JP2007154939A - Controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller capable of preventing damage to a differential arrangement while employing a controller mounted on an existing conveying vehicle. <P>SOLUTION: It is judge whether either of left and right wheels 4L, 4R in one drive unit 3 is spinning free or not by comparing a revolution speed of the differential arrangement 6 that has been detected by a revolution sensor 7 in one drive unit 3 among six drive units 3 and a revolution speed of the differential arrangement 6 in the other five drive units 3 among six drive units 3. Hence, the damage to the differential arrangement 6 caused when the left and right wheels 4L, 4R are remarkably different from each other in revolution speed can be prevented. Further, since the idle running of motion is detected by the controller mounted on the existing conveying vehicle, thus enabling reductions in cost required to add the revolution sensor 7 and in man-hour required to mount the revolution sensor 7, in the existing conveying vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device mounted on a transport vehicle, and more particularly to a control device capable of preventing damage to a differential device while using a control device mounted on an existing transport vehicle.

  In recent years, transport vehicles have been used to load cargo on the quay. However, in such a place, since it is unavoidable that the bridge between the quay and the ship has a steep slope and the road surface is slippery with seawater, for example, Patent Document 1 discloses the rotational speed of the differential device. A control device for preventing damage to the hydraulic motor by detecting the pressure and controlling the drive of the hydraulic motor is disclosed.

  Here, a conventional control apparatus will be described with reference to FIG. FIG. 6A is a schematic diagram showing a drive unit 103 provided in a conventional transport vehicle 102, and FIG. 6B is a front view of the transport vehicle 102.

  As shown in FIG. 6A, a conventional transport vehicle 102 includes left and right wheels 104L and 104R, a hydraulic motor 105 that applies rotational driving force to the left and right wheels 104L and 104R, and the hydraulic motor 105, A differential device 106 that is interposed between the left and right wheels 104L and 104R and distributes the rotational driving force of the hydraulic motor 105 to the left and right wheels 104L and 104R, and a rotation sensor 107 that detects the rotational speed of the differential device 106. And a plurality of drive units 103 (for example, 6 units, see FIG. 1C) are provided to convey a heavy object.

  The control device mounted on the conventional transport vehicle 102 first detects the rotation speed of the differential device 106 for each drive unit 103 by the rotation sensor 107.

  Next, the average value of the rotation speeds of the differential devices 106 detected for each drive unit 103 (the sum of the rotation speeds of the differential devices 106 detected for each drive unit 103 is divided by the number of drive units). calculate.

  Specifically, for example, when the transport vehicle 102 is provided with three drive units 103, the rotational speeds of the differential devices 106 detected by the rotation sensor 107 in the three drive units 103 are 100 rpm and 100 rpm, respectively. , 160 rpm, the average value of the rotational speed of the differential device 106 detected for each drive unit 103 is 120 (= (100 + 100 + 160) / 3) rpm.

  Then, a determination value for determining whether or not the left and right wheels 104L and 104R are idling based on a value that allows an allowable amount to the calculated average value (for example, a value obtained by multiplying the average value by 1.2). It is considered. Specifically, if the calculated average value of the rotation speed of the differential device 106 is 120 rpm, for example, if a value obtained by multiplying the average value by 1.2 is used as the determination value, the determination value is 144 rpm.

  Thereafter, it is determined whether or not there is a drive unit 103 whose rotational speed exceeds the determination value. If there is a drive unit 103 that exceeds the drive unit 103, the left and right wheels 104L and 104R are idle in the drive unit 103. Judge. Specifically, if the determination value is 144 rpm, for example, it is determined that the left and right wheels 104L and 104R are idling in one drive unit 103 in which the rotation speed is detected as 160 rpm.

  When it is determined that the left and right wheels 104L and 104R are idle in any of the drive units 103, the supply pressure to the hydraulic motor 105 is reduced to reduce the rotational speed of the hydraulic motor 105.

Thus, it is possible to prevent the left and right wheels 104 </ b> L and 104 </ b> R from idling (the number of revolutions) in any of the drive units 103 that are determined to be idling, and to prevent damage due to over-rotation of the hydraulic motor 105.
JP 2002-166739 A

  However, in the control device mounted on the conventional transport vehicle 102 described above, as shown in FIG. 6B, when one of the left and right wheels 104L, 104R is idle due to a puddle, Although it was possible to determine that the vehicle was idling as described later, the determination was not made properly, and the difference in the rotational speed between the left and right wheels 104L and 104R was significantly different, resulting in damage to the differential device 106. There was a problem that it was.

  Specifically, a wheel that is not idling (for example, 104L) rotates at the same rotational speed as that of the hydraulic motor 105 due to friction (resistance) with the ground, while a wheel that is idling (for example, 104L) 104R) does not receive friction (resistance) from the ground, and therefore rotates at a rotational speed greater than the rotational speed of the hydraulic motor 105.

  For example, even if the hydraulic motor 105 is rotating at 100 rpm, if the idling wheel is rotating at 150 rpm, the rotation speed of the differential device 106 detected by the rotation sensor 107 is 125 (= (100 + 150 ) / 2) rpm. In this case, for example, as described above, if the determination value is 144 rpm, the determination value for determining that the vehicle is idling does not exceed the determination value. In other words, if the idling wheel is not rotating at 189 rpm or more, it cannot be determined that the idling wheel is idling (the rotational speed of the differential device 106 detected by the rotation sensor 107 is 144.5 (= ( 100 + 189) / 2) rpm).

  Therefore, as described above, when it is determined that the vehicle is idling, the difference in rotational speed between the left and right wheels 104L and 104R is already significantly different, and as a result, the differential device 106 is damaged.

  Although the above-described problem can be solved by providing a rotation sensor for separately detecting the rotation speed of the left and right wheels 104L and 104R instead of the rotation speed of the differential device 106, the rotation sensor In order to provide an existing transport vehicle, the cost of the rotation sensor to be added and the number of work steps for attaching the rotation sensor are required, and the cost of the rotation sensor to be added also increases in the newly manufactured transport vehicle. There was a problem of end.

  The present invention has been made to solve the above-described problems, and provides a control device capable of preventing damage to a differential device while using a control device mounted on an existing transport vehicle. It is an object.

  In order to solve this object, a control device according to claim 1 is provided between left and right wheels, a hydraulic motor that applies rotational driving force to the left and right wheels, and between the hydraulic motor and the left and right wheels. It is mounted on a transport vehicle including a plurality of drive units each including a differential device that distributes the rotational driving force of the hydraulic motor to the left and right wheels, and a rotational speed detection device that detects the rotational speed of the differential device; The idle rotation of the left and right wheels with respect to the traveling road surface is detected to control the driving of the hydraulic motor, and the rotation number detection device detects the rotation number detected in one of the plurality of driving units. Comparing means for comparing the rotational speed of the differential device with the rotational speed of the differential device detected by the rotational speed detecting device in another drive unit of the plurality of drive units, and by the comparing means Based on the compare results, and a detection means for detecting either of idling of the left and right wheels in the first drive unit.

  According to the control device of the first aspect, the rotational speed of the differential device detected by the rotational speed detection device in one drive unit of the plurality of drive units is set to the other drive unit of the plurality of drive units. Compared with the rotational speed of the differential device detected by the rotational speed detection device in, based on the comparison result, idling of one of the left and right wheels in one drive unit is detected.

  A control device according to a second aspect is the control device according to the first aspect, wherein the plurality of drive units are configured to be independently steerable, and the comparing means is configured to drive one of the plurality of drive units. When there is another drive unit having the same steering angle as the unit, the rotation speed of the one drive unit is compared with the rotation speed of the other drive unit having the same steering angle, and the detection means Based on the comparison result by the comparison means, idling of one of the left and right wheels in the one drive unit is detected.

  The control device according to claim 3 is the control device according to claim 2, wherein the comparison means includes a plurality of other drive units having the same steering angle as one of the plurality of drive units. Compares the number of revolutions in the one drive unit with the number of revolutions in two or more other drive units having the same steering angle, and the detection means is based on the comparison result by the comparison means. The idling of one of the left and right wheels in one drive unit is detected.

  A control device according to a fourth aspect of the present invention is the control device according to any one of the first to third aspects, wherein the comparison means is another drive having the same steering angle as one drive unit of the plurality of drive units. When there is no unit, the number of revolutions in the one drive unit is compared with the number of revolutions in another drive unit having the steering angle closest to the steering angle of the one drive unit. Based on the comparison result by the comparison means, the idling of one of the left and right wheels in the one drive unit is detected.

  The control device according to claim 5 is the control device according to claim 4, wherein the operation amount detection means for detecting the operation amount of the handle operated by the driver, and the respective positions of the plurality of drive units with respect to the transport vehicle. Steering of the first drive unit based on storage means for storing information, the operation amount of the handle detected by the operation amount detection means, and the position information of the plurality of drive units stored in the storage means Correction means for correcting the rotational speed of the other drive unit having a steering angle closest to an angle, and the comparison means corrects the rotational speed of the one drive unit by the correction means. Compared with the number of revolutions, the detection means is based on a result of comparison by the comparison means, and is one of the left and right wheels in the one drive unit. To detect the idling.

  According to the control device of claim 1, the rotational speed of the differential device detected by the rotational speed detection device in one drive unit of the plurality of drive units is determined in another drive unit of the plurality of drive units. Since it is determined whether one of the left and right wheels in one drive unit is idling compared to the number of rotations of the differential device, one of the left and right wheels in one drive unit is idling. It becomes possible to detect, and there is an effect that it is possible to prevent damage to the differential gear that occurs when the rotational speeds of the left and right wheels are significantly different.

  In the conventional control device, the average value of the number of rotations of the differential device detected for each of the plurality of drive units (the sum of the number of rotations of the differential device detected for each drive unit divided by the number of drive units) The value that allowed an allowable amount in the calculated average value was regarded as a determination value for determining whether or not the vehicle was idling.

  Then, it is determined whether or not the number of rotations of each differential device detected for each drive unit exceeds the determination value, and if there is an excess drive unit, the drive unit is idle. It was a configuration to judge.

  According to this, when one of the left and right wheels in one drive unit is idle, the idle wheel does not receive friction (resistance) from the ground. The rotational speed gradually increases and continues to increase until it exceeds the above-described determination value, that is, until it is determined that the engine is idling. Therefore, in the left and right wheels in one drive unit, the difference in rotational speed between the rotational speed of the idling wheel and the rotational speed of the non-idling wheel is significantly different, resulting in damage to the differential device. I couldn't avoid it.

  On the other hand, according to the present invention, the rotational speed of the differential device detected by the rotational speed detection device in one drive unit of the plurality of drive units is set to the difference between the other drive units in the plurality of drive units. The idling of one of the left and right wheels in one drive unit is detected depending on whether or not the difference in the number of revolutions of the differential unit in these drive units is within an allowable range compared to the number of revolutions of the drive unit. be able to.

  Here, a rotational speed detection device for separately detecting the rotational speeds of the left and right wheels in one drive unit is provided, and by comparing the rotational speeds of the left and right wheels, one of the left and right wheels is Although it is possible to determine whether or not the vehicle is idling, in order to install the rotation speed detection device in an existing transport vehicle, the cost of the rotation speed detection device to be added and the work man-hour for installing the rotation speed detection device In addition, there is a problem in that the cost increases by the number of rotation speed detection devices to be added even in a newly manufactured transport vehicle.

  On the other hand, according to the present invention, the control device mounted on the existing transport vehicle determines whether one of the left and right wheels is idling. The cost of the number detection device and the work man-hour for attaching the rotation number detection device can be reduced, and the cost of the rotation number detection device to be added even in a newly manufactured transport vehicle is unnecessary, and the cost is reduced. There is an effect that can be.

  According to the control device according to claim 2, in addition to the effect of the control device according to claim 1, when there is another drive unit having the same steering angle as one of the plurality of drive units. Since the number of rotations of the differential unit in one drive unit is compared with the number of rotations of the differential unit in the drive unit having the same steering angle, whether one of the left and right wheels in the one drive unit is idle. There is an effect that it can be accurately determined whether or not.

  By the way, the transport vehicle is provided with a plurality of drive units in order to transport a heavy object such as a steel structure. When the transport vehicle is steered, the plurality of drive units are independently steered by different steering angles.

  Here, since the drive units having the same steering angle have the same positional relationship with respect to the turning center of the drive units having the same steering angle, the respective distances (turning from the turning center to the drive unit having the same steering angle). (Radius) is also equal. Further, if the drive units having the same turning radius do not have the same number of rotations of the differential units in the drive units, the transport vehicle is not steered. Therefore, the drive units having the same steering angle have the same number of rotations of the differential gears in the drive units, so it is possible to accurately determine whether one of the left and right wheels in one drive unit is idling. can do.

  According to the control device of the third aspect, in addition to the effect produced by the control device of the second aspect, when there are a plurality of other drive units having the same steering angle as one of the plurality of drive units. Since the number of rotations of the differential device in one drive unit is compared with the number of rotations of the differential devices in two or more drive units having the same steering angle, either one of the left and right wheels in one drive unit There is an effect that it can be determined with higher accuracy whether or not is idle.

  That is, if the number of rotations of the differential unit in one drive unit is compared with the number of rotations of the differential unit in two or more drive units having the same steering angle, the comparison result increases to determine idling. Since erroneous determination can be reduced, it can be determined with higher accuracy whether one of the left and right wheels in one drive unit is idling.

  According to the control device of the fourth aspect, in addition to the effect produced by the control device according to any one of the first to third aspects, the drive unit having the same steering angle as one of the plurality of drive units is provided. Otherwise, the rotational speed of the differential device in one drive unit is compared with the rotational speed of the differential device in the drive unit having the steering angle closest to the steering angle of the one drive unit. There is an effect that it is possible to accurately determine whether one of the left and right wheels in the drive unit is idling.

  That is, one drive unit of the plurality of drive units and the drive unit having the steering angle closest to the steering angle of the one drive unit are the same as the effect produced by the control device according to claim 2 described above. Since the rotational speeds of the differential units in these drive units are substantially equal, it is possible to accurately determine whether one of the left and right wheels in one drive unit is idling.

  According to the control device of the fifth aspect, in addition to the effect produced by the control device of the fourth aspect, the number of rotations of the differential device in one drive unit of the plurality of drive units is determined by the drive unit of the one drive unit. Compared with the corrected number of rotations of the differential gear in the drive unit having the steering angle closest to the steering angle, it is possible to more accurately determine whether one of the left and right wheels in one drive unit is idling. There is an effect that can be done.

  That is, even when there is no other drive unit having the same steering angle as one of the plurality of drive units, the turning radius of the drive unit having the steering angle closest to the steering angle of the one drive unit is A differential device in a drive unit that is calculated based on the operation amount of the steering wheel and the position information of the drive unit with respect to the transport vehicle and has a steering angle closest to the steering angle of one drive unit according to the calculated ratio of the turning radius Therefore, it is possible to reduce erroneous determination when determining whether one of the left and right wheels in one drive unit is idling.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. FIG. 1A is a front view of a transport vehicle 2 to which the control device 1 according to the first embodiment of the present invention is attached, and FIG. 1B is a side view of the transport vehicle 2. FIG. 1C is a schematic diagram of the transport vehicle 2 as viewed in the direction of arrow Ic in FIG. 1B, and FIG. 1D is a schematic diagram illustrating the drive unit 3.

  As shown in FIG. 1, the transport vehicle 2 includes six drive units 3. The drive unit 3 is interposed between the left and right wheels 4L and 4R, the hydraulic motor 5 that applies rotational driving force to the left and right wheels 4L and 4R, and the hydraulic motor 5 and the left and right wheels 4L and 4R. A differential device 6 that distributes the rotational driving force of the hydraulic motor 5 to the left and right wheels 4L and 4R, and a rotation sensor 7 that detects the rotational speed of the differential device 6, and each drive unit 3 is independent of each other. And can be steered.

  The rotation sensor 7 includes a magnet (not shown), a magnetic body (not shown) magnetized by the magnet, and a coil (not shown) wound around the magnetic body. It is a contact type sensor. Note that the rotation sensor 7 has a unit time of the differential device 6 based on an induced voltage generated when a protrusion (not shown) provided on the surface of the differential device 6 crosses the magnetic body portion of the rotation sensor 7. The number of rotations per unit is detected. However, since the difference between the rotation speeds of the left and right wheels 4L and 4R is averaged by the differential device 6, the rotation speed of the differential device 6 detected by the rotation sensor 7 is the rotation speed of the left and right wheels 4L and 4R. The average value of

  Further, the transport vehicle 2 includes two cabs 8 provided in front (left side in FIG. 1B) and rear (right side in FIG. 1B), and six traveling units 9. The traveling unit 9 is provided to distribute and distribute the load load of the transported object loaded on the transport vehicle 2 with the drive unit 3, and the transport vehicle 2 is driven by the driving force of the drive unit 3. It is comprised as a driven wheel driven when it drive | works, and each driving | running | working unit 9 is comprised so that it can each steer independently.

  As shown in FIG. 1C, the drive unit 3 and the traveling unit 9 are arranged in six units in the longitudinal direction of the transport vehicle 2 (left and right direction in FIG. 1C), and the short direction ( Two units are arranged in the vertical direction of FIG. Further, four units located at both ends in the longitudinal direction and a pair of units arranged inside the four units are configured by the drive unit 3, and the other units are configured by the traveling unit 9.

  Next, the electrical configuration of the transport vehicle 2 will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the transport vehicle 2.

  The control device 1 in the present embodiment is a control device that detects the idling of one of the left and right wheels 4L and 4R in one drive unit 3 provided in the transport vehicle 2 and controls the drive of the hydraulic motor 5. 2, a CPU 10, a ROM 11, and a RAM 12 are provided, and these are connected to an input / output port 14 via a bus line 13. A plurality of devices such as an operation amount detection device 15 are connected to the input / output port 14.

  The CPU 10 is an arithmetic device that controls each unit connected by the bus line 13. The ROM 11 is a non-rewritable nonvolatile memory storing a control program executed by the CPU 10 (for example, a flowchart of the idling detection process shown in FIGS. 3 and 5), fixed value data, and the like. It is a memory for storing various work data, flags and the like so as to be rewritable when the program is executed. The ROM 11 includes a vehicle data memory 11a.

  The vehicle data memory 11a is a memory that stores position information of each of the six drive units 3 with respect to the transport vehicle 2 as numerical data. For example, one drive unit 3 extends in the longitudinal direction from the center position of the transport vehicle 2 (FIG. 1). When it is at a position of 3000 mm in (c) left-right direction) and 1000 mm in the short-side direction (FIG. 1 (c) vertical direction), it is stored as 1,3000,1000. Further, the position information of the drive unit 3 other than the drive unit 3 with respect to the transport vehicle 2 is stored as 2, 2000, 1000, etc., and the position information of each of the six drive units 3 is represented by reference numerals 1 to 6. It is configured to be identifiable. The numerical data in the vehicle data memory 11a is stored in advance at the manufacturing stage of the transport vehicle 2.

  The operation amount detection device 15 is a device for detecting the operation amount of the two handles 16 provided in each cab 8 (see FIG. 1), and a sensor (not shown) for detecting the operation amount of the handle 16. And a processing circuit (not shown) that processes the detection result of the sensor and outputs the result to the CPU 10.

  The steering drive device 17 is a device for steering and driving the drive unit 3, the drive unit 3, an actuator (not shown) for steering the drive unit 3, and the hydraulic motor 5 in the actuator and the drive unit 3. Drive source (not shown) and a control circuit (not shown) for controlling the actuator and the drive source. In the present embodiment, six steering drive devices 17 are provided for the transport vehicle 2.

  The steering device 18 is a device for steering the traveling unit 9, and includes the traveling unit 9, an actuator (not shown) for steering the traveling unit 9, a drive source (not shown) for the actuator, A control circuit (not shown) for controlling the actuator and the drive source is mainly provided. In the present embodiment, six steering devices 18 are provided for the transport vehicle 2.

  When the driver operates the handle 16, the operation amount of the handle 16 is detected by the operation amount detection device 15, and based on the detection result (operation amount of the handle 16), the CPU 10 determines each drive unit 3. And the steering angle of the traveling unit 9 is calculated separately. When the CPU 10 outputs the calculated steering angle of the drive unit 3 to each steering drive device 17, each steering drive device 17 controls the actuator according to the steering angle, and controls the drive unit 3.

  Further, when the CPU 10 outputs the calculated steering angle of the traveling unit 9 to each steering device 18, each steering device 18 controls the actuator according to the steering angle and controls the traveling unit 9. Thereby, each drive unit 3 and traveling unit 9 are controlled to the instructed steering angle, and the transport vehicle 2 is steered (see FIG. 4).

  Further, when an accelerator pedal (not shown) provided in the cab 8 (see FIG. 1) is operated by the driver, the CPU 10 determines each of the accelerator pedals based on the opening degree (operation amount) of the accelerator pedal. The number of rotations of the hydraulic motor 5 in the drive unit 3 is calculated separately. When the CPU 10 outputs the calculated rotation speed of the hydraulic motor 5 to each steering drive device 17, each steering drive device 17 controls the hydraulic motor 5 according to the rotation speed to drive and control the drive unit 3. . Thereby, the rotational driving force of the hydraulic motor 5 in each drive unit 3 is transmitted to the left and right wheels 4L, 4R via the differential device 6, and the left and right wheels 4L, 4R are rotated to drive the transport vehicle 2. Is done.

  As other input / output devices 19 shown in FIG. 2, for example, an input device (not shown) for the driver to instruct a travel mode (see FIG. 4) of the transport vehicle 2, A display device (not shown) for warning that either one of the wheels 4L, 4R is idle is exemplified.

  Next, processing executed by the control device 1 will be described with reference to FIG. FIG. 3 is a flowchart showing the idling detection process.

  3 will be described with reference to FIG. 4 as appropriate. FIG. 4 is a schematic diagram of the transport vehicle showing the steering state of the drive unit 3 and the traveling unit 9 in each traveling mode. FIG. 4 (a) shows the steering state in the forward / reverse mode, and FIG. 4 (c) shows the steering state in the rear axle fixed mode, FIG. 4 (d) shows the steering state in the spin turn mode, and FIG. 4 (e) shows the front / rear skew mode. FIG. 4 (f) is a schematic diagram showing the steering state, and FIG. 4 (f) is a schematic diagram showing the steering state in the transverse skew mode.

  The idling detection process shown in FIG. 3 is a process that is repeatedly executed by the CPU 10 (for example, at intervals of 0.2 ms) while the control device 1 is powered on.

  Regarding the idling detection process, the CPU 10 first sets a variable i stored in the RAM 12 to “1” (S1). This variable i determines which drive unit 3 is to be executed in the processing from S2 onward. For example, if i is “1”, the first drive unit 3 is determined, and if “2”, it is determined. This means that the second drive unit 3 is targeted. Since this variable i is incremented by “1” as will be described later (in the present embodiment, “6” is incremented), the six drive units 3 are sequentially executed.

  Here, the relationship between the variable i and the position of the drive unit 3 relative to the transport vehicle 2 is stored in the vehicle data memory 11a as described above. For example, if the numerical data stored in the vehicle data memory 11a is 1,3000,1000, the drive unit 3 whose position with respect to the transport vehicle 2 is 3000,1000 has the variable i set to “1” and the first drive unit. 3 is shown.

  Next, the CPU 10 detects the number of rotations of the differential device 6 in each of the six drive units 3 (S2). In addition, the rotation speed of the differential device 6 is detected by the rotation sensor 7 as described above (see FIG. 1D).

  Each time processing is performed on the i-th drive unit 3, the number of rotations of the differential device 6 in each of the 6 drive units 3 is detected, so that all processes for the i-th drive unit 3 are performed. After executing the above, even when the rotational speed of the differential device 6 in the drive unit 3 changes when the process of the (i + 1) th drive unit 3 is executed, idling can be detected with high accuracy. This is a particularly effective means when the transport vehicle 2 is accelerating or decelerating.

  Next, the CPU 10 determines whether there is another drive unit 3 having the same steering angle as the i-th drive unit 3 (S3). Here, having the same steering angle indicates that the steering state of the drive unit 3 with respect to the transport vehicle 2 is the same mode. Note that the process of S3 is executed based on the respective steering angles of the drive units 3 output from the CPU 10 to the respective steering drive devices 17 as described above.

  By the way, the conveyance vehicle 2 is provided with a plurality (6 in the present embodiment) of drive units 3 in order to convey a heavy object such as a steel structure. When the transport vehicle 2 is steered, as described above, the plurality of drive units 3 are independently steered by different steering angles.

  Here, since the drive units 3 having the same steering angle have the same positional relationship with respect to the turning center of the driving units 3 having the same steering angle, each of the drive units 3 having the same steering angle to the drive units 3 having the same steering angle. The distance (turning radius) is also equal. Further, the drive units 3 having the same turning radius do not steer the transport vehicle 2 unless the rotation speeds of the differential units 6 in the drive units 3 are also equal. Therefore, the drive units 3 having the same steering angle have the same rotational speed of the differential device 6 in the drive units 3.

  In the process of S3, when it is determined that there is another drive unit 3 having the same steering angle (S3: Yes), the rotational speed of the differential device 6 in the i-th drive unit 3 is set to the same steering angle. It compares with the rotation speed of the differential device 6 in the drive unit 3 which has (S4).

  That is, as described above, the i-th drive unit 3 and the drive unit 3 having the same steering angle as the i-th drive unit 3 have the same rotational speed of the differential device 6 in the drive unit 3. is there. In the process of S4, the rotational speed of the differential device 6 in the i-th drive unit 3 is compared with the rotational speed of the differential device 6 in the drive unit 3 having the same steering angle. It is possible to accurately determine whether one of the wheels 4L, 4R is idling.

  In the control device 1 in the present embodiment, when there are a plurality of other drive units 3 having the same steering angle, the rotational speed of the differential device 6 in the i-th drive unit 3 has the same steering angle. The number of rotations of the differential device 6 in the two or more drive units 3 is respectively compared.

  For example, when the operation amount of the handle 16 is 0 °, that is, when the transport vehicle 2 is traveling straight, the steering angle that the CPU 10 outputs to each steering drive device 17 is 0 for all the drive units 3 of 6. Therefore, the rotational speed of the differential device 6 in the i-th drive unit 3 is compared with the rotational speed of the differential device 6 in the other five drive units 3.

  As a result, it is possible to reduce misjudgment when the comparison result increases to determine idling, so whether one of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling. Further, it can be judged with high accuracy.

  Here, the process of S4 when the handle 16 is operated in each travel mode, that is, when the transport vehicle 2 is turning (comparison of the number of revolutions of the differential device 6 in the i-th drive unit 3). The method will be specifically described with reference to FIG.

  In the case of the forward / reverse mode shown in FIG. 4A, since the drive units 3 indicated by A and E have the same steering angle, the drive indicated by A or E in the process of S4 for these drive units 3 The rotational speed of the differential device 6 in the unit 3 is compared with the rotational speed of the differential device 6 in the drive unit 3 indicated by E or A. Moreover, since the drive units 3 indicated by B and F have the same steering angle, in the process of S4 for these drive units 3, the rotational speed of the differential device 6 in the drive unit 3 indicated by B or F is A comparison is made with the rotational speed of the differential 6 in the drive unit 3 indicated by F or B.

  In addition, about the drive unit 3 shown by C and D, since there is no other drive unit 3 which has the same steering angle, the rotation speed of the differential apparatus 6 is compared by the process of S6 mentioned later.

  In the case of the transverse mode shown in FIG. 4B, the drive units 3 indicated by A and B have the same steering angle. Therefore, in the process of S4 for these drive units 3, the drive unit indicated by A or B 3 is compared with the rotational speed of the differential device 6 in the drive unit 3 indicated by B or A. Further, since the drive units 3 indicated by E and F have the same steering angle, in the process of S4 for these drive units 3, the rotational speed of the differential device 6 in the drive unit 3 indicated by E or F is The rotation speed of the differential device 6 in the drive unit 3 indicated by F or E is compared.

  In addition, about the drive unit 3 shown by C and D, since there is no other drive unit 3 which has the same steering angle, the rotation speed of the differential apparatus 6 is compared by the process of S6 mentioned later.

  In the case of the rear shaft fixing mode shown in FIG. 4C, the drive units 3 indicated by E and F have the same steering angle. Therefore, in the process of S4 for these drive units 3, indicated by E or F. The rotational speed of the differential device 6 in the drive unit 3 is compared with the rotational speed of the differential device 6 in the drive unit 3 indicated by F or E.

  In addition, about the drive unit 3 shown with A, B, C, and D, since there is no other drive unit 3 which has the same steering angle, the rotation speed of the differential apparatus 6 is compared by the process of S6 mentioned later.

  In the case of the spin turn mode shown in FIG. 4D, since the drive units 3 indicated by A, B, E, and F have the same steering angle, in the process of S4 for these drive units 3, A, The number of rotations of the differential device 6 in any one of the drive units 3 indicated by B, E, or F is compared with the number of rotations of the differential device 6 in the other three drive units 3. Moreover, since the drive units 3 indicated by C and D have the same steering angle, in the process of S4 for these drive units 3, the rotational speed of the differential device 6 in the drive unit 3 indicated by C or D is The rotation speed of the differential device 6 in the drive unit 3 indicated by D or C is compared.

  In the case of the front / rear skew mode shown in FIG. 4 (e), the drive units 3 indicated by A to F all have the same steering angle. Therefore, in the process of S4 for these drive units 3, indicated by A to F. The rotational speed of the differential device 6 in any one drive unit 3 is compared with the rotational speed of the differential device 6 in the other five drive units 3.

  In the case of the transverse skew mode shown in FIG. 4 (f), the drive units 3 indicated by A to F all have the same steering angle. Therefore, in the process of S4 for these drive units 3, indicated by A to F. The rotational speed of the differential device 6 in any one drive unit 3 is compared with the rotational speed of the differential device 6 in the other five drive units 3.

  As described above, since there are a plurality of other drive units 3 having the same steering angle in each of the spin-turn, front / rear skew, and transverse skew travel modes, i is the same as when the transport vehicle 2 is traveling straight. The rotation speed of the differential device 6 in the i-th drive unit 3 is compared with the rotation speed of the differential device 6 in each of the other drive units 3, and the left and right wheels 4L, 4R in the i-th drive unit 3 are compared. It can be determined with higher accuracy whether either one is idling.

  Returning to FIG. After executing the process of S4, the CPU 10 then determines whether or not the difference in the rotational speed of the differential device 6 is within an allowable range based on the comparison result in the process of S4, that is, the i-th drive. It is determined whether one of the left and right wheels 4L, 4R in the unit 3 is idling (S5).

  In addition, in the control apparatus 1 in this Embodiment, it considers that the difference of the rotation speed of the differential gear 6 is less than 5% in consideration of the change of the diameter by abrasion of a wheel, and will judge that it is in a tolerance | permissible_range. That is, when the difference in the rotational speed of the differential device 6 exceeds 5%, it is determined that the gear is idling.

  In the process of S5, when it is determined that the difference in the rotational speed of the differential device 6 is within an allowable range, that is, it is determined that none of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling. (S5: Yes) Then, the process of S7 is executed. The process of S7 will be described in detail later.

  On the other hand, when it is determined that the difference in the rotational speed of the differential device 6 is not within the allowable range, that is, one of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling (S5). : No), the hydraulic motor drive control process is executed (S10), and the idling detection process is terminated.

  In the hydraulic motor drive control process (S10), when it is determined that one of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling, the hydraulic motors 5 in all the drive units 3 in 6 This is a process for reducing the rotational speed of the hydraulic motor 5 by reducing the supply pressure to the hydraulic motor 5.

  Due to this hydraulic motor drive control process (S10), damage to the differential 6 caused when the difference in the rotational speeds of the left and right wheels 4L, 4R is significantly different from the drive unit 3 determined to be idling. Can be prevented.

  Note that it is possible to control only the hydraulic motor 5 in the drive unit 3 in which it is determined that one of the left and right wheels 4L, 4R is idling, and the rotational speed of the hydraulic motor 5 can be reduced. In the hydraulic motor drive control process (S10) in the embodiment, the rotational speeds of the hydraulic motors 5 in all the drive units 3 are reduced. Thereby, the drive control of the hydraulic motor 5 can be simplified as compared with the case where only the hydraulic motor 5 in the specific drive unit 3 is controlled.

  On the other hand, in the process of S3, when it is determined that there is no other drive unit 3 having the same steering angle as the i-th drive unit 3 (S3: No), the process of S6 is then executed.

  In the process of S <b> 6, the CPU 10 determines the rotation speed of the differential device 6 in the i-th drive unit 3 to be the same as that of the differential device 6 in the drive unit 3 having the steering angle closest to the steering angle of the i-th drive unit 3. The rotation number is compared (S6).

  That is, the i-th drive unit 3 and the drive unit 3 having the steering angle closest to the steering angle of the i-th drive unit 3 have substantially the same rotational speed of the differential device 6 in the drive unit 3. is there. In the process of S6, the rotational speed of the differential device 6 in the i-th drive unit 3 is set to the rotational speed of the differential device 6 in the drive unit 3 having the steering angle closest to the steering angle of the i-th drive unit 3. Since the comparison is made, it is possible to accurately determine whether one of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling.

  Here, the process of S6 in the case where the handle 16 is operated in each traveling mode, that is, the transport vehicle 2 is turning (comparison of the rotational speed of the differential device 6 in the i-th drive unit 3). The method will be specifically described with reference to FIG.

  In the case of the forward / reverse mode shown in FIG. 4A, the drive unit 3 indicated by C and D has the closest steering angle, and therefore, indicated by C or D in the process of S6 for these drive units 3. The rotational speed of the differential device 6 in the drive unit 3 is compared with the rotational speed of the differential device 6 in the drive unit 3 indicated by D or C.

  In addition, since there exists the drive unit 3 which has the same steering angle about the drive unit 3 shown with A, B, E, and F, as mentioned above, the rotation speed of the differential apparatus 6 is compared by the process of S4.

  In the case of the traversing mode shown in FIG. 4B, the drive unit 3 indicated by C and A or B has the closest steering angle. Therefore, in the process of S6 for the drive unit 3, the drive unit indicated by C 3 is compared with the rotational speed of the differential device 6 in the drive unit 3 indicated by A or B. Since the drive unit 3 indicated by D and E or F has the closest steering angle, in the process of S6 for the drive unit 3, the rotational speed of the differential device 6 in the drive unit 3 indicated by D is Comparison is made with the rotational speed of the differential device 6 in the drive unit 3 indicated by E or F.

  In addition, since there exists the drive unit 3 which has the same steering angle about the drive unit 3 shown with A, B, E, and F, as mentioned above, the rotation speed of the differential apparatus 6 is compared by the process of S4.

  In the case of the rear shaft fixing mode shown in FIG. 4C, the drive unit 3 indicated by A and B has the closest steering angle. Therefore, in the process of S6 for these drive units 3, A or B is used. The rotational speed of the differential device 6 in the drive unit 3 shown is compared with the rotational speed of the differential device 6 in the drive unit 3 shown by B or A. Since the drive unit 3 indicated by C and A has the closest steering angle, in the process of S6 for the drive unit 3, the rotational speed of the differential device 6 in the drive unit 3 indicated by C is set to A It compares with the rotation speed of the differential apparatus 6 in the drive unit 3 shown by. Further, since the drive unit 3 indicated by D and C has the closest steering angle, in the process of S6 for the drive unit 3, the rotational speed of the differential device 6 in the drive unit 3 indicated by D is expressed as C. It compares with the rotation speed of the differential apparatus 6 in the drive unit 3 shown by.

  In addition, about the drive unit 3 shown with E and F, since there exists the drive unit 3 which has the same steering angle, as mentioned above, the rotation speed of the differential apparatus 6 is compared by the process of S4.

  Returning to FIG. After executing the process of S6, the CPU 10 then determines whether or not the difference in rotational speed of the differential device 6 is within an allowable range based on the comparison result in the process of S6, that is, the i-th drive. It is determined whether one of the left and right wheels 4L, 4R in the unit 3 is idling (S5).

  In the process of S5, when it is determined that the difference in the rotational speed of the differential 6 is within an allowable range, that is, it is determined that none of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling. In S5: Yes, the CPU 10 determines whether or not the variable i stored in the RAM 12 is “6” (S7). In the process of S7, when the variable i is “6”, that is, when it is determined whether or not all the drive units 3 of 6 are idling (S7: Yes), the idling detection process is ended. To do.

  On the other hand, if the variable i is not “6”, that is, if there remains a drive unit 3 that has not determined whether or not it is idling (S7: No), the variable i stored in the RAM 12 is set to “ 1 ”is added (S8), and the process returns to S2. Thus, for example, after the process is executed for the drive unit 3 indicated by the first A with the variable i being “1”, the variable i becomes “2” and the drive unit 3 indicated by the second B is targeted. (See FIG. 4).

  As described above, according to the control device 1 in the present embodiment, the number of rotations of the differential device 6 detected by the rotation sensor 7 in the i-th drive unit 3 is set to the other 5 of the 6 drive units 3. Compared with the rotational speed of the differential device 6 in the drive unit 3, it is determined whether one of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling. The idling of one of the left and right wheels 4L and 4R in the unit 3 can be detected, and damage to the differential 6 that occurs when the rotational speeds of the left and right wheels 4L and 4R are significantly different can be prevented.

  In the conventional control device, the average value of the number of rotations of the differential device 6 detected for each of the six drive units 3 (the sum of the number of rotations of the differential device 6 detected for each of the drive units 3 is calculated as the number of drive units. The value obtained by calculating an allowable value in the calculated average value is regarded as a determination value for determining whether or not the vehicle is idling.

  Then, it is determined whether or not the number of rotations of each differential device 6 detected for each drive unit 3 exceeds the determination value. If there is a drive unit 3 that exceeds the value, the drive unit 3 is idling. It was the structure judged to be doing.

  According to this, when one of the left and right wheels 4L and 4R in one drive unit 3 is idle, the idle wheel (for example, 4R) receives friction (resistance) from the ground. Therefore, the rotational speed of the idling wheel gradually increases and continues to increase until it exceeds the above-described determination value, that is, until it is determined that the idling wheel is idling. Therefore, in the left and right wheels 4L, 4R in one drive unit 3, the difference in the rotation speed between the rotation speed of the idle wheel and the rotation speed of the non-idling wheel (for example, 4L) is significantly different. The differential 6 is unavoidably damaged.

  On the other hand, according to the control device 1 in the present embodiment, the number of rotations of the differential device 6 detected by the rotation sensor 7 in one of the six drive units 3 is determined by the six drive units 3. Compared with the rotational speeds of the differential devices 6 in the other five drive units 3, the difference between the rotational speeds of the differential devices 6 in the drive units 3 is within the allowable range. The idling of one of the left and right wheels 4L, 4R in the drive unit 3 can be detected.

  Here, a rotation sensor 7 for separately detecting the rotation speeds of the left and right wheels 4L and 4R in one drive unit 3 is provided, and by comparing the rotation speeds of the left and right wheels 4L and 4R, Although it is possible to determine whether one of the wheels 4L, 4R is idling, in order to provide the rotation sensor 7 in an existing transport vehicle, the cost of the rotation sensor 7 to be added and the rotation sensor 7 There is a problem that the number of work steps for attaching the sensor is required and the cost is increased by the rotation sensor 7 to be added even in a newly manufactured transport vehicle.

  On the other hand, according to this embodiment, the control device mounted on the existing transport vehicle determines whether one of the left and right wheels 4L, 4R is idling. Can reduce the cost of the rotation sensor 7 to be added and the number of work steps for attaching the rotation sensor 7, and eliminate the need for the rotation sensor 7 to be added even in a newly manufactured transport vehicle, thereby reducing the cost. can do.

  Next, with reference to FIG. 5, the process performed by the control apparatus 1 in 2nd Embodiment is demonstrated. When there is no other drive unit 3 having the same steering angle as the i-th drive unit 3, the control device 1 in the first embodiment determines the rotation speed of the differential device 6 in the i-th drive unit 3. Compared with the rotational speed of the differential device 6 in the drive unit 3 having the steering angle closest to the steering angle of the i-th drive unit 3, in the second embodiment, the differential device in the i-th drive unit 3 6 is compared with the corrected rotational speed of the differential unit 6 in the drive unit 3 having the steering angle closest to the steering angle of the i-th drive unit 3.

  Note that in the second embodiment, the same portions as those in the first embodiment are denoted by the same reference numerals, and description and illustration thereof are omitted.

  FIG. 5 is a flowchart showing the idling detection process in the second embodiment. Here, the description of FIG. 5 will be made with reference to FIG. 4 as appropriate.

  In the second embodiment, if it is determined that there is no other drive unit 3 having the same steering angle as the i-th drive unit 3 in the process of S3 (S3: No), then the process of S26 Execute.

  In the process of S26, the CPU 10 detects the operation amount of the handle 16 (S26). Here, as described above, the operation amount of the handle 16 is detected by the sensor in the operation amount detection device 15. Even when the handle 16 is not operated, for example, when the operation amount of the handle 16 is held at 45 °, the operation amount of the handle 16 is detected as 45 °.

  Next, the CPU 10 determines the i-th drive unit based on the operation amount of the handle 16 detected in the process of S26 and the respective position information of the six drive units 3 with respect to the transport vehicle 2 stored in the vehicle data memory 11a. The rotational speed of the differential device 6 in the drive unit 3 having the steering angle closest to the steering angle 3 is corrected (S27).

  Here, the method of S27 (correction of the number of rotations of the differential device 6 in the i-th drive unit 3) will be specifically described with reference to FIG.

  In the case of the forward / reverse mode shown in FIG. 4A, the drive unit 3 indicated by C and D has the closest steering angle, and therefore, indicated by C or D in the process of S27 for these drive units 3. The turning radius in the drive unit 3 (the distance from the turning center G to the drive unit 3 indicated by C or D) is based on the operation amount of the handle 16 and the positional information of the drive unit 3 indicated by C or D with respect to the transport vehicle 2. Respectively.

  In addition, about the drive unit 3 shown by A, B, E, and F, since there exists the drive unit 3 which has the same steering angle, the process of this S27 is not performed.

  Specifically, if the operation amount of the handle 16 and the position information of the drive unit 3 with respect to the transport vehicle 2 indicated by C or D are known, the position of the turning center G is obtained by a trigonometric function (tangent). The distance (turning radius) from the turning center G to the drive unit 3 indicated by C or D can be calculated by the three square theorem.

  Then, a ratio of the turning radius is calculated from each of the calculated turning radii. For example, if the target of processing is the drive unit 3 indicated by C, and the turning radius of the drive unit 3 indicated by C is 2000 mm and the turning radius of the drive unit 3 indicated by D is 1000 mm, the ratio (indicated by D) The turning radius of the drive unit 3 indicated by the turning radius / C of the drive unit 3 is 0.5.

  Then, by multiplying the calculated ratio by the rotation speed of the differential device 6 in the drive unit 3 indicated by D, the rotation speed of the differential device 6 in the drive unit 3 indicated by D is corrected.

  Even in the case of the transverse mode shown in FIG. 4B, the drive unit 3 indicated by C and A or B has the closest steering angle as in the case described above. In the processing, the rotational speed of the differential device 6 in the drive unit 3 indicated by A or B is corrected with respect to the rotational speed of the differential device 6 in the drive unit 3 indicated by C. Further, since the drive unit 3 indicated by D and E or F has the closest steering angle, in the process of S27 for the drive unit 3, the rotation of the differential device 6 in the drive unit 3 indicated by E or F is performed. The number is corrected with respect to the rotational speed of the differential 6 in the drive unit 3 indicated by D.

  In addition, about the drive unit 3 shown by A, B, E, and F, since there exists the drive unit 3 which has the same steering angle, the process of this S27 is not performed.

  Even in the rear shaft fixing mode shown in FIG. 4C, the drive unit 3 indicated by A and B has the closest steering angle as in the case described above. In the processing, the rotational speed of the differential device 6 in the drive unit 3 indicated by A or B is corrected with respect to the rotational speed of the differential device 6 in the drive unit 3 indicated by B or A. Further, since the drive unit 3 indicated by C and A has the closest steering angle, in the process of S27 for the drive unit 3, the rotational speed of the differential device 6 in the drive unit 3 indicated by A is determined as C. It correct | amends with respect to the rotation speed of the differential apparatus 6 in the drive unit 3 shown by. Further, since the drive unit 3 indicated by D and C has the closest steering angle, in the process of S27 for the drive unit 3, the rotational speed of the differential device 6 in the drive unit 3 indicated by C is set to D. It correct | amends with respect to the rotation speed of the differential apparatus 6 in the drive unit 3 shown by.

  In addition, about the drive unit 3 shown by E and F, since there exists the drive unit 3 which has the same steering angle, the process of this S27 is not performed.

  Returning to FIG. After executing the process of S27, the CPU 10 then calculates the rotation speed of the differential device 6 in the i-th drive unit 3 based on the rotation speed of the differential device 6 corrected in the process of S27. The rotation speed of the differential unit 6 corrected in the drive unit 3 having the steering angle closest to the steering angle of the second drive unit 3 is compared (S28).

  Next, the CPU 10 determines whether or not the difference in the rotational speed of the differential device 6 is within an allowable range based on the comparison result in the process of S28, that is, the left and right wheels 4L and 4R in the i-th drive unit 3. It is determined whether or not either of these is idle (S5). In addition, about the process after S5, since the process similar to 1st Embodiment is performed, the description is abbreviate | omitted.

  As described above, according to the control device 1 in the present embodiment, the rotational speed of the differential device 6 in the i-th drive unit 3 has a steering angle closest to the steering angle of the i-th drive unit 3. Since it is compared with the corrected number of rotations of the differential device 6 in the drive unit 3, it can be determined with higher accuracy whether one of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling. Can do.

  That is, even when there is no other drive unit 3 having the same steering angle as that of the i-th drive unit 3, the turning radius of the drive unit 3 having the steering angle closest to the steering angle of the i-th drive unit 3 is determined by the handle. The drive unit having a steering angle closest to the steering angle of the i-th drive unit 3 is calculated based on the operation amount of 16 and the position information of the drive unit 3 with respect to the transport vehicle 2 and the ratio of the calculated turning radius. Since the rotational speed of the differential device 6 at 3 is corrected, it is possible to reduce erroneous determination when determining whether one of the left and right wheels 4L, 4R in the i-th drive unit 3 is idling. it can.

  In the flowchart shown in FIG. 3 (idling detection process), the comparison means according to claim 1 is the process of S4 and S6, and the comparison means of claim 2 and claim 3 is the process of S4. The comparison means according to claim 4 is S6, the detection means according to claim 1 is S5, the detection means according to claims 2 and 3 is S5, and the detection means according to claim 4. The processing of S5 corresponds to each.

  Further, in the flowchart shown in FIG. 5 (idling detection process), the comparison means according to claim 1 performs the processing of S4 and S28, and the comparison means according to claim 2 and claim 3 includes the processing of S4. The comparison means according to claim 5 is the process of S28, the detection means according to claim 1 is the process of S5, the detection means of claim 2 and claim 3 is the process of S5, and the detection means according to claim 5. The processing of S5 corresponds to each.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, in each embodiment, the CPU 10 outputs to each steering drive device 17 when determining whether there is another drive unit 3 having the same steering angle as the i-th drive unit 3 in the process of S3. The determination is made on the basis of the respective steering angles of the drive unit 3 to be operated. However, a device for detecting each steering angle of the drive unit 3 is provided in each steering drive device 17, and the process of S3 is executed based on each steering angle of the drive unit 3 detected by the device. You may comprise as follows.

  In each embodiment, when determining whether or not the difference in the rotational speed of the differential device 6 is within the allowable range in the process of S5, the difference is considered in consideration of a change in diameter due to wheel wear. If the difference in the rotational speed of the moving device 6 is within 5%, it is determined that it is within the allowable range. However, if the difference in the rotational speed of the differential device 6 is within 5%, it is not limited at all within the allowable range. If the numerical value is reduced, the idling can be determined with higher accuracy. Increasing the numerical value can reduce erroneous determination when determining idling.

  Furthermore, in each embodiment, when determining whether or not the difference in the rotational speed of the differential device 6 is within the allowable range in the process of S5, the difference is considered in consideration of a change in diameter due to wheel wear. If the difference in the rotational speed of the moving device 6 is within 5%, it is determined that it is within the allowable range. However, the numerical value for determining whether or not it is within the allowable range may be configured to change with the travel distance.

  Thereby, according to the wear of the wheel accompanying the travel distance, the determination of idling can be made more accurate. It should be noted that the numerical value for judging whether or not it is within the allowable range when the wheel is replaced with a new wheel is reset.

  Furthermore, in each embodiment, when the drive control of the hydraulic motor 5 is executed in the process of S10, the supply pressure to the hydraulic motor 5 is reduced to reduce the rotational speed of the hydraulic motor 5. It was. However, the supply pressure to the hydraulic motor 5 may be stopped and the rotation of the hydraulic motor 5 may be stopped.

  In each embodiment, the hydraulic motor drive control process (S10) is executed when it is determined in S5 that the difference in the rotational speed of the differential 6 is not within the allowable range. It was. However, the left and right wheels 4L and 4R in each drive unit 3 are configured to be movable up and down, and the left and right wheels 4L and 4R are lifted and lowered to forcibly ground the left and right wheels 4L and 4R and the road surface. You may comprise.

  Thereby, the idling of the left and right wheels 4L and 4R can be suppressed without reducing the speed of the transport vehicle 2.

(A) is a front view of the conveyance vehicle in 1st Embodiment of this invention, (b) is a side view of the conveyance vehicle, (c) is the conveyance vehicle in the arrow Ic direction view of (b). It is a schematic diagram, (d) is a schematic diagram which shows a drive unit. It is the block diagram which showed the electrical structure of the conveyance vehicle. It is a flowchart which shows the idling detection process in 1st Embodiment. It is a figure which shows the drive unit in each driving | running | working mode, and the steering state of a driving | running | working unit, (a) is a schematic diagram of the conveyance vehicle which shows the steering state in the forward-reverse mode, (b) is the steering state in transverse mode FIG. 4C is a schematic diagram of the transport vehicle showing the steering state in the rear axle fixed mode, and FIG. 4D is a schematic diagram of the transport vehicle showing the steering state in the spin turn mode. (E) is a schematic diagram of the transport vehicle showing the steering state in the front-back skew mode, and (f) is a schematic diagram of the transport vehicle showing the steering state in the transverse skew mode. It is a flowchart which shows the idling detection process in 2nd Embodiment. (A) is a schematic diagram which shows the drive unit with which the conventional conveyance vehicle is equipped, (b) is a front view of the conventional conveyance vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control apparatus 2 Carrier vehicle 3 Drive unit 4L, 4R Left and right wheel 5 Hydraulic motor 6 Differential device 7 Rotation sensor (rotation number detection apparatus)
11a Vehicle data memory (storage means)
15 Operation amount detection device (operation amount detection means)

Claims (5)

Left and right wheels, a hydraulic motor that applies rotational driving force to the left and right wheels, and a difference that distributes the rotational driving force of the hydraulic motor to the left and right wheels interposed between the hydraulic motor and the left and right wheels The hydraulic motor is mounted on a transport vehicle including a plurality of drive units each including a moving device and a rotational speed detection device that detects the rotational speed of the differential device, and detects idling of the left and right wheels with respect to the traveling road surface. A control device for controlling the driving of
The number of rotations of the differential device detected by the number of rotations detection device in one of the plurality of drive units is detected by the number of rotations detection device in the other drive unit of the plurality of drive units. Comparing means for comparing with the rotational speed of the differential device;
A control device comprising: a detecting unit that detects idling of one of the left and right wheels in the one drive unit based on a comparison result by the comparing unit. The plurality of drive units are configured to be independently steerable,
When there is another drive unit having the same steering angle as that of one of the plurality of drive units, the comparison means has the same steering angle as the number of rotations of the one drive unit. Compared with the rotation speed in other drive units,
The control device according to claim 1, wherein the detection unit detects idling of one of the left and right wheels in the one drive unit based on a comparison result by the comparison unit. In the case where there are a plurality of other drive units having the same steering angle as one drive unit among the plurality of drive units, the comparing means determines the rotation speed of the one drive unit as the same steering angle. Compared with the number of revolutions in two or more other drive units having,
The control device according to claim 2, wherein the detection unit detects idling of one of the left and right wheels in the one drive unit based on a comparison result by the comparison unit. When there is no other drive unit having the same steering angle as one drive unit among the plurality of drive units, the comparison means calculates the rotation speed of the one drive unit as the rotation number of the one drive unit. Compared to the number of revolutions in the other drive unit having the steering angle closest to the steering angle,
4. The detection device according to claim 1, wherein the detection unit detects idling of one of the left and right wheels in the one drive unit based on a comparison result by the comparison unit. 5. Control device. An operation amount detecting means for detecting an operation amount of the handle operated by the driver;
Storage means for storing position information of each of the plurality of drive units with respect to the transport vehicle;
Based on the operation amount of the handle detected by the operation amount detection means and the position information of the plurality of drive units stored in the storage means, the steering angle closest to the steering angle of the one drive unit is provided. Correction means for correcting the rotational speed in the other drive unit,
The comparison means compares the rotation speed in the one drive unit with the rotation speed corrected by the correction means,
The control device according to claim 4, wherein the detection unit detects idling of one of the left and right wheels in the one drive unit based on a comparison result by the comparison unit.

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