JP2016196759A - Construction machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a construction machine capable of enhancing operability.SOLUTION: A hydraulic shovel 1 includes a wireless authentication device 52 that performs wireless authentication with a portable key 51, and a vehicle body controller 48 that switches between electrification and non-electrification states for a battery 31, a starter motor 16, and a first electrical component 37, based on a result of authentication by the wireless authentication device 52 and an operation of a start switch 12. The wireless authentication device 52 transmits a request signal inside an authentication-enabled area, and performs authentication when an ID code for authentication returned by the portable key 51 in response to the transmitted request signal has been received. When in an "engine halted and electrification turned off" state, the vehicle body controller 48 switches from the "engine halted and electrification turned off" state to an "engine halted and electrification turned on" state as soon as the portable key 51 enters the authentication-enabled area while a lock lever 13 is in a locked position.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a construction machine such as a hydraulic excavator, and more particularly to a construction machine including a wireless authentication device that performs wireless authentication with a portable key (portable machine).

  Generally, in construction machines such as a hydraulic excavator and a hydraulic crane, an engine is started and stopped based on an operation of a key switch by an operator. More specifically, when starting (starting) the engine, the operator of the construction machine inserts a key (key plate) into the key cylinder of the key switch and rotates the key. In this case, the key can be rotated when the key groove of the key matches the key cylinder groove.

  The operator starts the engine with the keys, for example, the “OFF” position where the engine is stopped when the electrical equipment of the construction machine is de-energized, the “ON” position where the electrical equipment is energized (the engine starter). Rotate the motor to one of the “START” positions (Patent Document 1).

  Here, the engine of the construction machine is started in a state where the position of the lock lever provided in the vicinity of the driver's seat is set to the lock position (prohibited position) that prohibits the drive of the hydraulic actuator. In this state, when the operator rotates the key from the “OFF” position beyond the “ON” position to the “START” position, the engine starter motor rotates and the engine starts. At this time, when the operator releases the key, the key returns from the “START” position to the “ON” position, and the electric device is energized while the engine is driven. Become.

  On the other hand, when the key is rotated from the “OFF” position to the “ON” position, the electric device is energized while the engine is stopped. Further, when the key is rotated from the “ON” position to the “OFF” position, the electric device is de-energized. At this time, if the engine is driven, the engine is stopped.

  Further, for example, in Patent Document 2, regarding an automobile, when the ignition switch is in the “ACC” position or the “ON” position and a predetermined time has elapsed and the portable key is not present in the vehicle, the ignition switch is A technique for automatically turning “OFF” is described.

JP2013-155564A JP 2009-12578 A

  By the way, according to a conventional construction machine, if there is a key, the engine is turned off and energized by rotating the key from the “OFF” position to the “ON” position under any conditions. Can do. In other words, even a person who is not familiar with the operation of the construction machine can turn “engine stop / energization ON” with a key. In this case, for example, if a person who has turned “engine stop / energized ON” leaves the construction machine without returning the key to the “OFF” position, the amount of charge (charge amount) of the battery serving as the power source for the electrical equipment May decrease, leading to battery exhaustion.

  On the other hand, it is conceivable to install a wireless authentication device on a construction machine. That is, it can be considered that the construction machine engine is started and stopped based on the authentication of the portable key possessed by the operator and the operation of the start switch by the operator. In this case, for example, even if the same usage as that of an automobile is adopted, there is a possibility that the operator of the construction machine does not have good operability as it is.

  The present invention has been made in view of the above-described problems of the prior art, and an object thereof is to provide a construction machine capable of improving operability.

  A construction machine according to the present invention includes a vehicle body having a driver's seat on which an operator is seated, an engine mounted on the vehicle body as a power source, a battery serving as a power source for electric equipment including the engine, and pressure oil driven by the engine. A hydraulic pump that is driven by pressure oil supplied from the hydraulic pump, a lock position that prohibits the drive of the hydraulic actuator, and a lock release position that permits the drive of the hydraulic actuator. A locking device, and the operation is performed by driving the hydraulic actuator in a state where the locking device is switched to the unlocking position.

  In order to solve the above-described problems, the configuration of the present invention employs a wireless authentication device that performs wireless authentication between an activation switch that starts the engine and a portable key that is provided on the vehicle body. A vehicle body controller that switches between energization and de-energization between the battery and the electric device based on the operation of the start switch and authentication by the wireless authentication device, and the engine is stopped and the engine is stopped The state where the electric device is not energized is “engine stop / energized OFF”, the engine is driven and the electric device is energized is “engine drive / energized ON”, and the engine is stopped and the electric When the device is energized “engine stopped / energized ON”, the vehicle body controller is the “engine stopped / energized OFF” and the lock Is configured to switch from the “engine stop / energization OFF” to the “engine stop / energization ON” when the mobile key is within the authenticable range of the wireless authentication device. is there.

  ADVANTAGE OF THE INVENTION According to this invention, the operativity of a construction machine can be improved because an operator possesses a portable key.

It is a front view showing a hydraulic excavator according to an embodiment. It is sectional drawing seen from the arrow II-II direction in FIG. It is a hydraulic circuit block diagram of a hydraulic excavator. It is an electric circuit block diagram of a hydraulic excavator. It is explanatory drawing which shows the relationship of transmission and reception with the portable key which an operator has, and the transmission antenna and receiving antenna by the side of a hydraulic shovel. FIG. 5 is a flowchart showing processing when an ACC relay is turned on by the vehicle body controller in FIG. 4. 5 is a flowchart showing a process when an ACC relay is turned off by the vehicle body controller in FIG. 4.

  Hereinafter, a construction machine according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings, taking as an example a case where the construction machine is applied to a small hydraulic excavator called a mini excavator.

  In FIG. 1, a hydraulic excavator 1 as a construction machine is a small hydraulic excavator called a mini excavator suitable for work in a narrow work site. The hydraulic excavator 1 is a self-propelled crawler-type lower traveling body 2 and is mounted on the lower traveling body 2 through a turning device 3 so as to be capable of turning. 4 and a working device 5 attached to the front side of the upper swing body 4 so as to be able to move up and down. The excavator 1 performs excavation work of earth and sand using the working device 5.

  Here, the lower traveling body 2 includes a track frame 2A, drive wheels 2B provided on the left and right sides of the track frame 2A, and drive wheels 2B on the left and right sides of the track frame 2A. It comprises an idler wheel 2C provided on the opposite side, a drive wheel 2B and a crawler belt 2D wound around the idler wheel 2C (both shown only on the left side). The left and right drive wheels 2B are rotationally driven by left and right traveling hydraulic motors 2E and 2F (see FIG. 3) as hydraulic actuators, respectively.

  The working device 5 is configured as, for example, a swing post type working device. The work device 5 includes a swing post 5A, a boom 5B, an arm 5C, and a bucket 5D as a work tool. In addition, the working device 5 includes a swing cylinder (not shown) that swings the swing post 5A (and hence the entire working device 5) left and right, a boom cylinder 5E that rotates the boom 5B, and an arm 5C. The arm cylinder 5F to rotate and the bucket cylinder 5G as a working tool cylinder to rotate (actuate) the bucket 5D are provided. The swing cylinder, boom cylinder 5E, arm cylinder 5F, and bucket cylinder 5G are hydraulic actuators that are driven (actuated) by pressure oil.

  On the other hand, the upper swing body 4 is attached to the lower traveling body 2 via a swing device 3 including a swing hydraulic motor 3A (see FIG. 3) as a hydraulic actuator, a speed reduction mechanism, a swing bearing and the like. The upper turning body 4 is driven to turn with respect to the lower traveling body 2 by the turning device 3 (the turning hydraulic motor 3A). Here, the upper swing body 4 includes a swing frame 6, an exterior cover 7, a cab 8, and a counterweight 14 which will be described later.

  The turning frame 6 is a frame that forms a support structure of the upper turning body 4, and the turning frame 6 is mounted on the lower traveling body 2 via the turning device 3. The revolving frame 6 is provided with a counterweight 14 and an engine 15 which will be described later on the rear side, a cab 8 which will be described later on the left front side, and a fuel tank (not shown) on the right front side. . The revolving frame 6 is provided with an exterior cover 7 from the right side of the cab 8 to the rear side and the left and right side surfaces. The exterior cover 7 defines a space (engine room) that houses the engine 15, the hydraulic pump 21, a heat exchanger (not shown) and the like together with the revolving frame 6, the cab 8 and the counterweight 14.

  The cab 8 is mounted on the left front side of the revolving frame 6, and the cab 8 defines an operator cab 8 </ b> A in which an operator (driver) rides. Inside the cab 8 is provided a driver's seat 9 on which an operator is seated (sitting). The driver's seat 9 is covered with a cab 8 as a building. The driver's seat 9 is provided with a seating detection switch 9A (see FIG. 4) for detecting the seating of the operator.

  The seating detection switch 9A can be configured by, for example, a switch, a sensor, or the like that can detect a load (presence / absence) based on the operator's seating, such as a detection switch, a pressure switch, a proximity switch, and a pressure sensor. As shown in FIG. 4, the seating detection switch 9A is connected to a vehicle body controller 48, which will be described later. The vehicle body controller 48 detects that the operator is seated on the driver's seat 9 based on the detection signal of the seating detection switch 9A. It can be determined whether or not the user is away (seated).

  The operator's seating detection can be performed by using, for example, a ceiling sensor (for example, an infrared sensor, an image sensor, an optical sensor, a laser, a camera) provided on the ceiling of the cab 8 instead of the seating detection switch 9A. That is, various sensors including a seating switch, a seating sensor, a human sensor, and the like can be used as long as they are sensors (operator detectors) that can detect whether there is an operator.

  On the other hand, on the left and right sides of the driver's seat 9, operation levers 10A and 10B for operating the work device 5 and the like are provided. The operation levers 10A and 10B are tilted in the forward and backward directions and in the left and right directions by the operator. In this case, the left operation lever 10A is, for example, for turning the upper swing body 4 or turning the arm 5C of the work device 5, and the right operation lever 10B is, for example, the boom 5B of the work device 5. Is moved up and down, or the bucket 5D is rotated.

  In front of the driver's seat 9, operating levers and pedals 11 </ b> A and 11 </ b> B for traveling that are operated by manual operation or stepping operation when traveling the lower traveling body 2 are provided. The operation levers / pedals 11A and 11B are tilted forward and backward by an operator to bend the vehicle body forward, backward, left and right.

  An activation switch 12 is provided in the vicinity of the driver's seat 9, more specifically, on the right side of the driver's seat 9 and on the rear side of the right operation lever 10B. The start switch 12 serves as a switch (power switch) for starting the engine 15, and is constituted by, for example, a push-type switch and operated (pressed) by an operator. As shown in FIG. 4, the activation switch 12 is connected to a vehicle body controller 48 described later, and outputs a signal (ON signal) to that effect to the vehicle body controller 48 when operated (pressed) by the operator. The operator can start and stop the engine 15, which will be described later, by sitting in the driver's seat 9 and operating (pushing) the start switch 12.

  On the other hand, on the left side of the driver's seat 9, more specifically, on the lower side of the left operation lever 10 </ b> A, at a position corresponding to the entrance / exit of the cab 8, a lock lever that constitutes a lock device together with a pilot switching valve 28 and the like described later (Gate lock lever) 13 is provided. The lock lever 13 is rotationally displaced between a boarding / alighting restriction position (hereinafter referred to as a lock release position) that blocks the boarding / alighting opening of the cab 8 and a boarding / alighting permission position (hereinafter referred to as a lock position) that opens the boarding / alighting opening. is there. Here, the unlocking position for blocking the entrance / exit corresponds to the state where the lock lever 13 is lowered, and the lock position where the entrance / exit is opened corresponds to the state where the lock lever 13 is raised. FIG. 1 shows the lock lever 13 in a lowered state (lock release position).

  The lock lever 13 is switched between a lock position (up position) and a lock release position (down position) by an operator's operation. In this case, when the lock lever 13 is set to the locked position, the hydraulic actuators of the excavator 1, that is, various hydraulic actuators such as the cylinders 5E, 5F, 5G, the traveling hydraulic motors 2E, 2F, and the swing hydraulic motor 3A are driven. It is forbidden. On the other hand, when the lock lever 13 is set to the unlock position, driving of the hydraulic actuator is permitted.

  Here, the lock lever 13 is provided with a lock switch 13A (see FIG. 4). The lock switch 13A detects the position of the lock lever 13 (detector). As shown in FIG. 4, the lock switch 13A is connected to a vehicle body controller 48 described later. The vehicle body controller 48 can determine whether the lock lever 13 is in the lock position or the unlock position based on the detection signal (ON / OFF signal) of the lock switch 13A. In this case, the lock switch 13A is, for example, a normally open switch that is energized OFF (open) when the lock lever 13 is in the locked position and is energized ON (closed) when the lock lever 13 is in the unlocked position. A switch that is biased to an open position by a spring).

  Further, as shown in FIG. 4, the vehicle body controller 48 is connected to a pilot cut relay 42 (hereinafter referred to as a PC relay 42) described later. In this case, a battery 31 and a pilot switching valve 28, which will be described later, are connected via a PC relay 42. The PC relay 42, the pilot switching valve 28, and the vehicle body controller 48 together with the lock lever 13 and the lock switch 13A constitute a lock device.

  As will be described later, when the lock lever 13 is set to the locked position, the pilot pressure (switching signal) for switching the control valve device 26 (control valves 26A to 26F) shown in FIG. The valve device 26 is maintained in a neutral state. As a result, the pressure oil discharged from the hydraulic pump 21 returns to the hydraulic oil tank 22 without being supplied to the hydraulic actuator, and the drive of the hydraulic actuator is prohibited.

  On the other hand, when the lock lever 13 is set to the unlocked position, the pilot pressure is supplied to the control valve device 26 (control valves 26A to 26F) via the operation levers 10A and 10B for operation and the operation levers and pedals 11A and 11B for traveling. Ready to supply. In this case, the control valve device 26 is switched (the spool is displaced) based on the operation of the operation levers 10A and 10B and the travel operation levers and pedals 11A and 11B by the operator, and the drive of the hydraulic actuator is permitted. . Thus, the hydraulic excavator 1 performs work by driving the hydraulic actuator while the lock lever 13 is switched to the unlocked position.

  The counterweight 14 balances the weight with the work device 5. The counterweight 14 is located on the rear side of the engine 15 described later and is attached to the rear end portion of the turning frame 6. The rear surface side of the counterweight 14 is formed in an arc shape and is configured to fit the counterweight 14 within the vehicle body width of the lower traveling body 2.

  The engine 15 is mounted on the upper swing body 4 (vehicle body). Specifically, the engine 15 is disposed in a horizontally placed state on the rear side of the turning frame 6 constituting the upper turning body 4. The engine 15 is configured using, for example, a small diesel engine, and serves as a power source (drive source) for a hydraulic pump 21 described later. Here, the engine 15 is composed of an electronically controlled engine. For example, the amount of fuel supplied is variably controlled by a fuel injection device such as an electronically controlled injection valve (injector). That is, the fuel injection device is configured to inject an amount of fuel (fuel) injected into a cylinder (not shown) of the engine 15 based on a control signal output from an engine control unit (ECU) 43 (see FIG. 4) described later. The injection amount is controlled variably.

  The engine 15 is provided with an electrical component (auxiliary device) of the engine 15, that is, a starter motor 16 (see FIGS. 3 and 4) that serves as an electrical device of the engine 15. As shown in FIG. 4, the starter motor 16 is connected to the battery 31 via a starter relay 33 described later. The starter motor 16 rotates the crankshaft of the engine 15 when the engine 15 is started. That is, when the starter relay 33 is turned on (closed), the starter motor 16 rotates based on the supply (power supply) of power from the battery 31, and the engine 15 can be started. When the engine 15 is started, the starter relay 33 is turned off (opened), and the starter motor 16 is stopped.

  Next, the configuration of the hydraulic circuit of the excavator 1 will be described with reference to FIG. In FIG. 3, the hydraulic circuit relating to the swing cylinder is omitted.

  The hydraulic pump 21 is attached to the left side of the engine 15. The hydraulic pump 21 constitutes a hydraulic pressure source together with the hydraulic oil tank 22. That is, the hydraulic pump 21 is driven by the engine 15 to suck in the working oil from the working oil tank 22 and supply (discharge) the sucked working oil as pressure oil to the control valve device 26 through the main line 23. The hydraulic pump 21 is constituted by, for example, a variable displacement swash plate type, a swash shaft type, or a radial piston type hydraulic pump. The hydraulic pump 21 is not necessarily limited to a variable displacement hydraulic pump, and may be configured using, for example, a fixed displacement hydraulic pump.

  The pilot hydraulic pump 24 serves as a pilot hydraulic pressure source and supplies pilot pressure to the pilot line 25. A pilot switching valve 28 is provided in the middle of the pilot line 25.

  The control valve device 26 is configured as an assembly of the control valves 26 </ b> A to 26 </ b> F, and is connected to the discharge side of the hydraulic pump 21 through the main pipeline 23. Each control valve 26A-26F is comprised, for example by the hydraulic pilot type spool valve. The control valve device 26 (control valves 26A to 26F) is provided with a pilot pressure based on the operation of the operation levers 10A and 10B for operation and the operation levers and pedals 11A and 11B for traveling, that is, hydraulic pilot valves 27 and 27 described later. It is switched according to the pilot pressure input to the hydraulic pilot unit. Thereby, the control valve device 26 selectively supplies / discharges the hydraulic oil discharged from the hydraulic pump 21 to various hydraulic actuators such as the cylinders 5E, 5F, 5G, the traveling hydraulic motors 2E, 2F, the swing hydraulic motor 3A, and the like. (Supply or discharge). The hydraulic actuators 5E, 5F, 5G, 2E, 2F, 3A are driven by pressure oil supplied from the hydraulic pump 21 via the control valve device 26.

  Here, as shown in FIG. 3, the control valve device 26 controls the swing control valve 26A that controls the swing hydraulic motor 3A of the swing device, and the arm cylinder 5F, the boom cylinder 5E, and the bucket cylinder 5G of the work device 5. The arm control valve 26B, the boom control valve 26C, the bucket control valve 26D, and the left traveling control valve 26E and the right traveling control valve 26F that control the traveling hydraulic motors 2E and 2F of the lower traveling body 2 are configured.

  The plurality of hydraulic pilot valves 27, 27 are connected to the hydraulic pilot portions of the control valves 26A to 26F. The hydraulic pilot valves 27 and 27 are constituted by, for example, four pressure reducing valves 27A to 27D. Here, for example, the hydraulic pilot valve 27 located on the left side in FIG. 3 is connected to the left operation lever 10A and connected to the turning control valve 26A and the arm control valve 26B.

  For example, when the left control lever 10A is tilted forward, backward, left, or right, the pilot corresponding to the lever operation amount is supplied from the left hydraulic pilot valve 27 to the swing control valve 26A or the arm control valve 26B. The pressure is output, and the corresponding control valves 26A and 26B are switched. Thereby, the turning of the upper turning body 4 and the up-and-down movement of the arm 5C can be performed.

  On the other hand, the hydraulic pilot valve 27 located on the right side is connected to the right operation lever 10B and connected to the boom control valve 26C and the bucket control valve 26D. When the right operating lever 10B is tilted, the boom control valve 26C or the bucket control valve 26D is switched by the right hydraulic pilot valve 27, and the boom 5B and the bucket 5D can be operated.

  Further, the central hydraulic pilot valve 27 is connected to the left and right operation levers / pedals 11A and 11B, and is connected to the left travel control valve 26E and the right travel control valve 26F. When the operation lever / pedal 11A, 11B is tilted, the left traveling control valve 26E or the right traveling control valve 26F is switched by the central hydraulic pilot valve 27, and the vehicle can travel.

  A pilot switching valve (pilot cut solenoid valve) 28 that constitutes a locking device together with the lock lever 13 and the like is provided in the middle of the pilot line 25 (between the pilot hydraulic pump 24 and the hydraulic pilot valve 27) so as to be opened and closed. ing. The pilot switching valve 28 switches between permitting and prohibiting the supply of pilot pressure to the control valve device 26 (control valves 26A to 26F), that is, switching on (opening) and shutting off (closing) the pilot pressure oil.

  Here, the pilot switching valve 28 permits driving of the hydraulic actuators 5E, 5F, 5G, 2E, 2F, and 3A when the lock lever 13 is in the unlocked position. On the other hand, the pilot switching valve 28 prohibits the drive of the hydraulic actuators 5E, 5F, 5G, 2E, 2F, 3A when the lock lever 13 is in the locked position. Further, as will be described later, when the portable key 51 is outside the authenticable range of the wireless authentication device 52 even when the lock lever 13 is in the unlocked position, the pilot switching valve 28 is hydraulic actuators 5E, 5F, 5G, 2E, The driving of 2F and 3A is prohibited.

  As shown in FIG. 3, the pilot switching valve 28 is constituted by, for example, an electromagnetic pilot type three-port two-position switching valve. As shown in FIGS. 3 and 4, the pilot switching valve 28 includes an electromagnetic pilot portion 28 </ b> A that is energized with the battery 31 of the vehicle via a PC relay 42 described later, and a return spring 28 </ b> B. The pilot switching valve 28 is switched between the supply position (a) and the cutoff position (b) in accordance with ON (closed) / OFF (open) of the PC relay 42. Thereby, the pilot switching valve 28 is configured to indirectly supply and shut off the pressure oil to the hydraulic actuators 5E, 5F, 5G, 2E, 2F, and 3A using the pilot pressure.

  Specifically, when the PC relay 42 is ON (closed), the pilot switching valve 28 is held at the supply position (a) by energizing the electromagnetic pilot section 24A. In this case, the pilot pressure is supplied from the pilot hydraulic pump 24 to each hydraulic pilot valve 27. As a result, the operator switches the control valve device 26 (control valves 26A to 26F) by operating the operation levers 10A and 10B and the operation lever pedals 11A and 11B, and the desired hydraulic actuators 5E, 5F, 5G, 2E, 2F, 3A can be driven. That is, the operation of the working device 5, the turning operation of the upper turning body 4, and the running operation of the lower traveling body 2 are possible.

  On the other hand, when the PC relay 42 is OFF (open), energization to the electromagnetic pilot portion 24A is stopped, and the pilot switching valve 28 is switched to the cutoff position (b) by the return spring 28B. In this case, the pilot pressure supplied to each hydraulic pilot valve 27 is shut off, and the control valve device 26 (control valves 26A to 26F) is held in the neutral position. As a result, the supply of pressure oil to the hydraulic actuators 5E, 5F, 5G, 2E, 2F, and 3A is cut off, and the operation of the work device 5, the turning operation of the upper turning body 4, and the running operation of the lower traveling body 2 are impossible. Become.

  Next, the configuration of the electric circuit of the excavator 1 will be described with reference to FIG.

  In FIG. 4, a battery 31 serves as a power source for an electrical device including the engine 15 (auxiliary power source, auxiliary battery, electrical component power source, electrical component battery). More specifically, the battery 31 is an electric device for driving (driving) the engine 15, for example, a starter motor 16 provided in the engine 15, a fuel injection device (injector), various sensors, and further engine control. It serves as a power source for the unit 43 (hereinafter referred to as ECU 43). In addition to this, the battery 31 includes various electrical devices mounted on the hydraulic excavator 1, such as a first electrical component 37, a second electrical component 40, a monitor device 47, a vehicle body controller 48, an authentication controller 55, and the like. The power source of

  Here, the starter motor 16 is connected to the battery 31 via a slow blow fuse (SBF) 32 (hereinafter referred to as an SB fuse 32) and a starter relay 33 to form a starter circuit. The starter relay 33 is connected to the battery 31 via an SB fuse 32, a C fuse 34, a C relay 35, and a C fuse 36A in the fuse box 36, thereby forming a C relay circuit.

  The C relay 35 is switched ON (closed) and OFF (open) by a vehicle body controller 48 described later. In this case, when the C relay 35 is turned on (closed), a current flows through the ECU 43 and the starter relay 33. As a result, the ECU 43 turns on the starter relay 33 (closes), and the starter motor 16 and the battery 31 are energized (connected). As a result, the starter motor 16 rotates and the engine 15 can be started. When the engine 15 is started, the starter relay 33 is turned off (opened).

  A first electrical component (accessory electrical component, ACC electrical component) 37 is an SB fuse 32, an accessory fuse 38 (hereinafter referred to as ACC fuse 38), an accessory relay 39 (hereinafter referred to as ACC relay 39), It is connected via an ACC fuse 36B in the fuse box 36 to constitute an accessory circuit (ACC circuit). The first electrical component 37 corresponds to an electrical device that is energized (connected) to the battery 31 when the ACC relay 39 connected to the vehicle body controller 48 is ON (closed).

  The first electrical component 37 is not energized (not connected) to the battery 31 when the ACC relay 39 connected to the vehicle body controller 48 is OFF (open). As the first electrical component 37, for example, a part of the monitor device 47, a part of the controller (for example, a controller other than the vehicle body controller 48 and the authentication controller 55), an air conditioner (air conditioner), a wiper, and various solenoid valves Etc. The first electrical component 37 also includes electrical equipment necessary for driving the engine 15, for example, a fuel injection device (injector) of the engine 15.

  On the other hand, the second electrical component (battery direct-coupled electrical component, B electrical component) 40 is connected to the battery 31 via the SB fuse 32 and the B fuse 36C in the fuse box 36. The second electrical component 40 is an electrical device that is (always) connected to the battery 31 regardless of whether the C relay 35, ACC relay 39, and PC relay 42 connected to the vehicle body controller 48 are ON (closed) / OFF (open). It corresponds to. Examples of the second electrical component 40 include a part of the monitor device 47, a part of the controller (for example, the vehicle body controller 48 and the authentication controller 55), a horn, and a light.

  The pilot switching valve 28 is connected to the battery 31 via an SB fuse 32, a pilot cut fuse (PC fuse) 41, a PC relay 42, and a PC fuse 36 </ b> D in the fuse box 36. Here, the PC relay 42 is connected to the vehicle body controller 48. The vehicle body controller 48 switches ON (closed) / OFF (open) of the PC relay 42 in accordance with a signal of the lock switch 13A corresponding to the position of the lock lever 13.

  When the PC relay 42 is ON (closed), the pilot switching valve 28 and the battery 31 are energized (connected), and the pilot switching valve 28 is in the supply position (a). As a result, the pilot pressure can be supplied to the control valve device 26 (control valves 26A to 26F) via the operation levers 10A and 10B for operation and the operation levers and pedals 11A and 11B for travel. , Boom cylinder 5E, arm cylinder 5F, bucket cylinder 5G, swing hydraulic motor 3A, travel hydraulic motors 2E, 2F) are permitted to be driven. On the other hand, when the PC relay 42 is OFF (open), the pilot switching valve 28 and the battery 31 are not energized (not connected), and the pilot switching valve 28 is in the cutoff position (b). In this case, pilot pressure cannot be supplied to the control valve device 26 (control valves 26A to 26F), and the drive of the hydraulic actuators 5E, 5F, 5G, 2E, 2F, 3A is prohibited.

  The ECU 43 is a control device that controls the engine 15 (rotational speed control or the like), and is configured by, for example, a microcomputer. The ECU 43 is connected to various sensors and a fuel injection device (injector) provided in the engine 15. For example, the ECU 43 variably controls the fuel injection amount (fuel supply amount) into the cylinder of the engine 15 to operate the engine 15 at a rotational speed corresponding to the driving operation of the operator, the operating state of the vehicle, and the like. In this case, the ECU 43 controls the fuel injection amount of the fuel injection device based on, for example, a command of an engine speed instruction dial operated by an operator, a command from the vehicle body controller 48, and the like.

  Here, the ECU 43 is connected to the battery 31 via the SB fuse 32, the ECU fuse 36 </ b> E in the fuse box 36, and the main relay 44. The ECU 43 is connected to the starter relay 33, the alternator 46, and the ACC relay 39. The main relay 44 is switched ON (closed) / OFF (open) by the ECU 43. That is, when the ACC relay 39 is turned on (closed), a current flows from the ACC relay 39 to the ECU 43, and the ECU 43 turns the main relay 44 on (closed). As a result, the ECU 43 is energized (connected) with the battery 31. Further, the ECU 43 is connected to the monitor device 47, the vehicle body controller 48, the authentication controller 55, and the like via the communication line 45 to constitute a CAN (Control Area Network).

  The alternator 46 generates power by being driven by the engine 15. The alternator 46 supplies power to the first electrical component 37, the second electrical component 40, the ECU 43, the monitor device 47, the vehicle body controller 48, the authentication controller 55, etc., in addition to storing (charging) the battery 31. Here, the alternator 46 has a B terminal connected to the battery 31 via the SB fuse 32, a P terminal and an I terminal connected to the ECU 43, and an L terminal connected to the monitor device 47.

  The monitor device 47 is provided, for example, in the cab 8 of the hydraulic excavator 1 and notifies the operator who operates the hydraulic excavator 1 of the operating status of the hydraulic excavator 1 and the like. More specifically, the monitor device 47 notifies the operator of various state quantities such as the engine speed, fuel remaining amount, oil remaining amount, malfunction information of various devices including the engine 15 and hydraulic devices, warning information, and the like. Information to be displayed. The monitor device 47 serves as a notification device that notifies the operator of information together with a horn serving as an acoustic device.

  As will be described later, the monitor device 47 and the horn are supplied from the vehicle body controller 48 when the state of the electrical device (first electrical component 37) is switched from energization to non-energization and from non-energization to energization. To that effect (switching) to the operator. That is, the monitor device 47 and the horn notify the operator when the ACC relay 39 is switched from ON to OFF and when the ACC relay 39 is switched from OFF to ON. In this case, when the ACC relay 39 is switched from OFF to ON, for example, the horn is sounded once and the display unit (indicator) of the monitor device 47 is turned on. On the other hand, when the ACC relay 39 is switched from ON to OFF, for example, the horn is sounded twice and the display unit (indicator) of the monitor device 47 is turned off.

  The vehicle body controller 48 is a control device (controller, control unit) that integrally manages the monitor device 47, the ECU 43, and the authentication controller 55, and includes, for example, a microcomputer. Here, the vehicle body controller 48 is connected between the battery 31 and the electric device based on the wireless authentication with the portable key (portable machine) 51 performed by the wireless authentication device 52 described later and the operation of the start switch 12 by the operator. It switches between energization (connection) and non-energization (non-connection).

  That is, the vehicle body controller 48 is energized (connected), de-energized (non-connected) between the battery 31 and the first electrical component 37 based on the authentication by the wireless authentication device 52 and the operation of the start switch 12, and The battery 31 and the starter motor 16 are switched between energization (connection) and non-energization (non-connection). In other words, the vehicle body controller 48 starts the engine 15 based on the result of authentication by the wireless authentication device 52 (whether it is in an authenticated state or an unauthenticated state) and whether or not the start switch 12 is operated. (Starting is permitted or prohibited).

  Next, the portable key 51 and the wireless authentication device 52 that perform wireless authentication will be described.

  A portable key (Key Fob) 51 as an authentication key (authenticator) is carried (carried) by an operator who operates (maneuveres) the excavator 1, for example. When the portable key 51 receives a request signal (authentication request signal) transmitted from the authentication controller 55 of the wireless authentication device 52 through the LF transmission antenna 53, the portable key 51 sends an authentication ID code (authentication signal, (Authentication number) is transmitted (transmitted, returned).

  For this purpose, the portable key 51 includes, for example, a receiver that receives a request signal, a transmitter that transmits an ID code to the authentication controller 55 (the RF receiving antenna 54), a microcomputer that controls them, and power to these. A battery to be supplied, a transponder or the like in which an ID code is set (not shown) are provided. When the battery of the portable key 51 runs out, the transponder is close to a transponder antenna (not shown) provided on the vehicle body and performs verification (authentication) of the ID code.

  As shown in FIG. 5, when the portable key 51 enters the transmission range (LF band) of the LF transmission antenna 53 connected to the authentication controller 55, the request signal (authentication request signal) transmitted from the LF transmission antenna 53. ) Is received by the receiver. Based on this reception, the portable key 51 transmits (replies) the authentication ID code set in the portable key 51 through the transmitter.

  On the other hand, a wireless authentication device 52 is provided on the upper swing body 4 (for example, in the cab 8) on the vehicle body side. The wireless authentication device 52 performs wireless authentication with the portable key 51. In this case, the wireless authentication device 52 transmits a request signal (authentication request signal) within the authenticable range (authentication range, authentication region), and for authentication returned from the portable key 51 based on the transmitted request signal. Authentication is performed when an ID code (authentication signal) is received. Here, the wireless authentication device 52 includes an LF transmission antenna 53 as a transmission antenna, an RF reception antenna 54 as a reception antenna, and an authentication controller 55.

  The LF transmission antenna 53 is connected to the authentication controller 55, and sends a request signal (authentication request signal) for transmitting an ID code (authentication signal) for authentication to the portable key 51 in a predetermined control cycle (for example, 0). .5 second period) is always transmitted (transmitted). The RF receiving antenna 54 is connected to the authentication controller 55 and receives the ID code transmitted (returned) from the portable key 51.

  As shown in FIG. 5, in the embodiment, the transmission range (LF band) of the LF transmission antenna 53 is smaller than the reception range (RF band) of the RF reception antenna 54. The transmission range (LF band) of the LF transmission antenna 53 is, for example, about 1 m in diameter centered on the driver seat 9, and the reception range (RF band) of the RF reception antenna 54 is, for example, a diameter centered on the driver seat 9. It is about 10m. As will be described later, the transmission range of the LF transmission antenna 53 (and / or the reception range of the RF reception antenna 54) can be varied by a range setting switch 57 within a range of, for example, a diameter of about 1 m to 10 m with the driver seat 9 as the center. Can be set.

  The transmission range (RF band) of the LF transmission antenna 53 and the reception range (RF band) of the RF reception antenna 54 may be set to the same size (range). Further, the transmission range (LF band) of the LF transmission antenna 53 may be set larger than the reception range (RF band) of the RF reception antenna 54. In either case, the overlapping range of the transmission range (LF band) of the LF transmission antenna 53 and the reception range (RF band) of the RF reception antenna 54 is the authentication range (authentication possible) of the wireless authentication device 52. Range, authentication area).

  The authentication controller 55 includes a microcomputer, and is connected to the vehicle body controller 48 via a communication line 45 and an analog signal line 56 that is a communication line different from the communication line 45. The authentication controller 55 is a control device (controller, control unit) that performs wireless authentication of the portable key 51. That is, the authentication controller 55 transmits a request signal to the authenticable range through the LF transmission antenna 53 at a predetermined control cycle (for example, 0.5 second cycle). In addition, the authentication controller 55 determines whether or not the ID code from the portable key 51 received through the RF receiving antenna 54 is a valid ID code, that is, the engine 15 preset in the authentication controller 55. It is authenticated (determined) whether or not the ID code is permitted to start. The authentication controller 55 constantly outputs the authentication result (determination result) to the vehicle body controller 48 at a predetermined control cycle (for example, 0.5 second cycle).

  For example, when receiving a valid ID code from the portable key 51 through the RF receiving antenna 54, the authentication controller 55 determines that the authentication is correct. In this case, the authentication controller 55 indicates that there is a portable key 51 that transmits a valid ID code within the transmission range of the LF transmission antenna 53 (LF band in FIG. 5) (correct authentication: the portable key 51 can be authenticated). Is output to the vehicle body controller 48 (for example, via the communication line 45). On the other hand, when the authenticating controller 55 has not received a valid ID code (including when an invalid ID code is received), the authentication controller 55 determines that the authentication has not been performed. In this case, the authentication controller 55 indicates that there is no portable key 51 that transmits a valid ID code within the transmission range of the LF transmission antenna 53 (unauthenticated: the portable key 51 is not within the authenticable range), It outputs to the vehicle body controller 48 (for example, via the communication line 45).

  The vehicle body controller 48 turns the ACC relay 39 ON (closed) / OFF (open) and the C relay 35 ON (closed) / OFF (based on the authentication result of the authentication controller 55 and whether or not the start switch 12 is operated. Open). For this purpose, the vehicle body controller 48 includes, for example, a microcomputer, and includes an authentication controller 55, a start switch 12, a seating detection switch 9A, a lock switch 13A, an ACC relay 39, a C relay 35, a PC relay 42, and the like. It is connected. Further, a range setting switch 57 described later is connected to the vehicle body controller 48. The vehicle body controller 48 has a storage unit (not shown) including a ROM, a RAM, and the like. In this storage unit, a processing program for turning on the ACC relay 39 shown in FIG. A processing program or the like for turning off the ACC relay 39 shown in FIG.

  The vehicle body controller 48 detects the authentication result of the authentication controller 55 (whether the authentication is normal or unauthenticated), whether or not the start switch 12 has been operated, the seating detection switch 9A, and the driver's seating, leaving, lock switch Based on the position of the lock lever 13 by 13A (whether it is the lock position or the unlock position), the ACC relay 39 is switched ON / OFF, the C relay 35 is switched ON / OFF, and the PC relay 42 is switched ON / OFF. .

  Here, when the vehicle body controller 48 turns off the ACC relay 39 and also turns off the C relay 35, the engine 15 is stopped and the electrical equipment (the first electrical component 37 and the starter motor 16) is not energized (non-energized). Connection) state, that is, “engine stop / energization OFF”.

  The vehicle body controller 48 turns on the C relay 35 with the ACC relay 39 turned on, and then turns off the C relay 35 (after driving the engine 15). The electrical component 37) can be energized (connected), that is, “engine drive / energized ON”.

  On the other hand, when the vehicle body controller 48 turns on only the ACC relay 39 from the state where the ACC relay 39 and the C relay 35 are turned off, the engine 15 is stopped and the electric device (first electrical component 37) is energized (connected). ) State, that is, “engine stop / energization ON”.

  The vehicle body controller 48 determines that the lock lever 13 is in the locked position (raised position) and the portable key 51 is in the authenticable range (LF band, RF band) of the wireless authentication device 52 when the engine is stopped and energized OFF. When the engine is within the range, the engine is automatically switched from “engine stop / energization OFF” to “engine stop / energization ON”. As a result, the excavator 1 is in a state where the engine 15 can be started. That is, when the vehicle controller 48 is “engine stopped / energized OFF” and the lock lever 13 is in the locked position, the mobile key 51 is within the authenticable range (the authentication result of the wireless authentication device 52 is correct). In the case of authentication), only the ACC relay 39 is turned on and the start switch 12 is allowed to start the engine 15. In this state, when the start switch 12 is operated (pressed), the vehicle body controller 48 switches from “engine stop / energization ON” to “engine drive / energization ON”. That is, the vehicle body controller 48 turns on the C relay 35, transmits an engine start signal to the ECU 43, and starts the engine 15.

  On the other hand, in the case of “engine drive / energization ON”, the vehicle body controller 48 switches from “engine drive / energization ON” to “engine stop / energization OFF” when the start switch 12 is operated. That is, when the start switch 12 is operated while the engine 15 is being driven, the vehicle body controller 48 turns off the ACC relay 39 and stops the engine 15.

  Note that the body controller 48 continues to maintain “engine drive / energization ON” even when the portable key 51 is out of the authenticable range when “engine drive / energization ON”, and the start switch 12 is operated. When this occurs, the engine is switched from “engine drive / energization ON” to “engine stop / energization OFF”. Thus, for example, when the operator only holds the portable key 51 and leaves the excavator 1 with “engine drive / energization ON” for confirmation of excavation status, etc. during operation, “engine drive / energization ON” To "engine stop / energization OFF".

  Further, in the case of “engine stop / energization ON”, the vehicle body controller 48 keeps the ACC relay 39 ON only by switching the lock lever 13 from the lock position (up position) to the lock release position (down position). , “Engine stop / energization ON” is maintained. On the other hand, in the case of “engine stop / energization ON”, the vehicle body controller 48 indicates that the portable key 51 is within the authenticable range, the lock lever 13 is in the unlocked position (lowered position), and the start switch 12 Is operated, the ACC relay 39 is turned off to switch from “engine stop / energization ON” to “engine stop / energization OFF”.

  In this case, the vehicle body controller 48 determines that the portable key 51 is within the authenticable range from when the “engine stop / energization ON” is switched to “engine stop / energization OFF”, and the lock lever 13 is in the locked position (raised position). When the switch is switched and the start switch 12 is operated, the ACC relay 39 is turned ON to switch again from “engine stop / energization OFF” to “engine stop / energization ON”. That is, the vehicle body controller 48 determines that “the engine is stopped and energized ON” when the portable key 51 is within the authenticable range, the lock lever 13 is in the unlocked position (lowered position), and the start switch 12 is operated. ”To“ engine stop / energization OFF ”, the portable key 51 is within the authenticable range from the switching, the lock lever 13 is switched to the lock position (raised position), and the start switch When No. 12 is operated, the engine is switched from “engine stopped / energized OFF” to “engine stopped / energized ON”.

  On the other hand, in the case of “engine stop / energization ON”, the vehicle body controller 48 detects when the portable key 51 is within the authenticable range and the operator is away from the driver's seat 9 (seating detection as a trigger switch). When the switch 9A is OFF), even if the start switch 12 is not operated, the ACC relay 39 is turned OFF when the lock lever 13 is in the locked position (raised position) and the first predetermined time has elapsed. The engine is automatically switched from “engine stopped / energized ON” to “engine stopped / energized OFF”. In the case of “engine stop / energization ON”, the vehicle body controller 48 indicates that the portable key 51 is out of the authenticable range, the lock lever 13 is in the lock position (raised position), and the operator seats in the driver's seat 9. Even if the start switch 12 is not operated, the ACC relay 39 is turned off after the second predetermined time has elapsed even if the start switch 12 is not operated, so that the “engine stop / energization ON” to “engine stop / energization” Automatically switches to “OFF”.

  The first predetermined time and the second predetermined time are obtained in advance by experiments, simulations, etc. so that switching from “engine stop / energization ON” to “engine stop / energization OFF” is performed at an appropriate timing. Teku. For example, the first predetermined time and the second predetermined time may be the same length of time (elapsed time). Alternatively, the second predetermined time may be longer than the first predetermined time, or the second predetermined time may be shorter than the first predetermined time.

  Further, the vehicle body controller 48 monitors when the ACC relay 39 is switched from OFF to ON, that is, when “engine stop / energization OFF” is switched to “engine stop / energization ON” or “engine drive / energization ON”. The switching is notified to the operator using the device 47 and the horn. In addition to this, when the ACC relay 39 is switched from ON to OFF, that is, when the “engine stop / energization ON” or “engine drive / energization ON” is switched to “engine stop / energization OFF”. Then, the change is notified to the operator using the monitor device 47 and the horn. When the energization is switched, the vehicle body controller 48 outputs a signal for notifying the switching to the monitor device 47 and the horn.

  In this case, when the ACC relay 39 is switched from OFF to ON, for example, a horn is sounded once by a horn, and the display unit (indicator) of the monitor device 47, specifically, the electric device is in an ON state. An indicator (indicator) is turned on. On the other hand, when the ACC relay 39 is switched from ON to OFF, for example, a horn is sounded twice by a horn and the display unit of the monitor device 47 is turned off. 6 and 7 executed by the vehicle body controller 48 will be described later.

  Next, the relationship between the authentication result of the wireless authentication device 52, the position of the lock lever 13, and the ON (closed) / OFF (open) of the PC relay 42 will be described.

  The vehicle body controller 48 turns the PC relay 42 ON (closed) / OFF (open) based on the authentication result of the wireless authentication device 52 and the lock switch 13A ON (closed) / OFF (open). Specifically, when the position of the lock lever 13 is the locked position, that is, when the lock switch 13A is OFF (open), the PC relay 42 regardless of the authentication result of the wireless authentication device 52 (regardless of whether it is authentic or unauthenticated). Is turned off (open), and the drive of the hydraulic actuators 5E, 5F, 5G, 2E, 2F, 3A is prohibited. That is, when the position of the lock lever 13 is the lock position, the vehicle body controller 48 turns off (opens) the PC relay 42 and sets the pilot switching valve 28 to the cutoff position (b).

  On the other hand, when the lock lever 13 is switched to the unlock position by the operation of the operator, that is, when the lock switch 13A is turned on (closed) and the portable key 51 is within the authenticable range of the wireless authentication device 52, The vehicle body controller 48 permits driving of the hydraulic actuators 5E, 5F, 5G, 2E, 2F, 3A. That is, when the lock lever 13 is in the unlocked position and the authentication of the wireless authentication device 52 is normal authentication, the vehicle body controller 48 turns on the PC relay 42 and closes the pilot switching valve 28 at the supply position ( a).

  On the other hand, even if the lock lever 13 is switched to the unlock position, when the portable key 51 is outside the authenticable range of the wireless authentication device 52 (when not within the authenticable range), the vehicle body controller 48 Driving of the actuators 5E, 5F, 5G, 2E, 2F, 3A is prohibited. That is, the vehicle body controller 48 turns off (opens) the PC relay 42 and turns off the pilot switching valve 28 when the authentication of the wireless authentication device 52 is unauthenticated even when the lock lever 13 is in the unlock position. b).

  Furthermore, a range setting switch 57 for variably setting the authentication range of the wireless authentication device 52 (the output of the LF transmission antenna 53 and / or the RF reception antenna 54) is connected to the vehicle body controller 48. The authentication range is set by, for example, displaying the authentication range setting screen on the monitor device 47 by the range setting switch 57, and enlarging / reducing the authentication range (for example, the diameter centered on the driver's seat 9) displayed on this screen ( Increase / decrease). In this case, expansion / reduction of the authentication range can be performed, for example, by changing the strength (output) of the radio wave of the LF transmission antenna 53.

  Here, the wireless authentication device 52 can set the authentication range (authenticable range) to a basic range and an extended range wider than the basic range by operating the range setting switch 57. The normal authentication range in which the driving operation is performed can be a basic range, for example, a range of about 1 m in diameter with the driver seat 9 as the center. More specifically, the basic range is, for example, the range in the upward and downward directions, above the lower end of the upper swing body 4 (upper end of the lower traveling body 2) or the seat surface of the driver's seat 9, and at the upper end of the cab 8. The range in the left and right directions can be set as the range of the full width of the lower traveling body 2.

  Therefore, when the authentication range is set to the basic range, when the operator who has the portable key 51 gets out of the cab 8 (gets off the driver's seat 9), the portable key 51 is out of the authenticable range. In this case, even when the lock lever 13 is in the unlocked position, the PC relay 42 is turned off (opened), and the drive of the hydraulic actuators 5E, 5F, 5G, 2E, 2F, 3A can be prohibited. Thereby, even if a person other than the operator who has the portable key 51 operates the lock lever 13 to the unlock position, the operation of the excavator 1 can be restricted.

  On the other hand, for example, in an environment where the use of the hydraulic excavator 1 other than the person holding the portable key 51 is prohibited, for example, in a repair shop of the hydraulic excavator 1, the authentication range is expanded by operating the range setting switch 57. Can be changed to range. In addition, it can be set as the structure which requires the input of a password, the connection of the computer for a maintenance, etc. so that only the specific person (for example, service person) who performs maintenance etc. of the hydraulic shovel 1 can perform this change. When the authenticable range is changed to the extended range, even if the operator who has the portable key 51 gets out of the cab 8 (gets off the driver's seat 9), the portable key 51 remains in the authenticable range, and the PC The relay 42 is kept ON (closed).

  That is, even if the operator holding the portable key 51 exits the cab 8, if the lock lever 13 is in the unlocked position, the pilot switching valve 28 is maintained at the supply position (a), and the hydraulic actuators 5E, 5F, 5G, Driving of 2E, 2F, and 3A is permitted. In this case, with the drive of the hydraulic actuators 5E, 5F, 5G, 2E, 2F, and 3A permitted, the inspection in the engine room, the inspection in the radiator room, the replacement of the bucket 5D of the work device 5 (the front attachment Exchange), slinging of suspended loads, etc. can be performed.

  The hydraulic excavator 1 according to the embodiment has the above-described configuration, and the operation thereof will be described next.

  The operator having the portable key 51 approaches the hydraulic excavator 1 in the “engine stop / energization OFF” state and gets on the cab 8 of the upper swing body 4. In this case, if the lock lever 13 is in the locked position, the vehicle body controller 48 turns on only the ACC relay 39 when the portable key 51 enters the authenticable range (the C relay 35 is kept off). . As a result, energization of the first electrical component 37 is started, and the engine is stopped and energized.

  In this state, when the operator in the cab 8 is seated in the driver's seat 9 and presses the start switch 12 with the lock lever 13 in the locked position, the vehicle body controller 48 turns on the C relay 35 and starts the starter motor 16. Starts energizing. As a result, the starter motor 16 rotates and the engine 15 starts. After the engine 15 is started, the vehicle body controller 48 turns off the C relay 35. As a result, the excavator 1 enters an “engine drive / energization ON” state.

  When the engine 15 is started, the hydraulic pump 21 is driven by the engine 15. When the operator operates the lock lever 13 from the locked position to the unlocked position, the vehicle body controller 48 turns the PC relay 42 ON (closed) and the pilot switching valve 28 to the supply position (a). Thereby, the hydraulic excavator 1 is allowed to drive hydraulic actuators (swing cylinder, boom cylinder 5E, arm cylinder 5F, bucket cylinder 5G, swing hydraulic motor 3A, traveling hydraulic motors 2E, 2F).

  In this state, the operator can move the lower traveling body 2 forward or backward by operating the operating levers / pedals 11A and 11B for traveling. By operating the operation levers 10A and 10B for operation, the operator can perform the excavation work of earth and sand by moving the working device 5 up and down. In this case, since the small excavator 1 has a small turning radius by the upper swing body 4, for example, even in a narrow work site such as an urban area, a side ditching operation or the like can be performed while the upper swing body 4 is driven to rotate.

  On the other hand, when the work is completed and the operator presses the start switch 12, the vehicle body controller 48 turns off the ACC relay 39. Thereby, the power supply to the first electrical component 37 is cut off, and the engine 15 is stopped. As a result, the excavator 1 enters an “engine stop / energization OFF” state.

  Further, when the engine seated / energized ON state, for example, an operator seated in the driver's seat 9 operates the lock lever 13 from the locked position to the unlocked position and presses the start switch 12, the vehicle body controller 48. Turns off the ACC relay 39 and cuts off the power supply to the first electrical component 37. As a result, the excavator 1 enters an “engine stop / energization OFF” state.

  When the operator leaves the excavator 1 in the “engine stopped / energized ON” state, if the lock lever 13 is in the locked position, the vehicle body controller 48 turns off the ACC relay 39. At this time, when the operator leaves the excavator 1 without having the portable key 51 (when the portable key 51 is placed on the excavator 1), when the first predetermined time elapses, the vehicle body controller 48 The ACC relay 39 is turned off. On the other hand, when the operator has the portable key 51 and is away from the excavator 1 (out of the authenticable range), the vehicle body controller 48 turns off the ACC relay 39 after the second predetermined time has elapsed. . As a result, the excavator 1 enters an “engine stop / energization OFF” state.

  Next, processing performed by the vehicle body controller 48 will be described with reference to the flowcharts of FIGS. 6 and 7. Here, the process of FIG. 6 is executed by the vehicle body controller 48 when the ACC relay 39 is OFF. 7 is executed by the vehicle body controller 48 when the ACC relay 39 is ON. In the flowchart of FIG. 6, processing for driving (starting) the engine 15 (processing for turning the C relay 35 ON / OFF) is omitted.

  First, the process of FIG. 6 will be described. When the processing operation of FIG. 6 is started when the ACC relay 39 is turned off, that is, when the engine is stopped and energized, it is determined in step 1 whether or not the flag is turned on. . This flag determines whether or not the ACC relay 39 is turned off when the portable key 51 is within the authenticable range in the processing operation of FIG. 7 performed before the processing operation of FIG. 6 starts. Is for.

  When the flag is ON, when the operator performs a predetermined operation while the portable key 51 is within the authenticable range, that is, the operator lowers the lock lever 13 (lock release position) and starts up. By operating (pushing) the switch 12, it can be determined that the ACC relay 39 is turned off. Alternatively, when the flag is ON, the operator leaves the driver's seat 9 while the portable key 51 is within the authenticable range, and the lock lever 13 is in the raised position (lock position) for a predetermined time (first time) It can be determined that the ACC relay 39 has been turned off. If “NO” in step 1, that is, if it is determined that the flag is OFF, the process proceeds to step 2. On the other hand, if “YES” in step 1, that is, if it is determined that the flag is ON, the process proceeds to step 5.

  In step 2, it is determined whether or not the portable key 51 is within the response (within the authenticable range) of the LF transmission antenna 53. This determination can be made based on an authentication result that is always output from the authentication controller 55 to the vehicle body controller 48 at a predetermined control cycle. That is, when the portable key 51 is within the reaction of the LF transmission antenna 53, an authentication ID code is transmitted (returned or transmitted) from the portable key 51 based on a request signal transmitted from the LF transmission antenna 53.

  When receiving the ID code returned from the portable key 51 via the RF receiving antenna 54, the authentication controller 55 determines whether or not the received ID code is a valid ID code. At this time, if the authentication controller 55 is a valid ID code, the authentication controller 55 outputs to the vehicle body controller 48 an authentication result indicating that the authenticated mobile key 51 is within the authenticable range, that is, authentic authentication. On the other hand, if a valid ID code is not received, the authentication controller 55 outputs to the vehicle body controller 48 an authentication result indicating that the portable key 51 is not within the authenticable range, that is, unauthenticated.

  If “NO” in Step 2, that is, if it is determined that the portable key 51 is not within the reaction of the LF transmission antenna 53 (unauthenticated), the process returns to before Step 1 and the processes after Step 1 are repeated. On the other hand, if “YES” in step 2, that is, if it is determined that the portable key 51 is within the reaction of the LF transmission antenna 53 (correct authentication), the process proceeds to step 3. In step 3, it is determined whether or not the lock lever 13 is in the raised position (lock position). This determination can be made based on the signal (ON / OFF) of the lock switch 13A. If “NO” in Step 3, that is, if it is determined that the lock lever 13 is not in the raised position (lock position), in other words, is in the lowered position (lock release position), the process returns to before Step 1, 1 and subsequent processes are repeated.

  On the other hand, if “YES” in step 3, that is, if it is determined that the lock lever 13 is in the raised position (lock position), the process proceeds to step 4 where the ACC relay 39 is turned ON. As a result, energization of the first electrical component 37 is started. At this time, the C relay 35 is not turned ON and the engine 15 is not started. As a result, the excavator 1 enters an “engine stop / energization ON” state.

  In step 4, in addition to turning on the ACC relay 39, the operator is notified that the ACC relay 39 has been turned on. That is, in step 4, the ACC relay 39 is turned on, the horn is sounded once by the horn, and the display unit of the monitor device 47, specifically, the electrical device (first electrical component 37) is turned on. The indicator (indicator) which shows that is turned on. Accordingly, it is possible to notify the operator that energization of the first electrical component 37 has started (ie, “engine stop / energization OFF” has been switched to “engine stop / energization ON”). When the ACC relay 39 is turned on in step 4, the control process of FIG. 6 ends (the process of FIG. 7 is started).

  On the other hand, in step 5, it is determined whether or not the portable key 51 is continuously within the authenticable range after the flag is turned on. This determination can be made based on the authentication result output from the authentication controller 55 to the vehicle body controller 48 at a predetermined control cycle. Specifically, when the flag is turned ON in step 15 in FIG. 7 and the processing operation in FIG. 6 is started when the ACC relay 39 is turned OFF in subsequent step 16, the output of the normal authentication has been continued. For example, “YES” is determined in step 5. On the other hand, if unauthenticated is output even once, “NO” is determined in step 5.

  If “YES” in step 5, that is, if it is determined that the portable key 51 is continuously within the authenticable range after the flag is turned on, the process proceeds to step 6. In step 6, it is determined whether or not the lock lever 13 is in the raised position (lock position). Step 6 is the same process as the process of step 3. If “NO” in step 6, that is, if it is determined that the lock lever 13 is not in the raised position (lock position), in other words, is in the lowered position (lock release position), the process returns to step 5 before step 5. Repeat the process from step 5.

  On the other hand, if “YES” in step 6, that is, if it is determined that the lock lever 13 is in the raised position (lock position), the process proceeds to step 7 and whether or not the start switch 12 has been operated (pressed). Determine whether. This determination can be made based on the signal (ON signal) of the start switch 12. If “NO” in step 7, that is, if it is determined that the start switch 12 is not operated (ON signal is not output), the process returns to step 5 and the processes in and after step 5 are repeated. On the other hand, if it is determined as “YES” in step 7, that is, if the start switch 12 is operated (ON signal is output), the process proceeds to step 4. The process of step 4 is as described above.

  On the other hand, if “NO” in step 5, that is, if it is determined that the portable key 51 is not continuously within the authenticable range after the flag is turned on, the process proceeds to step 8 where the flag is turned off. If the flag is turned off in step 8, the process returns to the step before step 1, and the processing after step 1 (more specifically, step 2 and later because the flag is off) is repeated.

  Next, the process of FIG. 7 will be described. When the processing operation of FIG. 7 is started by turning on the ACC relay 39, in step 11, it is determined whether the engine 15 is rotating, that is, whether the engine 15 is being driven or stopped. To do. This determination can be made based on, for example, whether the alternator 46 is generating power. If “NO” in step 11, that is, if it is determined that the engine 15 is stopped, the process proceeds to step 12. In this case, the engine is stopped and energized. On the other hand, if “YES” in step 11, that is, if it is determined that the engine 15 is operating, the process proceeds to step 22. In this case, the engine is driven and energized.

  In step 12, it is determined whether or not the portable key 51 is within the response (within the authenticable range) of the LF transmission antenna 53. If “YES” in step 12, that is, if it is determined that the portable key 51 is within the reaction of the LF transmission antenna 53, the process proceeds to step 13. In step 13, it is determined whether or not the lock lever 13 is in the lowered position (lock release position). If “YES” in step 13, that is, if it is determined that the lock lever 13 is in the lowered position (lock release position), the process proceeds to step 14.

  In step 14, it is determined whether or not the start switch 12 has been operated (pressed). If “NO” in step 14, that is, if it is determined that the start switch 12 has not been operated (ON signal is not output), the process returns to step 11 and the processes in and after step 11 are repeated. On the other hand, if “YES” in step 14, that is, if it is determined that the start switch 12 has been operated (ON signal is output), the process proceeds to step 15 and the flag is turned ON.

  If the flag is turned on in step 15, the process proceeds to step 16 where the ACC relay 39 is turned off. Thereby, the energization of the first electrical component 37 is cut off, and the excavator 1 enters the state of “engine stop / energization OFF”.

  In step 16, in addition to turning off the ACC relay 39, the operator is notified that the ACC relay 39 has been turned off. That is, in step 16, the ACC relay 39 is turned off, the horn is sounded twice by the horn, and the display unit of the monitor device 47, specifically, the electrical device (first electrical component 37) is in the ON state. The indicator (indicator) indicating this is turned off. Thereby, it is possible to notify the operator that energization of the first electrical component 37 has been cut off (switched to “engine stop / energization ON”). If the ACC relay 39 is turned OFF in step 16, the control process of FIG. 7 is completed (the process of FIG. 6 is started).

  On the other hand, if it is determined “NO” in step 13, that is, if the lock lever 13 is not in the lowered position (unlock position), the process proceeds to step 17. In step 17, it is determined whether or not the lock lever 13 is in the raised position (lock position) for a certain period of time (that is, the first predetermined time). The first predetermined time is set to be an appropriate time from when the lock lever 13 is operated to the raised position in the “engine stopped / energized ON” state until the first electrical component 37 is de-energized. can do. Whether or not the first predetermined time has elapsed can be determined using, for example, an elapsed time measurement flag. Specifically, the elapsed time measurement flag is set to ON when NO is first determined in step 13, and then the flag is not turned OFF unless determined to be YES in step 17. In this case, in step 17, it is determined whether or not an elapsed time after the flag is turned on exceeds a first predetermined time.

  If it is determined in step 17 that “NO”, that is, the first predetermined time has not elapsed since the lock lever 13 was operated to the raised position (lock position) (after the flag was turned ON), Returning to before step 11, the processing after step 11 is repeated. On the other hand, if it is determined in step 17 that “YES”, that is, the first predetermined time has elapsed after the lock lever 13 is operated to the raised position (lock position) (after the flag is turned ON), Proceed to step 18.

  In step 18, it is determined whether or not the operator is away from the driver's seat 9, that is, whether or not an OFF signal is output from the seating detection switch 9A. In step 18, it is determined that “NO”, that is, the OFF signal is not output from the seating detection switch 9A (the ON signal is output from the seating detection switch 9A and the operator is seated in the driver's seat 9). If yes, return to step 11 and repeat the process after step 11. On the other hand, in step 18, “YES”, that is, the OFF signal is output from the seating detection switch 9A (the ON signal is not output from the seating detection switch 9A, and the operator is away from the driver's seat 9). If it is determined, the process proceeds to step 15. The processing in steps 15 and 16 is as described above.

  On the other hand, if “NO” in step 12, that is, if it is determined that the portable key 51 is not within the reaction of the LF transmission antenna 53, the process proceeds to step 19. In step 19, it is determined whether or not the lock lever 13 is in the raised position (lock position). If “NO” in step 19, that is, if it is determined that the lock lever 13 is not in the raised position (lock position), in other words, is in the lowered position (lock release position), the process returns to before step 11, 11 and subsequent steps are repeated.

  On the other hand, if “YES” in step 19, that is, if it is determined that the lock lever 13 is in the raised position (lock position), the process proceeds to step 20. In step 20, it is determined whether or not the operator is away from the driver's seat 9, that is, whether or not an OFF signal is output from the seating detection switch 9A. In step 20, it is determined that "NO", that is, the OFF signal is not output from the seating detection switch 9A (the ON signal is output from the seating detection switch 9A and the operator is seated in the driver's seat 9). If yes, return to step 11 and repeat the process after step 11. On the other hand, in step 20, "YES", that is, the OFF signal is output from the seating detection switch 9A (the ON signal is not output from the seating detection switch 9A, and the operator is away from the driver's seat 9). If it is determined, the process proceeds to step 21.

  In step 21, it is determined whether or not a predetermined time (that is, a second predetermined time) has elapsed since it was determined NO in step 12, that is, since the portable key 51 was removed from the reaction of the LF transmitting antenna 53. To do. The second predetermined time can be set to be an appropriate time from when the portable key 51 is removed from the authenticable range until the first electrical component 37 is de-energized. Whether or not the second predetermined time has elapsed can be determined using, for example, a (second) elapsed time measurement flag. Specifically, when it is determined NO in step 12 for the first time, the (second) elapsed time measurement flag is turned on, and then the flag is not turned off unless determined as YES in step 21. In this case, in step 21, it is determined whether or not the elapsed time after the flag is turned on exceeds a second predetermined time.

  If it is determined in step 21 that “NO”, that is, a predetermined time has not elapsed since the mobile key 51 is out of the authenticable range (after the flag is turned on), the process returns to step 11. , Step 11 and subsequent steps are repeated. On the other hand, if “YES” is determined in step 21, that is, if it is determined that the second predetermined time has elapsed since the portable key 51 is out of the authenticable range (after the flag is turned ON), the process proceeds to step 16. move on. The process of step 16 is as described above.

  On the other hand, if “YES” is determined in the step 11, and the process proceeds to the step 22, it is determined whether or not the start switch 12 is operated (pressed) in the step 22. If “NO” in step 22, that is, if it is determined that the start switch 12 has not been operated (ON signal is not output), the process returns to step 11 and repeats the processes in and after step 11. On the other hand, if “YES” in step 22, that is, if it is determined that the start switch 12 has been operated (ON signal is output), the process proceeds to step 16 (via A in FIG. 7). In this case, when the ACC relay 39 is turned off in step 16, the first electrical component 37 is deenergized and the engine 15 is stopped to enter the “engine stop / energization OFF” state.

  Thus, according to the embodiment, the operability of the excavator 1 can be improved by the operator having the portable key 51.

  (1). That is, according to the embodiment, the vehicle body controller 48 has the lock lever 13 as the lock device in the raised position (lock position) and the portable key 51 is moved by the processing in steps 2, 3, and 4 in FIG. When the wireless authentication device 52 is within the authenticable range, the “engine stop / energization OFF” is switched to “engine stop / energization ON”. For this reason, when the operator who has the portable key 51 is “engine stopped / energized OFF” and the lock lever 13 approaches the hydraulic excavator 1 in the raised position, the portable key 51 enters the authenticable range. Then, the engine is automatically switched to “engine stop / energization ON”. As a result, the operator can make the “engine stop / energization ON” without requiring operation of the start switch 12 or the like. As a result, the operability of the hydraulic excavator 1 can be improved.

  (2). According to the embodiment, a notification device that notifies the operator of information, that is, a monitor device 47 and a horn are provided. Then, the vehicle body controller 48 changes the state of the first electrical component 37, which is an electrical device, from energization to non-energization by the processing of step 4 in FIG. 6 and step 16 in FIG. When switching to, the monitoring device 47 and the horn inform the operator of the switching. For this reason, the operator can recognize that it has been switched to “engine stop / energization ON” and “engine stop / energization OFF”. As a result, the operator can immediately determine the state of the excavator 1 (energization / non-energization of the first electrical component 37).

  (3). According to the embodiment, the vehicle body controller 48 is “engine stopped / energized ON” by the processing of steps 11, 12, 13, 14, and 16 in FIG. 7, and the portable key 51 is within the authenticable range, When the lock lever 13 is in the lowered position (lock release position) and the start switch 12 is operated, the engine is switched from “engine stop / energization ON” to “engine stop / energization OFF”. As a result, the operator can set the engine stop / energization OFF by switching the lock lever 13 to the lowered position and operating the start switch 12 when the engine is stopped / energization ON.

  (4). According to the embodiment, the vehicle body controller 48 determines that the portable key 51 is within the authenticable range and the lock lever 13 is in the lowered position (lock release position) by the processing of steps 11, 12, 13, 14, and 16 in FIG. ) And when the engine switch is switched from “engine stop / energization ON” to “engine stop / energization OFF” by operating the start switch 12, the flag is turned ON by the process of step 15 in FIG. 7. Become. In this case, the processing of steps 1, 5, 6, 7, and 4 in FIG. 6 indicates that the portable key 51 is within the authenticable range from the time of switching, the lock lever 13 is in the raised position (lock position), and When the start switch 12 is operated, the engine is switched from “engine stop / energization OFF” to “engine stop / energization ON”. For this reason, when the operator who has switched to “engine stop / energization OFF” by switching the lock lever 13 to the lowered position and operating the start switch 12 has been on the spot since the switching (portable key) When 51 remains within the authenticable range), the engine can be turned off and energized by switching the lock lever 13 to the raised position and operating the start switch 12. On the other hand, when the operator leaves the place after the switching (when the portable key 51 is out of the authenticable range), the flag is turned OFF in step 8 of FIG. For this reason, the operator can turn “engine stop / energization ON” by placing the portable key 51 again within the authenticable range.

  (5). According to the embodiment, the vehicle body controller 48 is “engine stopped / energized ON” by the processing of steps 11, 12, 13, 17, 18, and 16 in FIG. 7, and the portable key 51 is within the authenticable range. Yes, when the first predetermined time elapses when the lock lever 13 is in the raised position (lock position) and the operator is away from the driver's seat 9, the engine stop / energization ON to the engine stop / energization Switch to “OFF”. For this reason, even if the portable key 51 continues to exist in the authenticable range in the “engine stopped / energized ON” state, the lock lever 13 is in the raised position and the operator is away from the driver's seat 9. When the first predetermined time elapses, the engine is automatically switched to “engine stop / energization OFF”. That is, when the operator switches the lock lever 13 to the raised position and leaves the excavator 1 with the engine stopped and energized ON, even if the portable key 51 is left in the authenticable range, the first predetermined time When elapses, the excavator 1 automatically switches to “engine stop / energization OFF”. As a result, the battery 31 can be prevented from rising.

  (6). According to the embodiment, the vehicle body controller 48 is “engine stopped / energized ON” by the processing of steps 11, 12, 19, 20, 21, 16 in FIG. 7, and the portable key 51 is out of the authenticable range. When the lock lever 13 is in the raised position (lock position), the operator is away from the driver's seat 9 and the second predetermined time has elapsed, the “engine stop / energization ON” to “engine” Switch to “Stop / Energize OFF”. For this reason, when the operator switches the lock lever 13 to the raised position and leaves the excavator 1 with the engine stopped and energized ON, the portable key 51 is out of the authenticable range and the second predetermined time is exceeded. As time passes, the excavator 1 is automatically switched to “engine stop / energization OFF”. As a result, the battery 31 can be prevented from rising.

  (7). According to the embodiment, the vehicle body controller 48 determines that “engine drive / energization is ON” by the processing of steps 11, 22, 16 in FIG.・ Switch from “energization ON” to “engine stop / energization OFF”. For this reason, when “engine drive / energization ON” is selected, the operator can simply turn the engine switch 12 to “engine stop / energization OFF”.

  (8). According to the embodiment, even if the portable key 51 is out of the authenticable range at the time of “engine drive / energization ON” by the processing of steps 11 and 22 of FIG. “Energization ON” is continuously maintained, and when the start switch 12 is operated, “engine drive / energization ON” is switched to “engine stop / energization OFF”. Therefore, for example, even if the operator holds the portable key 51 and leaves the excavator 1 with “engine driving / energized ON” for confirmation of the excavation status during work, the portable key 51 can be authenticated. Only by deviating from the above, “engine drive / energization ON” is not switched to “engine stop / energization OFF”. As a result, the operator who has returned to the driver's seat 9 of the excavator 1 can quickly resume the work without requiring an operation to switch from “engine stop / energization OFF” to “engine drive / energization ON”. . As a result, workability can be improved.

  In the above-described embodiment, when the ACC relay 39 is switched from ON to OFF (the state of the electrical equipment is switched from energized to non-energized), and when the ACC relay 39 is switched from the OFF to ON (the state of the electrical equipment is from non-energized). An example has been described in which the switching is notified when switching to energization. In other words, the case has been described as an example in which both the switching from ON to OFF and the switching from OFF to ON are notified. However, the present invention is not limited to this, and may be configured to notify only the switching from ON to OFF, or to notify only the switching from OFF to ON, for example. Furthermore, various settings related to notification, such as setting whether or not to perform notification, setting of a notification method, and the like may be configured to be changed by a setting switch provided in the cab.

  In the above-described embodiment, the case where the monitor device 47 and the horn are used as the notification device that notifies the operator of information (switching) has been described as an example. However, the present invention is not limited to this, and various types of notification devices such as an acoustic device (speaker, horn, buzzer, etc.), an instrument panel, a monitor, an indicator, a lamp, etc. that can inform the operator. Notification device (s) can be used.

  In the above-described embodiment, the case where the seating / leaving of the operator is determined using the seating detection switch 9 </ b> A such as the pressure switch provided in the driver's seat 9 has been described as an example. However, the present invention is not limited to this, and any detector that can detect (detect) the presence or absence (seating or leaving) of an operator, for example, a ceiling sensor, an infrared sensor, an image sensor, a camera, a laser, a switch, or the like. Various types of detectors can be used.

  In the embodiment described above, the case where the function button provided on the lower side of the display screen of the monitor device 47 is used as the range setting switch 57 has been described as an example. However, the present invention is not limited to this. For example, the right side of the driver's seat (in the vicinity of the start switch), a position where the operator seated in the driver's seat can operate while sitting, or the driver's seat, on the contrary, It may be provided in the driver's seat (inside the cab), such as the lower side of the vehicle, at a position where an operator seated in the driver's seat cannot operate while sitting, or at a position outside the cab of the upper swing body. That is, the range setting switch may be provided in any part of the vehicle body according to operability and the like.

  In the above-described embodiment, the case where the switching valve that is switched according to the operation of the lock lever 13 is the pilot switching valve 28 provided in the pilot pipeline 25 has been described as an example. However, the present invention is not limited to this. For example, a switching valve that can be switched according to the operation of the lock lever may be provided in the main pipeline. In other words, as long as the configuration of the lock device can be switched between a lock position where the drive of the hydraulic actuator is prohibited and a lock release position where the drive of the hydraulic actuator is allowed, various lock mechanisms can be employed.

  In the above-described embodiment, the hydraulic actuators that prohibit driving when the lock lever 13 is in the locked position (raised position) are the hydraulic actuators related to all operations and traveling (swing cylinder, boom cylinder 5E, arm cylinder 5F, bucket cylinder). 5G, turning hydraulic motor 3A, traveling hydraulic motors 2E, 2F) are described as an example. However, the present invention is not limited to this, and for example, hydraulic actuators that prohibit driving can be selected according to the specifications of a hydraulic excavator (construction machine).

  In the above-described embodiment, the electrical component (electric device) that switches between energization and de-energization with the battery 31 in accordance with ON (closed) / OFF (open) of the ACC relay 39 is the first electrical component 37, and C The electrical component (electrical device) that switches between energization and de-energization in response to ON (closed) / OFF (open) of the relay 35 is the starter motor 16 of the engine 15, and the ACC relay 39 is ON (closed) / OFF (open). Regardless of the above, the case where the electrical component (electrical device) always connected to the battery 31 is the second electrical component 40 has been described as an example.

  However, the present invention is not limited to this. For example, an electrical component (electrical device) other than the starter motor 16 can be energized and de-energized with the battery according to ON (closed) / OFF (open) of the ACC relay. It is good also as a 1st electrical equipment (electric equipment) to switch. Further, the various devices corresponding to the first electrical component 37 and the various devices corresponding to the second electrical component 40 in the embodiment are merely examples, and the specifications and options of the hydraulic excavator (construction machine) It can be changed as appropriate according to the electrical equipment (electrical equipment). That is, whether to use the first electrical component or the second electrical component can be selected according to the electrical component (electric device) mounted on the hydraulic excavator (construction machine).

  In the embodiment described above, the engine-type hydraulic excavator 1 including the engine 15 as a drive source (power source) of the hydraulic pump 21 has been described as an example. However, the present invention is not limited to this, and may be, for example, a hybrid hydraulic excavator (hybrid construction machine) including an engine and an assist generator motor (a generator motor, a generator, and an electric motor). In this case, the assist power generation motor may be an engine starter motor.

  In the above-described embodiment, the case where the small excavator 1 is mounted has been described as an example. However, the construction machine according to the present invention is not limited to this, and may be applied to, for example, medium or larger hydraulic excavators. In addition, the present invention can be widely applied to various construction machines such as a hydraulic excavator, a wheel loader, a forklift, a hydraulic crane, and the like having a wheel type lower traveling body.

1 Excavator (construction machine)
2 Lower traveling body (car body)
2E, 2F Traveling hydraulic motor (hydraulic actuator)
4 Upper swing body (car body)
5 Working device 5E Boom cylinder (hydraulic actuator)
5F Arm cylinder (hydraulic actuator)
5G bucket cylinder (hydraulic actuator)
9 Driver's seat 12 Start switch 13 Lock lever (lock device)
15 Engine 16 Starter motor (electrical equipment)
21 Hydraulic pump 28 Pilot switching valve (locking device)
31 Battery 37 First electrical component (electrical device)
48 Car body controller 51 Portable key 52 Wireless authentication device

Claims (8)

A vehicle body having a driver's seat on which an operator is seated;
An engine mounted on the vehicle body and serving as a power source;
A battery serving as a power source for an electric device including the engine;
A hydraulic pump driven by the engine to supply pressure oil;
A hydraulic actuator driven by pressure oil supplied from the hydraulic pump;
A lock device that can be switched between a lock position that prohibits the drive of the hydraulic actuator and a lock release position that permits the drive of the hydraulic actuator;
In a construction machine that performs work by driving the hydraulic actuator in a state where the locking device is switched to the unlocking position,
A start switch for starting the engine;
A wireless authentication device for performing wireless authentication with a portable key provided in the vehicle body;
A vehicle body controller that switches between energization and de-energization between the battery and the electrical device based on the operation of the start switch and authentication by the wireless authentication device;
The engine is stopped and the electric device is not energized as “engine stopped / energized OFF”
The engine is driven and the electrical device is energized as “engine drive / energization ON”
When the engine is stopped and the electrical device is energized as “engine stopped / energized ON”
The vehicle body controller
When the “engine is stopped / energized OFF”, the lock device is in the locked position, and the portable key is within the authenticable range of the wireless authentication device, the “engine stopped / energized OFF” A construction machine characterized by switching to “engine stop / energization ON”. An informing device for informing the operator of information,
The vehicle body controller is configured to notify the operator of the switching by the notification device when the state of the electrical device is switched from energized to de-energized and / or when switched from non-energized to energized. The construction machine according to 1.   The vehicle body controller is the “engine stop / energization ON”, the portable key is within an authenticable range of the wireless authentication device, the lock device is in an unlock position, and the start switch is operated. 2. The construction machine according to claim 1, wherein the construction machine is configured to switch from the “engine stop / energization ON” to the “engine stop / energization OFF”.   The vehicle body controller is configured such that when the portable key is within an authenticable range of the wireless authentication device, the lock device is in a lock release position, and the start switch is operated, the engine stop / energization ON ”To“ engine stop / energization OFF ”, the portable key is within the authenticable range of the wireless authentication device from the time of the change, the lock device is in the lock position, and the activation The construction machine according to claim 1, wherein when the switch is operated, the construction engine is switched from the “engine stop / energization OFF” to the “engine stop / energization ON”.   The vehicle body controller is the “engine stopped / energized ON”, the portable key is within an authenticable range of the wireless authentication device, the lock device is in a locked position, a first predetermined time has elapsed, and an operator 2. The construction machine according to claim 1, wherein when the vehicle is away from the driver's seat, the “engine stop / energization ON” is switched to the “engine stop / energization OFF”.   The vehicle body controller is the “engine stopped / energized ON”, the portable key is out of the authenticable range of the wireless authentication device, the lock device is in the locked position, and the operator leaves the driver's seat. The construction machine according to claim 1, wherein the construction machine is configured to switch from the "engine stop / energization ON" to the "engine stop / energization OFF" when a second predetermined time has elapsed.   The vehicle body controller is configured to switch from the “engine drive / energization ON” to the “engine stop / energization OFF” when the “engine drive / energization ON” is performed and the start switch is operated. The construction machine according to claim 1.   The vehicle body controller continuously maintains the “engine drive / energization ON” even when the portable key is out of the authenticable range of the wireless authentication device during the “engine drive / energization ON”, The construction machine according to claim 1, wherein when the start switch is operated, the construction engine is switched from the “engine drive / energization ON” to the “engine stop / energization OFF”.

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