JP2016008113A - Mounted object of work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a mounted object of a work vehicle which can selectively drive a hydraulic pump by an engine or an electric motor, moreover, can make an operator clearly aware of being switched to either drive state and, at the same time, when a battery residual amount is a prescribed amount or less in such a state that actuation of a working machine is temporarily stopped in the motor drive state, the hydraulic pump can be switched earlier than usual and automatically to the engine drive state to improve working efficiency.SOLUTION: In such a state that a battery residual amount is a predetermined lower limit value or less when a control device UK switches a valve device MV to a neutral position and instruction signal output means CF-SW1 to 3, CR-SW2 outputs an instruction signal for operation completion so as to complete an operation of working machines 2, 7, the control device outputs a motor stopping signal for stopping actuation of an electric motor M and, thereafter, starts up an engine E and outputs an engine start-up instruction signal for setting the hydraulic pump P to the engine drive state.

Description

  The present invention includes a bodywork mounted on a vehicle body of a work vehicle, particularly a hydraulically operated work machine, and a hydraulic pump that supplies hydraulic oil to the work machine, and the hydraulic pump can be driven by an electric motor. The present invention relates to a work vehicle bodywork.

  In the conventional bodywork, for example, the dust collection work bodywork mounted on the body of the garbage truck, the hydraulic pump is driven exclusively by the power from the electric motor.

Japanese Utility Model Publication No. 55-51625

  The conventional work vehicle bodywork as described above has been improved so that the hydraulic pump can be selectively driven by the power of either the engine or the electric motor. It is conceivable that the hydraulic pump can be driven by the motor and by the engine in a place where there is no problem.

  In this case, a power source selection switch for switching between the motor driving state and the engine driving state of the hydraulic pump is required.

  However, while the power source selection switch is in the motor drive state selection position and the work implement is operated in the motor drive state, a command signal for finishing the work is output by an operation input to the work switch or the like. If the remaining battery level is insufficient, the following disadvantages occur. That is, in the above case, if the power source selection switch continues to be held at the motor drive state selection position, a command signal for starting work is then output by an operation input to the work switch, etc. When the operation resumes, the battery runs out relatively early, which may cause the working machine to move unexpectedly or become unstable.

  In addition, in order to switch the hydraulic pump from the state in which the battery has run out during the operation in the motor drive state to the engine drive state, it is necessary to operate the power source selection switch to the engine drive state selection position, and the switch operation is complicated. In addition, there is a problem that it takes time to switch from the motor driving state to the engine driving state, resulting in poor work efficiency.

  The present invention has been made in view of such circumstances, and the hydraulic pump can be selectively driven by any power of the engine and the electric motor, and the above-described technical problem in that case can be achieved with a simple structure. The object is to provide a work vehicle bodywork that can be solved.

  In order to achieve the above object, the invention of claim 1 is a bodywork mounted on the vehicle body of a work vehicle, and can be driven by any of an engine and an electric motor operated by electric power from a battery. Hydraulic pump, hydraulically-operated working machine that operates with the oil discharged from the hydraulic pump, a connection state in which power can be selectively extracted from the engine and the electric motor and transmitted to the hydraulic pump, and shut-off that interrupts transmission of the power It is possible to switch between a power selection / extraction mechanism that can be switched to a state, an engine driving state in which the hydraulic pump is driven by the engine by controlling the engine, the electric motor, and the power selection / extraction mechanism, and a motor driving state in which the hydraulic pump is driven by the electric motor. A control device, a power source selection switch capable of arbitrarily selecting and operating the engine driving state and the motor driving state, a hydraulic pump and a hydraulic actuator for the work implement. A valve device which is interposed between the actuators and controls the exchange of hydraulic oil between them, and a command for controlling the operation of the valve device to start and stop the work machine. At least a command signal output means capable of outputting a signal, and the control device is configured so that the command signal output means terminates the work in order to end the work by switching the valve device to the neutral position in the motor driving state. If the remaining battery level is less than or equal to the predetermined lower limit when the command signal is output, a motor stop signal for stopping the operation of the electric motor is output, and then the engine is started and the engine is driven. An engine start command signal is output.

  According to a second aspect of the present invention, in addition to the feature of the first aspect of the present invention, the control device may be configured such that the remaining battery level is low when the command signal output means outputs a command signal for ending work in the motor driving state. If it is below the predetermined lower limit value, the motor stop signal and the engine start command signal are output after the valve device is switched to the neutral position and the work implement stops operating.

  According to a third aspect of the present invention, in addition to the features of the first or second aspect of the invention, when the control device outputs a command signal for ending work in the motor driving state, When the working machine is in a state where the engine is started by outputting the engine start command signal when the value is equal to or less than the predetermined lower limit value, the command signal output means outputs a command signal for starting work next. Accordingly, the valve device is moved from the neutral position in order to resume the operation of the work machine.

  As described above, according to the present invention, in the bodywork of a work vehicle, the hydraulic pump that supplies the hydraulic oil to the hydraulically operated work machine is connected to the engine and the electric motor based on the operation input to the power source selection switch. Since any power of the motor can be selectively driven, the drive source of the hydraulic pump can be used properly according to the work situation, which is convenient, for example, in an area where engine noise exhaust is a problem, In places where there is no problem, the hydraulic pump can be driven by the engine.

  In particular, according to the first aspect of the invention, the control device outputs a command signal for ending the work in order to end the work of the work machine by switching the valve device to the neutral position in the motor drive state. If the remaining battery level is less than or equal to the predetermined lower limit value, the engine start command signal is output after the motor stop signal is output, so the command signal output means outputs the command signal for ending the work in the motor drive state. When the operation of the work implement is terminated, if the remaining battery level is equal to or lower than the predetermined lower limit value, the hydraulic pump can be switched to the engine drive state early and automatically. Accordingly, the motor drive state is continued even after the work is resumed, so that it is possible to reliably prevent the occurrence of a situation where the battery runs out at an early stage and the work machine moves unexpectedly. Switching to is automatically performed using the standby time after the end of work, even if it takes some time, so there is no possibility of reducing work efficiency.

  In particular, according to the invention of claim 2, if the remaining battery level is less than or equal to a predetermined lower limit when the command signal output means outputs a command signal for ending work in the motor driving state, the control device After the machine is switched to the neutral position and the work machine stops operating, the motor stop signal and the engine start command signal are output. Therefore, after the stop of the work machine by switching to the neutral position of the valve device is completed, Since the motor is stopped and the engine is started, it is possible to more reliably prevent the work machine from moving unexpectedly upon completion of the work, thereby improving work safety.

  In particular, according to the invention of claim 3, the control device is configured such that when the command signal output means outputs a command signal for ending work in the motor driving state, the remaining battery level is equal to or less than a predetermined lower limit value. When the work implement is stopped with the engine start command signal output and the engine started, the operation of the work implement is performed in response to the command signal output means next outputting the command signal for starting the work. Since the valve device is moved from the neutral position to resume the operation, even if the engine is started after the work is finished because the remaining battery level is equal to or lower than the predetermined lower limit value, the command signal output means instructs the next work to be started. In response to outputting the signal, it is possible to easily and quickly resume the operation in the engine drive state.

The whole side view which fractured | ruptured one part which shows one Embodiment of the refuse collection vehicle carrying the bodywork concerning this invention Rear view of the garbage truck (viewed in the direction of arrow 2 in FIG. 1) Schematic explanatory diagram showing an example of a power transmission system of the garbage truck Control block diagram of the garbage truck Schematic explanatory diagram of a hydraulic circuit for operating each cylinder of the garbage truck Front view showing an example of an operation panel provided in the cab of the garbage truck (enlarged view of arrow 3 in FIG. 1) Front view showing an example of an operation panel provided on the side of the dust input box of the garbage truck (enlarged view of the portion indicated by arrow 7 in FIG. 2) Flow chart showing an example of a basic control procedure for drive source switching control Subroutine showing an example of a control flow when engine driving is selected (corresponding to step S8 in FIG. 8) Subroutine (corresponding to step S14 in FIG. 8) showing an example of a control flow (first embodiment of the present invention) when work is performed with motor drive selected Subroutine (corresponding to step S14 in FIG. 8) showing another example of the control flow (second embodiment of the present invention) when the work is performed with the motor drive selected The flowchart which shows an example of the switching control flow of the charge target value used in the case of charge control to a battery Flowchart showing an example of a notification control flow used for operation control of the notification lamp

  Embodiments of the present invention will be specifically described below based on the embodiments of the present invention illustrated in the accompanying drawings.

  First, FIGS. 1 and 2 show a garbage collection vehicle V as a work vehicle, which includes a base vehicle Vb and a dust collection work to be mounted on the vehicle body F after the assembly of the base vehicle Vb is completed. And the bodywork K for the construction. The base vehicle Vb is provided with a vehicle-side control device UV having a microcomputer as a main part, and the bodywork K is provided with a body-side control device UK having a microcomputer as a main part. .

  Referring also to FIGS. 3 and 4, the vehicle body F of the base vehicle Vb is connected to an engine E capable of applying a driving force to the wheels W, a battery B, and the battery B via an inverter 12. An electric motor M that operates with electric power from the battery B, and a power selection / extraction mechanism that can selectively extract the power of the engine E or the electric motor M from the engine E and a wheel drive system D as a drive system including the electric motor M. The PS and the vehicle-side control device UV capable of controlling the engine E, the electric motor M, and the power selection / extraction mechanism PS in cooperation with the bodywork-side control device UK are mounted.

  The wheel drive system D is configured such that wheels, that is, rear wheels W are linked and connected to the output side of the engine E via the transmission 10, and the input side of the transmission 10 and the output side of the engine E are connected to each other. A clutch 11 such as an electromagnetic clutch is provided between them, and a motor shaft (not shown) of the electric motor M is interposed in series between the clutch 11 and the transmission 10. .

  If the electric motor M is deenergized with the electromagnetic clutch 11 connected and the motor shaft is idled by the vehicle-side control device UV, the output of the engine E passes through the clutch 11, the motor shaft and the transmission 10. Since it is transmitted to the wheel W side, the wheel W can be driven and driven by the engine E. On the other hand, if the electric motor M is energized from the battery B while the clutch 11 is disconnected, the output of the electric motor M is transmitted to the wheel W side through the transmission 10, so that the wheel W is driven to travel by the electric motor M. can do. As described above, the refuse collection vehicle V is a hybrid work vehicle capable of driving and driving the wheels W using either the engine E or the electric motor M as a power source.

  Further, when the wheel W is driven by the engine E or decelerated, the electric motor M can generate an electromotive force with the idling of the motor shaft, so that the battery B can be charged with this. is there. The electric motor M may be used as a generator as described above, or a charging-dedicated generator (not shown) driven by the engine E may be provided separately from the electric motor M to generate the power. You may make it charge the battery B with the electric power generated with the machine.

  The engine E, the electric motor M, the battery B, and the clutch 11 are connected to the vehicle-side control device UV, and a starter switch ES-SW for starting the engine E is also connected to the vehicle-side control device UV.

  The battery B shown in the block diagram of FIG. 4 includes a battery sensor including a voltmeter and an ammeter for detecting the state of the battery B, and power supply / charging between the battery B and the electric motor M on the vehicle side. A charging / charging circuit unit that is controlled based on a control signal from the control device UV is included. These sensors and the charging / charging circuit unit are connected to the vehicle-side control device UV, and in particular, a battery sensor that detects the remaining battery level Also, it is connected to the bodywork side control device UK (second control device UK2 described later).

  Further, the engine E shown in the block diagram of FIG. 4 includes a sensor for detecting the state of each part of the engine and an electric load part (for example, a spark plug, a starter motor, a generator, etc.) of another on-vehicle battery and the engine. And a charging / charging circuit unit that controls power supply / charging between the vehicle side control unit UV and the vehicle side control unit UV. The engine side sensor and the charging / charging circuit unit are included in the vehicle side control unit UV. Connected. Of the sensors provided in the engine E, a sensor that detects that the engine is operating and outputs an engine operating signal is also connected to the bodywork side control unit UK.

  Thus, each of the vehicle-side control device UV, the engine E, the electric motor M, and the battery B is actually connected by a plurality of power lines and / or signal lines, but the display is shown in FIG. Simplified.

  The transmission 10 is provided with a power take-out device PTO capable of taking out the output of the transmission at any time. Since the structure of such a power take-out device is well known in the art, description of the structure is omitted. The output side of the power take-out device PTO is linked and connected to a hydraulic pump P, which will be described later, which is a part of the bodywork K.

  The power take-out device PTO is connected to the vehicle-side control device UV, and the output of the transmission 10 (that is, the speed change) according to the operation input to the power take-off switch P-SW connected to the vehicle-side control device UV. The power from the power sources E and M on the upstream side of the machine can be selectively switched between the wheel W side and the hydraulic pump P side for transmission. That is, when the power take-off switch P-SW is turned on, the power take-off connection signal is output to the vehicle-side control device UV via the signal line 100 connected to the power take-off switch P-SW. Thus, the vehicle-side control device UV outputs a signal for commanding the power connection state to the hydraulic pump P side to the power take-out device PTO, whereby the output of the transmission 10 is transmitted to the hydraulic pump P side to drive the pump. It becomes possible. On the other hand, when the power take-off switch P-SW is turned off, the vehicle-side control device responds when the power take-off connection signal is not output from the power take-off switch P-SW to the vehicle-side control device UV. The UV outputs a signal for instructing the power take-out device PTO to shut off the power to the hydraulic pump P side, whereby the output of the transmission 10 is transmitted to the wheel W side to enable driving.

  When the power take-out device PTO is actually in a power connection state that enables power transmission from the power sources E and M to the hydraulic pump P side, the body-side control device UK is made to confirm the state. A power take-out signal is output from the vehicle-side control device UV to the body-side control device UK (second control device UK2 to be described later), and this power take-out signal is output from the power take-out device PTO as the power source E, It is stopped in response to switching to a power cut-off state that cuts off power transmission from M to the hydraulic pump P side. This power extraction signal is displayed as a “PTO signal” in the flowchart of FIG. 8 described later.

  Thus, the clutch 11 and the power take-out device PTO described above cooperate with each other to constitute the power select / take-out mechanism PS.

  In the illustrated wheel drive system D, the engine E and the electric motor M are arranged in series with each other. However, in the present invention, the electric motor M and the engine E are connected in parallel to the transmission 10 side. Also good.

  By the way, the bodywork K has a box-shaped dust container 1 with a rear end opened as a base body (that is, a body body), and this dust container 1 is retrofitted onto the vehicle body F of the base vehicle Vb. Mounted and fixed. At the rear end of the dust storage box 1, a dust input box 3 having a dust input port 3a for introducing dust into the dust storage box 1 is provided at the rear end. It can be opened and closed. The upper end portion of the dust box 3 is pivotally supported on the upper rear end of the dust container 1 so that the dust box 3 can be rotated up and down by the first cylinder A1 for rotating the dust box. By moving it, the dust input box 3 opens the rear end opening 1a of the dust storage box 1 as shown by the solid line in FIG. 1, and opens the rear end opening 1a as shown by the chain line in FIG. It is possible to move at any time between the discharging position (raising position).

  A work machine capable of executing a loading step of forcibly loading the input dust in the input box 3 into the dust storage box 1 when the input box 3 is in the loading position. A dust loading device 2 is provided. The structure of the dust loading device 2 is a conventionally well-known structure called a compression plate type. In the illustrated example, the dust loading device 2 is supported on the left and right side walls of the dust container box 3 so as to be movable up and down at a position facing the rear end opening 1a of the dust container box 1. A lifting / lowering body 4, a second lifting / lowering cylinder A 2 for forcibly raising / lowering the lifting / lowering body 4, and a shaft that extends to the full width of the dust-filling box 3 and is pivotable to the lower part of the lifting / lowering body 4. A compression plate 5 to be supported and a third cylinder A3 for advancing and retreating the compression plate for forcibly turning the compression plate 5 are provided.

  Thus, the primary compression action performed by lowering the elevating body 4 from the raised position to the lowered position with the compression plate 5 held at the rear position, and the compression plate 5 performed with the elevating body 4 held at the lowered position. Secondary compression action performed by forward rotation from the rear position to the front position, and loading action performed by raising the elevating body 4 from the lowered position to the raised position with the compression plate 5 held at the forward position. By executing a series of dust loading cycles consisting of the following, the throwing dust in the dust throwing box 3 is forcibly pushed into the dust containing box 1. And in order to operate each said operation | movement sequentially, the several proximity sensor which each detects the raising position of the raising / lowering body 4 and the falling position, and the back position and the front position of the compression board 5 in the appropriate place in the dust throwing-in box 3 is carried out. (Not shown) are provided, and these proximity sensors are connected to a first control unit UK1 described later.

  In addition, the dust container 1 is provided with a dust discharge device 7 as a working machine for discharging dust stored in the box to the outside. The dust discharge device 7 includes a discharge plate 6 that extends to the full width in the dust storage box 1 and can be moved back and forth with respect to the dust input box 3 at the loading position, a back surface of the discharge plate 6, and a dust storage box. The first cylinder A1 is interposed between the first cylinder A1 and the fourth cylinder A4, which is interposed between the front part of the first cylinder A1 and drives the discharge plate 6 forward and backward with respect to the dust box 3. Then, when the dust input box 3 is in the discharge position (raised position), the discharge plate 6 is retracted in the dust storage box 1 to force the storage dust in the dust storage box 1 from the rear end opening 1a. It can be discharged.

  Referring also to FIG. 6, a front operation panel CF is provided in the cab of the base vehicle Vb, and the operation modes of the dust loading device 2 and the dust discharge device 7 are arbitrarily set in the front operation panel CF. Various operation switches CF-SW1 to CF-SW1-3 as work switches for performing a selection operation, the power take-off switch P-SW, and a motor drive selection for selecting a motor drive state in which the hydraulic pump P is driven by the electric motor M Switch M-SWf and various notification lamps L1 to L5 are provided. The motor drive selection switch M-SWf is configured to be able to select at least an on position and an off position, and outputs a motor selection signal only when the selection operation is performed to the on position. The power take-off switch P-SW is an engine drive selection switch for an operator to instruct to shift to the engine drive state in which the hydraulic pump P is driven by the engine E (that is, for selecting the engine drive state). It also serves.

  The various operation switches of the front operation panel CF include, for example, a main switch CF-SW1 for operation selection operation, an up / down selection switch CF-SW2 that rotates the dust input box 3 up and down, and a discharge plate 6. An advance / retreat selection switch CF-SW3 for reverse operation and other operation switches (not shown) are included. The main switch CF-SW1 constitutes a work changeover switch, and a loading selection position for permitting the loading operation of the dust loading device 2 and a discharging selection position for permitting the discharging operation of the dust discharging device 7. And the off position where each operation of the dust loading device 2 and the dust discharge device 7 is stopped can be arbitrarily selected and operated so that each of the three positions can be selected and held. You may comprise so that it can return to an OFF position automatically from a selection position or a discharge selection position.

  The up / down selection switch CF-SW2 is an upper selection position for rotating the dust input box 3 upward, a lower selection position for rotating the dust input box 3 downward, and a neutral position for stopping the vertical rotation of the dust input box 3. And a switch that automatically returns to the neutral position in a non-operating state. Accordingly, for example, while the up / down selection switch CF-SW2 is continuously operated to the upper selection position, the dust throwing box 3 is rotated upward, and when the operation input is stopped, the switch CF-SW2 is automatically returned to the neutral position. Then, the upward rotation of the dust box 3 stops. The advance / retreat selection switch CF-SW3 has a forward selection position for moving the discharge plate 6 forward, a reverse selection position for moving the discharge plate 3 backward, and a neutral position for stopping the forward / backward movement of the discharge plate 3. This switch automatically returns to the neutral position in the operating state. Accordingly, for example, the discharge plate 6 advances only while the advance / retreat selection switch CF-SW3 is continuously operated to the advance selection position. When the operation input is stopped, the switch CF-SW3 automatically returns to the neutral position and is discharged. The forward movement of the plate 6 stops.

  Thus, the main switches CF-SW 1 to 3, the up / down selection switch CF-SW 2, and the advance / retreat selection switch CF-SW 3 function as work switches for starting and ending work in the dust discharge process.

  Referring also to FIG. 7, the rear operation panel CR is fixed and supported on the outer surface of the dust input box 3 around the dust input port 3a. The rear operation panel CR has various operation switches CR-SW1 to 3 as work switches for arbitrarily selecting and operating the operation mode of the dust loading device 2, and a motor drive for driving the hydraulic pump P by the electric motor M. A motor drive selection switch M-SWr for selecting a state and various notification lamps L1 to L5 are provided. The motor drive selection switch M-SWr is configured so that at least an ON position and an OFF position can be selected, and outputs a motor selection signal only when the ON position is selected. In the illustrated example, the rear operation panel CR is disposed on the left side of the dust input port 3a of the dust input box 3, but in addition (or alternatively), the rear operation panel CR is provided on the right side of the dust input port 3. It may be arranged.

  The various operation switches of the rear operation panel CR include, for example, a loading switch CR-SW1 that outputs a command signal for starting the loading operation to the refuse loading device 2, and the loading cycle of the dust loading device 2 as 1 Single switch CR-SW2 for selecting whether to operate only once or continuously, emergency stop switch CR- to output a command signal for emergency stop of loading operation of the dust loading device 2 and discharging operation of the dust discharging device 7 SW3 and other operation switches (the description is omitted) are included. Thus, when the single unit switch CR-SW2 is switched to the single operation position in the state where the single unit switch CR-SW2 is held in the continuous operation position and the loading cycle is continuously operated, the dust loading device 2 The loading operation ends at the end of the current loading cycle. Accordingly, the loading switch CR-SW1 functions as a work switch for starting the work of the dust loading process, and the continuous switch CR-SW2 functions as a work switch for ending the work of the dust discharging process.

  Thus, the various operation switches CF-SW1 to 3 and CR-SW1 and 2 as the work switches described above control the operation of the multi-valve MV as a valve device to be described later to operate the work machine (that is, the dust loading device 2). And the command signal output means which can output the command signal for each performing the work start of the dust discharge apparatus 7) and work completion | finish is comprised. In this case, for example, an operation input mode for outputting a work start command signal and a work end command signal by operating the same work switch, such as the up / down selection switch CF-SW2 and the advance / retreat selection switch CF-SW3, and the loading switch CR -Work is started by operation of the switch CR-SW1 for starting work and operation of the switch CR-SW2 for finishing work (that is, by operation of separate work switches) like the SW1 and the single switch CR-SW2. Any of the operation input modes in which the command signal and the work end command signal are separately output can be implemented. As such command signal output means, not only a work switch that can be arbitrarily operated by the worker as described above, but also various sensors that can detect a predetermined work end state of the work machines 2 and 7 are used. Well, for example, using a state detection sensor such as a proximity sensor installed in the garbage throwing box 3 that can detect the end of the loading cycle described above as a command signal output means that can output a command signal for the end of work. Also good. In addition, the emergency stop switch CR-SW3 may be used as a command signal output means that can output a command signal for ending work as necessary.

  Further, the various notification lamp groups on the front and rear operation panels CF and CR are in a state in which the hydraulic pump P can be normally driven by the electric motor M while a vehicle key switch (not shown) is turned on. The first notification lamp L1 serving as a first notification means for notifying that the battery is in the state, and the fact that the remaining amount of the battery B has decreased to a predetermined value Vul or less (however, the predetermined minimum lower limit value Vdl is exceeded). A second notification lamp L2 as a second notification means for notification and a third notification lamp as a third notification means for notifying that the hydraulic pump P is driven by the electric motor M (that is, during motor driving). The fourth notification lamp L4 and the power source selection switches M-SWf and M-SWr are in the motor drive state as fourth notification means for notifying L3 and the remaining amount of the battery B sufficiently exceeding the predetermined value Vul. Operation to select And a fifth notification lamp L5 as a fifth notification means for notifying that the device is in place, and the front and rear operation panels CF and CR are each provided with a display of notification contents of the notification lamps L1 to L5. Has been.

  The “state in which the electric motor M can be normally driven” notified by the first notification lamp L1 means that the remaining amount of the battery B (that is, the charged amount of electricity) is secured to a predetermined lower limit value Vdl or more. And the electric system including the electric motor M and the battery B (hereinafter simply referred to as “electric system” in this specification) for operating the electric motor M with the electric power from the battery B is not broken (ie, A state in which the electrical system functions normally without any failure such as disconnection, short circuit, or element breakage).

  Thus, after switching the main switch CF-SW1 of the front operation panel CF to the loading selection position and turning on the loading switch CR-SW1 of the rear operation panel CR, the loading of the dust loading device 2 is performed. Can be started, and if the main switch CF-SW1 is switched to the discharge selection position and the up / down selection switch CF-SW2 is operated to the raised position, the dust box 3 is rotated upward, and then If the advance / retreat selection switch CF-SW3 is operated to the discharge position, the discharge plate 6 can be moved backward to discharge the stored dust in the dust storage box 1.

  Note that the notification lamps L1 to L5 described above are appropriately color-coded for each notification function in order to make it easier to visually identify the notification function, or change the flashing mode of at least some of the notification lamps (for example, the flashing interval). May be changed). As the first to fifth notification means, instead of (or in addition to) the first to fifth notification lamps L1 to L5 in the illustrated example, sound generation means for generating a predetermined notification sound or announcement sound may be used. Is possible. In this specification, the notification lamps L1 to L5 are used in a broad concept including not only a light bulb and a pilot lamp but also an LED (light emitting diode) and a liquid crystal with backlight.

  In the illustrated example, the front operation panel CF is installed in the cab. However, in addition to or instead of this arrangement, a third operation panel (not shown) is provided outside the cab and from the dust bin 3. You may arrange | position in the site | part which spaced apart. For example, if the third operation panel is installed and fixed at an appropriate position on the side surface of the dust storage box 1, there is an advantage that it becomes relatively close to the loading switch CR-SW1 and the like of the rear operation panel CR and the wiring can be easily integrated. Further, if the third operation panel is installed and fixed in the front part of the refuse storage box 1, for example, near the control unit box UKB described later, there is an advantage that the wiring side control device UK is relatively close and wiring can be easily integrated. is there. In addition, the third operation panel is a magnet-removable wired remote controller or a wireless remote controller, and this is adsorbed and fixed to an arbitrary position of a vehicle (for example, the outer surface of the dust container 1) or an external fixed object where the worker is away from the dust input box 3. Or may be carried by an operator.

  Further, in the refuse storage box 1, a hydraulic pump P for operating each of the hydraulically operated work machines mounted on the vehicle, that is, the dust loader 2 and the dust discharger 7 (hereinafter simply referred to as work machines 2 and 7). Is mounted. As shown in FIG. 5, the hydraulic circuit C includes a hydraulic pump P whose suction side is connected to an oil tank T, and a discharge side of the hydraulic pump P as a hydraulic oil chamber of the first to fourth cylinders A1 to A4. Between the oil tank T and the first to fourth valves v1 to v4 respectively interposed in the oil passages connected in parallel and the discharge side of the hydraulic pump P in order to keep the discharge pressure of the hydraulic pump P below a predetermined value. And a relief valve R.

  The first to fourth valves v1 to v4 are operated between the hydraulic oil chambers of the cylinders A1 to A4 and the hydraulic pump P so as to switch and control the operations of the corresponding cylinders A1 to A4 independently. It is configured to perform oil supply / discharge control. When each of the valves v1 to v4 is switched to the neutral position, at the same time, the valves v1 to v4 and the corresponding hydraulic oil chambers of the cylinders A1 to A4 are shut off, and the cylinders A1 to A4 are hydraulically locked. Thereby, the corresponding working machines 2 and 7 are stopped and locked at the working position at that time. In the illustrated example, the first to fourth valves v1 to v4 are centrally arranged as a multi-valve MV in a single base and unitized, and the multi-valve MV constitutes a valve device.

  The hydraulic pump P is composed of a variable displacement displacement type hydraulic pump, and in this embodiment, in particular, a plurality of plungers that are annularly arranged in a pump casing (not shown) and are slidably fitted, and end portions of the plungers It is composed of a swash plate plunger pump that has a swash plate that is in sliding contact with the pump casing and that can rotate relative to the pump casing. It is possible. An electric actuator A that drives the swash plate is linked and connected to the swash plate to change the inclination angle.

  By the way, the bodywork K is provided with a bodywork-side control device UK that is independent from the vehicle-side control device UV, and this is a control unit attached to an appropriate place (the front end portion in the illustrated example) of the dust container box 1. Built in box UKB. This bodywork side control unit UK is intended to control the operation of the work machines 2 and 7 in accordance with operation inputs to the various operation switches CF-SW1 to 3 and CR-SW1 to 3 of the front and rear operation panels CF and CR. A first control unit UK1 whose main part is a microcomputer capable of outputting a valve control signal to the multi-valve MV, and a signal exchange between the first control unit UK1 and the vehicle-side control unit UV; In other words, the second control unit UK2 that can perform the interface function is included. The vehicle-side control device UV and the bodywork control device UK are both activated by turning on the vehicle-mounted power supply when the vehicle key switch is turned on, and the key switch is turned off. In response to this, it becomes de-energized and stops operating.

  The first control unit UK1 is a control unit having basically the same structure as the control unit for work implements that is conventionally mounted and used in the garbage truck V so as to control the operation of the work implements 2 and 7. Are connected so that various operation switches CF-SW1 to 3; CR-SW1 to 3 provided on the front and rear operation panels CF and CR can receive the operation input signals. The first control unit UK1 is connected to a multi-valve MV (each valve v1 to v4) that controls the various cylinders A1 to A4 that operate the work machines 2 and 7, and sends an operation command signal to the valves v1 to v4. Can be output individually.

  Further, the first control unit UK1 sends an idle up signal for idling up the engine E to the second control unit UK2 when it is determined from the operation input states of the various operation switches that the work machines 2 and 7 are operating. In response to the input of the idle up signal, the second control unit UK2 sends a work implement operating signal indicating that the work implements 2 and 7 are operating to the motor control unit of the vehicle side control unit UV. In addition, an electronic governor signal is output to the engine control unit of the vehicle-side control device UV so that the engine speed can be increased (idle up).

  On the other hand, the second control unit UK2 is connected so that the motor drive selection switches M-SWf and M-SWr can receive the operation input signals, and the first to fifth notification lamps L1 to L5 are the second ones. It is connected so that a notification (lighting) operation can be performed by an output current from the control unit UK2.

  Further, the motor control signal is sent from the second control unit UK2 to the motor of the vehicle-side control unit UV in response to the motor drive selection switches M-SWf and M-SWr being turned on to output a motor selection signal. It is possible to output to the control unit, and energization from the battery B to the electric motor M (accordingly, motor operation) can be executed based on the motor drive command signal and the work implement operating signal. That is, when the vehicle-side control device UV receives a motor drive command signal from the second control device UK2, the engine E, the electric motor M, and the power selection / extraction mechanism so that the drive source of the hydraulic pump P is the electric motor M. When the PS can be controlled to the power connection state and the power take-off connection signal is received from the power take-off switch P-SW without receiving the motor drive command signal from the second control unit UK2, the drive source of the hydraulic pump P is used as the engine. The engine E, the electric motor M, and the power selection / removal mechanism PS can be controlled so as to be E.

  Thus, the second control unit UK2 cooperates with the vehicle-side control unit UV according to operation inputs to the motor drive selection switches M-SWf and M-SWr and the power take-off switch P-SW that function as a power source selection switch. Thus, the engine drive state in which the hydraulic pump P is driven by the engine E and the motor drive state in which the hydraulic motor P is driven by the electric motor M can be switched.

  Further, the second control unit UK2 is supplied with the output signal of the main switch CF-SW1 of the front operation panel CF, that is, the main loading signal and the main discharge signal from the first control unit UK1. The signal can be used to determine whether the loading operation is selected or the discharge operation is selected. Based on the determination result, the second control unit UK2 switches the hydraulic pump P to the motor drive state by invalidating the switching operation signals from the motor drive selection switches M-SWf and M-SWr during the discharge operation selection. On the other hand, while the loading operation is selected, the switching of the hydraulic pump P to the engine driving state based on the switching operation of the power take-off switch P-SW as the engine driving state selection switch to the on position, and the motor driving state Switching to the motor driving state is allowed based on the switching operation of the selection switches M-SWf and M-SWr to the ON position.

  Further, from the vehicle side control device UV to the second control device UK2 side, a motor drive permission signal (displayed as “Mcan” in the flowchart of FIG. 8 described later) and a motor drive preparation completion signal (displayed as “Mred” in the flowchart) are displayed. ) And can be output. The motor drive permission signal Mcan is output when the electric system is normal and the battery B is out of battery (that is, the remaining amount has dropped below the predetermined lower limit value Vdl), and the motor drive ready signal Mred. Is output when the electric system is normal and the battery B is not dead, and when the engine E is stopped and the clutch 11 is disconnected and the hydraulic pump P can be driven by the electric motor M. . Accordingly, when the electric system fails or the battery B runs out of battery, the motor drive permission signal Mcan and the motor drive preparation completion signal Mred are not output.

  Although not shown, a failure diagnosis circuit for detecting the presence or absence of a failure in the electric system is provided between the battery B and the electric motor M. The failure diagnosis circuit and the battery sensor provided in the battery B are provided. Are input to the vehicle-side control device UV, so that the vehicle-side control device UV determines which output mode of the motor drive permission signal should be output or whether the output should be stopped. The

  In addition, a signal interrupt line 101 as a signal path for interrupting a power take-off connection signal to the signal line 100 of the power take-off switch P-SW is connected to the second control unit UK2 of the bodywork side control unit UK. Is done. Then, the second control unit UK2 uses the power to be interrupted to the signal line 100 via the signal interrupt line 101 in response to the motor drive state selection switches M-SWf and M-SWr being switched to the on position. The take-out connection signal is output to the signal interrupt line 101. Also, the bodywork side control unit UK takes out the power to be interrupted from the signal interrupt line 101 to the signal line 100 in response to the motor drive state selection switches M-SWf and M-SWr being switched to the OFF position. The connection signal output is automatically stopped.

  Further, an engine operating signal for identifying whether the engine E is operating or stopped can be input from a sensor provided in the engine E to the second control unit UK2 of the body control unit UK. Further, a battery remaining amount signal indicating the remaining amount of the battery B can be input from a sensor provided in the battery B, and is output when the engine E is started by an operation input to the starter switch ES-SW. An engine start signal can be input from a sensor provided in the starter switch ES-SW, and a power take-off switch operation signal that is output when the power take-off switch P-SW is turned on is a power take-off switch P-SW. It is possible to input from a sensor provided in

  Then, the second control unit UK2 has front and rear parts based on the motor drive permission signal from the vehicle-side control unit UV, motor selection signals from the power source selection switches M-SWf and M-SWr, etc. inputted thereto. The first to fifth notification lamps L1 to L5 of the operation panels CF and CR can be controlled (lighted), and the battery B is out of battery when the hydraulic pump P is driven (that is, the remaining amount is a predetermined lower limit value Vdl). If it is determined that an abnormality has occurred in the electrical system, an emergency stop signal is output to the first control unit UK1. In this case, when the first control unit UK1 receives the emergency stop signal from the second control unit UK2, the multi-valve MV ( A stop command signal is output to each valve v1 to v4). Further, when the starter switch ES-SW is inadvertently input and the engine E is started while the hydraulic pump P is in the motor driving state, the second control unit UK2 sends an emergency stop signal to the first control unit UK1. In this case as well, the first controller UK1 outputs a stop command signal to the multi-valve MV (the valves v1 to v4) in order to control the operation of the multi-valve MV so that the work machines 2 and 7 are stopped urgently. Is output.

  The work implement emergency stop method based on the operation control of the multi-valve MV by the first control device UK1 described above is performed when the emergency stop switch CR-SW3 is turned on while the work implements 2 and 7 are operating. This is the same as the method in which the multi-valve MV is operated and controlled to the neutral position by UK1 and the working machines are all stopped at once. In particular, in this embodiment, the wiring for outputting the emergency stop signal from the second control unit UK2 is connected to the wiring of the emergency stop switch CR-SW3. Therefore, for the emergency stop signal input from the second control unit UK2 The emergency stop signal can be sent from the second control unit UK2 to the first control unit UK1 without specially providing the input terminal of the first control unit UK1. It is also possible to directly connect the wiring for outputting the emergency stop signal from the second control device UK2 to the first control device UK1 without connecting to the wiring of the emergency stop switch CR-SW3.

  Further, the second control unit UK2 and the vehicle side control unit UV of the bodywork side control unit UK are connected to a shift lever SL for shifting operated by a driver of the work vehicle, and the shift lever SL is in the P range. A signal for identifying whether it is in the other range or the other range is input. Then, when the hydraulic pump P is in a motor drive state, the second control unit UK2 is connected to the vehicle side according to a predetermined operation for preparing the traveling of the work vehicle, for example, an operation in which the shift lever SL is switched to the P range. In cooperation with the control device UV, the power selection / extraction mechanism PS is controlled to be switched to the power cut-off state, and a signal for stopping the operation of the electric motor M is output (that is, output of the motor drive command signal is stopped).

  By the way, the battery B is charged with electric power generated by power generation means (the electric motor M in a non-energized state in the illustrated example) driven by the engine E, and the charge control is performed on the body side control device UK, in particular 2 The control unit UK2 is executed in cooperation with the vehicle side control unit UV. In this charging control, a threshold value corresponding to the charging target value, that is, the upper limit value of the remaining battery level to be the charging target is used, that is, the battery B is running while the vehicle is driven by the engine (for example, during idling operation of the engine). If the remaining amount does not reach the charging target value, the charging is continued, and the charging is stopped when the charging target value is reached.

  As the charging target value, in the present invention, the first target value corresponding to the maximum battery remaining amount required for vehicle traveling (so-called motor traveling or motor assist traveling) using the output of the electric motor M as at least a part of the traveling driving force, A second target value higher than the first target value, which corresponds to the maximum remaining battery level required when the work by the work implements 2 and 7 of the bodywork K is performed using only the output of the electric motor M; Are set, and the first and second target values and the program software for executing the charge control using them are stored in the storage means built in the second control unit UK2. The second target value is the maximum battery charge when the battery B is fully charged so that the battery B can be charged with regenerative power generated during regenerative braking. It is desirable that the value is set to a value slightly smaller than the amount (for example, 90%), and the first target value is set to a value slightly smaller than the second target value (for example, 80%).

  Then, a standby switch S-SW that also serves as a charging target value selection switch for arbitrarily changing the charging target value at the time of charging is connected to the second control unit UK2 of the bodywork side control unit UK. This standby switch S-SW is a switch for reflecting that the operator is willing to select the motor drive state of the hydraulic pump P in the future (ie, soon) by switching to the ON position. It is. However, when the motor drive state is actually selected, it is needless to say that the motor drive selection switches M-SWf and M-SWr must be switched to the ON position as will be described later.

  The standby switch S-SW is provided on the front control panel CF so as to be selectively switchable between an on position and an off position as first and second operation positions. The standby switch S-SW can be installed on the rear control panel CR as needed. The second control unit UK2 sets the charging target value to the first target value when the standby switch S-SW is in the off position, and the second target value when the standby switch S-SW is in the on position. . That is, the second control unit UK2 outputs a charge target value up command signal to the vehicle-side control unit UV based on a signal input thereto when the standby switch S-SW is in the ON position. Based on the signal input to the second control unit UK2 when the switch S-SW is in the OFF position, the output of the charging target value up command signal to the vehicle-side control unit UV is stopped. The vehicle-side control device UV sets the charging target value to the second target value when it receives the charging target value up command signal, and if it does not receive the charging target value up command signal, A target value is set to the first target value.

  Further, when the standby switch S-SW is in the OFF position, the output of the power take-off connection signal from the second control unit UK2 to the vehicle-side control unit UV is forcibly stopped. In the present embodiment, the signal interrupt line 101 is provided with a normally closed signal blocking means 102 such as a relay switch that is normally turned on and cut off during operation. The signal blocking means 102 includes a standby switch S−. A signal line 103 extending from SW is connected. When the standby switch S-SW is in the off position, the standby switch S-SW outputs a cutoff command signal to the signal cutoff means 102, whereby the signal cutoff means 102 is activated and the signal interrupt line 101 is forced. Cut off.

  Then, as will be described later, the second control unit UK2 cooperates with the vehicle-side control unit UV, and in accordance with the standby switch S-SW being switched to the OFF position in the motor drive state of the hydraulic pump P, the power The selective extraction mechanism PS is controlled to be switched to the power cut-off state, and a signal for stopping the operation of the electric motor M is output (that is, the output of the motor drive command signal is stopped).

  Thus, in the bodywork side control device UK of the present embodiment, the motor drive state of the hydraulic pump P and the engine are controlled according to the operation input to the first and second power source selection switches M-SWf and M-SWr. When switching control of the driving state, the signal input / output unit on the body side control unit UK side of all signals to be exchanged between the body side control unit UK and the vehicle side control unit UV is the second. It is provided only in the control unit UK2.

  Accordingly, in the bodywork side control unit UK, the interface function parts that should exchange information (signals) between this and the vehicle side control unit UV can be aggregated in the second control unit UK2, so Various operation switch groups CF-SW1 to 3 of the operation panels CR and CF; a conventionally known work machine control device (that is, the first control device) that controls the work machines 2 and 7 based on operation inputs to the CR-SW1 to 3 A new control unit UK corresponding to a hybrid work vehicle can be obtained by simply adding and connecting a newly developed second control unit UK2 to the control unit corresponding to UK1). Easy to build. As a result, the development cost can be reduced and the development period can be shortened. Also, a component (that is, a first work) is required between a normal type work vehicle that drives a hydraulic pump for a work machine only by an engine and a hybrid type work vehicle. The control device corresponding to one control device UK1 is shared.

  Further, as described above, the second control unit UK2 of the present embodiment is operated when the battery B runs out of the battery B or the electric system fails in the motor drive state of the hydraulic pump P, or the engine E is started. In this case, the signal output from the vehicle-side control device UV or the engine start signal is changed to a conventionally known emergency stop signal so that the first control device UK1 controls the operation of the multi-valve MV so as to stop the work machines 2 and 7 urgently. This is converted and output to the first control unit UK1. Therefore, in the bodywork side control unit UK, the conventionally known first control unit UK1 for controlling the work implement is used as it is, but an emergency stop signal is output from the second control unit UK2 having the interface function thereto. As a result, the work machine can be stopped urgently, and the overall control configuration can be simplified as much as possible.

  The second control unit UK2 is connected to the electric actuator A for driving the swash plate of the hydraulic pump P, and can output a swash plate angle change signal to the actuator A. Then, based on the swash plate angle change signal, the electromagnetic actuator A changes the swash plate angle to drive the stroke of each plunger of the hydraulic pump P, and thus the discharge capacity, whether the hydraulic pump P is in the engine drive state or the motor drive. Change control is performed according to whether or not it is in a state.

  For example, in the illustrated example, the second control unit UK2 outputs a swash plate angle change signal to the swash plate driving actuator A only in the motor driving state, whereby the discharge capacity of the hydraulic pump P in the motor driving state is output. (For example, 80 cc / rev) is set to be larger than the discharge capacity (for example, 63 cc / rev) in the engine driving state. As a result, even when the electric motor M is rotated at a low speed for noise countermeasures or the like in the motor driving state, it is possible to secure a discharge oil amount necessary for driving the work machine by setting the hydraulic pump P to a relatively high discharge capacity. It becomes. Further, in the engine driving state, even if the engine E is rotated to a certain degree of high speed to prevent engine stall etc., it is effective to set the hydraulic pump P to a relatively low discharge capacity, so that the amount of discharged oil becomes excessive. It becomes possible to prevent.

  The second control unit UK2 includes a memory (not shown) as storage means that can store position information of a place where the work vehicle V should work. This memory includes map data, Stored are position data of a plurality of set work places, a car navigation program for searching for a travel route between the current vehicle position and the designated work place, and the like. The stored information may be stored in the storage unit of the designation input unit HT described below.

  Further, the second control unit UK2 includes a position detection means G composed of a GPS or the like that is installed and fixed at an appropriate position of the bodywork K and can detect the current position of the work vehicle V, and a designation input means HT composed of a handy terminal or the like. Is connected to a transmission / reception unit R capable of transmitting and receiving radio signals. The transmission / reception unit R may be incorporated in the second control unit UK2 or may be connected externally, and wireless communication means such as a smartphone or a notebook computer may be used as the designation input means HT. . Alternatively, the designation input means HT and the second control unit UK2 may be connected by wire, and signal exchange between them may be performed via the wire.

  Thus, the designation input means HT is provided with an operation section (not shown) that can be arbitrarily operated and input, and based on the operation input to the operation section, the map data, position data of a plurality of work places, etc. Can be rewritten at any time, and the worker can designate the work place to be moved next, search for the travel route between the current vehicle position and the next work place, and designate the route at any time.

  As will be described later, the second control unit UK2 determines that the current position of the vehicle detected by the position detection unit G is to the battery B if it is far from the next work location stored in the storage unit of the second control unit UK2. Is set to the first target value, and when close to the first target value, the second target value is set higher than the first target value. In the present embodiment, the second control unit UK2 determines whether the current vehicle position is far or near from the next work place, and whether the distance to the next work place is longer or shorter than a predetermined value (for example, 3 km). to decide. In addition, when the standby switch S-SW as the charging target value selection switch is at the second target value selection position (on position), the second control unit UK2 is far from the next work place. Even if the charging target value is set to the second target value and the current vehicle position is close to the next work location, even if the switch S-SW is at the first target value selection position (off position). The charging target value is set to the second target value.

Next, the operation of the embodiment will be described.
[Loading process]
The loading process of the charged dust in the dust charging box 3 by the dust loading device 2 includes the dust charging box 3 at the loading position (solid line in FIG. 1) and the discharge plate 6 near the rear end of the dust storage box 1. The process is started in a state where each is held at a predetermined retracted position. In this case, after the main switch CF-SW1 of the front operation panel CF is operated to the loading position, the loading process is started by turning on the loading switch CR-SW1 of the rear operation panel CR. The loading cycle is operated only once or continuously according to the operation position of the continuous short selector switch CR-SW2. During continuous operation, if the short / short selector switch CR-SW2 is switched to the single operation position, the dust loading device 2 stops at the end of the loading cycle.

The dust pushed into the dust storage box 1 by the execution of the loading process is stored in the dust storage box 1 while being appropriately compressed between the discharge plate 6 and the dust loading device 2. In this case, in the illustrated example, the discharge cylinder A4 is gradually contracted by the compression reaction force that the discharge plate 6 receives from the stored dust, and the discharge plate 6 is gradually advanced.
[Discharge process]
When the garbage container 1 is filled with the contained dust, the garbage truck V is moved to the garbage disposal site. In the garbage disposal site, the main switch CF-SW1 of the front operation panel CF is operated to the discharge selection position, and if the vertical selection switch CF-SW2 is operated to the raised position, the dust input box 3 is rotated upward, Thereafter, when the advance / retreat selection switch CF-SW3 is operated to the discharge position, the discharge plate 6 can be moved backward to discharge the stored dust in the dust storage box 1. After the discharge process is completed, the up / down selection switch CF-SW2 is lowered to rotate the dust input box 3 back to the loading position, and the advance / retreat selection switch CF-SW3 is operated to advance. In a state where 6 is returned to the predetermined retracted position at the rear part of the dust storage box 1, the discharge plate 6 is made to stand still and stand by. Then, the garbage collection vehicle V is made to travel to the dust collection place, and the next loading process by the dust loading device 2 is started from the standby state.

Thus, in the loading / discharging process, the first control unit UK1 of the body-side control unit UK mainly operates the operation switch groups CF-SW1 to 3, CR-SW1 to the front and rear operation panels CF and CR. 3 can be executed by outputting a valve control signal to the multi-valve MV in response to an operation input to the cylinder 3, and controlling the cylinders A1 to A4 of the work machines 2 and 7, and the control procedure is well known in the art. Description is omitted.

[Notification control flow of notification means]
The notification operation of the first to fifth notification lamps L1 to L5 is controlled by a control flow as exemplified in FIG. In this control, the body control device UK, particularly the second control device UK2, cooperates with the vehicle control device UV to output an operation command signal to the first to fifth notification lamps L1 to L5. Executed.

  First, in step S501, it is determined whether or not the motor drive selection switches M-SWf and M-SWr are turned on (that is, motor drive selection). In S502, the fifth notification lamp L5 is turned on to notify that the motor drive selection switches M-SWf and M-SWr are being turned on, and then the process proceeds to Step S503. On the other hand, if NO in step S501, the process skips step S502 and proceeds to step S503, so that the fifth notification lamp L5 is turned off.

  In step S503, it is determined whether or not the remaining amount of the battery B is sufficient (that is, exceeds a predetermined value Vul). If it is determined that the battery B is sufficient, the process proceeds to step S504 and the fourth notification lamp L4 is reached. Is lit to inform the user that the remaining battery level is sufficient.

  Next, the process proceeds to step S505, and whether or not the electric system is normal (that is, the hydraulic pump P can be normally driven by the electric motor M in combination with the determination result of step S503 or step S509 described later). Whether or not) is determined. If not (NO) (ie, if the motor can be driven), the process proceeds to step S506 where the first notification lamp L1 is lit to drive the motor. The fact that it is in a possible state is notified, and then the process proceeds to step S507.

  In step S507, it is determined whether or not the motor drive selection switches M-SWf and M-SWr are turned on (that is, motor drive selection), and are turned on (that is, both the determination results in steps S503 and 505). If it is determined that the hydraulic pump P is driving the motor), the process proceeds to step S508 to turn on the third notification lamp L3 to notify that the motor is being driven and return.

  If it is determined in step S503 that the battery B is not sufficient (ie, the remaining amount of the battery B has dropped to or below the predetermined value Vul), the process proceeds to step S509, where the battery B is out of battery (that is, the predetermined value) It is determined whether or not it has fallen below a predetermined lower limit value Vdl lower than Vul. In this step S509, the battery has not run out (that is, the remaining battery level tends to decrease, but the minimum necessary to drive the motor, for example, the extent that the dust loading cycle can be executed once to several times (that is, the predetermined amount) If it is determined that (the lower limit value Vdl or more) is secured), the process proceeds to step S510 to turn on the second notification lamp L2 to notify that the remaining amount is reduced, and then to the step The process proceeds to S505. On the other hand, if it is determined in step S509 that the battery B is less than the predetermined lower limit value Vdl and the battery has run out or is close to it, the process returns.

  Thus, according to the first notification lamp L1, since it is possible to notify that the hydraulic pump P is in a motor drivable state that can be normally driven by the electric motor M, the power changeover switch M-SW1, 2 is used to indicate the hydraulic pump P. When switching the drive source, it is possible to confirm in advance whether or not the electric motor M is in a state where the pump can be driven normally (that is, whether the electric system is normal and the battery B is not dead). Thus, it is possible to appropriately determine the drive source switching based on the confirmation result. In contrast to the first notification lamp L1, if a separate notification means such as a notification lamp for notifying that the hydraulic pump P is not in a motor drivable state that can be normally driven by the electric motor M is provided, It is possible to more reliably alert the work machines 2 and 7 that the motors cannot be driven.

  Further, according to the second notification lamp L2, the remaining amount of the battery B has decreased to a predetermined value Vul or less (however, as described above, the battery is not exhausted and the necessary minimum battery remaining amount (that is, the predetermined lower limit value Vdl or more)). Can be confirmed at an early stage so that the tendency of the remaining amount of the battery B to decrease can be confirmed early, the operator can be prompted to switch from the motor drive state to the engine drive state, and the engine drive state From the motor to the motor drive state can be suppressed. Note that the predetermined lower limit value Vdl used in step S509 is a small remaining amount value that is relatively close to the state of running out of battery as the remaining amount of the battery B, and therefore, immediately returns without going from step S510 to step S505. It may be in a state where the motor cannot be driven (the motor drive cannot be switched).

  Further, according to the third notification lamp L3, when it is determined that the motor can be driven and the power source selection switches M-SW1 and M2 are in the ON operation (motor drive selection) position, the motor drive state is indicated. Therefore, it is possible to confirm whether or not the hydraulic pump P is being driven by the motor, and the drive source switching determination can be made more appropriately.

  Further, according to the fourth notification lamp L4, since it can be confirmed that the remaining amount of the battery B is equal to or greater than the predetermined value Vul and the motor drive has a sufficient margin, the drive source switching determination can be performed more appropriately. . Note that, in the illustrated example, the remaining battery level threshold that is the operating condition of the second notification lamp L2 is greater than the remaining battery level threshold that is the operating condition of the fourth notification lamp L4 (that is, the predetermined value Vul used in step S503). (That is, the predetermined lower limit value Vdl used in step S509) is set sufficiently low, but both threshold values may be set to relatively close values.

  The notification flow described above (steps S501 to S510) is executed during the operation of the standby switch S-SW to the ON position, but if necessary, the standby switch S-SW is being operated to the OFF position. It may be set so that it is also executed.

  By the way, in general automobiles, the battery is charged even during normal idling operation of the engine to ensure the remaining amount of the battery. In particular, in hybrid vehicles, the battery is required so that regenerative energy can be charged to the battery during regenerative braking. It is desirable to secure a minimum free capacity, and when the remaining battery capacity rises to a predetermined charge limit (that is, the charge target value) set in consideration of the above free capacity, The charging control is performed so as not to perform charging by idling operation. However, the fourth notification lamp L4 of the present embodiment merely notifies that the remaining amount of the battery B is greater than or equal to the predetermined value Vul, and the remaining amount of the battery exceeds the predetermined value Vul and reaches the charging limit. It is not clear whether or not Therefore, if a separate notification means such as a notification lamp for notifying that the remaining amount of the battery has reached the charging limit (for example, the first and / or second charging target value) is provided to the driver, Thus, it is possible to provide information indicating that it is not necessary to continue the idling operation and charge the battery, and it is possible to avoid unnecessary idling operation.

  Further, according to the fifth notification lamp L5, it is possible to clearly check whether or not the power source selection switches M-SW1 and M2 are in the ON operation (motor drive selection) position, so that the drive source switching determination is more appropriate. This is particularly advantageous in the case where the power source selection switches M-SW1 and M2-SW1 and 2 have a switch configuration in which the operation position is difficult to understand like a push button switch.

The first to fifth notification lamps L1 to L5 satisfy the above-described operating conditions of the respective notification lamps, and the key switch of the vehicle V is turned on (that is, each control unit UK, UV is activated). State). Therefore, while the key switch of the vehicle is turned on (and therefore during driving of the vehicle), the notification operation by the notification lamps L1 to L5 can be always performed.

Next, the bodywork side control unit UK and the vehicle side control unit UV cooperate with each other to perform switching control between an engine driving state in which the hydraulic pump P is driven by the engine E and a motor driving state in which the electric motor M is driven. An example of the control procedure will be described with reference to the flowcharts of FIGS. These controls are performed in a state where the vehicle key switch UV and the body control device UK (first and second control devices UK1, 2) are energized with the vehicle key switch turned on. Executed.
[Basic flow of drive source switching control]
First, in FIG. 8, step S <b> 1 indicates that the work vehicle V is in a traveling preparation state where the work vehicle V has stopped (that is, a state where the traveling can be started immediately at any time although it is not traveling). In this travel preparation state, the engine E is idling, the clutch 11 is in a disconnected state, the shift lever SL is in a range other than the P range, and the power take-out device PTO is connected to the power sources E and M. The power is not transmitted to the hydraulic pump P (that is, the power can be transmitted to the wheels W), and the multi-valve MV is in the neutral position.

  In such a travel preparation state, in step S2, no idle up signal is output from the first control unit UK1 of the bodywork side control unit UK to the second control unit UK2, and the second control unit UK2 from the vehicle side control unit UV. It is determined whether or not a power extraction signal (abbreviated as PTO signal in FIG. 8) is output and the shift lever SL is in the P range. And when it is judged that it is no, it returns to step S1, and when it is judged that there exists, it progresses to step S3 equivalent to the work preparation state by the bodywork K.

  In the work preparation state of step S3, in step S4, at least one of an idle up signal is output from the first control unit UK1 to the second control unit UK2 or the shift lever SL is in a range other than the P range. It is determined whether or not there is any. And when it is judged that it is either, it returns to step S1.

  If it is determined in step S4 that none of them is present, the process proceeds to step S5, where no idle up signal is output from the first control unit UK1 to the second control unit UK2, and the shift lever SL is in the P range. It is also determined whether or not the power take-off switch P-SW is in the on position. And when it is judged that it exists, it progresses to step S6 equivalent to the preparation state for making the hydraulic pump P into an engine drive state. The vehicle-side control device UV switches the clutch 11 to the connected state and switches the power take-out device PTO to the power connected state in response to the operation input of the power take-off switch P-SW to the ON position by the operator. When the process proceeds to step S6, the motor drive command signal is not output from the second control unit UK2 to the vehicle-side control unit UV until the process returns (that is, until YES in steps S9 and S10).

  In the engine drive ready state in step S6, in step S7, no idle up signal is output from the first control unit UK1 to the second control unit UK2, the shift lever SL is in the P range, and the power take-off switch P-SW. Is in the ON position, and it is determined whether or not a power extraction signal is output from the vehicle-side control device UV. When it is determined that the hydraulic pump P is present, the process proceeds to step S8 corresponding to a state in which the hydraulic pump P can be controlled to the engine drive state. The process of step S8 will be described later with reference to a subroutine shown in FIG.

  After step S8, the process proceeds to step S9, whether the shift lever SL is not in the P range, the power take-off switch P-SW is in the OFF position, or the power take-out signal is not output from the vehicle-side control device UV. It is determined whether it is at least one of the above or none of them. If it is determined in step S9 that it is one of them, the process returns and the process returns to step S1. If it is determined that none of them is determined, the process returns to step S8.

  If NO in step S7, the process proceeds to step S10, in which either the shift lever SL is not in the P range or the power extraction switch P-SW is in the OFF position. Whether or not any of them is determined. If it is determined in step S10 that it is one of them, the process returns and the process returns to step S1. If it is determined that the process is not any, the process returns to step S6.

  On the other hand, if NO is determined in step S5, the process proceeds to step S11. In this step S11, no idle up signal is output from the first control unit UK1 to the second control unit UK2, the shift lever SL is in the P range, and the power take-off switch P-SW is in the off position, and also on the vehicle side The motor drive permission signal Mcan is output from the control unit UV to the second control unit UK2, and the standby switch S-SW is in the ON position, and the main switch CF-SW1 is in the selected position for the dust loading operation Thus, it is determined whether or not the motor drive selection switch M-SWf or M-SWr has been switched from the off position to the on position. If NO is determined, the process returns to step S3. The second controller UK2 lights the first notification lamp L1 based on the motor drive permission signal Mcan, and the worker turns off the motor drive state selection switch M-SWf or M-SWr based on this lighting. Switch from ON to ON position.

  If it is determined in step S11 that the answer is no, the process proceeds to step S12 corresponding to a preparation state for setting the hydraulic pump P to the motor drive state. In step S12, the second control unit UK2 outputs a power take-off connection signal to the signal interrupt line 101 in response to the motor drive state selection switches M-SWf and M-SWr being switched to the on position. The bodywork side control device UK cooperates with the vehicle side control device UV to switch the power take-out device PTO to the power connection state and stop the operation of the engine E. Along with this, since the motor drive preparation completion signal Mred is output from the vehicle-side control device UV to the second control device UK2, the second control device UK2 turns on the third notification lamp L3.

  Further, in the motor drive preparation state in step S12, in step S13, no idle up signal is output from the first control unit UK1 to the second control unit UK2, the shift lever SL is in the P range, and the vehicle side control unit UV is also provided. To the second control unit UK2, the motor drive permission signal Mcan and the motor drive preparation completion signal Mred are output, the standby switch S-SW is in the ON position, and the main switch CF-SW1 is selected for the dust loading operation. It is determined whether or not the vehicle is in a position and a power extraction signal is output from the vehicle-side control device UV to the second control device UK2. If it is determined in step S13 that the hydraulic pump P is present, the process proceeds to step S14 corresponding to a state in which the hydraulic pump P can be controlled to the motor drive state. The process of step S14 will be described later with reference to a subroutine shown in FIG.

  After step S14, the process proceeds to step S15, in which the shift lever SL is not in the P range, the standby switch S-SW is in the OFF position, or the main switch CF-SW1 is in the selection position for the dust discharge operation. It is determined whether or not the motor drive selection switches M-SWf and M-SWr are switched from the on position to the off position, or none of them. Then, if it is determined in step S15 that it is one of them, the process returns and the process returns to step S1. If it is determined that none of these is determined, the process returns to step S14.

  If NO in step S13, the process proceeds to step S16, where the shift lever SL is not in the P range or the motor control signal UV is sent from the vehicle control unit UV to the second control unit UK2. The ready signal Mred is not output, or the standby switch S-SW is in the OFF position, or the main switch CF-SW1 is in the selection position for the dust discharge operation, or the second control unit UK2 sets the signal interrupt line 101 Even if a predetermined time (for example, 10 seconds) elapses after the start of output of the power take-off connection signal to the vehicle-side control device UV, no power take-out signal is output from the vehicle-side control device UV (that is, the power take-out device PTO Is not switched to the power connection state) or not. If it is determined in step S16 that it is one of them, the process returns and the process returns to step S1. If it is determined that none of them, the process returns to step S12.

Of the determination conditions in step S16, in particular, “the vehicle-side control device UV2 even if a predetermined time (for example, 10 seconds) has elapsed since the second control device UK2 started outputting the power take-off connection signal to the vehicle-side control device UV. In addition to or instead of the condition that the power take-out signal is not output from the vehicle (that is, the power take-out device PTO does not switch to the power connection state), A condition may be used in which the motor drive preparation completion signal Mred is not output even after a predetermined time (for example, 10 seconds) has elapsed since the start of outputting the connection signal (that is, the operation of the engine E does not stop). In this case, when the hydraulic pump P is driven by the engine E, it is possible to effectively prevent the occurrence of a situation in which one of the electric motors M is damaged while the engine E is driven. .
[Control flow by hydraulic pump engine drive]
Next, the specific processing of step S8 will be described with reference to the subroutine of FIG. In the initial stage of this process, the engine E is already in operation and the power take-out device PTO is in a power transmission state (power take-out signal is in an output state). Although the hydraulic pump P is transmitted to the hydraulic pump P through the power take-out device PTO and the engine is in the engine driven state, the multi-valve MV is held in the neutral position. , 7 return to the oil tank T without being supplied to the hydraulic cylinders A1 to A4, and the work machines 2 and 7 are placed in a standby state.

  From this initial stage, in step S100, an operation input for starting work is input to the operation switches CF-SW1 to 3 and CR-SW1 and 2 that function as work start switches for starting work of the work machines 2 and 7. If it is determined whether or not, it is determined that it is not.

  If it is determined in step S100 that an operation input for starting work has been made, the process proceeds to step S101 where the first control unit UK1 of the bodywork side control unit UK is a valve of the multi-valve MV. An operation command signal is individually output to at least a part of v1 to v4. Accordingly, the work machines 2 and 7 are appropriately operated in accordance with the operation inputs to the operation switches CF-SW1 to 3 and CR-SW1 and 2 to execute a desired dust loading work or dust discharge work. it can.

  Next, the process proceeds to step S102, and an operation input for ending the work is input to the switches CF-SW1 to 3 and CR-SW2 functioning as work ending switches for arbitrarily ending the dust loading work or the dust discharging work being executed. If it is determined whether or not it has been made, the process proceeds to step S103. In this step S103, the first control device UK1 of the bodywork side control device UK outputs a signal for switching all the valves v1 to v4 to the neutral position to the multi-valve MV, thereby ending the work being executed. And end. Thereafter, the process proceeds to step S9. If it is determined as “NO” in step S9, the process returns to step S8. In step S8 (particularly step S100), the operation input for starting the work is performed. Unless it is determined that the work has been performed, the work machines 2 and 7 are placed in the standby state described above.

If NO in step S102, the process is ended, and the process proceeds to step S9. If NO in step S9, the process returns to step S8. Unless it is determined in step S8 (particularly step S102) that the operation input for ending the work has been made, the work machines 2 and 7 continue the work being executed in the engine drive state.
[Control flow by motor drive of hydraulic pump]
Next, the specific processing of step S14 will be described with reference to the subroutine of FIG. Since the engine E and the electric motor M are both stopped at the initial stage of this process, even if the power take-out device PTO is in the power transmission state (power take-out signal is output), the power sources E and M Does not act on the hydraulic pump P via the transmission 10 and the power transmission device PTO, the hydraulic pump P is in a resting state, and the multi-valve MV is held in the neutral position. Therefore, the work machines 2 and 7 are placed in a standby state.

  From this initial stage, in step S200, it is determined whether or not an operation input for starting work has been made to the operation switches CF-SW1 to 3 and CR-SW1 and 2 functioning as work start switches. If it is determined, it is the end.

  If it is determined in step S200 that an operation input for starting work has been made, the process proceeds to step S201, where the second control unit UK2 of the bodywork side control unit UK receives the motor drive command signal and By outputting the work implement operating signal to the vehicle-side control device UV, the vehicle-side control device UV starts operating the electric motor M to drive the hydraulic pump P, and the first control of the bodywork-side control device UK. The device UK1 individually outputs an operation command signal to at least some of the valves v1 to v4 of the multi-valve MV. Accordingly, the work machines 2 and 7 are appropriately operated in accordance with the operation inputs to the operation switches CF-SW1 to 3 and CR-SW1 and 2 to execute a desired dust loading work or dust discharge work. it can.

  Next, the process proceeds to step S202, and it is determined whether or not the work being executed is to be ended. Specifically, whether or not an operation input for ending the work has been made to the switches CF-SW1 to 3 and CR-SW2 functioning as work ending switches for arbitrarily ending the dust loading work or the dust discharging work being executed. If it is determined whether or not, the process proceeds to step S203. In this step S203, even if the second control unit UK2 of the bodywork side control unit UK outputs a motor drive command signal, no work implement operating signal is output, so the vehicle side control unit UV stops the operation of the electric motor M. At the same time, the first control unit UK1 of the bodywork side control unit UK outputs a signal for switching all the valves v1 to v4 to the neutral position to the multi-valve MV, thereby terminating the operation being executed. Note that the state in which the second control device UK2 does not output the work implement operating signal in step S203 is regarded as the same as the state in which the second control device UK2 outputs the motor stop signal for stopping the operation of the electric motor M. Thus, the operation of the electric motor M is stopped. Instead of this embodiment, for example, in step S203, a dedicated motor stop signal for stopping the motor is sent from the second control unit UK2 to the vehicle side control unit UV. You may make it output to.

  Next, the routine proceeds to step S204, where it is determined whether or not the remaining battery level has fallen below a predetermined lower limit value Vdl. Thereafter, the process proceeds to step S15. If it is determined as “NO” in step S15, the process returns to step S14. In step S14 (returned to step S200), the operation input for starting the work is performed. Unless it is determined that the work has been performed, the work machines 2 and 7 are placed in the standby state described above.

  If it is determined in step S204 that the remaining battery level has fallen below the predetermined lower limit value Vdl, the process proceeds to step S205, where the second control unit UK2 of the bodywork side control unit UK moves the vehicle. Not only the work implement operating signal but also the motor drive command signal is not output to the side control unit UV, whereby the vehicle side control unit UV starts the engine E and then proceeds to step S6. When the second control unit UK2 does not output both the work implement operating signal and the motor drive command signal in step S205, the second control unit UK2 outputs an engine start command signal for instructing start of the engine E. However, instead of this embodiment, for example, a dedicated engine start command signal for starting the engine is sent from the second controller UK2 in step S205. You may make it output to the vehicle side control apparatus UV side.

  If NO in step S202, the process is ended, and the process proceeds to step S15. If NO in step S15, the process returns to step S14. Unless it is determined in step S14 (particularly step S202) that an operation input for ending the work has been made, the work machines 2 and 7 continue the work being executed in the motor drive state.

  In this embodiment, if it is determined in step S200 that an operation input for starting work has been made, in step S201, the vehicle-side control device UV starts operating the electric motor M to turn on the hydraulic pump P. The drive and the first control unit UK1 switch the multi-valve MV from the neutral position to the operating position at substantially the same time. However, after the electric motor M is started, the multi-valve MV is switched on. Switching from the neutral position to the operating position may be performed, and in this case, work safety is further improved.

  If it is determined in step S202 that an operation input for ending work has been made, in step S203, the vehicle-side control device UV stops the operation of the electric motor M and stops the hydraulic pump P. Although the control unit UK1 is configured to switch the multi-valve MV from the operating position to the neutral position at substantially the same time, after the multi-valve MV is switched from the operating position to the neutral position (that is, the switching is completed). The electric motor M may be stopped after some confirmation means (for example, after confirming that the multi-valve MV is in the neutral position with a valve position sensor attached to the multi-valve MV). In this case, it is possible to effectively avoid the situation where the work machines 2 and 7 move unexpectedly due to the work end operation, and the safety of the work is further improved. That.

  By the way, in this embodiment, when it is determined in step S202 that an operation input for ending work has been performed, after the work ending process in step S203 is performed, the battery remaining level determination in step S204 is performed. However, the processes in steps S203 and S204 may be executed in reverse order as in the flowchart shown in FIG.

  That is, in the second embodiment of the present invention shown in FIG. 11, when it is determined in step S202 that an operation input for ending work has been made, the remaining battery level immediately decreases to a predetermined lower limit value Vdl or less in step S203 ′. If it is determined whether or not, the process is ended through the work end process of step S204 ′ corresponding to step S203 of the first embodiment. If it is determined in step S203 ′ that the remaining battery level has fallen below the predetermined lower limit value Vdl, the work ending process in step S204 ″ corresponding to step S203 in the first embodiment is performed, and then the first embodiment. The process proceeds to step S205 ′ corresponding to step S205 to start the engine E, and then proceeds to step S6.

  In the above embodiment, the threshold value (predetermined lower limit value Vdl) for determining the level of the remaining battery level used in the determination process of step S204 (first embodiment) or step S203 ′ (second embodiment) is shown in FIG. Although the same threshold value (predetermined lower limit value Vdl) for determining the remaining battery level in step S509 of the notification flow is used, the former threshold value may be set slightly higher than the latter threshold value, or slightly It may be set low.

  Thus, according to the first and second embodiments described above, the second control unit UK2 of the bodywork side control unit UK is in a state in which the hydraulic pump P is in the motor driving state (during execution of step S201) and the multi-valve. If the remaining battery level is less than or equal to the predetermined lower limit value Vdl when the work switches CF-SW1 to 3 and CR-SW2 are operated to the work end position to switch the MV to the neutral position and end the work machines 2 and 7, respectively. After the motor stop signal is output to the vehicle-side control device UV (in the illustrated example, the work implement operating signal is not output), the engine start command signal is output (in the illustrated example, the work implement operating signal and the motor drive command signal are output). Therefore, when the work switches CF-SW1 to 3 and CR-SW2 are operated to the work end position and the operation of the work machines 2 and 7 is finished in the motor drive state, the remaining battery level is low. If less than the constant lower limit Vdl, can be switched on and automatically engine driving state hydraulic pump P as soon as possible. As a result, the motor drive state continues even after the work is resumed, so that it is possible to reliably prevent the occurrence of a situation in which the battery runs out early and the work machines 2 and 7 move unexpectedly. Even if this takes some time, the switching to the engine driving state is automatically performed by using the standby time after the work is completed, so that there is no possibility of reducing the work efficiency.

  Further, even if the operation is interrupted when the motor driving state is switched to the engine driving state as described above, the second control device UK2 of the bodywork side control device UK starts the next operation switch. Since the valve device is moved from the neutral position in order to resume the operation of the work machine in response to the operation to the position, the work switches CF-SW1 to 3 and CR-SW1 and 2 are next operated to the work start position. For example, the multi-valve MV operates according to the operation input, and the operation can be resumed easily and quickly in the engine drive state.

Thus, in step S202 (FIGS. 10 and 11), an off operation (that is, an automatic return operation to the neutral position) for the up / down selection switch CF-SW2 and the advance / retreat selection switch CF-SW3 as command signal output means, Although the example in which it is determined whether or not the operation end command signal is output by the selection operation to the single operation position with respect to the continuous single switch CR-SW2 is exemplified, other embodiments are based on such a switch operation. Various sensors that can detect that the work machines 2 and 7 have reached a predetermined work end state (for example, detection of the state of a proximity sensor or the like installed in the dust bin 3 so that the end of the loading cycle can be detected) The detection signal from the sensor) is used as a command signal for ending work, and it is determined in step S202 whether or not it has been output. It may be.

[Charging target value switching control flow]
An example of a processing procedure for switching and controlling the charging target value at the time of charging the battery B is performed with reference to the flowchart of FIG.

  First, in step S301, it is determined whether the work vehicle V is in a traveling state or a traveling preparation state corresponding to step S1 (FIG. 8), or is not in any state thereof. If it is determined, the process proceeds to step S302. Next, in step S302, it is determined whether or not there has been a specified input for the next work place or the travel route to that place by the specified input means HT, and if it is determined that there has been the specified input, The process proceeds to S303.

  In step S303, the current position information of the work vehicle V detected by the position detection means G is read into the second control unit UK2, and the process further proceeds to step S304, where the next work place designated by the designation input means HT or After the travel route information up to that point is read into the second control unit UK2, the process proceeds to step S305.

  In step S305, it is determined whether or not the current position of the work vehicle V is far from or close to the next work place, that is, a short distance less than a predetermined distance (for example, 3 km). Proceeding to S306, the charging target value at the time of charging control for battery B is set to a relatively high second target value, and a return is made. On the other hand, if it is determined in step S305 that the current position of the work vehicle V is far from the next work place, the process proceeds to step S307, in which selection position the standby switch S-SW is located as a charge target value selection switch. to decide. If it is determined in step S307 that the standby switch S-SW is in the on position (ie, the second target value selection position), the process proceeds to step S306, while the off position (ie, the first target value of the first target value). If it is determined that the current position is in the (selected position), the process proceeds to step S308, the charging target value is set to a relatively low first target value, and the process returns.

  Further, if it is determined in step S301 that the work vehicle V is not in either the traveling state or the traveling preparation state, or if there is no designation input for the next work place or the traveling route to that place in step S302. If it is determined, the steps S302 to S305 are skipped and the process proceeds to the step S307.

  Thus, in the hybrid work vehicle V of the present embodiment, when the current vehicle position is far from the next work location stored in the storage means (second control unit UK2), charging during charging control to the battery B is performed. When the target value is close to the first target value or close to the first target value, the second target value is set higher than the first target value. In particular, the first target value is the output of the electric motor M as at least a part of the driving force. The value corresponding to the maximum remaining battery level required for vehicle travel (so-called motor travel or motor assist travel) to be used, and the second target value is the work by the work machines 2 and 7 using only the output of the electric motor M. Each is set to a value corresponding to the maximum remaining battery capacity required for the operation. For this reason, when the current vehicle position is far from the next work location, the charging target value can be set lower than the near case and set to the target value required for travel, so it is expected that the travel to the next work location will take a long time. Even in such a case, the frequency of charging the battery beyond the amount of power required for traveling can be suppressed as much as possible, thereby reducing the engine load and effectively preventing a reduction in fuel consumption. Moreover, since the charging target value is switched automatically according to the distance to the next work place as described above, handling is easy and workability is good.

In addition, as is apparent from the flow of steps S305 to S307, the second control unit UK2 operates when the standby switch S-SW is in the ON position (that is, the second target value selection position) as the charging target value selection switch. Is to set the charging target value to the second target value even when the current position is far from the next work place. When the current position is close to the next work place, the standby switch S-SW is turned off. The charging target value is set to the second target value even at the position where the first target value is selected. Thus, when the charging target value is set higher (second target value) by the standby switch S-SW, the worker's on-site judgment (second target value selection judgment) regardless of the distance from the next work place. Is prioritized, and it is possible to more reliably prevent the battery from running out. Further, even when the standby switch S-SW is selected to be lower (first target value), the charging target value becomes the first when the vehicle approaches the next working place due to traveling of the vehicle. 2 Since it is automatically switched to the target value, even if the worker forgets the switching operation, it is possible to secure a sufficient amount of remaining battery when the work place arrives, and the work machine based on the output of the electric motor M 2 and 7 can be performed without any trouble.

According to the drive source switching control mode according to the present embodiment described above, in the hybrid work vehicle V, the hydraulic pump P that supplies hydraulic oil to the hydraulically operated work machines 2 and 7 is used for engine drive state selection. Since either the power of the engine E or the electric motor M can be selectively driven based on the switching operation of the power take-off switch P-SW which also serves as a switch or the motor drive state selection switches M-SWf and M-SWr, the hydraulic pump P It is convenient that the drive source can be properly used depending on the work situation and environment. For example, it is convenient that the hydraulic pump P can be driven by the electric motor M in a place such as a residential area where noise exhaust of the engine E is a problem, and the engine E can be driven in a place where the problem is not a problem.

  In this embodiment, a power take-off switch (engine drive state selection switch) P-SW that can be switched to an on position or an off position, and a motor drive state selection switch M that can be switched to an on position or an off position. -SWf and M-SWr are provided separately and individually switched between the engine driving state and the motor driving state, so that the worker is clearly aware of which driving state to switch to. This is advantageous.

  Moreover, in the preparation stage (step S6) to the execution stage (step S8) in which the hydraulic pump P is in the engine drive state, the motor drive state selection switches M-SWf and M-SWr are inadvertently switched to the on position. However, it is not switched from the preparation stage (step S12) in which the hydraulic pump P is driven to the motor to the execution stage (step S14). On the contrary, in the preparation stage (step S12) to the execution stage (step S14) in which the hydraulic pump P is driven to the motor, even if the power take-off switch P-SW is inadvertently switched to the on position, the hydraulic pressure There is no switching from the preparation stage (step S6) in which the pump P is in the engine driving state to the execution stage (step S8). That is, in the second control unit UK2 of the bodywork side control unit UK, either one of the motor drive state selection switches M-SWf and M-SWr and the power take-off switch (engine drive selection switch) P-SW is on. Even if one of them is switched from the OFF position to the ON position in the position, the switching operation input is invalidated and the driving state before the switching operation is maintained as it is. As a result, it is possible to prevent the hydraulically-operated working machines 2 and 7 from unexpectedly operating.

  In this embodiment, the motor drive state selection switches M-SWf and M-SWr are switched to the on position while the power take-off switch P-SW is in the off position (ie, yes in step S11). Since the body control unit UK can output a motor drive command signal to the vehicle control unit UV, the motor drive state selection switches M-SWf and M-SWr are held in the ON position. When the power take-off switch P-SW is continuously switched to the OFF position, it is possible to prevent the motor drive state from being inadvertently switched to the motor driving state, thereby improving safety.

  Further, in this embodiment, when the power selection / extraction mechanism PS is in a state of interrupting power transmission from the engine E and the electric motor M to the hydraulic pump P and the power extraction signal is not output (that is, in step S3). ) In response to the motor drive state selection switches M-SWf and M-SWr being switched to the ON position (that is, based on the determination of YES in step S11), the motor drive command signal is sent to the vehicle-side control device UV. Therefore, the motor drive state selection switches M-SWf and M-SWr are switched to the ON position in a state where the power selection / extraction mechanism PS blocks power transmission from the power source to the hydraulic pump P side. Otherwise, the switching operation is not effective, and the motor drive command signal is not output to the vehicle-side control device UV, so that safety is further improved.

  In the present embodiment, when the main switch CF-SW1 as the work changeover switch is in the switching position where the operation of the dust discharge device 7 is permitted, the motor drive state selection switches M-SWf and M-SWr are in the on position. When the switching operation is prohibited, switching to the motor drive state is prohibited, and when the main switch CF-SW1 is in the switching position permitting the operation of the dust loading device 2, the power take-off switch P-SW is turned to the on position. Switching to the engine driving state is permitted based on the switching operation, and switching to the motor driving state is permitted based on the switching operation of the motor driving state selection switches M-SWf and M-SWr to the ON position. Can be selected only in the dust loading process where the problem of engine E noise emission is likely to occur. Is allowed reduce performed in only the engine driving load on the electric motor M and the battery B.

  Further, in the present embodiment, the bodywork side control unit UK responds when the motor drive selection switches M-SWf and M-SWr are switched to the off position in the motor drive state (step S14) (that is, in step S15). Since the power take-off connection signal and the motor drive command signal are not output to the vehicle-side control device UV in order to return to step S1, the motor drive selection switch M-SWf, In association with the M-SWr being switched to the OFF position, the power selection / extraction mechanism PS can be controlled to be switched to the power transmission cutoff state and the operation of the electric motor M can be stopped. As a result, the hydraulic pump P can be prevented from being inadvertently switched to the engine drive state in accordance with the switch switching operation, thereby preventing the work machines 2 and 7 from moving unexpectedly, thereby improving safety.

  In the present embodiment, a standby switch S-SW that also serves as a charging target value selection switch for arbitrarily changing the charging target value at the time of charging the battery B is connected to the bodywork side controller UK, and the rack The equipment-side controller UK is in the motor drive state (step S14), and in response to the charge target value selection switch S-SW being switched to the OFF position, that is, the side to decrease the charge target value (ie, YES in step S15). Based on the determination, in order to return to step S1, the power take-off connection signal and the motor drive command signal are not output to the vehicle-side control device UV, so that the standby switch S-SW is switched to the side to lower the charge target value. In association with (that is, the continuation of the motor driving state becomes a more severe driving environment), when the power selection / extraction mechanism PS is controlled to be switched to the power transmission cutoff state. The operation of the electric motor M can be stopped. As a result, the electric motor M and thus the hydraulic pump P can be prevented from being inadvertently stopped when the motor is driven, and the work machines 2 and 7 can be prevented from moving unexpectedly, thereby further improving safety.

  Further, in this embodiment, the bodywork side control unit UK responds to a predetermined operation (for example, the shift lever SL is switched from the P range to another range) for preparing the vehicle to run while the motor is driven. (Ie, based on a determination of YES in step S15), the power take-off connection signal and the motor drive command signal are not output to the vehicle-side control device UV in order to return to step S1, so that the vehicle travels in the motor drive state. In association with a predetermined operation for preparation, the power selection / extraction mechanism PS can be controlled to be switched to the power transmission cutoff state and the operation of the electric motor M can be stopped. As a result, it is possible to quickly shift from the motor drive state to the vehicle travel preparation state.

  Furthermore, in this embodiment, the bodywork side control unit UK sends a power take-off connection signal to the vehicle side control unit UV in response to the motor drive state selection switches M-SWf and M-SWr being switched to the on position. If the power selection / removal mechanism PS does not switch to the connected state even after a predetermined time (for example, 10 seconds) has passed since the output started, the process returns to step S1 based on the determination of yes in step S16. Accordingly, the power take-off connection signal and the motor drive command signal are not output to the vehicle-side control device UV. As a result, in association with the motor drive state selection switches M-SWf and M-SWr being switched to the ON position, the power selection / extraction mechanism PS is automatically set to the power connection state (ie, the power extraction switch P-SW). Switching control is possible and the workability is good, and it is possible to avoid interruption of work due to forgetting to operate the power take-off switch P-SW, and to the power connection state as described above. When the automatic switching control is not successful and the power selection / extraction mechanism PS does not switch to the power connection state, the switching control can be stopped and the operation of the electric motor M can be stopped, thereby further improving safety.

  In addition, the body-side control device UK is caused to interrupt the power take-off connection signal from the body-side control device UK to the signal line 100 extending from the power take-off switch P-SW to the vehicle-side control device UV. The signal interrupt line 101 is connected, and the bodywork side control unit UK receives a signal from the signal interrupt line 101 in accordance with the switching operation of the motor drive state selection switches M-SWf and M-SWr to the on position / off position. Since the power take-off connection signal is interrupted / interrupted to the line 100, a part of the signal line 101 for outputting the power take-off connection signal from the bodywork side control unit UK to the vehicle side control unit UV, and the power take-off switch P A part of the signal line 100 for outputting a power take-off connection signal from the SW to the bodywork side controller UK side can be shared, and the circuit configuration can be simplified accordingly. Further, when the motor drive state selection switches M-SWf and M-SWr are switched to the OFF position in the motor drive state, the power from the bodywork side control unit UK to the vehicle side control unit UV according to the switching operation. Since the output of the take-out connection signal is automatically stopped, it is not necessary to switch the power take-off switch P-SW specially, and the operability is further improved.

  In the present embodiment, the multi-valve MV is interposed between the hydraulic pump P and the hydraulic cylinders A1 to A4 of the work machines 2 and 7, and all the hydraulic cylinders A1 are in a state where they are in the neutral position. -A4 is hydraulically locked by the multi-valve MV, and the bodywork side control unit UK changes the multi-valve in response to the motor drive state selection switches M-SWf and M-SWr being switched to the OFF position in the motor drive state. Since the MV is controlled to be switched to the neutral position, the multi-valve MV hydraulically controls all the hydraulic cylinders A1 to A4 in response to the motor drive state selection switches M-SWf and M-SWr being switched from the motor drive state to the off position. It can be locked and the hydraulic pump P, and thus the work machines 2 and 7 can be stopped reliably, and the safety is further improved.

  Furthermore, in this embodiment, when the standby switch S-SW is in the off position, the bodywork side controller UK sets the charging target value for the battery B to a lower first target value, and the switch S-SW Since the charging target value can be switched to a higher second target value when in the ON position, the worker can arbitrarily switch the charging target value according to the work situation, and the workability is further improved. . In addition, when the standby switch S-SW is in the OFF position, the signal interruption means 101 is activated and the signal interruption line 101 is interrupted, so that the body-side control device UK to the vehicle-side control device UV. Since the output of the power take-off connection signal is forcibly stopped, the standby switch S-SW is switched to the switch means for changing the charging target value of the battery B and the switch means for forcibly stopping the output of the power take-off connection signal as described above. The switch configuration can be simplified accordingly. Moreover, since the output of the power take-off connection signal from the bodywork side control unit UK to the vehicle side control unit UV can be forcibly stopped simply by operating the standby switch S-SW to the off position, the power take-off connection It is possible to easily and reliably avoid a situation in which the power take-out device PTO remains in the power connection state because the signal continues to be output from the bodywork side control device UK due to a failure or the like.

The second control unit UK2 of the present embodiment determines that the battery B has run out of battery or an abnormality has occurred in the electrical system in the motor drive state of the hydraulic pump P corresponding to step S14 (ie An emergency stop signal is output to the first control unit UK1 when the motor drive permission signal is no longer output from the vehicle-side control unit UV in spite of the input of the work implement operating signal. In response to this, the first control unit UK1 issues a stop command signal to the multi-valve MV and controls the operation simultaneously to the neutral position, thereby urgently stopping the working machines 2 and 7 that are operating. Similarly, when the starter switch ES-SW of the engine E is erroneously input and the start operation of the engine E is performed while the hydraulic pump P is in the motor drive state, the second control unit UK2 performs the first control on the emergency stop signal. In this case as well, the working machines 2 and 7 that are operating are urgently stopped in the same manner as described above. As described above, when the battery B runs out of the battery or the abnormality occurs in the electric system while the hydraulic pump P is in the motor drive state, the work machines 2 and 7 are stopped urgently. By not being able to drive, it is possible to prevent the work machines 2 and 7 from operating unexpectedly and reliably. Similarly, when the engine E is erroneously started while the hydraulic pump P is driven, the work machines 2 and 7 are stopped urgently. Therefore, even if the electric motor M is stopped due to the erroneous start operation of the engine E, It is possible to reliably and reliably prevent the work machines 2 and 7 from operating unexpectedly.

As mentioned above, although embodiment of this invention was described, this invention is not limited to these embodiment, Various embodiment is possible within the scope of the present invention.

  For example, in the above-described embodiment, a so-called compression plate type garbage collection vehicle is exemplified as the work vehicle. However, in the present invention, the soot loading device 2 is a so-called rotation plate type dust loading device by cooperation of the rotation plate and the pushing plate. Alternatively, the dust discharge device 7 may be a so-called dump-type dust discharge device that tilts the dust storage box 1. In the present invention, the work vehicle is not limited to a garbage truck, and other various work vehicles that drive the work machine with a hydraulic pump, such as a concrete mixer truck, a concrete pump truck, a container transporter with a container loading / unloading function, The present invention can be applied to work vehicles such as an automobile wholesale transport vehicle with an automobile loading / unloading function.

  Moreover, in the said embodiment, although what was implemented in the hybrid vehicle which enabled the motive power of the electric motor M not only to drive a hydraulic pump but to drive a wheel was shown, in this invention, the motive power of the electric motor is shown. You may make it use only for the drive of a hydraulic pump. In this case, an electric motor dedicated to driving the pump, a battery that supplies electric power to the electric motor, an engine that is configured separately and independently from a traveling engine that applies driving force to the wheels, and is used only for driving a hydraulic pump, An embodiment in which a power selection / extraction mechanism capable of selectively extracting the power of the engine or the electric motor is mounted on the bodywork K can also be adopted. In this embodiment, the vehicle-side control device UV in the above-described embodiment can be used. What is necessary is just to comprise the function of an engine motor control part so that the body control device UK, especially the 2nd control device UK2 may take charge regarding control of the engine motor on the body UK side.

  In the above embodiment, the motor drive selection switches M-SWf and M-SWr are dedicated for motor drive selection. However, in the present invention, the existing operation switch is used as the motor drive selection switch. It may be used also. For example, when the main switch CF-SW1 is also used as a power source selection switch, the main switch CF-SW1 is automatically returned from the loading position or the discharge position to the off position side. After selecting the position or discharge position, the drive source is switched when the same operation position is operated again, the drive source is further switched when the same operation position is operated again, and the drive source is further switched when operating again at the same operation position. You may enable it to perform alternate switching operation in the procedure of switching.

  In the above-described embodiment, the power take-off switch P-SW that also serves as the engine drive state selection switch is provided only in the front control panel CF. However, the power take-off switch is used as the engine drive state selection switch. In addition to the front control panel CF, the power take-off switch can be installed in other parts of the driver's seat or in the rear control panel CR.

  In the above embodiment, the engine speed is set to be larger than the motor speed in the driving state of the hydraulic pump P in order to suppress noise during work, but depending on the purpose of use, environment, etc. For other reasons, the engine speed may be set smaller than the motor speed.

  Further, in the above-described embodiment, whether the work vehicle V is stopped is recognized by the bodywork side control device UK, or whether the work vehicle V should be returned to the traveling preparation state is determined. The sensor signal for detecting that the select lever SL is in the P range is used as a signal for causing the determination to be made. You may use the signal from a sensor.

  In the above embodiment, the power take-off switch P-SW (engine drive state selection switch) is connected only to the vehicle-side control device UV via the signal line 100 extending from the power take-off switch P-SW. The signal line 100 extending from the SW (engine drive state selection switch) is not connected to the vehicle-side control device UV, but is connected only to the second control device UK2 of the bodywork-side control device UK, and the second control device UK2 The vehicle-side control devices UV are connected by another signal line, and a power take-off connection signal from the power take-off switch P-SW is output to the vehicle-side control device UV via the second control device UK2. Good.

  In the embodiment, in step S11, the power take-off switch P-SW is in the off position and the motor drive selection switch M-SWf or M-SWr is switched from the off position to the on position. The case where the condition is satisfied is set as the condition for proceeding to step S12, but the power take-off switch P-SW is switched from the on position to the off position in a state where the motor drive selection switch M-SWf or M-SWr has been previously operated to the on position. If operated, the condition for proceeding to step S12 (however, conditions other than those relating to the motor drive selection switches M-SWf and M-SWr and the power take-off switch P-SW are the same as those in step S11 of the above embodiment). Good.

  Moreover, in the said embodiment, the power take-off switch (engine drive state selection switch) P-SW and the motor drive state selection switches M-SWf and M-SWr are shown separately as the power source selection switch. However, in the present invention, the power source selection switch is configured by a single switch that can be selectively switched to at least two switching positions, and the engine drive state is changed at the first switching position of the switch. The motor driving state may be selected at the two switching positions.

A1-A4 ... Hydraulic actuator (hydraulic cylinder)
B ... Battery CF-SW1 Main switch (command signal output means)
CF-SW2 ・ ・ Up / down selection switch (command signal output means)
CF-SW3..Advance / retreat selection switch (command signal output means)
CR-SW1 .. Loading switch (command signal output means)
CR-SW2 ··· Single switch (command signal output means)
E ... Engine F ... Car body K ... Bodywork M ... Electric motor (power generation means)
M-SWf ... Motor drive state selection switch (power source selection switch)
M-SWr ... Motor drive state selection switch (power source selection switch)
MV ... multi-valve (valve device)
P .... Hydraulic pump P-SW ... Power take-off switch (Engine drive state selection switch, Power source selection switch)
PS ··· Power selection / extraction mechanism UK ·······························································································
V ····· Garbage truck (work vehicle)
Vdl ··· Predetermined lower limit value of remaining battery power ········· Rear wheel
2 ..... Dust loading device (work machine)
7 .... Dust discharge device (work machine)

Claims (3)

A bodywork mounted on the vehicle body (F) of the work vehicle (V),
A hydraulic pump (P) that can be driven by either the engine (E) or an electric motor (M) that is operated by electric power from the battery (B), and a hydraulically operated type that is operated by the oil discharged from the hydraulic pump (P) A working state in which the power is selectively taken out from the working machine (2, 7), the engine (E) and the electric motor (M) and transmitted to the hydraulic pump (P), and a state in which the transmission of the power is cut off. Engine drive state in which the hydraulic pump (P) is driven by the engine (E) by controlling the switchable power selection / removal mechanism (PS) and the engine (E), the electric motor (M), and the power selection / removal mechanism (PS). And a control device (UK) capable of switching to a motor driving state in which the hydraulic pump (P) is driven by an electric motor (M), and a power source selection switch capable of arbitrarily selecting and operating the engine driving state and the motor driving state P-SW, M-SWf, M-SWr) and hydraulic pumps (P) and hydraulic actuators (A1 to A4) of the work machines (2, 7). A valve device (MV) for controlling the exchange of hydraulic oil and a command signal for controlling the operation of the valve device (MV) to start and end the work of the work machines (2, 7) can be output. Command signal output means (CF-SW1-3, CR-SW1,2) at least,
In the motor drive state, the control device (UK) switches the valve device (MV) to the neutral position, and command signal output means (CF-SW1 to 3, CR-SW2) to end the work machine (2, 7). ) Outputs a command signal for ending the work, and if the remaining battery level is equal to or lower than the predetermined lower limit (Vdl), after outputting a motor stop signal for stopping the operation of the electric motor (M), the engine An engine start command signal for starting (E) to enter the engine drive state is output.   The controller (UK) is configured such that when the command signal output means (CF-SW1 to 3 and CR-SW2) outputs a command signal for completing the operation in the motor driving state, the remaining battery level is a predetermined lower limit value (Vdl). In the following, the motor stop signal and the engine start command signal are output after the valve device (MV) is switched to the neutral position and the work implement (2, 7) is stopped. Work vehicle bodywork.   The controller (UK) is configured such that when the command signal output means (CF-SW1 to 3 and CR-SW2) outputs a command signal for completing the operation in the motor driving state, the remaining battery level is a predetermined lower limit value (Vdl). In the state where the working machine (2, 7) is stopped in the state where the engine start command signal is output and the engine (E) is started, the command signal output means (CF-SW1 to 3, CR- -In response to the next output of the command signal for starting work, SW1, 2) moves the valve device (MV) from the neutral position to resume the operation of the work implement (2, 7). 3. A work vehicle bodywork according to claim 1 or 2, characterized in that

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