JP2009269718A - Method and device for controlling loading of hybrid loading vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method and a device for controlling loading of a hybrid loading vehicle can prevent a rise of the battery temperature, maintain fuel economy. <P>SOLUTION: An ECU 13 determines whether the temperature of a battery 19 is high or not. In the case wherein the temperature of the battery is low, the ECU 13 controls the torque of an engine 1 to obtain the best fuel economy. In the case wherein the temperature of the battery 9is high, the ECU 13 controls output of a generator 3 so as to restrict power in charge/discharge relative to the battery 9, and prevents a temperature rise of the battery 9. Restriction of power in charge/discharge includes decision of the engine torque equal to the loading torque at a value corresponding to a point on a loading output central value line M and gradual reduction of power in charge/discharge. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a cargo handling control method and apparatus for a hybrid cargo handling vehicle, and more particularly to a cargo handling control method and apparatus for a hybrid cargo handling vehicle in which an engine, a generator, and a cargo handling pump are coaxially connected.

  In a so-called cargo handling parallel hybrid forklift, the engine, the generator, and the cargo handling pump are connected on the same axis, so the engine speed and the cargo handling pump speed are equal. For this reason, in order to realize a desired cargo handling speed, an engine speed corresponding to this is required. Here, since the load value for obtaining the optimum engine efficiency is determined by the engine speed, in order to improve the engine efficiency, it is necessary to keep the engine load at the optimum value regardless of the load of the cargo handling.

For this reason, in a hybrid forklift of a cargo handling parallel system, the load on the engine is adjusted by charging / discharging of a battery connected to the generator. That is, when the handling load is light, the battery is charged to increase the engine load. Conversely, when the handling load is heavy, the battery is discharged to assist the engine and reduce the engine load.
For example, in the cargo handling parallel hybrid forklift described in Patent Document 1, charging / discharging of the battery is performed according to the cargo handling load, and control for maintaining the fuel consumption of the engine in an optimum state is performed.

JP 2005-298163 A

  However, the conventional control has a problem in that the battery temperature rises because a large amount of battery charge / discharge occurs depending on the situation. The rise in the battery temperature causes, for example, the deterioration of the battery to be accelerated.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a cargo handling control method and apparatus that prevents an increase in battery temperature while maintaining fuel efficiency.

  In order to solve the above-described problems, a cargo handling control method for a hybrid cargo handling vehicle according to the present invention is a hybrid cargo handling vehicle in which an engine, a generator connected to a battery, and a cargo handling pump are coaxially coupled. In this cargo handling control method, when a desired cargo handling pump speed is determined and the battery temperature is lower than a predetermined temperature, the engine torque is calculated based on the relationship between the engine fuel consumption and the torque at the cargo handling pump speed. At the same time, the charging / discharging power of the battery is controlled based on the engine torque. When the battery temperature exceeds a predetermined temperature, the charging / discharging power is controlled to be suppressed.

  This cargo handling control method gives priority to improving the fuel efficiency of the engine when the battery is at a low temperature, and suppresses charge / discharge power when the battery is at a high temperature, thus preventing an increase in the battery temperature while maintaining the fuel efficiency. be able to.

When the battery temperature exceeds a predetermined temperature, the cargo handling torque is calculated based on the discharge pressure of the cargo handling pump and the cargo handling pump rotation speed, and the engine torque is determined to be equal to the calculated cargo handling torque. Good.
If it does in this way, since the required cargo handling torque and the torque which an engine generate | occur | produce will become equal, the output of a generator can be set to 0 and the raise of the temperature of a battery can be suppressed more reliably.
When the temperature of the battery exceeds a predetermined temperature, the engine torque may be determined as the center point of a predetermined cargo handling output fluctuation range at the cargo handling pump rotation speed.
If it does in this way, the electric power of charging / discharging when a battery is high temperature can be suppressed to 1/2 of the cargo handling output fluctuation range at the maximum.
If the battery temperature exceeds a predetermined temperature and the charge / discharge power exceeds the predetermined power, the charge / discharge power may be gradually reduced.
If it does in this way, since the electric power of charging / discharging is gradually suppressed when the battery is high temperature and charging / discharging electric power is large, the electric power of charging / discharging can be suppressed. Further, since the adjustment is performed gradually, hunting can be avoided.
Determining the engine torque based on the relationship between the engine fuel consumption and the torque at the load pump speed when the battery temperature is lower than the predetermined temperature is to optimize the fuel consumption at the load pump speed. It may be to determine the torque of the engine.
In this way, since the fuel efficiency of the engine is optimally maintained when the battery is at a low temperature, the fuel efficiency can be further improved.

A cargo handling control device for a hybrid cargo handling vehicle according to the present invention is a cargo handling control device for a hybrid cargo handling vehicle in which an engine, a generator connected to a battery, and a cargo handling pump are coaxially coupled. A cargo handling pump speed determining means for determining a desired cargo handling pump speed, a battery temperature sensor for detecting a battery temperature, and a drive system control means for controlling engine torque and battery charge / discharge power. Storage means for storing fuel consumption data representing the relationship between the fuel consumption and torque of the engine according to the load pump speed, and the drive system control means, when the temperature of the battery is lower than a predetermined temperature, The engine torque is determined based on the fuel consumption data, and the charge / discharge power of the battery is controlled based on the engine torque. When exceeding degree is controlled so as to suppress power of charging and discharging.
This cargo handling control device gives priority to improving the fuel efficiency of the engine when the battery is at a low temperature, and suppresses charge / discharge power when the battery is at a high temperature, thus preventing the battery temperature from rising while maintaining the fuel efficiency. be able to.

  According to the present invention, a cargo handling control method and apparatus for a hybrid cargo handling vehicle controls charging / discharging giving priority to fuel consumption when the battery temperature is low, and controls charging / discharging when the battery temperature is high. Therefore, it is possible to prevent the battery temperature from rising while maintaining a suitable fuel consumption.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
Embodiment 1 FIG.
FIG. 1 shows a configuration of a hybrid forklift provided with a cargo handling control apparatus according to the first embodiment. A generator 3 is connected to a drive shaft of the engine 1 via a clutch 2, and a cargo handling pump 4 is directly connected to a rotating shaft of the generator 3. A cargo handling cylinder 6 is connected to the cargo handling pump 4 via a cargo handling valve 5, and a hydraulic oil tank 7 is connected to the cargo handling pump 4 and the cargo handling valve 5.
A battery 9 is electrically connected to the generator 3 via a generator inverter 8. A travel motor 11 is electrically connected to the battery 9 via a travel inverter 10, and a travel device 12 is coupled to the travel motor 11.

The ECU 13 is electrically connected to the engine 1, the clutch 2, the cargo handling valve 5, the generator inverter 8, and the traveling inverter 10. Further, the forklift includes an accelerator position sensor 14, a cargo handling lever position sensor 15, an engine speed sensor 16, a cargo handling pump speed sensor 17, a cargo handling pump discharge pressure sensor 18, a travel motor speed sensor 19, a battery power sensor 20, a battery. Sensors and switches of the temperature sensor 21 are arranged, and these sensors and switches are electrically connected to the ECU 13, respectively.
The ECU 13 is responsible for system control of the entire forklift, and constitutes a cargo handling pump rotation speed determination means, drive system control means, and storage means of the present invention.

The engine 1 is driven based on an engine output command value given from the ECU 13, and its drive shaft is connected to the rotating shaft of the generator 3 via the clutch 2, and the clutch 2 is controlled to be connected / disconnected. Power connection / disconnection is performed between the engine 1 and the generator 3.
The generator 3 is driven by the engine 1 to generate electricity and charge the battery 9. When driving power is supplied from the battery 9 via the generator inverter 8, the generator 3 rotates and rotates the rotating shaft as an electric motor. .

  Normally, the clutch 2 is in a connected state, and when the generator 3 operates as a generator, the engine 1 serves as a drive source for the generator 3 and the cargo handling pump 4. On the other hand, when the generator 3 operates as an electric motor, the engine 1 and the generator 3 serve as driving sources for the cargo handling pump 4. However, when the clutch 2 is disengaged and the generator 3 is operated as an electric motor, only the generator 3 can be used as a drive source of the cargo handling pump 4. The connection / disconnection control of the clutch 2 is performed by a control signal from the ECU 13.

  The battery 9 accumulates the electricity generated by the generator 3 and supplies driving power as needed for running operation and cargo handling operation of the forklift. Charging to the battery 9 and discharging from the battery 9 are performed via a generator inverter 8 and a traveling inverter 10 connected to the ECU 13.

The forklift cargo handling operation is performed through a cargo handling pump 4, a cargo handling cylinder 6 that raises and lowers a fork (not shown), and a cargo handling valve 5 for appropriately distributing hydraulic oil from the cargo handling pump 4 to the cargo handling cylinder 6.
The traveling operation of the forklift is performed by the traveling motor 11 and the traveling device 12 driven by the traveling motor 11. The travel motor 11 is driven by drive power supplied from the battery 9 via the travel inverter 10. In addition, at the time of traveling deceleration, regenerative electric power is generated by the traveling motor 11, and this regenerative electric power is stored in the battery 9 through the traveling inverter 10.

  Next, the operation of the cargo handling control apparatus according to the first embodiment will be described with reference to the flowchart of FIG. 2 and the graph of FIG. In FIG. 3, the engine optimum fuel consumption line C is fuel consumption data representing the relationship between the rotation speed of the engine 1 (that is, the rotation speed of the cargo handling pump 4) and the torque of the engine 1 at which the fuel consumption is optimal at that rotation speed. is there. The maximum torque line T is maximum torque data representing the relationship between the rotational speed of the engine 1 and the maximum torque of the engine 1 at the rotational speed. The ECU 13 stores the fuel consumption data and the maximum torque data as storage means.

First, the ECU 13 determines a desired cargo handling pump rotation speed based on a desired cargo handling speed set by the driver (step S1). Here, the desired cargo handling speed is determined by the ECU 13 based on a signal output from the cargo handling lever position sensor 15 or the like, for example.
Next, the ECU 13 detects the cargo handling pump discharge pressure based on the signal output from the cargo handling pump discharge pressure sensor 18 (step S2). Further, the ECU 13 calculates the cargo handling torque based on the cargo handling pump rotation speed determined in step S1 and the cargo handling pump discharge pressure detected in step S2 (step S3). Here, the cargo handling torque is calculated as being proportional to the cargo handling pump rotation speed and the cargo handling pump discharge pressure, for example.
In FIG. 3, for example, if the desired cargo handling pump rotation speed is 2000 rpm and the cargo handling torque is 20 Nm, the operating point of cargo handling is point W1.

  Next, ECU13 detects the temperature of the battery 9 based on the signal output from the battery temperature sensor 21, and determines whether the battery 9 is high temperature (step S4). Here, the ECU 13 determines that the battery 9 is hot when the temperature of the battery 9 exceeds a predetermined value. Moreover, when the temperature of the battery 9 is less than a predetermined value, it determines with the battery 9 being low temperature.

When it is determined in step S4 that the battery 9 is at a low temperature, the ECU 13 determines the torque of the engine 1 so that the fuel consumption of the engine 1 is optimal (step S5). Here, the ECU 13 determines the torque of the engine 1 based on the engine optimum fuel consumption line C. Since the engine 1 and the cargo handling pump 4 are provided coaxially, the speed of the cargo handling pump is equal to the speed of the engine 1 when the clutch 2 is connected without slipping. Therefore, when the desired cargo handling pump rotational speed is 2000 rpm, the rotational speed of the engine 1 is also 2000 rpm, and the operating point of the engine 1 is the point EL1. In step S5, the ECU 13 drives the engine 1 by outputting an engine output command value to the engine 1 based on the determined torque of the engine 1.
As described above, when the battery 9 is at a low temperature, the ECU 13 can prioritize improvement of the fuel consumption of the engine 1 and maintain the fuel consumption optimally.

After step S5, the ECU 13 determines the output of the generator 3 based on the cargo handling torque calculated in step S3 and the torque of the engine 1 determined in step S5 (step S6). Here, the output of the generator 3 is obtained by subtracting the torque of the engine 1 from the cargo handling torque. When the handling load is light and the operating point is below the engine optimum fuel consumption line C, that is, when the output of the generator 3 is negative, the generator 3 applies a load to the engine 1 to perform a power generation operation, The battery 9 is charged. Conversely, when the cargo handling load is heavy and the operating point is above the engine optimum fuel consumption line C, that is, when the output of the generator 3 is positive, the generator 3 discharges the battery 9 to act as an electric motor, The engine 1 is assisted to reduce the load on the engine 1. In the example of FIG. 3, the generator 3 charges the battery 9 with electric power corresponding to the output ΔL1.
When the above example is summarized in FIG. 3, when the battery 9 is at a low temperature, the engine 1 operates at the point EL1, and the generator 3 charges the battery 9 with the output ΔL1. It can be said that the point W1 is maintained.

In the example of FIG. 3, since the operating point W1 for cargo handling is below the operating point EL1 for the engine 1, the generator 3 performs charging, that is, performs power regeneration control. Is above the operating point of the engine 1, the generator 3 performs power generation, that is, power running control of power.
On the other hand, when it is determined in step S4 that the battery 9 is hot, the ECU 13 sets the torque of the engine 1 to a value equal to the cargo handling torque calculated in step S3 (step S7). In the case of FIG. 3, the operating point of the engine 1 is a point W1. However, when the cargo handling torque is larger than the maximum torque, that is, when the operating point of the cargo handling is above the maximum torque line T, the torque of the engine 1 is set to the maximum torque.
By step S7, the output of the generator 3 becomes 0, and the battery 9 is not charged or discharged. Thus, when the battery 9 is hot, charging / discharging is not performed, and the temperature rise of the battery 9 can be prevented.
When the above example is summarized on FIG. 3, when the battery 9 is hot, it can be said that the engine 1 operates at the point W1, and the operating point of the cargo handling is maintained at the point W1 as it is.

  As described above, the cargo handling control apparatus according to the first embodiment prioritizes the improvement of the fuel consumption of the engine 1 when the battery 9 is at a low temperature and optimally maintains the fuel consumption, and when the battery 9 is at a high temperature. Since the temperature of the battery 9 is prevented from increasing without charging / discharging, it is possible to prevent the battery temperature from increasing while maintaining fuel efficiency.

Embodiment 2. FIG.
The hybrid forklift according to the second embodiment has a configuration in which the cargo handling pump discharge pressure sensor 18 is not provided in the configuration of the first embodiment shown in FIG.
The operation of the cargo handling control apparatus according to the second embodiment will be described with reference to the flowchart of FIG. 4 and the graph of FIG. 5 includes the engine optimum fuel consumption line C and the maximum torque line T similar to those in FIG. In FIG. 5, the cargo handling output median line M represents the relationship between the rotational speed of the engine 1 and the median of the maximum value and the minimum value of a predetermined cargo handling output range that can be assumed at the rotational speed. That is, the median output line M represents the median point of the cargo output fluctuation range at the number of revolutions, and represents median data representing a set of points of {(maximum cargo output) + (minimum cargo output)} / 2. It is. The ECU 13 stores the median data as storage means.

First, the ECU 13 determines a desired cargo handling pump speed based on a desired cargo handling speed in the same manner as in step S1 of FIG. 2 (step S21). Next, the ECU 13 determines whether or not the battery 9 is at a high temperature in the same manner as in step S4 of FIG. 2 (step S22).
When it is determined in step S22 that the battery 9 is at a low temperature, the ECU 13 determines the torque of the engine 1 so that the fuel consumption of the engine 1 is optimized in the same manner as in step S5 of FIG. 2 (step S23). For example, when the desired cargo handling pump speed is 2000 rpm, the operating point of the engine 1 is the point EL2. Thus, the ECU 13 can optimally maintain the fuel consumption of the engine 1 when the battery 9 is at a low temperature.

After step S23, the ECU 13 generates power to maintain the desired cargo handling pump speed based on the desired cargo handling pump speed determined in step S21 and the signal output from the cargo handling pump speed sensor 17. The output of the machine 3 is determined (step S24). For example, when the cargo handling load is light and the operating point is below the engine optimum fuel consumption line C, the output of the engine 1 overcomes the cargo handling load and attempts to increase the rotational speed. A load is applied to maintain the rotational speed, and a power generation operation is performed thereby to charge the battery 9. On the other hand, when the handling load is heavy and the operating point is above the engine optimum fuel consumption line C, the rotational speed of the engine 1 tends to be reduced by the handling load, so the generator 3 discharges the battery 9. It works as an electric motor, thereby assisting the engine 1 to maintain the rotational speed. For example, when the operating point of cargo handling is the point W2, the generator 3 charges the battery 9 with the output ΔL2.
When the above example is summarized in FIG. 5, when the battery 9 is at a low temperature, the engine 1 operates at the point EL2, and the generator 3 charges the output 9 with the output ΔL2. As a result, the operating point of the cargo handling is It can be said that the point W2 is maintained.

When it is determined in step S22 that the battery 9 is hot, the ECU 13 calculates the median value of the cargo handling output fluctuation range as the first candidate value of the torque of the engine 1 (step S25). That is, the ECU 13 obtains a point on the cargo handling output median line M at the cargo handling pump rotation speed determined in step S21.
Thereafter, the ECU 13 determines the torque of the engine 1 as the second candidate value of the torque of the engine 1 so as to optimize the fuel consumption of the engine 1 as in step S5 of FIG. 2 (step S26).

Further, the ECU 13 compares the first and second candidate values, and determines the smaller value (the smaller value) as the torque of the engine 1 (step S27). That is, the torque of the engine 1 is determined along the lower side of the engine optimum fuel consumption line C and the cargo handling output median line M at the rotational speed. For example, if the desired cargo handling pump speed is 2000 rpm, the operating point of the engine 1 is point EH2.
Thereafter, the ECU 13 determines the output of the generator 3 so as to maintain a desired cargo handling pump rotational speed in the same manner as in step S24 (step S28).
When the above example is summarized on FIG. 5, when the battery 9 is hot, the engine 1 operates at the point EH2 and the generator 3 charges the output ΔH2 to the battery 9. As a result, the operating point of cargo handling is It can be said that the point W2 is maintained.

  Here, since the engine optimum fuel consumption line C is determined irrespective of the cargo handling output fluctuation range, when the torque of the engine 1 is on the optimum fuel consumption line C, the charge / discharge power (for example, ΔL2) can be very large. There is sex. On the other hand, when the torque of the engine 1 is on the cargo handling output median line M, the charge / discharge power (for example, ΔH2) is suppressed to ½ of the cargo handling output fluctuation range at the maximum. Temperature rise can be prevented.

  It should be noted that as the cargo handling pump speed decreases, the required maximum torque suddenly increases, so the cargo handling output fluctuation range also widens and the cargo handling output median line M rises rapidly. In the second embodiment, the torque of the engine 1 is determined along the lower side of the engine optimum fuel consumption line C and the cargo handling output median line M. Therefore, in such a low rotation region, the engine optimum is determined. The fuel consumption line C is selected, and the deterioration of the fuel consumption performance can be suppressed.

As described above, the cargo handling control device according to the second embodiment prioritizes the improvement of the fuel consumption of the engine 1 when the battery 9 is at a low temperature, and optimally maintains the fuel consumption, and when the battery 9 is at a high temperature. Since charging / discharging power is suppressed to prevent an increase in the temperature of the battery 9, an increase in the battery temperature can be prevented while maintaining fuel efficiency.
Moreover, since the cargo handling control apparatus which concerns on Embodiment 2 does not require the discharge pressure sensor 18, it can simplify a structure.

Embodiment 3 FIG.
The hybrid forklift according to the third embodiment is configured not to include the cargo handling pump discharge pressure sensor 18 of FIG. 1 as in the second embodiment.
The operation of the cargo handling control apparatus according to the third embodiment will be described with reference to the flowchart of FIG. 6 and the graph of FIG.

First, the ECU 13 determines a desired cargo handling pump speed based on the desired cargo handling speed in the same manner as in step S1 of FIG. 2 (step S41). Next, the ECU 13 determines the torque of the engine 1 so as to optimize the fuel consumption of the engine 1 in the same manner as in step S5 of FIG. 2 (step S42). For example, when the desired cargo handling pump speed is 2000 rpm, the operating point of the engine 1 is point E3.
Next, the ECU 13 determines the output of the generator 3 so as to maintain a desired cargo handling pump rotational speed in the same manner as in step S24 of FIG. 4 (step S43). For example, when the operating point of cargo handling is the point W3, the generator 3 charges the battery 9 with the output Δ3.

Next, the ECU 13 determines whether or not the battery 9 is at a high temperature in the same manner as in step S4 in FIG. 2 (step S44).
When it is determined in step S44 that the battery 9 is at a low temperature, the ECU 13 maintains the output of the generator 3, that is, the charge / discharge power for the battery 9 (step S45). As described above, when the battery 9 is at a low temperature, the ECU 13 can maintain the operating point of the engine 1 on the engine optimum fuel consumption line C and optimize the fuel consumption.

  When it is determined in step S44 that the battery 9 is at a high temperature, the ECU 13 determines that the output of the generator 3, that is, the charge / discharge power for the battery 9, is a predetermined reference value Δmax based on the signal output from the battery power sensor 20. It is determined whether it is larger (step S46). When the charge / discharge power is smaller than the reference value Δmax, the ECU 13 maintains the output of the generator 3, that is, the charge / discharge power for the battery 9 (step S45 described above). In this way, even when the battery 9 is hot, the ECU 13 maintains the operating point of the engine 1 on the engine optimum fuel consumption line C and optimizes the fuel consumption when the charge / discharge power is small and the heat generation amount is small. be able to.

  When the charging / discharging power is larger than the reference value Δmax, the ECU 13 gradually adjusts the torque of the engine 1, thereby gradually suppressing the charging / discharging power (step S47). That is, when charging is performed, the torque of the engine 1 is reduced to suppress charging power, and when power generation is being performed, the torque of the engine 1 is increased to suppress power generation power. In the example of FIG. 7, the operating point of the engine 1 gradually moves from the point E3 to the point E3 ', and accordingly, the charging / discharging power decreases from Δ3 to Δmax. Thus, when the battery 9 is at a high temperature and the charge / discharge power is large and the heat generation amount is large, the ECU 13 can suppress the charge / discharge power and prevent the temperature of the battery 9 from rising. Further, since the torque of the engine 1 is adjusted gradually, the control does not become unstable due to hunting.

As described above, the cargo handling control apparatus according to the third embodiment gives priority to improving the fuel consumption of the engine 1 when the battery 9 is at a low temperature and when the charge / discharge power is small even at a high temperature. When the fuel consumption is optimally maintained and the battery 9 is hot and the charge / discharge power is large, the charge / discharge power is suppressed to prevent the temperature of the battery 9 from rising. Can be prevented.
Moreover, since the cargo handling control apparatus which concerns on Embodiment 3 does not require the discharge pressure sensor 18, it can simplify a structure.

  The control according to the third embodiment described above can be combined with the control according to the first or second embodiment. That is, in the first or second embodiment, when the battery 9 is at a high temperature, the output of the generator 3 is first determined so that the fuel consumption of the engine 1 is optimal, and then the output of the generator 3 is gradually decreased. You may control to.

  In the first to third embodiments described above, the clutch 2 is interposed between the engine 1 and the generator 3. However, the present invention is not limited to this. The clutch 2 is omitted and the generator 1 is connected to the engine 1. Can be directly connected. Further, the present invention is not limited to a forklift, and can be applied to various hybrid type cargo handling vehicles in which an engine, a generator, and a cargo handling pump are coaxially connected.

It is a block diagram which shows the structure of the hybrid type forklift provided with the cargo handling control apparatus which concerns on embodiment of this invention. 3 is a flowchart illustrating a cargo handling control method according to the first embodiment. 6 is a graph for explaining a cargo handling control method according to the first embodiment. 6 is a flowchart illustrating a cargo handling control method according to a second embodiment. It is a graph explaining the cargo handling control method in Embodiment 2. FIG. 10 is a flowchart showing a cargo handling control method according to Embodiment 3. 12 is a graph for explaining a cargo handling control method according to Embodiment 3.

Explanation of symbols

  1 engine, 2 clutch, 3 generator, 4 cargo handling pump, 5 cargo handling valve, 6 cargo handling cylinder, 7 hydraulic oil tank, 8 generator inverter, 9 battery, 10 travel inverter, 11 travel motor, 12 travel device, 13 ECU ( Cargo handling pump speed determining means, drive system control means, storage means), 14 accelerator position sensor, 15 cargo handling lever position sensor, 16 engine speed sensor, 17 cargo handling pump speed sensor, 18 cargo handling pump discharge pressure sensor, 19 travel motor Rotational speed sensor, 20 battery power sensor, 21 battery temperature sensor, C engine optimum fuel consumption line (fuel consumption data), T maximum torque line (maximum torque data), M cargo handling output median line (median value data).

Claims (6)

In a cargo handling control method for a hybrid cargo handling vehicle, in which an engine, a generator connected to a battery, and a cargo handling pump are coaxially coupled,
Determine the desired cargo handling pump speed,
When the temperature of the battery is lower than a predetermined temperature, the engine torque is determined based on the relationship between the engine fuel efficiency and torque at the cargo handling pump rotation speed, and the engine torque is determined based on the engine torque. Control the battery charge and discharge power,
A cargo handling control method for a hybrid type cargo handling vehicle, wherein the battery is controlled so as to suppress the charge / discharge power when the temperature of the battery exceeds a predetermined temperature.   When the temperature of the battery exceeds a predetermined temperature, a cargo handling torque is calculated based on the discharge pressure of the cargo handling pump and the cargo handling pump rotation speed, and the engine torque is equal to the calculated cargo handling torque. The material handling control method for a hybrid material handling vehicle according to claim 1, wherein:   The cargo handling of the hybrid type cargo handling vehicle according to claim 1, wherein when the battery temperature exceeds a predetermined temperature, the torque of the engine is determined as a center point of a predetermined cargo handling output fluctuation range at the cargo handling pump rotation speed. Control method.   2. The hybrid type cargo handling system according to claim 1, wherein when the temperature of the battery exceeds a predetermined temperature and the charge / discharge power exceeds a predetermined power, the charge / discharge power is gradually decreased. Vehicle cargo handling control method.   When the temperature of the battery is lower than a predetermined temperature, determining the torque of the engine based on the relationship between the fuel consumption and torque of the engine at the cargo handling pump speed is the fuel efficiency at the cargo handling pump speed. The cargo handling control method for a hybrid cargo handling vehicle according to any one of claims 1 to 4, wherein the torque of the engine is determined so as to optimize the engine. An engine, a generator connected to a battery, and a cargo handling pump are coaxially coupled to each other.
A cargo handling pump rotational speed determining means for determining a desired cargo handling pump rotational speed;
A battery temperature sensor for detecting the temperature of the battery;
Drive system control means for controlling the torque of the engine and the power of charging and discharging the battery;
Storage means for storing fuel consumption data representing a relationship between fuel consumption and torque of the engine according to the cargo handling pump rotation speed,
The drive system control means includes
When the temperature of the battery is lower than a predetermined temperature, the engine torque is determined based on the fuel consumption data, and the charge / discharge power of the battery is controlled based on the engine torque.
When the temperature of the battery exceeds a predetermined temperature, a cargo handling control device for a hybrid cargo handling vehicle that performs control so as to suppress the power of the charge / discharge.

Images