JP2007153126A - Running type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a running type vehicle wherein a small-sized electric motor having a small output is mounted to serve for cornering and the working efficiency while energy saving is well established. <P>SOLUTION: In case the operator turns a cornering lever to the maximum, i.e. when a maximum turning amount of the cornering lever is entered, changing-over into the mild cornering mode is made because the vehicle speed is high during the non-snow removal operation, and an electric motor for cornering is controlled so that the inner axle has the same rotating direction as and a lower revolving speed than the outer axle in cornering (mild cornering). On the other hand, changing-over into the steep cornering mode is made because the vehicle speed is low during the snow removing operation, and controlling the electric motor for cornering is performed so that the inner axle is stopped rotating or making reverse rotation relative to the outer axle in cornering (steep cornering). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a traveling vehicle that transmits a differential output between an output of a drive source and an output of an electric motor to a traveling device.

Traveling vehicles such as snowblowers, lawn mowers, tractors, and combiners distribute and transmit the output of a drive source such as an internal combustion engine to a pair of left and right traveling devices and work implements, so that travel and work are performed simultaneously. It is configured to execute individually or individually.
The traveling vehicle includes a turning operation unit that is operated by an operator when the traveling vehicle is turned. The traveling vehicle turns right or left according to the operation direction of the turning operation unit, and has a large turning radius (for example, the rotation angle of the steering wheel, the tilting angle of the turning lever) according to the operation amount of the turning operation unit. It turns with a slow turning speed) or a small turning radius (fast turning speed).

For this purpose, the traveling vehicle is provided with a pair of left and right electric motors for turning, and transmits the differential output between the output of the electric motor and the output of the drive source to each of the traveling devices, and the axle that should be inside when turning The vehicle is turned by changing the rotation mode of the axle (hereinafter referred to as the inner axle) and the rotation mode of the axle (hereinafter referred to as the outer axle) that should be outside when turning.
Specifically, by controlling the output of each electric motor according to the operation direction and operation amount of the turning operation unit, the inner axle is stopped or reversely rotated while the outer axle is rotated, or the outer axle is rotated. The rotational speed of the inner axle is made lower than the rotational speed of the outer axle while rotating in the same direction as the direction (see Patent Document 1).

In order to quickly turn with a small turning radius, when the operation amount of the turning operation unit is the maximum operation amount, conventionally, the outer axle is rotated and the inner axle is stopped or reversely rotated.
JP 2005-199755 A

However, especially when the vehicle speed is high, that is, when the axle is rotating at a high rotational speed, it is necessary to provide a high-output electric motor to stop or reversely rotate the rotating inner axle. An expensive large electric motor was installed.
On the other hand, when the vehicle speed is low, that is, when the axle is rotating at a low rotational speed, a large output of the electric motor is not required to stop or reversely rotate the rotating inner axle. In addition, when the vehicle speed is high, it is dangerous to make a sharp turn. In other words, the traveling vehicle may have excessive performance by including a high-output electric motor.

  The present invention has been made in view of such circumstances, and its main purpose is to obtain the same rotational direction as the rotational direction of the outer axle from the rotational speed of the outer axle even when the maximum operation amount is received from the turning operation unit. An object of the present invention is to provide a traveling type vehicle that can be mounted with a small electric motor with a small output by controlling the output of the electric motor so that the inner axle rotates at a low rotational speed.

  Another object of the present invention is that when the maximum amount of operation is received from the turning operation unit when not working, the inner axle is rotated in the same rotational direction as the outer axle at a rotational speed smaller than the rotational speed of the outer axle. It is an object of the present invention to provide a traveling vehicle that can turn slowly by increasing the turning radius when the vehicle speed is generally high by controlling the output of the electric motor to rotate.

  Another object of the present invention is that when the vehicle speed is high, when the vehicle speed is high, the inner axle is stopped when the maximum operation amount is received, and when the vehicle speed is low, the inner axle is rotated reversely when the maximum operation amount is received. In addition, it is an object of the present invention to provide a traveling vehicle capable of improving work efficiency without providing a large electric motor with a large output by controlling the output of the electric motor.

  Still another object of the present invention is to provide a traveling vehicle capable of improving traveling efficiency and working efficiency by adjusting a vehicle speed steplessly by including a hydrostatic continuously variable transmission.

  The travel type vehicle according to the first invention corresponds to each of the pair of travel devices each having an axle, an electric motor, and the travel device, and outputs a drive source output and a differential output of the electric motor output to the travel device. In the traveling type vehicle, the control unit includes a pair of differential mechanisms that transmit to the vehicle, a turning operation unit, and a control unit that receives an operation direction and an operation amount from the turning operation unit and controls an output of the electric motor. Even when the maximum operation amount is received, the turning operation unit is configured so that the rotation speed of the axle that should be inside when turning is smaller than the rotation speed of the axle that should be outside when turning and the rotation direction is the same. It has an output control means for controlling the output of the electric motor based on the received operation amount.

  A traveling type vehicle according to a second aspect of the present invention includes a work machine and a clutch for connecting / disengaging a driving force from the drive source to the work machine, and the control unit is configured to A means for determining whether or not to operate the work machine is provided, and when it is determined not to operate the work machine, the output control means is executed.

  A travel type vehicle according to a third aspect of the present invention includes a vehicle speed operation unit for inputting a vehicle speed instruction, and the control unit determines whether or not the vehicle speed input from the vehicle speed operation unit is equal to or higher than a predetermined vehicle speed. And when it is determined that the working machine is to be operated, when it is determined that the vehicle speed is equal to or higher than the predetermined vehicle speed, when the maximum operation amount is received, the rotation of the axle that should be inside when turning is approximately The means for controlling the output of the electric motor based on the operation amount received from the turning operation unit to stop and the turning when the maximum operation amount is received when it is determined that the vehicle speed is less than the predetermined vehicle speed. Means for controlling the output of the electric motor based on the operation amount received from the turning operation unit so that the axle that should sometimes be inside rotates in the opposite direction of the axle that should be outside when turning. And features.

  A traveling vehicle according to a fourth aspect of the present invention includes a hydrostatic continuously variable transmission that shifts the output of the drive source and transmits the output to the differential mechanism.

In the first invention, the control unit controls the output of the electric motor based on the operation direction and the operation amount received from the turning operation unit, but even when the operation amount of the turning operation unit is the maximum operation amount, The control unit increases or decreases the output of the electric motor so that the rotation speed of the inner axle (inner axle) when turning is smaller than the rotation speed of the outer axle (outer axle) when turning and the rotation direction is the same. To do.
When the operator inputs the maximum operation amount corresponding to right turn or left turn to the turning operation unit, the output of the drive source and the output of the electric motor are transmitted to the differential mechanism, and the output of the differential mechanism is transmitted to the traveling device. Is transmitted to.
At this time, the inner axle rotates in the same rotational direction as the outer axle of the traveling device at a rotational speed smaller than the rotational speed of the outer axle, and the traveling vehicle slowly turns right or left with a large turning radius. (Hereinafter referred to as slow turning).

  Specifically, with respect to the left and right axles rotating at substantially the same rotational speed, the rotational speed of the outer axle is held (or increased) and the rotational speed of the inner axle is decreased or the rotational speed of the outer axle is increased. To reduce the inner axle speed further, increase the inner axle speed, further increase the outer axle speed, or increase the outer axle speed to increase the inner axle speed. Keep the number of revolutions.

  In the second aspect of the invention, for example, when the work machine is provided with a work machine for snow removal and the work machine is not operated as in the case of running on a street without snow removal work, there is no resistance due to snow removal. It is thought that it will run at a higher speed than during snow removal. At this time, even when the operation amount of the turning operation unit is the maximum operation amount, the control unit increases or decreases the output of the electric motor so that the rotation speed of the inner axle is smaller than the rotation speed of the outer axle and the rotation direction is the same. By doing so, the traveling vehicle turns slowly.

  In the third invention, for example, when the work machine is operated and the input from the vehicle speed operation unit is equal to or higher than the predetermined vehicle speed, such as when traveling at high speed during snow removal work, resistance due to snow removal is applied to the traveling vehicle. For this reason, it is considered that the traveling vehicle travels at a lower speed than during non-snow removal while performing snow removal work. At this time, when the operation amount of the turning operation unit is the maximum operation amount, the control unit increases or decreases the output of the electric motor so as to stop the rotation of the inner axle while rotating the outer axle, so that the traveling vehicle Turn right or left (hereinafter referred to as sudden turning) rapidly with a small turning radius.

  In addition, for example, when the work machine is operated and the input from the vehicle speed operation unit is less than the predetermined vehicle speed, such as when traveling at low speed during snow removal work, the traveling vehicle travels at a very low speed while performing snow removal work. I think that. At this time, when the operation amount of the turning operation unit is the maximum operation amount, the control unit increases or decreases the output of the electric motor so as to reversely rotate the inner axle while rotating the outer axle, so that the traveling vehicle Turns more rapidly.

  In the fourth invention, for example, a hydrostatic continuously variable transmission (HST) shifts the output of the drive source and transmits it to the differential mechanism in accordance with the vehicle speed input from the vehicle speed operation unit. The output of the drive source and the output of the electric motor through the hydrostatic continuously variable transmission, or the output of the drive source through the hydrostatic continuously variable transmission with the output of the electric motor as the rotation speed “0” Then, change the vehicle speed of the worker.

In the traveling vehicle according to the first aspect of the invention, the rotational speed is reduced from the rotational speed of the outer axle while keeping the rotational direction the same without stopping and rotating the rotating inner axle. For this reason, the traveling vehicle only needs to be provided with a small output electric motor, and an inexpensive small electric motor can be mounted to reduce the cost and reduce the size and weight.
In addition, since the output of the electric motor is small, the power consumption of the electric motor is small and energy is saved.

In the case of the traveling type vehicle of the second invention, when the work machine is not operated, that is, when the working type vehicle is not in operation, the traveling type vehicle makes a gentle turn, so the operator must intentionally operate the turning operation unit for the gentle turning. There is no. That is, the turning mode can be automatically switched to the slow turning mode during non-working. As a result, it is possible to prevent accidents, breakdowns, etc. from occurring by making a sharp turn during high-speed traveling.
In addition, the sudden turning that is performed when working in a confined place is unnecessary during non-working, so that it is possible to prevent the electric motor from generating a large output and consuming unnecessary energy.

In the case of the traveling vehicle according to the third aspect of the invention, the traveling vehicle turns sharply when the work implement is operated, that is, during the work. That is, the turning mode can be automatically switched to the sudden turning mode during work. As a result, for example, when working in a confined place, it is possible to perform a sudden turn according to the operation of the turning operation unit by the operator, so that work efficiency can be improved.
In addition, it is necessary to rotate the reverse of the inner axle more than stopping the inner axle, but a higher output electric motor is required. However, since the reverse rotation is performed at a low speed, that is, when the inner axle has a low rotation speed, the required output of the electric motor is reduced. Can be made. As a result, it is not necessary to provide a large electric motor with a large output.

  In the case of the traveling type vehicle according to the fourth aspect of the invention, the hydrostatic continuously variable transmission performs a shift and does not use an electric motor for the shift or uses it supplementarily. The running efficiency and work efficiency can be improved by adjusting in stages. In addition, smooth turning and high output transmission efficiency can be obtained by HST.

  Hereinafter, the present invention will be described in detail with reference to the drawings illustrating embodiments thereof.

FIG. 1 is a side view showing a configuration of a traveling vehicle 1 according to the present invention. FIG. 2 is a block diagram showing the configuration of the power transmission mechanism 6 of the traveling system of the traveling vehicle 1, and FIG. 3 is a schematic explanatory view of the same.
As shown in FIG. 1, the traveling vehicle 1 is a walk-behind snowplow.
The traveling vehicle 1 includes a snow removal unit 2 that is a working machine for removing snow, a driving unit 3 that drives the traveling vehicle 1, traveling devices 4L and 4R that are a pair of left and right crawler traveling devices, and an operator traveling vehicle 1 is provided, which is supported by a body frame 11. Below, L is attached to the code | symbol end of the left side component of the traveling type vehicle 1, and R is attached to the code | symbol end of the right side component.

A snow removal unit 2 is disposed at the front of the body frame 11, a drive unit 3 is disposed at the top of the body frame 11, travel devices 4L and 4R are disposed at the bottom of the body frame 11, and an operation unit 5 is disposed at the upper rear of the body frame 11. .
Further, a gear case that houses a power transmission mechanism 6 of a traveling system as shown in FIGS. 2 and 3 is provided in the body frame 11.

The snow removal unit 2 travels the snow agitated by the scraping auger 21 for scraping the snow in front of the traveling vehicle 1 into the snow removal unit 2, the auger housing 22 surrounding the scraping auger 21, and the scraping auger 21. A blower 24 for discharging to the side of the type vehicle 1, a blower housing 23 for housing the blower 24, and a shooter 25 that is a snow discharge pipe are provided. By operating such a snow removal unit 2, snow in front of the traveling vehicle 1 is scraped and discharged to the side of the traveling vehicle 1, and snow on the traveling route of the traveling vehicle 1 is removed.
The take-in auger 21 and the blower 24 are driven using the output of the engine 31 provided in the drive unit 3.

  The drive unit 3 includes an internal combustion engine 31 as a drive source, and further includes a generator 32 that generates electric power using the output of the engine 31, a battery 33 fixed to the body frame 11, and a pair of left and right electric motors. A power transmission mechanism 6 having 61L and 61R is provided (FIGS. 2 and 3). The engine 31 has a higher output than, for example, the electric motors 61L and 61R each having a voltage of 12V (or 24V), has a large traction force during driving and a driving force of the snow removal unit 2, and can perform highly efficient driving and work. is there.

The power generated by the generator 32 is transmitted to the control unit 30 and the drive circuits (inverters) 36L and 36R of the electric motors 61L and 61R. The drive circuits 36L and 36R are connected to the control unit 30, and the control unit 30 outputs the electric motor control signal to the drive circuits 36L and 36R, thereby outputting the electric motors 61L and 61R (specifically, the rotational speed). To control. Here, the electric motor control signal is given in advance to the control unit 30 in association with the rotational speeds of the electric motors 61L and 61R.
The electric power generated by the generator 32 is also transmitted to electric devices (not shown) other than the control unit 30 and the drive circuits 36L and 36R, and the surplus electric power is charged in the battery 33, and the electric motors 61L and 61R are charged from the battery 33 as necessary. Is transmitted to.

That is, the drive unit 3 transmits the direct output from the engine 31 and the output from the electric motors 61L and 61R driven by the power generated by the generator 32 to each unit. The snow removal unit 2 is driven by a direct output of the engine 31, and the traveling devices 4L and 4R are driven by a differential output between the direct output of the engine 31 and the outputs of the electric motors 61L and 61R (indirect output of the engine 31). The
Hereinafter, of the actual output from the output of the engine 31, the remaining power excluding the load caused by the power generation by the generator 32 is referred to as the engine output.

  The traveling device 4L (4R) includes an endless crawler belt 43L (43R), a drive sprocket 41L (41R) and a driven sprocket 42L (42R) around which the crawler belt 43L (43R) is wound, respectively, in the horizontal direction. And a driven axle 44 (hereinafter simply referred to as an axle) 45L (45R) and a driven axle 44.

An axle 45L (45R) is rotatably supported from the body frame 11 incorporating the gear case and protrudes to the left (right), and a drive sprocket 41L (41R) is fitted and fixed to the axle 45L (45R). ing. A driven axle 44 is rotatably supported from the rear of the axle 45L (45R) of the fuselage frame 11 and protrudes to the left (right), and the driven sprocket 42L (42R) is fitted and fixed to the driven axle 44. ing.
The axle 45L (45R) rotates individually by transmitting the differential output, and the traveling device 4L (4R) is driven to rotate by the rotation of the axle 45L (45R).

  As shown in FIGS. 2 and 3, the traveling vehicle 1 is configured to be able to travel using two types of power in the drive unit 3, that is, the engine output and the outputs of the electric motors 61 </ b> L and 61 </ b> R. A power transmission mechanism 6 is provided as a mechanism for transmitting these two types of power to the traveling devices 4L and 4R. By adjusting the rotational speed (vehicle speed) of each of the traveling devices 4L and 4R, the traveling vehicle 1 goes straight (forward or reverse) and smoothly turns (turns right or turns left).

The power transmission mechanism 6 is configured to transmit a differential output between the engine output and the outputs of the electric motors 61L and 61R to the left and right axles 45L and 45R. When the differential outputs transmitted to the axles 45L and 45R are different, the traveling vehicle 1 turns, and when the differential outputs are the same, the traveling vehicle 1 goes straight.
Here, the differential output is obtained by outputting the difference or sum of the engine output and the outputs of the electric motors 61L and 61R as one motion.

The power transmission mechanism 6 is provided with a pair of left and right differential mechanisms 62L and 62R that are planetary differential mechanisms. The planetary differential mechanism has three elements: a sun gear, a planet carrier, and a ring gear. Of these three elements, two elements are input elements, and one element is an output element. The differential output of the side element is transmitted to one output side element.
Specifically, the differential mechanism 62L (62R) on the left (right) side of the travel type vehicle 1 sets the differential output between the engine output and the output of the left (right) electric motor 61L (61R) to the left (right). Is transmitted to the side axle 45L (45R).

Hereinafter, the differential mechanism 62L and the traveling device 4L on the left side of the traveling vehicle 1 of the power transmission mechanism 6 will be mainly described as an example. However, the differential mechanism 62R and the traveling device 4R on the right side of the traveling vehicle 1 have the same configuration. , Have action and effect.
The two input side elements in the differential mechanism 62L are a sun gear 82L and a ring gear 85L in which gear portions are formed on the inner peripheral surface and the outer peripheral surface, respectively, and which can rotate. The engine output shaft 31a is connected to the sun gear 82L so that power can be transmitted, and the electric motor output shaft 611L of the electric motor 61L is connected to the ring gear 85L so that power can be transmitted. The output side element is a substantially disk-shaped planet carrier 83L on which a plurality of planetary gears 84L, 84L,... Are supported, and the axle 45L is connected to the planet carrier 83L so that power can be transmitted.

Next, a power transmission path from the engine 31 to the differential mechanism 62L will be described.
The engine output shaft 31a is provided with a first pulley 71 via an engine clutch 38, and the first pulley 71 and the second pulley 72 are wound around a belt 73 so as to be able to transmit power. By turning on / off the engine clutch 38, the first pulley 71 is fixed to the engine output shaft 31a and the engine output can be transmitted, and the first pulley 71 is not fixed to the engine output shaft 31a. Is switched to an off state in which transmission is impossible.

The power transmission mechanism 6 includes an HST 60 which is a hydrostatic continuously variable transmission on the front side in the gear case. However, the HST input shaft 60a of the HST 60 is rotatably provided through one surface of the gear case, and the HST output shaft 60b is rotatably provided on the extension line of the HST input shaft 60a in the gear case. The pulley 72 is arranged on the front side outside the gear case.
The second pulley 72 is externally fixed to the HST input shaft 60a, and the first bevel gear 74 is externally fixed to the HST output shaft 60b.

A second transmission shaft 75 is supported in the gear case so as to be rotatable in the left-right horizontal direction substantially orthogonal to the axial directions of the HST input shaft 60a and the HST output shaft 60b. A second bevel gear 76 meshing with the first bevel gear 74 and a first sprocket 77 are externally fitted and fixed.
A brake device 63 is provided at the right end of the second transmission shaft 75. When the rotation of the second transmission shaft 75 is stopped by the operation of the brake device 63, the rotation of the sun gear 82L of the differential mechanisms 62L and 62R. Is locked.

In the gear case, a third transmission shaft 81 is arranged coaxially with the axles 45L and 45R and is supported so as to be rotatable in the horizontal direction. A second sprocket 80 is fitted and fixed to the third transmission shaft 81. The second sprocket 80 and the first sprocket 77 are connected so that power can be transmitted by winding a chain 78.
A sun gear 82L is fitted and fixed to the left central portion of the third transmission shaft 81.

  That is, in the power transmission path from the engine 31 to the differential mechanism 62L, when the engine clutch 38 is on and the brake device 63 is not operated (not braked), the engine output shaft 31a of the engine 31 → 1 pulley 71 → belt 73 → second pulley 72 → HST input shaft 60a in this order, and after shifting by HST 60, HST output shaft 60b → first bevel gear 74 → second bevel gear 76 → second transmission shaft 75 → first The order is 1 sprocket 77 → chain 78 → second sprocket 80 → third transmission shaft 81 → sun gear 82L which is an input side element of the differential mechanism 62L.

Next, the power transmission path from the electric motor 61L to the differential mechanism 62L will be described.
A worm 87L is externally fitted and fixed to the electric motor output shaft 611L of the electric motor 61L, and the worm 87L meshes with a gear portion on the outer peripheral surface of the ring gear 85L. Here, the gear portion on the outer peripheral surface of the ring gear 85L also serves as the worm wheel of the worm 87L.
That is, the power transmission path from the electric motor 61L to the differential mechanism 62L is in the order of the electric motor output shaft 611L of the electric motor 61L → the worm 87L → the ring gear 85L which is the input side element of the differential mechanism 62L.
The electric motor 61L is configured to rotationally drive the ring gear 85L in a direction that decelerates the rotational speed of the planetary carrier 83L.

In the differential mechanism 62L, the planet carrier 83L supports the left end portion of the third transmission shaft 81 via a bearing. Further, a plurality of rotating shafts 86L, 86L,... Project from the right side surface of the planet carrier 83L, and one planetary gear 84L is rotatably supported on each rotating shaft 86L. The planetary gears 84L, 84L,... Mesh with each other with the sun gear 82L, and also mesh with each other with the gear portion on the inner peripheral surface of the ring gear 85L.
That is, the power transmission path in the differential mechanism 62L is in the order of the sun gear 82L and the ring gear 85L → the planetary gears 84L, 84L,... → the rotation shafts 86L, 86L,.

Further, a power transmission path from the differential mechanism 62L to the axle 45L will be described.
The right end portion of the axle 45L is externally fixed by spline fitting to a planet carrier 83L provided in the differential mechanism 62L.
That is, the power transmission path from the differential mechanism 62L to the axle 45L is in the order of the planet carrier 83L, which is the output side element of the differential mechanism 62L, and the axle 45L. Then, the driving force transmitted to the axle 45L, that is, the differential output transmitted from the differential mechanism 62L is transmitted to the driving sprocket 41L. More specifically, the differential output is a differential output between the engine output shifted by the HST 60 and the output of the electric motor 61L.

  When the electric motor 61L is stopped and the traveling vehicle 1 is driven only by the engine output while the output of the electric motor 61L is “0”, it is necessary to fix the ring gear 85L of the differential mechanism 62L so as not to rotate. If the rotation of the ring gear 85L is not fixed, a part of the engine output is transmitted from the ring gear 85L to the electric motor 61L (the engine output flows backward to the electric motor 61L), and the vehicle speed, running stability, and the like may decrease. .

However, in the present embodiment, since the ring gear 85L is a worm wheel and meshes with the worm 87L, the backflow of the driving force to the electric motor 61L is prevented by utilizing the self-lock function of the worm 87L. . As a result, there is no need to provide a driving force backflow prevention clutch, brake, or the like between the electric motor 61L and the differential mechanism 62L, and the number of parts and the manufacturing cost of the traveling vehicle 1 can be reduced.
Here, the self-locking function utilizes the property that it is easy to rotate the worm wheel by rotating the worm, but the reverse is difficult.

  The HST 60 is a hydrostatic continuously variable transmission that changes the rotational speed that is the output of the engine 31 and transmits it to the differential mechanism 62L. The HST 60 houses a hydraulic pump having an HST input shaft 60a, a hydraulic electric motor having an HST output shaft 60b, and a hydraulic circuit for fluidly connecting the hydraulic pump and the hydraulic electric motor ( (Not shown). The hydraulic pump is a movable swash plate type axial piston pump, and the hydraulic electric motor is a movable swash plate type axial piston electric motor.

The magnitude of the output of the HST 60 is the magnitude of the angle of a movable swash plate (hereinafter referred to as the HST swash plate angle) that adjusts the amount of pressure oil conveyed from the hydraulic pump to the hydraulic electric motor during one rotation of the HST input shaft 60a. When the amount of pressure oil is large, the rotation speed of the HST output shaft 60b increases. For this reason, the output of the HST 60 is controlled by controlling the HST swash plate angle.

  The HST 60 is provided with an actuator 60c. The actuator 60c is connected to the control unit 30, and the control unit 30 outputs an HST control signal to the actuator 60c, thereby controlling the output (specifically, the rotational speed) of the HST 60. Here, the HST control signal is given in advance to the control unit 30 in association with the HST swash plate angle corresponding to the rotation speed of the HST 60.

  By the way, as a work system power transmission mechanism provided in the traveling vehicle 1, on the engine output shaft 31 a, a drive pulley or gear related to power transmission to the snow removal unit 2, a drive pulley related to power transmission to the generator 32, or Gears (not shown) are provided. The power transmission mechanism of the work system transmits a driving force from the engine 31 to the snow removal unit 2, and a snow removal clutch 37 that turns on / off the transmission of the driving force to the snow removal unit 2 is provided in the middle of the power transmission mechanism. It has been.

The operation unit 5 includes various levers provided on a handle 51 that is fixed to the body frame 11 and has an inverted U shape when viewed from the rear.
A clutch lever 50 is provided on the left and right sides of the upper end of the handle 51, and a snow removal lever 55 is provided on the other side. Each lever is a deadman clutch lever.

  When the operator operates the clutch lever 50, the operation of the clutch lever 50 is detected by a detector (not shown). Based on the operation detected by the detector, a command signal is sent from the control unit 30 to the engine clutch 38 and the clutch lever 50. In addition to the brake device 63, the brake device 63 is released and the engine clutch 38 is engaged, the rotational power of the engine 31 is transmitted to the differential mechanisms 62L and 62R, and the operator operates the clutch lever 50. Is released, the brake device 63 is braked and the engine clutch 38 is released, so that the rotational power of the engine 31 is not transmitted to the differential mechanisms 62L and 62R.

The snow removal lever 55 is connected to the snow removal clutch 37 via a transmission member, and is configured to transmit / cut off the rotational power of the engine 31 to the snow removal portion 2.
The operation of the snow removal lever 55 is detected by a detector (not shown). Based on the operation detected by this detector, the control unit 30 determines whether the rotational power of the engine 31 is transmitted / cut off to the snow removal unit 2, that is, the snow removal lever 55 is By determining whether or not the snow removal clutch 37 is turned on / off, that is, whether or not the snow removal clutch 2 is to be operated is determined.

  Operation boxes 52L, 52R, and 53 are fixedly installed in the middle of the handle 51, turning levers 54L and 54R are provided in the operation boxes 52L and 52R, and a transmission lever 56 is provided in the operation box 53, respectively.

  The turning lever 54L (54R) is a turning operation unit that is operated by an operator when turning, and the operator can manually tilt in the left (right) direction. The turning levers 54L and 54R indicate the turning radius (slowness of turning) of the traveling vehicle 1 desired by the operator according to the tilt angle (operation amount) of the turning levers 54L and 54R detected by a detector (not shown). The turning lever operation amount is input to the control unit 30.

Here, when the turning lever operation amount of both the turning levers 54L and 54R is “0”, it means straight travel (or stop), and when the turning lever operation amount of the turning lever 54L exceeds “0”, it means the left turn. When the turning lever operation amount of the turning lever 54R exceeds “0”, it means a right turn.
That is, the turning lever operation amount in the present embodiment includes the operation direction of the turning levers 54L and 54R and the absolute value of the operation amount in this operation direction.

The shift lever 56 is configured such that an operation angle is detected by a detector (not shown). Based on the operation angle detected by the detector, an HST control signal is applied from the control unit 30 to the actuator 60c to shift the HST 60. Make it work.
In other words, the shift lever 56 is a vehicle speed operation unit that is operated by an operator to input a vehicle speed instruction when changing the vehicle speed steplessly.

The shift lever 56 is provided so as to be tiltable in the front-rear direction with the neutral position as a tilt angle “0”, and a shift that indicates the tilt angle of the shift lever 56 in the front-rear direction, that is, the vehicle speed of the traveling vehicle 1 desired by the operator The lever angle is input to the control unit 30. The front side tilt and the rear side tilt of the transmission lever 56 correspond to forward movement and backward movement, respectively. In the following, for the sake of simplicity, description will be made regarding forward movement, and the tilt angle is an absolute value.
The range where the tilt angle is equal to or less than the predetermined tilt angle corresponds to the vehicle speed in the low speed range, and the range exceeding the predetermined tilt angle corresponds to the vehicle speed in the high speed range. Further, when the transmission lever 56 is positioned at the front end, the maximum tilt angle (maximum operation amount) is obtained.

  The control unit 30 calculates the HST swash plate angle necessary for obtaining the vehicle speed desired by the operator based on the shift lever angle that is an input from the shift lever 56, and is associated with the calculated HST swash plate angle. By outputting the HST control signal to the actuator 60c, the output of the HST 60 is controlled. In this way, the control unit 30 shifts the engine output.

  In the present embodiment, a differential output between the engine output and the outputs of the left and right electric motors 61L and 61R is used when the traveling vehicle 1 turns. For this reason, the electric motors 61L and 61R are controlled so that none of the electric motors 61L and 61R are driven when the traveling vehicle 1 goes straight, one is driven corresponding to the inside of the turning while the traveling vehicle 1 is turning, and the other is not driven. That is, the left (right) side electric motor 61L (61R) that is inside the turning during left (right) turning is driven, and the right (left) side electric motor 61R (61L) that is outside turning is not driven. As a result, the traveling vehicle 1 can include the small and small output electric motors 61L and 61R.

The electric motors 61L and 61R may be driven even when traveling straight, or the electric motors 61L and 61R may be driven when turning.
Hereinafter, turning of the traveling vehicle 1 will be described based on the characteristic diagrams of FIGS. 4 and 5 and the flowcharts of FIGS. 6 and 7.

  FIG. 4 is a characteristic diagram showing the relationship between the turning lever operation amount of the turning levers 54L and 54R of the traveling vehicle 1 and the axle rotation speed of the axle 45L (45R). In the figure, the horizontal axis represents the absolute operation amount (tilt angle) when the operator operates (tilts) the turning lever 54L or the turning lever 54R. In the figure, the vertical axis represents the rotation speed of the axle 45L (45R). In the case of left turn, the inner axle that is the inner axle of the turn is the axle 45L, and the outer axle that is the outer axle is the axle 45R. Similarly, in the case of right turn, the inner axle is the axle 45R and the outer axle is the axle 45L.

FIG. 5 is a characteristic diagram showing the relationship between the shift lever angle of the shift lever 56 of the traveling vehicle and the deceleration rate by the electric motors 61L and 61R. In the figure, the horizontal axis represents the tilt angle of the transmission lever 56, and the vertical axis represents the deceleration rate.
Here, the deceleration rate is the rotation speed of the inner axle and the rotation of the outer axle when the inner axle is decelerated by the electric motors 61L, 61R among the axles 45L, 45R driven at a constant speed (equal revolution). Indicates the ratio to the number.

The traveling vehicle 1 has a quick turn mode in which a right turn or a left turn (rapid turn) is rapidly performed with a small turning radius and a right turn or a gentle turn with a large turning radius depending on whether or not snow removal is being performed. It is configured to switch between a slow turning mode for turning left (slow turning).
Further, the traveling vehicle 1 is in a sudden turning mode during snow removal work, whether or not the speed change lever 56 is in a low speed range (specifically, the tilt angle of the speed change lever 56 is in a range corresponding to the low speed range). Accordingly, it is configured to switch between a spin turn mode that turns sharply with a very small turning radius and a brake turn mode that turns sharply with a relatively large turning radius.

  During the snow removal work, it is necessary to make a quick turn for the snow removal work in a narrow place, and the speed of the traveling vehicle 1 is slow due to the resistance of snow, so there is less danger due to the sudden turn. Particularly in a narrow place, it is necessary to make a sharp turn with a very small turning radius, and the vehicle speed of the traveling vehicle 1 is minimal. Furthermore, since the vehicle speed is generally slow, the electric motors 61L and 61R do not require a large output even during a sudden turn.

On the other hand, during non-snow removal work, for example, while traveling on a street, it is not necessary to make a sudden turn, and since the vehicle speed of the traveling vehicle 1 is low, there is a high risk of sudden turn. In general, since the vehicle speed is fast, the electric motors 61L and 61R require a large output for a sharp turn.
In other words, by switching the turning mode according to the execution / non-execution of the snow removal work and the level of the vehicle speed, the traveling vehicle 1 can safely improve the work efficiency and turn by the small output electric motors 61L and 61R. can do.

Regardless of the rapid turning mode or the gentle turning mode, the traveling vehicle 1 decreases the rotational speed of the inner axle while keeping the rotational speed of the outer axle constant as the operation amount of the turning levers 54L and 54R increases. .
However, in the gentle turning mode, even when the operation amount of the turning levers 54L and 54R is the maximum operation amount, the rotational directions of both the left and right axles are the same direction, and the rotational speed of the inner axle exceeds “0”. . Specifically, the minimum rotational speed of the inner axle is 20% (reduction rate 80%) of the rotational speed of the outer axle.

Further, in the brake turn mode of the sudden turn mode, when the operation amount of the turn levers 54L and 54R is the maximum operation amount, the rotational speed of the inner axle is substantially “0”. That is, the minimum rotational speed of the inner axle is 0% (deceleration rate 100%) of the rotational speed of the outer axle.
On the other hand, in the spin turn mode of the sudden turn mode, when the operation amount of the turn levers 54L and 54R is the maximum operation amount, the rotation directions of both the left and right axles are opposite, and the rotation speed of the inner axle is “0”. Excess. Specifically, the minimum rotational speed of the inner axle is -20% (deceleration rate 120%) of the rotational speed of the outer axle.

  Here, the deceleration rate corresponding to the maximum operation amount of the turning levers 54L and 54R is uniformly 80% in the slow turning mode and uniformly 100% in the brake turn mode. However, in the spin turn mode, the deceleration rate corresponding to the maximum operation amount of the turning levers 54L and 54R is linearly changed as shown in FIG. 5 according to the tilt angle of the speed change lever 56, that is, the vehicle speed. For this purpose, the control unit 30 is given in advance a deceleration rate constant in each mode and a characteristic diagram as shown in FIG.

6 and 7 are flowcharts showing the procedure of the turning process executed by the control unit 30. FIG.
First, the control unit 30 receives the turning lever operation amount of the turning levers 54L and 54R (S11). Next, based on the received turning lever operation amount, the control unit 30 determines whether or not the turning lever operation amount of the turning lever 54L exceeds “0”, that is, corresponds to the left turn (S12), and corresponds to the left turn. In the case (YES in S12), the left electric motor 61L is selected (S13), and when the left turn is not supported (NO in S12), the turning lever operation amount of the turning lever 54R exceeds “0”, that is, the turning to the right. It is determined whether or not it corresponds (S14), and when it corresponds to the right turn (S1)
4), the right electric motor 61R is selected (S15).

  When the received turning lever operation direction does not correspond to the left turn or the right turn, that is, when the turning lever operation amounts of both the turning levers 54L and 54R are “0” (NO in S14), the control unit 30 performs processing. Is returned to S11, and the operation direction and operation amount of the turning levers 54L and 54R are received again. Although not shown, if NO in S14, when the electric motors 61L and 61R are operating, the output of the electric motor control signal is stopped and the electric motors 61L and 61R are stopped.

  After the process of S13 or S15 is completed, the control unit 30 determines whether or not the snow removal clutch 37 is in the on state by determining the on / off state of the snow removal lever 55 (S21). When the snow removal clutch 37 is in the off state (NO in S21), the traveling vehicle 1 is not performing snow removal work, so the control unit 30 accepts the tilt angle of the speed change lever 56 (S22), and further sets the deceleration rate to 80. % Is set (S23).

When the snow removal clutch 37 is in the on state (YES in S21), since the traveling vehicle 1 is performing snow removal work, the control unit 30 accepts the tilt angle of the transmission lever 56 (S27), and based on the received transmission lever angle. It is then determined whether or not the speed change lever 56 is in the low speed range (S28), and the deceleration rate is set according to the determination result.
When the shift lever 56 is in the high speed range (NO in S28), the control unit 30 sets the deceleration rate to 100% (S29).
When the shift lever 56 is in the low speed range (YES in S28), the control unit 30 calculates the deceleration rate based on the characteristic diagram as shown in FIG. 5 (S30). The deceleration rate calculated here is more than 100% and not more than 120%.

  After the processing of S23, S29, or S30 is completed, the vehicle speed of the traveling vehicle 1 is calculated based on the shift lever angle received in S22 or S27 (S24). This vehicle speed is not an actual vehicle speed of the traveling vehicle 1 but an estimated vehicle speed based on the tilt angle of the speed change lever 56. For this reason, it is not necessary to separately provide a sensor for measuring the vehicle speed of the traveling vehicle 1.

Next, the control unit 30 calculates a required electric motor rotation speed (S25). For this purpose, the control unit 30 uses the constant α given to the control unit 30 in advance, the vehicle speed V obtained in S24, the deceleration rate P set in S23, S29 or S30, and the turning lever operation amount θ received in S11. The electric motor rotation speed R is calculated based on the equation (1).
R = α × V × P × | θ | (1)

  Finally, the control unit 30 outputs the electric motor control signal associated with the electric motor rotation speed calculated in S25 to the drive circuit 36L of the electric motor 61L selected in S13 or the drive circuit 36R of the electric motor 61R selected in S15. (S26), and the process returns to S11. By the process of S26, the electric motor 61L or the electric motor 61R outputs the electric motor rotation speed calculated in S25.

The control unit 30 in the turning process as described above functions as a control unit that receives the operation direction and the operation amount from the turning operation unit and controls the output of the electric motor.
The control unit 30 in S12 to S15 functions as means for determining an axle that should be inside / outside during turning based on the operation direction received from the turning operation unit. Specifically, the electric motor corresponding to the axle to be the inner axle is selected.

Even when the control unit 30 in S23 to S26 receives the maximum operation amount, the rotation speed of the axle that should be inside when turning is smaller than the rotation speed of the axle that should be outside when turning, and the rotation direction is the same. Thus, it functions as an output control means for controlling the output of the electric motor based on the operation amount received from the turning operation unit. That is, the control unit 30 performs a calculation using the received turning lever operation amount, and controls the outputs of the electric motors 61L and 61R based on the calculation result. This calculation is such that when the maximum operation amount is received, the turning inner axle rotates in the same direction as the turning outer axle and the rotation speed is reduced.

  The control unit 30 in S21 functions as means for determining whether or not to operate the work implement based on the clutch engagement / disengagement. The control part 30 in S23-S26 functions as the said output control means, when it determines with not operating the said working machine (in the case of NO at S21).

The control unit 30 in S28 functions as means for determining whether or not the vehicle speed input from the vehicle speed operation unit is equal to or higher than a predetermined vehicle speed.
The control unit 30 in S29 and S24 to S26 determines that the work implement is to be operated (in the case of YES in S21), and determines that the vehicle speed is equal to or higher than the predetermined vehicle speed (in the case of NO in S28). When the maximum operation amount is received, the motor functions as a means for controlling the output of the electric motor based on the operation amount received from the turning operation unit so that the rotation of the axle that should be inside when turning is substantially stopped.

  The controller 30 in S30 and S24 to S26, when operating the working machine (in the case of YES in S21), when determining that the vehicle speed is less than the predetermined vehicle speed (in the case of YES in S28), the maximum operation When the amount is received, the output of the electric motor is controlled based on the operation amount received from the turning operation unit so that the axle that should be inside when turning is rotated in the opposite direction of the axle that should be outside when turning. Functions as a means to

The traveling vehicle 1 as described above distributes the engine output to the left and right, and uses the planetary differential mechanism to combine the electric motor outputs, thereby controlling (decelerating) the rotational speed of the left and right traveling units. The turning mode is switched depending on conditions, the maximum deceleration rate is set for each mode, and the steering operation is performed by controlling the electric motor.
For this reason, the traveling vehicle 1 can be provided with a small electric motor that is small in output and inexpensive.

Specifically, since the traveling vehicle 1 includes one HST 60 and two inexpensive electric motors 61L and 61R, there is no need to further include an HST instead of the electric motors 61L and 61R, and the traveling vehicle 1 The manufacturing cost of the vehicle 1 can be reduced. Further, the fuel consumption can be improved as compared with the case where only the electric motors 61L and 61R are provided, and the operation can be performed more flexibly than the case where only the HST 60 is provided.
In addition, since one dedicated electric motor 61L (61R) is provided for one differential mechanism 62L (62R), one common electric motor 61L (61R) is shared by two differential mechanisms 62L and 62R. It is possible to provide an electric motor that is smaller in output and cheaper than the case where the electric motor is provided. Furthermore, since a complicated mechanism for distributing the output of the common electric motor to the two differential mechanisms 62L and 62R is not required, the configuration of the traveling vehicle 1 is simple.

Moreover, the outputs of the electric motors 61L and 61R are used in the direction of reducing the rotational speed of the planetary carriers 83L and 83R. In this case, the outputs of the electric motors 61L and 61R are input to the differential mechanisms 62L and 62R in a form assisted by the engine output flowing back to the electric motors 61L and 61R.
If used in the speed increasing direction, it is necessary to input the outputs of the electric motors 61L and 61R to the differential mechanisms 62L and 62R in resistance to the engine output flowing back to the electric motors 61L and 61R.
As a result, in the present embodiment, it is possible to provide electric motors 61L and 61R with smaller and smaller outputs than when the outputs of electric motors 61L and 61R are used in the speed increasing direction.

  The traveling vehicle may be a riding type or a non-riding type (hand-held type), and is not limited to a snowplow. Furthermore, not only a crawler type traveling device but also a wheel type traveling device may be used. Further, instead of HST, another hydrostatic continuously variable transmission (for example, CVT) may be provided.

Further, instead of a pair of electric motors, the output of one electric motor may be distributed to the left and right differential mechanisms, or the left and right may be switched by a clutch.
Furthermore, the hydrostatic continuously variable transmission may not be provided.
Furthermore, when there is only one turning lever, the operation direction of the turning lever is determined (for example, the sign of the turning lever operation amount is determined) to determine the axle to be the inner axle / outer axle, and the inner axle. It is necessary to select an electric motor corresponding to the axle to be.

It is a side view which shows the structure of the traveling type vehicle which concerns on this invention. It is a block diagram which shows the structure of the power transmission mechanism of the traveling type vehicle which concerns on this invention. It is a typical explanatory view showing the composition of the power transmission mechanism of the traveling type vehicle concerning the present invention. It is a characteristic view which shows the relationship between the turning lever operating amount and axle shaft rotation speed of the traveling type vehicle which concerns on this invention. It is a characteristic view which shows the relationship between the shift lever angle of the traveling type vehicle which concerns on this invention, and the deceleration rate by an electric motor. It is a flowchart which shows the procedure of the turning process which the control part of the traveling type vehicle which concerns on this invention performs. It is a flowchart which shows the procedure of the turning process which the control part of the traveling type vehicle which concerns on this invention performs.

Explanation of symbols

1 Traveling type vehicle 2 Snow removal part (work machine)
30 Control unit 31 Engine (drive source)
37 Snow removal clutch (clutch)
4R, 4L Traveling device 45L, 45R Axle 54L, 54R Turn lever (turn operation part)
56 Shift lever (vehicle speed control unit)
60 HST (hydrostatic continuously variable transmission)
61L, 61R Electric motor 62L, 62R Differential mechanism

Claims (4)

A pair of travel devices each having an axle;
An electric motor;
A pair of differential mechanisms corresponding to each of the travel devices, and transmitting a differential output of an output of a drive source and an output of the electric motor to the travel device;
A turning operation unit;
A travel type vehicle comprising: a control unit that receives an operation direction and an operation amount from the turning operation unit and controls an output of the electric motor;
The controller is
Even when the maximum amount of operation is received, the rotation speed of the axle that should be inside when turning is smaller than the rotation speed of the axle that should be outside when turning, and the rotation direction is the same. A traveling type vehicle comprising output control means for controlling an output of the electric motor based on an operation amount. A working machine,
A clutch for connecting / disconnecting the driving force from the driving source to the working machine,
The controller is
Means for determining whether or not to operate the working machine based on the engagement / disengagement of the clutch;
The traveling vehicle according to claim 1, wherein when it is determined that the work implement is not operated, the output control means is executed. It has a vehicle speed control unit that is used to input vehicle speed instructions.
The controller is
Means for determining whether or not the vehicle speed input from the vehicle speed operation unit is equal to or higher than a predetermined vehicle speed;
When it is determined that the work machine is to be operated,
When it is determined that the vehicle speed is equal to or higher than the predetermined vehicle speed,
Means for controlling the output of the electric motor based on the operation amount received from the turning operation unit so that the rotation of the axle that should be inside when turning is substantially stopped when the maximum operation amount is received; When it is determined that the vehicle speed is less than the predetermined speed,
When the maximum operation amount is received, the output of the electric motor is based on the operation amount received from the turning operation unit so that the axle that should be inside when turning is rotated in the opposite direction of the axle that should be outside when turning. The traveling vehicle according to claim 2, further comprising means for controlling the vehicle. The traveling vehicle according to any one of claims 1 to 3, further comprising a hydrostatic continuously variable transmission that shifts an output of the driving source and transmits the output to the differential mechanism.

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