the driving force conversion control unit 83 outputs a command signal for releasing the R clutch CR to the R clutch control valve VR ( Step S160), until the clutch pressure of the F clutch CF reaches the engagement pressure (No in step S170), the clutch pressure of the F clutch CF is increased by a predetermined pressure ( ⁇ P) (step S180). When the clutch pressure of the F clutch CF becomes the engagement pressure (Yes in step S170), the restriction on the engine rotation speed in step S53 is released (step S175). When step S175 or S180 is executed, the process of step S57 is executed again.
- step S150 When the FR detection signal is a signal representing the reverse position (R) (No in step S150), the driving force conversion control unit 83 outputs a command signal for releasing the F clutch CF to the F clutch control valve VF ( Step S190), until the clutch pressure of the R clutch CR reaches the engagement pressure (No in step S200), the clutch pressure of the R clutch CR is increased by a predetermined pressure ( ⁇ P) (step S210).
- ⁇ P predetermined pressure
- step S60 the driving force conversion control unit 83 determines that the FR detection signal is a signal representing the neutral position (N) (step S100 in FIG. 5C). Yes), a command signal for releasing all clutches is output to the clutch control valve corresponding to each clutch (step S111), and the process of step S57 is executed again. If the FR detection signal is not a signal representing the neutral position (N) (No in step S100), the process of step S120 is executed.
- the driving force conversion control unit 83 outputs a command signal for releasing all the clutches to the clutch control valve corresponding to each clutch ( Step S111).
- the driving force conversion control unit 83 sets the clutch pressures of all clutches.
- a command signal for maintaining is output to the clutch control valve corresponding to each clutch (step S141).
- the driving force conversion control unit 83 determines whether the FR detection signal is a signal representing the forward position (F) (step S150). ).
- the driving force conversion control unit 83 is a command signal for engaging the F clutch CF, and for releasing the R clutch CR.
- a command signal and a command signal for engaging the third clutch are output to the clutch control valve corresponding to each clutch (step S161).
- the driving force conversion control unit 83 and the connection changing unit 82 receive the command signal for releasing the F clutch CF, the R clutch CR.
- a command signal for engaging and a command signal for engaging the third clutch are output to the clutch control valve corresponding to each clutch (step S191).
- step S161 or step S191 ends, the driving force conversion control unit 83 and the connection change unit 82 engage the clutch pressure of the second clutch (the clutch that is not the third clutch of the H clutch CH and the L clutch CL). Until the pressure is reached (No in step S220), the clutch pressure of the second clutch is increased by a predetermined pressure ( ⁇ P) (step S230). When the clutch pressure of the second clutch becomes the engagement pressure (Yes in Step S220), the restriction on the engine rotation speed in Step S53 is released (Step S225). When step S111, S141, S225, or S230 is executed, the process of step S57 is executed again.
- the predetermined pressure ⁇ P and the engine speed thresholds Nlmt1, Nlmt2, and Nlmt3 are determined in advance and stored in the storage unit 56. Note that Nlmt2 ⁇ Nlmt1 ⁇ Nlmt3. Note that it is arbitrary whether the second clutch and the third clutch described above are the H clutch CH or the L clutch CL. That is, the H clutch CH may be the second clutch, and the L clutch CL may be the third clutch. Alternatively, the H clutch CH may be a third clutch, and the L clutch CL may be a second clutch.
- the work vehicle 1 uses at least the rotation shaft fixing portion RAF to rotate the third rotation element (first ring gear R1) and the fifth rotation element (second planetary gear P2). Step of changing the connection relationship of the elements in the power transmission device 24 so that the output of the engine 21 can be transmitted to the output shaft 63 without driving at least one of the motors. It corresponds to. Steps S170 to S180, S200 to 210, and S220 to 230 control the variable power transmission unit VPF so that the work vehicle 1 can convert the output of the engine 21 into an appropriate driving force and transmit it to the output shaft 63. It corresponds to a step.
- the engine 21 changes the engine rotation speed Neng and the output torque in accordance with the accelerator operation amount.
- the engine rotation speed Neng maintains the rotation speed for idling.
- the engine rotation speed Neng increases as the accelerator operation amount by the operator increases.
- the emergency travel mode when the first clutch or the second clutch is connected, the rotation shaft of the engine 21 receives a deceleration torque due to road surface resistance or the like. When this deceleration torque is higher than the engine output torque, the engine rotation speed is increased. Neng decreases.
- step S120 and step S130 the driving force conversion control unit 83 determines whether or not there is a high risk that the engine will stop due to such a decrease in engine rotation speed, and if necessary, the increase in clutch pressure is stopped. Or, the clutch pressure is reduced.
- the emergency traveling in the case where at least one of the first motor MG1 and the second motor MG2 is uncontrollable and both the first motor MG1 and the second motor MG2 are rotatable has been described.
- an emergency traveling method will be described, particularly when an abnormality occurs in which the first motor MG1 is fixed.
- the capacitor 64 particularly functions as an energy storage unit that stores at least the energy generated by the second motor MG2. That is, the electric power generated by the second motor MG2 is stored in the capacitor 64.
- Capacitor 64 can output at least the electric power stored in capacitor 64 to second motor MG2.
- a battery may be used as other power storage means.
- the variable power transmission unit VPF is the first clutch described above.
- the configuration of the control unit 27 in the second embodiment includes an abnormality detection unit 81, a connection change unit 82, and a driving force conversion control unit 83 shown in FIG.
- the detailed operation of each part of the abnormality detection unit 81, the connection change unit 82, and the driving force conversion control unit 83 is different from that of the first embodiment.
- the abnormality detection unit 81 detects an abnormality that has occurred in at least one of the first motor MG1 and the second motor MG2.
- the abnormality detection unit 81 particularly detects whether or not the first motor MG1 is fixed. That is, the abnormality detection unit 81 detects an abnormality in which the first motor MG1 cannot rotate.
- the abnormality detection unit 81 is executed when the operator activates the first motor adhesion inspection mode. When the first motor adhesion inspection mode is activated, the abnormality detection unit 81 releases all the clutches. Then, the abnormality detection unit 81 applies a torque to the first motor MG1, and acquires the rotation speed Nm1 of the first motor MG1 detected by the first motor rotation speed detection unit 75.
- the abnormality detection unit 81 When the state where the absolute value
- the abnormality detection unit 81 applies the torque to the second motor MG2 in the same manner, and acquires the rotation speed Nm2 of the second motor MG2 detected by the second motor rotation speed detection unit 76. It is confirmed that the state where the absolute value
- the abnormality detection unit 81 detects that the first motor MG1 is fixed and the second motor MG2 is not fixed, or that each clutch is operating normally, an abnormality including information on these motors is detected.
- the detection signal is output to the connection changing unit 82 and the driving force conversion control unit 83.
- the connection changing unit 82 and the driving force conversion control unit 83 receive such an abnormality detection signal, the connection changing unit 82 and the driving force conversion control unit 83 perform the following operation.
- the connection changing unit 82 detects whether or not the capacitor 64 is charged with electric energy equal to or higher than a predetermined full charge determination threshold Vchg_f.
- the full charge determination threshold value Vchg_f is a value near the maximum charge amount of electric energy of the capacitor 64. Furthermore, Vchg_f is a charge amount that does not hinder the traveling of the work vehicle 1.
- the connection changing unit 82 releases at least the L clutch CL. Normally, the connection changing unit 82 releases both the H clutch CH and the L clutch CL.
- the connection changing unit 82 engages the H clutch CH and disengages the L clutch CL.
- the driving force conversion control unit 83 can change the variable power so that the output of the engine 21 can be transmitted to the rotation shaft of the second motor MG2.
- the transmission unit VPF first clutch
- the driving force conversion control unit 83 performs control to increase the clutch pressure of the first clutch based on the engine rotation speed so that the engine 21 does not stop. As a result, the first clutch is engaged. After the first clutch is engaged, the driving force conversion control unit 83 generates electric energy in the second motor MG2 by increasing the rotational speed of the engine 21 or the like. The generated electrical energy is stored in the capacitor 64.
- the driving force conversion control unit 83 releases the engagement of the first clutch when the H clutch CH is engaged by the connection changing unit 82 and the L clutch CL is released. At this time, the clutch which is not the first clutch among the F clutch CF and the R clutch CR is also released. Then, the driving force conversion control unit 83 drives the second motor MG ⁇ b> 2 using the energy stored in the capacitor 64 to drive the output shaft 63.
- 6A to 6D are flowcharts showing a schematic operation of the control unit 27 according to the second embodiment. It is assumed that, when the work vehicle 1 is running normally after the work vehicle 1 is activated (step S10), an abnormality in the work vehicle 1 has been recognized by the operator, such as the operator not stepping on the accelerator. At this time, the operator activates the first motor adhesion inspection mode (step S16). Next, the abnormality detection unit 81 detects whether or not the first motor MG1 cannot rotate (step S22).
- step S22 the abnormality detection unit 81 applies a torque to the first motor MG1, and acquires the rotation speed Nm1 of the first motor MG1 detected by the first motor rotation speed detection unit 75.
- of the rotation speed is equal to or less than the predetermined threshold value Nbond for a predetermined time Tbond or more
- the abnormality detection unit 81 cannot rotate due to the first motor MG1 being fixed. It is determined that a certain abnormality has occurred. If the first motor MG1 cannot rotate (No in step S22), the process returns to step S10. When the first motor MG1 cannot rotate (Yes in Step S22), the process proceeds to Step 310.
- step S310 the control unit 27 (connection changing unit 82) determines whether or not the voltage Vcap of the capacitor 64 is lower than the full charge determination threshold value Vchg_f.
- the control unit 27 (connection changing unit 82) proceeds to step 550 described later (see FIGS. 6A and 6D).
- the full charge determination threshold value Vchg_f is a value near the maximum charge amount of the electric energy of the capacitor 64.
- Step S320 the control unit 27 (connection changing unit 82) determines whether both the F clutch CF and the R clutch CR are released (released).
- Step S320 the control unit 27 ends the present control on the assumption that charging cannot be performed (see FIGS. 6A and 6D).
- the control unit 27 switches the first motor MG1 so that the rotation speed of the first motor MG1 is 0 rpm. Control (step S330).
- step S340 the control unit 27 (connection changing unit 82) controls the L clutch control valve VL so that at least the L clutch CL is in a released state.
- the control unit 27 (connection changing unit 82) controls the H clutch control valve VH and the L clutch control valve VL so that both the H clutch CH and the L clutch CL are released. That is, the control unit 27 (connection changing unit 82) outputs a command signal for releasing both the H clutch CH and the L clutch CL to the H clutch control valve VH and the L clutch control valve VL.
- the output shaft 63 can rotate freely, the work vehicle 1 performs the same operation as that of a general vehicle in neutral.
- step S340 when the operation of step S340 is executed when the work vehicle 1 is in the traveling state, the work vehicle 1 travels by inertia.
- the work vehicle 1 When the work vehicle 1 is positioned on the inclined surface, when the component in the direction parallel to the slope of gravity is greater than the frictional force inside the work vehicle 1 such as the power transmission device 24, the work vehicle 1 moves on the slope. Accelerate down.
- step S350 of FIG. 6B the control unit 27 (driving force conversion control unit 83) determines whether or not the capacitor voltage Vcap is higher than the clutch synchronization control threshold value Vlst1.
- the capacitor voltage Vcap is less than or equal to the clutch synchronization control threshold value Vlst1
- the capacitor has sufficient power to control the second motor MG2 to synchronize the rotation of the input shaft of the first clutch and the rotation of the output shaft of the first clutch. 64 means not.
- the capacitor voltage Vcap is equal to or lower than the clutch synchronization control threshold value Vlst1 (No in step S350), the process proceeds to step S410 described later.
- the control unit 27 (driving force conversion control unit 83) rotates the output shafts 61f and 61r with respect to the rotation speed of the input shaft 61 of the first clutch.
- the rotational speed Nm2 of the second motor MG2 is controlled so that the speed (relative rotational speed of the first clutch) approaches 0 (step S360). That is, the control unit 27 (driving force conversion control unit 83) is stored in the capacitor 64 so as to synchronize the rotation of the output shafts 61f and 61r of the first clutch and the rotation of the input shaft 61 of the first clutch.
- the second motor MG2 is rotated using energy.
- the control unit 27 determines whether or not the capacitor voltage Vcap is higher than the clutch synchronization control threshold value Vlst1 (step S370). If the capacitor voltage Vcap is equal to or lower than the clutch synchronization control threshold value Vlst1 (No in step S370), the control of the rotation speed Nm2 of the second motor MG2 is stopped (step S380), and the process returns to step S350.
- step S370 When the capacitor voltage Vcap is higher than the clutch synchronization control threshold value Vlst1 (Yes in step S370), the control unit 27 determines that the absolute value of the relative rotational speed RS of the first clutch is greater than a predetermined threshold value Rth (where Rth is a positive value). It is determined whether it is below (step S390). In step S390, the control unit 27 may determine whether or not ⁇ Rth ⁇ RS ⁇ Rth.
- step S360 If the absolute value of the relative rotational speed RS of the first clutch is greater than or equal to the predetermined threshold Rth (No in step S390), the process proceeds to step S360.
- the control unit 27 driving force conversion control unit 83
- the clutch control valve of the first clutch is controlled to increase the clutch pressure of the first clutch (step S400). That is, the control unit 27 (driving force conversion control unit 83) outputs a command signal for engaging the first clutch so as not to slip to the clutch control valve of the first clutch.
- control unit 27 driving force conversion control unit 83 engages the first clutch after synchronizing the rotation of the input / output rotation shaft of the first clutch.
- the first clutch is engaged after reducing the difference in rotational speed of the first clutch, so that wear of the first clutch is reduced.
- the clutch pressure of the first clutch at this time is referred to as engagement pressure.
- the control unit 27 (driving force conversion control unit 83) increases the clutch pressure of the first clutch by a predetermined increment. Then, the clutch control valve of the first clutch is controlled (step S410 in FIG. 6C). That is, the control unit 27 (driving force conversion control unit 83) outputs a command signal for increasing the clutch pressure of the first clutch by a predetermined increment to the clutch control valve of the first clutch.
- the control unit 27 (driving force conversion control unit 83) connects the two rotary shafts of the first clutch while sliding, by gradually increasing the clutch pressure of the first clutch.
- the control unit 27 brings the rotational speeds of the two rotation shafts of the first clutch closer.
- the control part 27 determines whether the 1st clutch was engaged (step S420). Specifically, the control unit 27 (driving force conversion control unit 83) determines whether or not the clutch pressure of the first clutch has reached the engagement pressure. Whether or not the engagement pressure has been reached may be determined based on the magnitude of the current of the command signal output from the driving force conversion control unit 83 to the clutch control valve of the first clutch. When the first clutch is engaged, the rotation speeds of the two rotation shafts of the first clutch are the same.
- step S420 If the clutch pressure of the first clutch has not reached the engagement pressure (No in step S420), the control unit 27 (driving force conversion control unit 83) has the engine rotational speed Neng not lower than the rotational speed Nlmt1 described above. It is determined whether or not (step S430).
- the rotational speed smaller than the rotational speed Nlmt1 is a rotational speed that is likely to decrease to the engine rotational speed Nlmt2 described above when the clutch is engaged. If the engine rotation speed Neng is equal to or higher than the predetermined rotation speed Nlmt1 (No in step S430), the process returns to step S410.
- step S430 If the engine rotational speed Neng is lower than the predetermined rotational speed Nlmt1 (Yes in step S430), the control unit 27 (driving force conversion control unit 83) determines whether the engine rotational speed Neng is lower than the predetermined rotational speed Nlmt2. It is determined whether or not (step S440).
- a rotational speed smaller than the rotational speed Nlmt2 is a rotational speed that is likely to decrease to a rotational speed at which the engine 21 stops.
- step S440 the control unit 27 (driving force conversion control unit 83) causes the clutch of the first clutch to maintain the clutch pressure of the first clutch.
- the control valve is controlled (step S450). That is, the control unit 27 (driving force conversion control unit 83) outputs a command signal for maintaining the clutch pressure of the first clutch to the clutch control valve of the first clutch.
- the control unit 27 (driving force conversion control unit 83) switches the clutch control valve of the first clutch so as to release the first clutch. Control is performed (step S460). That is, the driving force conversion control unit 83 outputs a command signal for releasing the first clutch to the clutch control valve of the first clutch.
- step S470 the control unit 27 determines whether or not the engine rotational speed Neng has exceeded the rotational speed Nlmt4 (step S470).
- the rotational speed Nlmt4 is a value near the rotational speed of the engine 21 when the accelerator is off and no load is applied. If the engine rotational speed Neng is higher than the rotational speed Nlmt4 (Yes in step S470), the process returns to step S410. If the engine rotation speed Neng is equal to or lower than the rotation speed Nlmt4 (No in step S470), the process returns to step S440.
- step S400 After the first clutch is engaged (after step S400 or when YES in step S420), the control unit 27 (driving force conversion control unit 83) rotates the second motor MG2 by the driving force of the engine 21. By doing so, an operation of charging the capacitor 64 (S500) is performed. That is, the control unit 27 (driving force conversion control unit 83) generates energy with the second motor MG2 and stores the generated energy in the capacitor 64.
- control unit 27 determines whether or not the voltage Vcap of the capacitor 64 is lower than the full charge determination threshold value Vchg_f (step S510).
- the process returns to step S500.
- control unit 27 driving force conversion control unit 83
- the clutch control valve is controlled (step S520).
- control unit 27 controls the second motor MG2 so that the rotation speed of the second motor MG2 is 0 rpm (step S530).
- the control unit 27 determines whether or not the second motor MG2 has stopped from the rotation speed of the second motor MG2 detected by the second motor rotation speed detection unit 76 (step S540). If the second motor MG2 is not stopped (No in step S540), the process returns to step S530. When second motor MG2 is stopped (No in step S550), the process proceeds to step S550.
- Steps S550 and S560 since the capacitor 64 is charged to the vicinity of the maximum value, the control unit 27 uses the energy stored in the capacitor 64 to cause the work vehicle 1 to travel. Specifically, in step S550, control unit 27 (connection changing unit 82) engages H clutch CH. That is, the control unit 27 (connection changing unit 82) places the L clutch CL in a released state and places the H clutch CH in an engaged state. As a result, the rotation axis of one rotation element (first ring gear R1) of the first planetary gear mechanism 68 and the rotation axis of one rotation element (second planet gear P2) of the second planetary gear mechanism 69 are integrated. Works.
- step S560 the control unit 27 (driving force conversion control unit 83) outputs a predetermined torque regardless of the accelerator depression amount detected by the accelerator operation detection unit 51b.
- This torque is stored in the storage unit 56.
- the control unit 27 (driving force conversion control unit 83) may control the second motor MG2 to output a torque corresponding to the accelerator depression amount detected by the accelerator operation detection unit 51b.
- the magnitude of the torque corresponding to the accelerator depression amount is stored in the storage unit 56 as a table.
- the driving force conversion control unit 83 may calculate the torque from the accelerator depression amount based on the mathematical formula.
- the control unit 27 (driving force conversion control unit 83) drives the second motor MG2 and drives the output shaft 63.
- step S550 the control unit 27 (driving force conversion control unit 83) determines whether or not the capacitor voltage Vcap is smaller than the charging start threshold value Vchg_s.
- the control unit 27 sets the second motor MG2 so that the rotation speed of the second motor MG2 is 0 rpm. Control is performed (step S580). That is, the control unit 27 (driving force conversion control unit 83) ends the driving of the second motor MG2.
- the control unit 27 determines whether or not the second motor MG2 has stopped from the rotation speed of the second motor MG2 detected by the second motor rotation speed detection unit 76 (step S590). If second motor MG2 is not stopped (No in step S590), the process returns to step S580.
- control unit 27 (connection changing unit 82) places H clutch CH in a released state. After step S600 ends, the process returns to step S320.
- Nlmt1, the rotation speed threshold Nlmt2, and the full charge determination threshold Vchg_f are determined in advance and stored in the storage unit 56. Further, Vlst1, Vchg_s, and Vchg_f satisfy the relationship of (Equation 1). Further, Nlmt4, Nlmt1, and Nlmt2 satisfy the relationship of (Expression 2).
- Nlmt2 ⁇ Nlmt1 ⁇ Nlmt4 (Formula 2)
- step S22 mentioned above is corresponded to the step which detects that at least one of the 1st motor MG1 and the 2nd motor MG2 is above.
- steps S340, S550, and S600 described above the work vehicle 1 rotates at least the rotation shaft of the third rotation element (first ring gear R1) and the fifth rotation element (second planetary gear P2) by the rotation shaft fixing portion RAF.
- This corresponds to the step of changing the connection relation of the elements in the power transmission device 24 so that the output of the engine 21 can be transmitted to the output shaft 63 without driving at least one motor by operating the shaft integrally.
- Steps S350 to S540 and S560 correspond to steps for controlling the variable power transmission unit VPF so that the work vehicle 1 can convert the output of the engine 21 into an appropriate driving force and transmit it to the output shaft 63.
- the work vehicle 1 according to the present embodiment has the following features.
- the abnormality detection unit 81 detects that at least one of the first motor MG1 and the second motor MG2 is abnormal. Then, the connection changing unit 82 uses the rotation shaft fixing unit RAF to rotate the rotation shaft of the first planetary gear mechanism 68 (first ring gear R1) and the rotation unit of the second planetary gear mechanism 69 (second planetary gear). The rotating shaft of the gear P2) is fixed. Therefore, the connection relationship of the elements in the power transmission device 24 is changed so that the driving force of the engine 21 can be transmitted to the output shaft 63 without driving the motor in which the abnormality is detected. When the connection relationship is changed in this way, the speed ratio is fixed.
- the driving force conversion control unit 83 controls the variable power transmission unit VPF so that the driving force from the engine 21 can be converted into an appropriate driving force and transmitted to the output shaft 63. Therefore, work vehicle 1 can perform emergency traveling when an abnormality occurs in motors MG1 and MG2. Furthermore, when the output unit outputs the same driving force as that of the input unit in the variable power transmission unit VPF, the work vehicle 1 can increase the vehicle speed by increasing the engine rotation speed in accordance with the operator's intention to increase the speed. .
- the rotating shaft fixing portion RAF includes an H clutch CH and an L clutch CL. Then, the connection changing unit 82 engages both the H clutch CH and the L clutch CL. As a result, the rotating shaft of the first rotating gear mechanism 68 (first ring gear R1) and the rotating shaft of the second planetary gear mechanism 69 (second planet gear P2) are fixed. .
- variable power transmission unit VPF includes a first clutch that is one of the F clutch CF and the R clutch CR.
- the driving force conversion control unit 83 controls to gradually increase the clutch pressure of the first clutch when the work vehicle 1 starts. This avoids a sudden increase in engine load when the first clutch is engaged, and therefore, engine stall can be suppressed. Further, when the engine rotation speed decreases to such an extent that there is a high risk that the engine will stop, the driving force conversion control unit 83 stops increasing the clutch pressure or lowering the clutch pressure, so that the engine stall is further suppressed.
- the variable power transmission unit VPF includes a second clutch that is one of the H clutch CH and the L clutch CL.
- the driving force conversion control unit 83 controls to gradually increase the clutch pressure of the second clutch when the work vehicle 1 starts. This avoids a sudden increase in the engine load when the second clutch is engaged, and therefore it is possible to suppress the engine stall. Further, when the engine rotation speed decreases to such an extent that there is a high risk that the engine will stop, the driving force conversion control unit 83 stops increasing the clutch pressure or lowering the clutch pressure, so that the engine stall is further suppressed.
- the control unit 27 causes the rotational speed of the engine 21 to exceed a predetermined upper limit value Nlmt3. Control to not.
- the engine speed is high, the speed difference between the input part and the output part of the variable power transmission unit VPF becomes large, and the amount of heat generated when the input part and the output part are connected while slipping increases.
- the rotational speed of the engine 21 so as not to exceed the predetermined upper limit value Nlmt3, the amount of heat generated can be suppressed, so that wear of the variable power transmission unit VPF can be suppressed and seizure of the variable power transmission unit VPF can be prevented. Can do.
- the connection change unit 82 sets at least the L clutch CL in a released state.
- the connection changing unit 82 releases both the H clutch CH and the L clutch CL.
- the driving force conversion control part 83 is controlled to raise the clutch pressure of the 1st clutch which is one of F clutch CF and R clutch CR. Then, the driving force conversion control unit 83 causes the second motor MG2 to generate energy after the first clutch is engaged, and stores the generated energy in the capacitor 64.
- work vehicle 1 can store energy for driving second motor MG ⁇ b> 2 in capacitor 64.
- the connection changing unit 82 releases the L clutch CL and engages the H clutch CH.
- the driving force conversion control unit 83 disengages the first clutch, drives the second motor MG2 using the energy stored in the capacitor 64, and drives the output shaft 63.
- work vehicle 1 can travel by driving second motor MG ⁇ b> 2 with the energy stored in capacitor 64.
- the driving force conversion control unit 83 stops driving the second motor MG2.
- the connection changing unit 82 releases the H clutch CH.
- the driving force conversion control unit 83 performs control so as to increase the clutch pressure of the first clutch.
- the driving force conversion control unit 83 causes the second motor MG2 to generate energy after the first clutch is engaged, and stores the generated energy in the capacitor 64. Thereby, the work vehicle 1 can travel a desired distance intermittently.
- the first clutch is engaged after the rotation of the input / output rotating shaft of the first clutch is synchronized by the rotation of the second motor MG2, so the first clutch is engaged.
- One clutch is prevented from being damaged.
- the first clutch can be engaged by gradually increasing the clutch pressure of the first clutch.
- the present invention is not limited to the wheel loader described above, and may be applied to other types of work vehicles such as a bulldozer, a tractor, a forklift, or a motor grader.
- the present invention is not limited to EMT and may be applied to other types of transmissions such as HMT.
- the first motor MG1 functions as a hydraulic motor and a hydraulic pump.
- the second motor MG2 functions as a hydraulic motor and a hydraulic pump.
- the first motor MG1 and the second motor MG2 are variable displacement pumps / motors, and the displacement is controlled by the control unit 27 controlling the tilt angle of the swash plate or the oblique shaft.
- an accumulator may be used as an energy storage unit instead of the capacitor 64. That is, the hydraulic energy generated by the second motor MG2 may be accumulated by the accumulator, and the accumulated hydraulic energy may be consumed by the second motor MG2.
- the first to sixth rotating elements are defined as the first sun gear S1, the first planetary gear P1, the first ring gear R1, the second sun gear S2, the second planetary gear P2, and the second ring gear R2, respectively.
- the first to third elements may be any combination as long as they are different rotational elements of the first planetary gear mechanism 68.
- the fourth to sixth elements may be any combination as long as they are different rotational elements of the second planetary gear mechanism 69.
- the positional relationship between the first carrier C1 and the second carrier C2 in the first planetary gear mechanism 68 and the second planetary gear mechanism 69 may be reversed.
- first motor MG1 and the second motor MG2 are names provided to distinguish the motors, and what is referred to as the first motor MG1 in the present embodiment is referred to as the second motor MG2, and second What is referred to as motor MG2 may be referred to as first motor MG1.
- steps S16, S30 to S45, S53, S57, S70 to S80, and S600 can be omitted as appropriate.
- the number of planetary gear mechanisms provided in the power transmission device is two, but the number of planetary gear mechanisms provided in the power transmission device may be three or more.
- the FR switching mechanism 65 described above is provided between the engine 21 and the transmission mechanisms 66 and 66a, but may be provided between the transmission mechanisms 66 and 66a and the axle 45. Even in this case, the control method by the control unit 27 in the emergency travel mode described above does not change.
- the work vehicle 1 may travel with the first clutch and the H clutch CH engaged.
- the speed of the work vehicle 1 in this case is a speed at which the engine 21 can rotate and travel to such an extent that the engine 21 does not stop.
- the hybrid work vehicle according to the present invention can perform emergency traveling when an abnormality occurs in an internal device (particularly, a motor).
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Abstract
Description
以下、図面を参照して、本発明の実施形態について説明する。図1は、本発明の実施形態に係る作業車両1の側面図である。図1に示すように、作業車両1は、車体フレーム2と、作業機3と、走行輪4、5と、運転室6とを備えている。作業車両1は、ホイールローダであり、走行輪4、5が回転駆動されることにより走行する。作業車両1は、作業機3を用いて掘削等の作業を行うことができる。
また、出力軸63に接続される第2遊星歯車機構69の回転要素を第6回転要素と呼ぶ。つまり、第2リングギアR2は、第6回転要素に相当する。
第1の実施形態では、第1モータMG1及び第2モータMG2の少なくとも一方が制御不能であり、第1モータMG1及び第2モータMG2の両方が回転可能である場合についての緊急走行について説明した。しかし、モータ出力軸が軸受ベアリングとの間で一体化して動かなくなるモータ固着による異常も存在する。これは、軸受に潤滑油が不足したときにベアリングがモータ軸及び軸受に焼きつき、焼きついたベアリングが溶解し、溶解したベアリングが冷めるとモータ軸及び軸受と一体化することによって生じる。第2の実施形態では、特に、第1モータMG1が固着する異常が生じた場合における緊急走行方法について説明する。
Vlst1 <Vchg_s <Vchg_f…(式1)
Nlmt2 < Nlmt1 < Nlmt4…(式2)
本実施形態に係る作業車両1は、以下の特徴を有する。
以上、本発明の一実施形態について説明したが、本発明は上記実施形態に限定されるものではなく、発明の要旨を逸脱しない範囲で種々の変更が可能である。
Claims (14)
- 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作業機と、
前記エンジンによって駆動される走行装置と、
前記エンジンからの駆動力を前記走行装置に伝達する動力伝達装置と、
前記動力伝達装置を制御する制御部と、
を備え、
前記動力伝達装置は、入力軸と、出力軸と、歯車機構と、第1モータと、第2モータと、回転軸固定部と、動力伝達部と、可変動力伝達部とを含み、
前記動力伝達装置では、前記第1モータまたは前記第2モータの回転速度が変化することによって、前記入力軸に対する前記出力軸の回転速度比が変化し、
前記歯車機構は、前記入力軸の回転を前記出力軸に伝達し、
前記歯車機構は、第1遊星歯車機構と第2遊星歯車機構とを含み、
前記第1遊星歯車機構は、互いに異なる第1回転要素、第2回転要素、及び、第3回転要素を含み、
前記第2遊星歯車機構は、互いに異なる第4回転要素、第5回転要素、及び、第6回転要素を含み、
前記エンジンは、前記入力軸を介して前記第1回転要素に接続することができ、
前記動力伝達部は、前記第2回転要素の駆動力を前記第4回転要素に伝達することができ、
前記回転軸固定部は、前記第3回転要素の回転軸と前記第5回転要素の回転軸とを一体で動作させることができ、
前記出力軸は、前記第6回転要素に接続され、
前記可変動力伝達部は、駆動力を入力する入力部と、入力した駆動力以下の駆動力を出力する出力部とを含み、
前記制御部は、
前記第1モータと前記第2モータの少なくとも一方のモータが異常であることを検出する異常検出部と、
少なくとも前記回転軸固定部により前記第3回転要素の回転軸と前記第5回転要素の回転軸とを一体で動作させることによって、前記少なくとも一方のモータを駆動しなくても前記エンジンの出力を前記出力軸まで伝達できるように前記動力伝達装置内の要素の接続関係を変更する接続変更部と、
前記エンジンの出力を適切な駆動力に変換して前記出力軸に伝達できるように、前記可変動力伝達部を制御する駆動力変換制御部と、
を含む、作業車両。 - 前記回転軸固定部は、
固定端と接続または切断することができるLクラッチと、
前記第3回転要素と前記第5回転要素とを接続または切断することができるHクラッチとを含む、
請求項1に記載の作業車両。 - 前記接続変更部は、前記Lクラッチと前記Hクラッチとを共に係合状態とする、請求項1に記載の作業車両。
- 前記可変動力伝達部は、FクラッチとRクラッチとのうちの一方である第1クラッチを含み、
前記Fクラッチは、前進の向きに前記走行装置を駆動させる前記歯車機構に接続され、
前記Rクラッチは、後進の向きに前記走行装置を駆動させる前記歯車機構に接続され、
前記駆動力変換制御部は、前記作業車両発進時に、前記第1クラッチのクラッチ圧を徐々に高めるように制御する、請求項3に記載の作業車両。 - 前記可変動力伝達部は、前記Hクラッチと前記Lクラッチとのうちの一方である第2クラッチを含み、
前記駆動力変換制御部は、前記作業車両発進時に、前記Hクラッチと前記Lクラッチとのうちの他方である第3クラッチを係合した後、前記第2クラッチのクラッチ圧を徐々に高めるように制御する、請求項3に記載の作業車両。 - 前記制御部は、前記接続変更部による動作または前記駆動力変換制御部による制御が行われる際には、前記エンジンの回転速度が所定の上限値を越えないように制御する、請求項1から5のいずれかに記載の作業車両。
- 少なくとも前記第2モータで発生するエネルギーを蓄え、前記エネルギーを少なくとも前記第2モータに出力可能なエネルギー貯留部をさらに備え、
前記可変動力伝達部は、FクラッチとRクラッチとのうちの一方である第1クラッチを含み、
前記Fクラッチは、前進の向きに前記走行装置を駆動させる前記歯車機構に接続され、
前記Rクラッチは、後進の向きに前記走行装置を駆動させる前記歯車機構に接続され、
前記第1モータが回転不能である異常を前記異常検出部が検出すると、
前記接続変更部は、少なくとも前記Lクラッチを解放状態とし、
前記駆動力変換制御部は、前記第1クラッチのクラッチ圧を高めるように制御し、前記第1クラッチが係合した後に前記第2モータでエネルギーを発生させ、発生されたエネルギーを前記エネルギー貯留部に蓄えさせる、
請求項2に記載の作業車両。 - 前記エネルギー貯留部が所定の第1量以上のエネルギーを貯留したときに、
前記接続変更部は、前記Lクラッチを解放状態とし、前記Hクラッチを係合状態とし、
前記駆動力変換制御部は、前記第1クラッチの係合を解除し、前記エネルギー貯留部に蓄えられたエネルギーを用いて前記第2モータを駆動し、前記出力軸を駆動する、
請求項7に記載の作業車両。 - 前記エネルギー貯留部が貯留するエネルギーが前記第1量より小さい所定の第2量を下回ったときに、
前記駆動力変換制御部は、前記第2モータの駆動を終了し、
前記接続変更部は、前記Hクラッチを解放状態とし、
前記駆動力変換制御部は、前記第1クラッチのクラッチ圧を高めるように制御し、前記第1クラッチが係合した後に前記エンジンの駆動力によって前記第2モータでエネルギーを発生させ、発生されたエネルギーを前記エネルギー貯留部に蓄えさせる、
請求項8に記載の作業車両。 - 前記駆動力変換制御部は、
前記エネルギー貯留部が貯留するエネルギーが前記第2量より小さい第3量より大きいとき、前記第1クラッチの入出力回転軸の回転を同期させるように前記エネルギー貯留部に蓄えられたエネルギーを用いて前記第2モータを回転させた後で、前記第1クラッチを係合させ、
前記エネルギー貯留部が貯留するエネルギーが前記第3量以下であるとき、前記第1クラッチのクラッチ圧を徐々に高めるように制御し、前記第1クラッチを係合させる、
請求項9に記載の作業車両。 - 作業車両の制御方法であって、
前記作業車両は、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作業機と、前記エンジンによって駆動される走行装置と、前記エンジンからの駆動力を前記走行装置に伝達する動力伝達装置とを備え、
前記動力伝達装置は、入力軸と、出力軸と、歯車機構と、第1モータと、第2モータと、回転軸固定部と、動力伝達部と、可変動力伝達部とを含み、
前記動力伝達装置では、前記第1モータまたは前記第2モータの回転速度が変化することによって、前記入力軸に対する前記出力軸の回転速度比が変化し、
前記歯車機構は、前記入力軸の回転を前記出力軸に伝達し、
前記歯車機構は、第1遊星歯車機構と第2遊星歯車機構とを含み、
前記第1遊星歯車機構は、互いに異なる第1回転要素、第2回転要素、及び、第3回転要素を含み、
前記第2遊星歯車機構は、互いに異なる第4回転要素、第5回転要素、及び、第6回転要素を含み、
前記エンジンは、前記入力軸を介して前記第1回転要素に接続することができ、
前記動力伝達部は、前記第2回転要素の駆動力を前記第4回転要素に伝達することができ、
前記回転軸固定部は、前記第3回転要素の回転軸と前記第5回転要素の回転軸とを一体で動作させることができ、
前記出力軸は、前記第6回転要素に接続され、
前記可変動力伝達部は、駆動力を入力する入力部と、入力した駆動力以下の駆動力を出力する出力部とを含み、
前記制御方法は、
前記作業車両が前記第1モータと前記第2モータの少なくとも一方のモータが異常であることを検出するステップと、
前記作業車両が少なくとも前記回転軸固定部により前記第3回転要素の回転軸と前記第5回転要素の回転軸とを一体で動作させることによって、前記少なくとも一方のモータを駆動しなくても前記エンジンの出力を前記出力軸まで伝達できるように前記動力伝達装置内の要素の接続関係を変更するステップと、
前記作業車両が前記エンジンの出力を適切な駆動力に変換して前記出力軸に伝達できるように、前記可変動力伝達部を制御するステップと、
を含む、
作業車両の制御方法。 - 前記回転軸固定部は、固定端と接続または切断することができるLクラッチと、前記第3回転要素と前記第5回転要素とを接続または切断することができるHクラッチとを含み、
前記接続関係を変更するステップにおいて、前記作業車両は、前記Lクラッチと前記Hクラッチとを共に係合状態とする、
請求項11に記載の作業車両の制御方法。 - 前記作業車両は、少なくとも前記第2モータで発生するエネルギーを蓄え、前記エネルギーを少なくとも前記第2モータに出力可能なエネルギー貯留部をさらに備え、
前記回転軸固定部は、固定端と接続または切断することができるLクラッチと、前記第3回転要素と前記第5回転要素とを接続または切断することができるHクラッチとを含み、
前記可変動力伝達部は、FクラッチとRクラッチとのうちの一方である第1クラッチを含み、
前記Fクラッチは、前進の向きに前記走行装置を駆動させる前記歯車機構に接続され、
前記Rクラッチは、後進の向きに前記走行装置を駆動させる前記歯車機構に接続され、 前記少なくとも一方のモータが異常であることを検出するステップにおいて、前記作業車両は、第1モータが回転不能である異常を前記作業車両が検出し、
前記接続関係を変更するステップにおいて、前記作業車両は、少なくとも前記Lクラッチを解放状態とし、
前記可変動力伝達部を制御するステップにおいて、前記作業車両は、前記第1クラッチのクラッチ圧を高めるように制御し、前記第1クラッチが係合した後に前記第2モータでエネルギーを発生させ、発生されたエネルギーを前記エネルギー貯留部に蓄えさせる、
請求項11に記載の作業車両の制御方法。 - 前記エネルギー貯留部が所定の第1量以上のエネルギーを貯留したときに、
前記接続関係を変更するステップにおいて、前記作業車両は、前記Lクラッチを解放状態とし、前記Hクラッチを係合状態とし、
前記可変動力伝達部を制御するステップにおいて、前記作業車両は、前記第1クラッチの係合を解除し、前記エネルギー貯留部に蓄えられたエネルギーを用いて前記第2モータを駆動し、前記出力軸を駆動する、
請求項13に記載の作業車両の制御方法。
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- 2015-01-19 WO PCT/JP2015/051260 patent/WO2015111549A1/ja active Application Filing
- 2015-01-19 US US14/905,377 patent/US9926686B2/en active Active
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DE102015215818A1 (de) * | 2015-08-19 | 2017-02-23 | Zf Friedrichshafen Ag | Antriebsstrang eines Mobilfahrzeugs |
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CN108263369A (zh) * | 2016-12-30 | 2018-07-10 | 比亚迪股份有限公司 | 一种车辆工作模式的控制方法和控制*** |
JP2018168666A (ja) * | 2017-03-30 | 2018-11-01 | 住友建機株式会社 | ショベル |
JP7042033B2 (ja) | 2017-03-30 | 2022-03-25 | 住友建機株式会社 | ショベル |
Also Published As
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JPWO2015111549A1 (ja) | 2017-03-23 |
US20160160470A1 (en) | 2016-06-09 |
CN105392654A (zh) | 2016-03-09 |
EP3012165A1 (en) | 2016-04-27 |
JP6514118B2 (ja) | 2019-05-15 |
EP3012165A4 (en) | 2017-04-26 |
US9926686B2 (en) | 2018-03-27 |
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