CN112384424A - 作业车辆 - Google Patents

作业车辆 Download PDF

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Publication number
CN112384424A
CN112384424A CN201980044470.9A CN201980044470A CN112384424A CN 112384424 A CN112384424 A CN 112384424A CN 201980044470 A CN201980044470 A CN 201980044470A CN 112384424 A CN112384424 A CN 112384424A
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Prior art keywords
power
target
motor
regenerative
hydraulic drive
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Granted
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CN201980044470.9A
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CN112384424B (zh
Inventor
歌代浩志
神谷昭范
伊藤德孝
大木孝利
关野聪
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Hitachi Construction Machinery Co Ltd
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Hitachi Construction Machinery Co Ltd
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    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
    • E02F9/2062—Control of propulsion units
    • E02F9/2075—Control of propulsion units of the hybrid type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/198—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with exhaust brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
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    • E—FIXED CONSTRUCTIONS
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    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2246—Control of prime movers, e.g. depending on the hydraulic load of work tools
    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供一种作业车辆，其能够可靠地得到行驶时所需的制动力且有效地利用制动时产生的再生动力。作业车辆对从电动机输出的再生动力以及驱动液压泵的目标液压驱动动力进行运算，在再生动力为目标液压驱动动力以下的情况下，将再生动力向作为马达进行动作的发电电动机供给而使其消耗，在再生动力比目标液压驱动动力大的情况下，使再生动力向作为马达进行动作的发电电动机供给，并且使排气制动器消耗与再生动力和目标液压驱动动力之差相当的动力。

Description

作业车辆
技术领域
本发明涉及能够进行挖掘等作业以及行驶的作业车辆，尤其涉及具备电动机作为行驶用致动器的作业车辆。
背景技术
近年来，在包括工程机械的作业车辆领域中，特别是以节能为目的而在行驶用致动器中采用电动机，并用了液压力和电力的所谓混合动力机的开发正在发展。例如在专利文献1中公开了如下技术：将轮式装载机的行驶驱动部进行电动化，回收在行驶制动时从电动机产生的再生电力，将该再生电力用于行驶、作业用致动器的驱动。
在这样的混合动力轮式装载机中，行驶用电动机的旋转轴通过在下坡行驶或行驶制动时经由传动轴作用的旋转力而旋转，行驶用电动机伴随该旋转而产生再生电力。并且，所产生的再生电力被充电至电池、电容器等蓄电装置。另外，在行驶用电动机产生再生电力时，产生抵抗旋转轴的旋转的力，该阻力作为针对行驶的制动而发挥作用。
现有技术文献
专利文献
专利文献1：国际公开第2014/175195号
发明内容
发明所要解决的课题
但是，越是产生大的制动力，所产生的再生电力也越大，因此为了应对该情况，需要非常大容量的蓄电装置。进而，在蓄电装置充满电的情况下，无法进一步充电，因此存在无法得到所需的制动力的课题。
本发明是鉴于上述实际情况而完成的，其目的在于提供一种技术，在采用电动机作为行驶用的致动器的作业车辆中，能够可靠地得到行驶时所需的制动力，且有效地利用制动时产生的再生动力。
用于解决课题的手段
为了实现上述目的，本发明提供一种作业车辆，其具备：发动机；发电电动机，其利用所述发动机的驱动力进行发电；电动机，其利用从所述发电电动机供给的电力进行驱动；驱动轮，其被传递所述电动机的驱动力而旋转；液压泵，其被传递所述发动机或作为马达而动作的所述发电电动机的驱动力而压送工作油；液压致动器，其从所述液压泵接受工作油的供给而进行动作；节流装置，其在所述发动机的排气管道中用于使排气制动器工作；以及控制装置，其对所述发电电动机以及节流装置的动作进行控制，其中，所述控制装置运算从所述电动机输出的再生动力以及驱动所述液压泵的目标液压驱动动力，在所述再生动力为所述目标液压驱动动力以下的情况下，将所述再生动力向作为马达进行动作的所述发电电动机供给而使其消耗，在所述再生动力比所述目标液压驱动动力大的情况下，将所述再生动力向作为马达进行动作的所述发电电动机供给，并且使所述排气制动器消耗与所述再生动力和所述目标液压驱动动力之差相当的动力。
发明效果
根据本发明，在采用电动机作为行驶用的致动器的作业车辆中，能够可靠地得到行驶时所需的制动力，并且能够有效地利用制动时产生的再生动力。另外，上述以外的课题、结构及效果通过以下的实施方式的说明而变得明确。
附图说明
图1是本实施方式的轮式装载机的侧视图。
图2是轮式装载机的硬件结构图。
图3是控制装置的功能框图。
图4是表示实际发动机转速与最大排气制动动力的对应关系的图。
图5是说明由轮式装载机进行的V式装载的说明图。
图6是表示轮式装载机的各作业中的发动机转速、液压驱动动力、目标液压驱动动力、目标排气制动器消耗动力、以及目标制动电阻器消耗动力的关系的图。
图7是表示由目标制动动力分配运算部进行的Etar_MG、Etar_exh、Etar_br的运算处理的流程图。
具体实施方式
以下，参照附图对本发明的轮式装载机100的各实施方式进行说明。需要说明的是，本说明书中的前后左右只要没有特别说明，以搭乘于轮式装载机100进行操作的操作员的视点为基准。另外，在本实施方式中，以下以电力作为动力进行说明。
图1是本实施方式的轮式装载机100的侧视图。轮式装载机100由具有提升臂101、铲斗102及左右一对前轮103等的前框架104、具有驾驶室105及左右一对后轮106等的后框架107构成。
前轮103及后轮106是由搭载于轮式装载机100的电动机14(参照图2)驱动的驱动轮。更详细而言，电动机14被供给通过发动机10的驱动力而由发电电动机11发出的电力而旋转。而且，电动机14的旋转驱动力由变速器(省略图示)变速，经由传动轴及加速器传递到前轮103及后轮106。
提升臂101通过提升臂缸108的伸缩而在上下方向上转动(俯仰运动)。铲斗102通过铲斗缸109的伸缩而在上下方向上转动(铲装或卸载)。提升臂101、铲斗102、提升臂缸108以及铲斗缸109构成前作业装置。
前框架104和后框架107通过中心销110以能够在左右方向转动的方式连结。另外，前框架104和后框架107通过左右一对转向缸111L、111R连接。转向缸111L、111R的前端与前框架104连接，后端在能够向左右方向转动的状态下与后框架107连接。
通过使一对转向缸111L、111R中的一方伸长，使另一方退缩，从而使前框架104以中心销110为中心相对于后框架107向左右方向弯曲。由此，前框架104与后框架107的相对的安装角度变化，车体弯曲而进行转向。即，该轮式装载机100是以中心销110为中心使前框架104与后框架107弯曲的铰接式。
在驾驶室105中形成有供操作轮式装载机100的操作员搭乘的内部空间。在驾驶室105的内部配置有供操作员落座的座椅(省略图示)和由坐在座椅上的操作员操作的操作装置。搭乘于驾驶室105的操作员对操作装置进行操作，由此轮式装载机100行驶，前作业装置进行动作。
操作装置接受操作轮式装载机100的操作员的操作。而且，操作装置将与操作人员的操作方向及操作量相应的操作信号输出至控制装置20(参照图2)。如图2所示，操作装置例如具备液压操作杆31、加速踏板32、制动踏板33以及FNR开关34。
液压操作杆31包括使转向缸111L、111R伸缩的转向杆、使提升臂缸108伸缩的臂操作杆、使铲斗缸109伸缩的铲斗操作杆。液压操作杆31将表示各杆的倒伏方向及倒伏量的杆信号作为操作信号而输出。
加速踏板32调整发动机10的转速。加速踏板32将加速器踩踏率Ratacc作为操作信号而输出。制动踏板33对前轮103及后轮106进行制动。制动踏板33将制动器踩踏率Ratbrk作为操作信号而输出。FNR开关34切换轮式装载机100的行进方向(前进、后退、空挡)。FNR开关34将表示前进、后退、空挡中的任一个的FNR信号作为操作信号而输出。
图2是轮式装载机100的硬件结构图。轮式装载机100主要具备发动机(ENG)10、发电电动机(M/G)11、逆变器(INV)12、13、电动机(M)14、转换器(CONV)15、电阻器(BR)16、工作油箱17、液压泵18、方向切换阀19、控制装置(M/C)20。
发动机10使化石燃料燃烧而产生驱动力。发动机10的转速由ECU10a控制。发动机10的实际转速(实际发动机转速ωEng)由转速传感器35检测。而且，转速传感器35将表示检测出的实际发动机转速ωEng的转速信号向控制装置20输出。
另外，在发动机10的排气管路上设置有节流装置10b。节流装置10b根据ECU10a的控制，使通过排气管路的废气的通过面积增减。利用该节流装置10b缩小废气的通过面积而使排气制动器工作，从而排气阻力成为负载，发动机10减速(转速降低)。
发电电动机11在与发动机10的输出轴相同轴上的旋转轴上安装有转子，在转子的外周配置有定子。发电电动机11通过传递发动机10的驱动力而使转子旋转，从而发出三相交流电力。
逆变器12将从发电电动机11输出的三相交流电力变换为直流电力，并输出到逆变器13。逆变器13将从逆变器12输出的直流电力变换为三相交流电力，并输出到电动机14。
电动机14从逆变器13接受三相交流电力的供给而产生驱动力，将产生的驱动力向传动轴输出。而且，驱动轮(前轮103及后轮106)通过电动机14的驱动力经由传动轴传递而旋转。由此，轮式装载机100行驶。
轮式装载机100的实际行驶速度(以下，表述为“车速Vact”。)由车速传感器36检测。而且，车速传感器36将表示检测出的车速Vact的车速信号向控制装置20输出。
另一方面，在对轮式装载机100进行制动时，电动机14作为电制动器而工作。并且，作为电制动器工作的电动机14产生再生电力(再生动力)，并输出到逆变器13。逆变器13将从电动机14输出的三相交流的再生电力转换为直流电力，并输出到逆变器12和转换器15。
逆变器12将从逆变器13输出的直流的再生电力变换为三相交流电力，并输出到发电电动机11。发电电动机11通过从逆变器12供给的三相交流电力而作为马达进行动作，驱动发动机10的输出轴(旋转轴)。即，电动机14产生的再生电力的一部分由发电电动机11转换为驱动力。
转换器15对从逆变器13供给的直流电力进行变压并输出到电阻器16。电阻器16是将通过转换器15供给的再生电力转换为热量的电阻元件。即，电动机14产生的再生电力的一部分由电阻器16消耗。
液压泵18是可变容量型的液压泵，与发动机10的输出轴连接。即，液压泵18被传递发动机10及作为马达而动作的发电电动机11的一方或双方的驱动力，将贮存于工作油箱17的工作油向方向切换阀19压送。从液压泵18压送的工作油的排出压力P由压力传感器37检测。并且，压力传感器37将表示检测出的排出压力P的压力信号向控制装置20输出。
方向切换阀19将从工作油箱17输出的工作油供给至提升臂缸108、铲斗缸109及转向缸111L、111R(以下，将它们总称表述为“液压致动器”。)。更详细而言，方向切换阀19根据液压操作杆31的操作方向及操作量，控制向液压致动器供给的工作油的供给方向及流量。
控制装置20控制轮式装载机100整体的动作。更详细而言，控制装置20基于从操作装置31～34输出的操作信号、从转速传感器35输出的转速信号、从车速传感器36输出的车速信号、从压力传感器37输出的压力信号，对ECU10a(即，发动机10以及节流装置10b)、逆变器12、13以及转换器15的动作进行控制。
控制装置20例如具备CPU(Central Processing Unit：中央处理单元)、ROM(ReadOnly Memory：只读存储器)以及RAM(Random Access Memory：随机存取存储器)。控制装置20通过CPU读出并执行保存在ROM中的程序代码，实现后述的各功能块。RAM用作CPU执行程序时的工作区域。
但是，控制装置20的具体结构并不限定于此，也可以通过ASIC(ApplicationSpecific Integrated Circuit，专用集成电路)、FPGA(Field-Programmable Gate Array，现场可编程门阵列)等硬件来实现。
图3是控制装置20的功能框图。控制装置20具备目标电机驱动动力运算部21、最大排气制动动力运算部22、目标液压驱动动力运算部23、目标制动动力分配运算部24以及目标发动机转速运算部25。
目标电机驱动动力运算部21基于从加速踏板32输出的加速器踩踏率Ratacc、从制动器踏板33输出的制动器踩踏率Ratbrk、从FNR开关34输出的FNR信号、以及从车速传感器36输出的车速Vact，运算目标制动动力Etar_brk。
目标制动动力Etar_brk表示在前轮103及后轮106被制动时电动机14产生的再生动力(再生电力)的大小。即，前轮103及后轮106的制动力越大，则目标制动动力Etar_brk成为越大的值。
轮式装载机100的当前的车速Vact与制动后的目标车速(目标行驶速度)Vtar的差越大，则目标制动动力Etar_brk成为越大的值。例如，目标车速Vtar由下述式1运算，目标制动动力Etar_brk由下述式2运算。式1的FNR是与FNR信号的值对应的变量，在前进时设定为1，在后退时设定为-1，在空挡时设定为0。另外，式1、2的C1、C2是预先确定的常数。
Vtar＝FNR·C1·(Ratacc-Ratbrk) ...(式1)
Etar_brk＝C2×(Vact-Vtar) ...(式2)
然后，目标电机驱动动力运算部21将运算出的目标制动动力Etar_brk通知给目标制动动力分配运算部24以及目标发动机转速运算部25。另外，目标电机驱动动力运算部21将指示与目标制动动力Etar_brk相当的电力(目标行驶马达再生动力)的输出的控制信号向逆变器13输出。
最大排气制动动力运算部22基于从转速传感器35输出的实际发动机转速ωEng来运算最大排气制动动力Emax_exh。最大排气制动动力Emax_exh表示将节流装置10b节流至最大时由排气制动器消耗的动力的大小。
图4是表示实际发动机转速ωEng与最大排气制动动力Emax_exh的对应关系的图。如图4所示，最大排气制动动力Emax_exh是实际发动机转速ωEng的函数。更详细而言，实际发动机转速ωEng越高，则最大排气制动动力Emax_exh成为越大的值，实际发动机转速ωEng越低，则最大排气制动动力Emax_exh成为越小的值。图4的对应关系通过实验或模拟而预先决定，并存储在存储装置(ROM、RAM)中。
最大排气制动动力运算部22例如基于存储于存储装置的对应关系，运算与当前的实际发动机转速ωEng对应的最大排气制动动力Emax_exh。并且，最大排气制动动力运算部22将运算出的最大排气制动动力Emax_exh通知给目标制动动力分配运算部24。
目标液压驱动动力运算部23基于从液压操作杆31输出的杆信号、从转速传感器35输出的实际发动机转速ωEng、以及从压力传感器37输出的压力信号，运算目标液压驱动动力Ehyd。并且，目标液压驱动动力运算部23将运算出的目标液压驱动动力Ehyd通知给目标制动动力分配运算部24以及目标发动机转速运算部25。
目标液压驱动动力Ehyd表示驱动液压泵18的动力的大小。具体而言，根据从液压操作杆31输出的杆信号和从转速传感器35输出的实际发动机转速ωEng求出液压泵18的目标流量。之后，将对从压力传感器37输出的压力信号乘以目标流量而得到的值作为目标液压驱动动力Ehyd而导出。
即，液压操作杆31的倒伏量越大，目标液压驱动动力Ehyd越大，实际发动机转速ωEng越高，目标液压驱动动力Ehyd越大，从液压泵18输出的工作油的压力越高，则目标液压驱动动力Ehyd越大。
例如，目标液压驱动动力Ehyd由下述式3运算。式3的η是液压泵18的泵效率，是预先确定的常数。另外，式3的Q是来自液压泵18的工作油的排出流量，根据由杆信号表示的液压操作杆31的操作量以及实际发动机转速ωEng而变化。并且，式3的i是在轮式装载机100搭载有多个液压泵的情况下表示各液压泵的索引。
Ehyd＝∑(ηi·Pi·Qi)/60 ...(式3)
目标制动动力分配运算部24基于由目标电机驱动动力运算部21运算出的目标制动动力Etar_brk、由最大排气制动动力运算部22运算出的最大排气制动动力Emax_exh、由目标液压驱动动力运算部23运算出的目标液压驱动动力Ehyd，运算目标发电机动力运行动力Etar_MG、目标排气制动消耗动力Etar_exh、目标制动电阻器消耗动力Etar_br。参照图7在后面叙述目标制动动力分配运算部24的具体的处理。
目标发电机动力运行动力Etar_MG表示为了根据液压操作杆31的操作量使液压致动器动作，而应向发电电动机11供给的动力(再生电力)的大小。并且，目标制动动力分配运算部24将指示与运算出的目标发电机动力运行动力Etar_MG相当的电力的输出的控制信号向逆变器12输出。
目标排气制动器消耗动力Etar_exh表示使排气制动器消耗的动力(驱动力)的大小。并且，目标制动动力分配运算部24将使运算出的目标排气制动消耗动力Etar_exh消耗于排气制动器的控制信号向ECU10a输出。
目标制动电阻器消耗动力Etar_br表示应消耗于电阻器16的动力(再生电力)的大小。即，目标制动电阻器消耗动力Etar_br表示目标制动动力Etar_brk中的、电阻器16应该转换为热量的动力的大小。并且，目标制动动力分配运算部24将指示与运算出的目标制动电阻器消耗动力Etar_br相当的电力的输出的控制信号向转换器15输出。
目标发动机转速运算部25基于由目标液压驱动动力运算部23运算出的目标液压驱动动力Ehyd和从转速传感器35输出的实际发动机转速ωEng来运算目标发动机转速。目标发动机转速是发动机10的转速的目标值。并且，目标发动机转速运算部25将以运算出的目标发动机转速使发动机10旋转的控制信号向ECU10a输出。参照图7在后面叙述目标发动机转速运算部25的具体的处理。
接着，对作为轮式装载机100进行挖掘作业及装载作业时的方法之一的V式装载进行说明。图5是说明由轮式装载机100进行的V式装载的说明图。图6是表示轮式装载机100的各作业中的发动机转速、液压驱动动力、目标液压驱动动力Ehyd、目标排气制动消耗动力Etar_exh以及目标制动电阻器消耗动力Etar_br的关系的图。
首先，轮式装载机100朝向作为作业对象物的地表A前进(图5所示的箭头X1)，使铲斗102以插入到地表A的状态倾斜，由此进行挖掘作业。此时，操作员进行一边增大轮式装载机100的驱动一边使铲斗102倾斜的复合操作。此时，不产生制动力。
接着，当挖掘作业结束时，轮式装载机100在将挖掘出的砂土、矿物等货物装载于铲斗102的状态下后退。在后退了充分的距离后，操作员进行从后退向前进的方向切换(图5所示的箭头X2)。此时，操作员进行不使铲斗102动作，而使轮式装载机100减速的单独操作。因此，如图6的“V字挖掘时(不使用液压)”那样，发动机转速、液压驱动动力及目标液压驱动动力Ehyd降低，目标排气制动消耗动力Etar_exh变高，存在目标制动电阻器消耗动力Etar_br变低的倾向。
接着，轮式装载机100朝向自卸车B前进(图5所示的箭头Y1)，在自卸车B的近前(虚线的轮式装载机100的位置)停止，卸载铲斗102内的砂土。此时，操作员进行一边使轮式装载机100减速一边将铲斗卸载的复合操作，因此呈现图6的“V字挖掘时(使用液压)”的倾向。因此，如图6的“V字挖掘时(使用液压)”那样，发动机转速、液压驱动动力及目标液压驱动动力Ehyd变高，存在目标排气制动消耗动力Etar_exh及目标制动电阻器消耗动力Etar_br变低的倾向。
接着，轮式装载机100在向自卸车B的装载作业结束时，在铲斗102内未堆积货物的状态下后退。在后退了充分的距离后，操作员进行从后退向前进的方向切换(图5所示的箭头Y2)。此时，操作员进行不使铲斗102动作而使轮式装载机100减速的单独操作，因此呈现图6的“V字挖掘时(不使用液压)”的倾向。而且，轮式装载机100在地表A与自卸车B之间以V字形状往复行驶，进行挖掘作业及装载作业。
另外，轮式装载机100根据作业现场的环境，有时会在长的斜面上行驶。此时，操作员不使铲斗102动作，缓慢地制动前轮103及后轮106，控制轮式装载机100的速度。因此，如图6的“下坡时”那样，发动机转速变高，液压驱动动力及目标液压驱动动力Ehyd变低，存在目标排气制动消耗动力Etar_exh及目标制动电阻器消耗动力Etar_br变高的倾向。
接着，参照图7，对上述轮式装载机100的各动作时的控制装置20的处理进行说明。图7是表示由目标制动动力分配运算部24进行的Etar_MG、Etar_exh、Etar_br的运算处理的流程图。目标制动动力分配运算部24以预定的时间间隔反复执行图7所示的处理。
首先，目标制动动力分配运算部24将由目标电机驱动动力运算部21运算出的目标制动动力Etar_brk与由目标液压驱动动力运算部23运算出的目标液压驱动动力Ehyd进行比较(S1)。
在此，目标制动动力Etar_brk为目标液压驱动动力Ehyd以下的情况是指，例如，如进行前述的复合操作的情况那样，应向液压泵18传递的动力大，仅通过目标液压驱动动力Ehyd就能提供目标制动动力Etar_brk的情况。
因此，目标制动动力分配运算部24在判定为Etar_brk≤Ehyd的情况下(S1：否)，设定为目标发电机动力运行动力Etar_MG＝Etar_brk、目标排气制动消耗动力Etar_exh＝0、目标制动电阻器消耗动力Etar_br＝0，向ECU10a、逆变器12及转换器15输出控制信号(S2)。即，控制装置20在再生动力为目标液压驱动动力Ehyd以下的情况下，将再生动力向作为马达进行动作的发电电动机11供给而使其消耗。由此，在步骤S2中，电动机14产生的再生动力全部被供给至发电电动机11，转换为向液压泵18的驱动力。
另一方面，目标制动动力Etar_brk比目标液压驱动动力Ehyd大的情况是向液压泵18传递的动力小，能够仅利用再生动力来提供目标液压驱动动力Ehyd的情况。因此，目标制动动力分配运算部24在判定为Etar_brk＞Ehyd的情况下(S1：是)，将目标制动动力Etar_brk和目标液压驱动动力Ehyd之差与最大排气制动动力Emax_exh进行比较(S3)。
目标制动动力Etar_brk和目标液压驱动动力Ehyd之差为从再生动力消耗了目标液压驱动动力Ehyd后剩余的动力(以下，表述为“剩余再生动力”。)。并且，剩余再生动力在最大排气制动动力Emax_exh以下的情况是指例如如进行前述的单独操作的情况那样剩余再生动力较小，因此能够利用排气制动器消耗全部剩余再生动力的情况。
因此，目标制动动力分配运算部24在判定为Etar_brk＞Ehyd(S1：是)且(Etar_brk-Ehyd)≤Emax_exh的情况下(S3：否)，设定为目标发电机动力运行动力Etar_MG＝Etar_brk、目标排气制动消耗动力Etar_exh＝Etar_brk-Ehyd、目标制动电阻器消耗动力Etar_br＝0，向ECU10a、逆变器12及转换器15输出控制信号(S4)。即，控制装置20在再生动力大于目标液压驱动动力Ehyd且再生动力和目标液压驱动动力Ehyd之差为最大排气制动动力Emax_exh以下的情况下，将再生动力向作为马达进行动作的发电电动机11供给，并且使排气制动器消耗与再生动力和目标液压驱动动力Ehyd之差相当的动力。
即，在步骤S4中，电动机14产生的再生动力全部被供给至发电电动机11，转换为向液压泵18的驱动力，并且剩余再生动力被排气制动器消耗。换言之，节流装置10b工作，发动机10的目标排气制动消耗动力Etar_exh变大，向发电电动机11供给的再生动力能够被发动机10及液压泵18消耗。
另一方面，剩余再生动力比最大排气制动动力Emax_exh大的情况是指，例如，如在较长的坡道上下坡的情况那样，持续产生大的再生动力而无法利用排气制动器消耗完全部的剩余再生动力的情况。
因此，目标制动动力分配运算部24在判定为Etar_brk＞Ehyd(S1：是)且(Etar_brk-Ehyd)＞Emax_exh的情况下(S3：是)，设定为目标发电机动力运行动力Etar_MG＝Emax_exh+Ehyd、目标排气制动器消耗动力Etar_exh＝Emax_exh、目标制动电阻器消耗动力Etar_br＝Etar_brk-Etar_MG，向ECU10a、逆变器12及转换器15输出控制信号(S5)。即，控制装置20在再生动力和目标液压驱动动力Ehyd之差大于最大排气制动动力Emax_exh的情况下，将与最大排气制动动力Emax_exh和目标液压驱动动力Ehyd之和相当的目标发电机动力运行动力Etar_MG供给至作为马达而动作的发电电动机11，并且使排气制动器消耗最大排气制动动力Emax_exh，进而，使电阻器16消耗相当于再生动力和目标发电机动力运行动力Etar_MG之差的动力。
根据上述实施方式，在步骤S2中，将全部再生动力转换为向液压泵18传递的驱动力。这样，通过利用再生动力提供复合操作时所需要的驱动力的一部分，能够有效利用再生动力，并且能够提高发动机10的燃料消耗率。
另外，根据上述实施方式，在步骤S4中，将全部再生动力变换为向液压泵18传递的驱动力，通过与剩余再生动力相当的量使发动机10的节流装置10b工作。这样，用再生动力置换由发动机10供应的液压泵18的驱动力的一部分，由此能够有效地利用再生动力，并且提高发动机10的燃料消耗率。
另外，根据上述实施方式，在步骤S5中，仅通过排气制动器也不能完全消耗的剩余再生动力通过电阻器16被转换为热。这样，通过将无助于轮式装载机100的动作的再生动力的消耗(向热的转换)设为最小限度，能够实现顾及到环境的轮式装载机100。
并且，根据上述实施方式，由于将由电动机14产生的再生动力全部用完了，因此能够避免蓄电装置被充满电而无法得到所需的制动力的情况。即，能够可靠地得到轮式装载机100的行驶时所需的制动力。
另外，上述的复合操作以及单独操作与步骤S2、S4、S5的处理的对应关系是一个例子，并不限定于此。另外，作业车辆的具体例并不限定于轮式装载机100，也可以是液压挖掘机、自卸卡车、机动平地机等。针对上述实施方式，作为追加的装置而考虑的装置包括作为能够积极地调整在未喷射燃料时使发动机10的输出轴旋转的转矩(以下，标记为“发动机10的运动转矩”。)的装置的排气制动器、节气门、可变涡轮的节流装置等。另外，即使没有这些装置，也能够计算发动机运动驱动动力。在该情况下，与上述的发动机10的运动转矩对应的目标驱动动力始终与恒定值、即与最大的发动机10的运动转矩对应的驱动动力一致。
上述实施方式是用于说明本发明的示例，并不是将本发明的范围仅限定于这些实施方式的意思。本领域技术人员可以在不脱离本发明的主旨的情况下以其他各种方式实施本发明。
符号说明
10发动机；10a ECU；10b节流装置；11发电电动机；12，13逆变器；14电动机；15转换器；16电阻器；17工作油箱；18液压泵；19方向控制阀；20控制装置；21目标电机驱动动力运算部；22最大排气制动动力运算部；23目标液压驱动动力运算部；24目标制动动力分配运算部；25目标发动机转速运算部；100轮式装载机；101提升臂；102铲斗；103前轮；104前框架；105驾驶室；106后轮；107后框架；108提升臂缸；109铲斗缸；110中心销；111L，111R转向缸。

Claims (5)

1.一种作业车辆，具备：发动机；发电电动机，其利用所述发动机的驱动力进行发电；电动机，其利用从所述发电电动机供给的电力进行驱动；驱动轮，其被传递所述电动机的驱动力来旋转；液压泵，其被传递所述发动机或作为马达而动作的所述发电电动机的驱动力来压送工作油；液压致动器，其从所述液压泵接受工作油的供给来进行动作；节流装置，其在所述发动机的排气管道中用于使排气制动器工作；以及控制装置，其对所述发电电动机以及节流装置的动作进行控制，其特征在于，
所述控制装置运算从所述电动机输出的再生动力以及驱动所述液压泵的目标液压驱动动力，
在所述再生动力为所述目标液压驱动动力以下的情况下，将所述再生动力向作为马达进行动作的所述发电电动机供给而使其消耗，
在所述再生动力大于所述目标液压驱动动力的情况下，将所述再生动力向作为马达进行动作的所述发电电动机供给，并且使所述排气制动器消耗与所述再生动力和所述目标液压驱动动力之差相当的动力。
2.根据权利要求1所述的作业车辆，其特征在于，
该作业车辆具备将所述再生动力转换为热量的电阻器，
所述控制装置运算将所述节流装置节流到最大时由所述排气制动器消耗的最大排气制动动力，
在所述再生动力大于所述目标液压驱动动力且所述再生动力和所述目标液压驱动动力之差为所述最大排气制动动力以下的情况下，将所述再生动力向作为马达进行动作的所述发电电动机供给，并且使所述排气制动器消耗与所述再生动力和所述目标液压驱动动力之差相当的动力，
当所述再生动力和所述目标液压驱动动力之差大于所述最大排气制动动力时，将与所述最大排气制动动力与所述目标液压驱动动力之和相当的目标发电机动力运行动力向作为马达进行动作的所述发电电动机供给，并且使所述排气制动器消耗所述最大排气制动动力，
进而，使所述电阻器消耗与所述再生动力和所述目标发电机动力运行动力之差相当的动力。
3.根据权利要求1所述的作业车辆，其特征在于，
所述控制装置基于所述作业车辆的实际行驶速度和根据加速踏板的踩踏率、制动踏板的踩踏率以及所述作业车辆的行进方向确定的目标行驶速度，运算所述再生动力。
4.根据权利要求1所述的作业车辆，其特征在于，
所述控制装置基于所述液压泵的当前的排出压力及排出流量来运算所述目标液压驱动动力。
5.根据权利要求2所述的作业车辆，其特征在于，
所述控制装置基于所述发动机的当前的转速来运算所述最大排气制动动力。
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