JP2017227151A - Work machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a work machine for allowing easy adjustment of a relationship between the control input of an accelerator and the target rotating speed of a motor, and enabling the relationship between the control input of the accelerator and the target rotating speed of the motor to correspond to the tendency of an operator to operate the accelerator.SOLUTION: The work machine includes the motor, the accelerator capable of setting the target rotating speed of the motor on the basis of the operated control input, a detection device for detecting the control input of the accelerator, and a control device having a determination part for determining whether the detected control input as the control input of the accelerator detected by the detection device is not smaller than a predetermined value or not, and a change part for, when the determination part determines that the detected control input is not smaller than the predetermined value, changing the relationship between the control input of the accelerator and the target rotating speed on the basis of the detected control input.SELECTED DRAWING: Figure 13

Description

  The present invention relates to a work machine such as a wheel loader, a skid steer loader, or a compact truck loader.

Conventionally, a technique disclosed in Patent Document 1 is known as a working machine.
The working machine disclosed in Patent Document 1 includes a prime mover, an accelerator capable of setting a target rotational speed of the prime mover based on the manipulated operation amount, and a detection device that detects the operation amount of the accelerator.

Japanese Patent Laid-Open No. 10-338051

In conventional work machines, it is troublesome to adjust the relationship between the amount of operation of the accelerator and the target rotational speed of the prime mover. Further, it is difficult to make the relationship between the accelerator operation amount and the target rotational speed of the prime mover correspond to the driver's accelerator operation tendency.
Therefore, the present invention makes it easy to adjust the relationship between the accelerator operation amount and the target rotational speed of the prime mover, and makes the relationship between the accelerator operation amount and the target rotational speed of the prime mover a driver's accelerator operation tendency. It is an object of the present invention to provide a working machine that can be adapted.

The technical means taken by the present invention to solve the technical problems are characterized by the following points.
The work machine of the present invention includes a prime mover, an accelerator capable of setting a target rotational speed of the prime mover based on the manipulated operation amount, a detection device that detects the manipulated variable of the accelerator, the manipulated variable of the accelerator, and the A control unit that controls the number of revolutions of the prime mover based on a relationship with a target number of revolutions of the prime mover, and determines whether or not a detected manipulation amount that is a manipulation amount of the accelerator detected by the detection device is greater than or equal to a predetermined value. And a control device having a change unit that changes a relationship between the accelerator operation amount and the target rotational speed when the determination unit determines that the detected operation amount is equal to or greater than a predetermined value. I have.

The changing unit changes the relationship between the accelerator operation amount and the target rotational speed based on the detected operation amount detected by the detection device.
The changing unit changes a relationship between the accelerator operation amount and the target rotation number in the relationship when the control unit does not control the rotation number of the prime mover.
Further, the changing unit sets the detected operation amount determined by the determining unit to be equal to or greater than a predetermined value as the maximum operation amount of the accelerator, and sets the target rotational speed of the prime mover at the detected operation amount, The maximum target rotation speed corresponding to the maximum operation amount is set, and the relationship between the operation amount of the accelerator and the target rotation speed of the prime mover is changed based on the maximum operation amount and the maximum operation amount.

Moreover, the said control apparatus hold | maintains the relationship after the said change after changing the relationship between the operation amount of the said accelerator in the said change part, and the target rotation speed of the said motor | power_engine.
Further, the control device returns the relationship between the operation amount of the accelerator and the target rotational speed of the prime mover to the initial state when the prime mover is stopped.

According to the present invention, the control unit that controls the rotational speed of the prime mover based on the relationship between the accelerator operational amount and the target rotational speed of the prime mover, and the detected operational amount that is the operational amount of the accelerator detected by the detection device are predetermined. A control having a determination unit that determines whether or not the amount is greater than or a change unit that changes the relationship between the accelerator operation amount and the target rotational speed when the determination unit determines that the detected operation amount is greater than or equal to a predetermined value. Equipment. As a result, it is possible to easily adjust the relationship between the accelerator operation amount and the target rotational speed of the prime mover. In addition, the relationship between the accelerator operation amount and the target rotational speed of the prime mover can be made to correspond to the driver's accelerator operation tendency.

The changing unit changes the relationship between the accelerator operation amount and the target rotational speed based on the detected operation amount detected by the detection device. Therefore, when changing the relationship between the accelerator operation amount and the target rotation speed, the relationship between the accelerator operation amount and the target rotation speed can be easily changed based on the detected operation amount.
The changing unit changes the relationship between the accelerator operation amount and the target rotation number in the relationship when the control unit does not control the rotation number of the prime mover. As a result, the relationship between the accelerator operation amount and the target rotational speed can be changed in various cases as required.

  The changing unit sets the detected operation amount determined by the determining unit to be equal to or greater than a predetermined value as the maximum operation amount of the accelerator, and sets the target rotational speed of the prime mover at the detected operation amount as the maximum operation amount. And the relationship between the accelerator operation amount and the prime mover target rotation number is changed based on the maximum operation amount and the maximum target rotation number. As a result, it is possible to easily adjust the relationship between the accelerator operation amount and the target rotational speed of the prime mover.

Further, the control device holds the changed relationship after the change in the relationship between the accelerator operation amount and the target rotational speed of the prime mover in the changing unit.
Further, the control device can return the relationship between the accelerator operation amount and the target rotational speed of the prime mover to the initial state when the prime mover is stopped.

It is the schematic which shows the whole working machine side. It is the schematic which shows the whole work machine plane. It is a side view which shows the rear part of a working machine. It is a perspective view of the operation system of a 2nd operation lever. It is a side view of the operation system of a 2nd operation lever. It is a rear view of the operation system of a 2nd operation lever. It is a perspective view, such as a 1st arm and a mounting arm. It is a perspective view around the lower part of a cockpit. It is a perspective view of an accelerator device. It is a perspective view of the inside of an accelerator apparatus. It is a side view inside the accelerator apparatus. It is a front view of the inside of an accelerator apparatus. It is a control block diagram of a working machine. 3 is a flowchart showing engine start control. It is a flowchart which shows the automatic setting of the target engine speed. It is a figure which shows the relationship between the operation amount of an accelerator pedal, and the target engine speed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic view showing an entire side surface of a working machine 1 in which the present invention is employed. FIG. 2 is a schematic view illustrating the entire plane of the work machine 1. In the present embodiment, a wheel loader is illustrated as the work machine 1. The wheel loader 1 is an articulated working machine.
As shown in FIGS. 1 and 2, the wheel loader 1 includes a machine body 2, a front frame (frame member) 3, a cabin 4, a traveling device 5, and a work device 6.

The cabin 4 is mounted on the airframe 2. A driver's seat 7 is provided in the cabin 4. The cabin 4 has a roof 30 that covers the upper side of the driver's seat 7. The cabin 4 has an entrance door 31 on the side surface, and a hatchback type rear door 32 that can swing up and down on the back surface.
In the embodiment of the present invention, the front side of the driver seated in the driver's seat 7 (direction of arrow A1 in FIGS. 1 and 2) is the front side, and the rear side of the driver (direction of arrow A2 in FIGS. 1 and 2) is the front side. The description will be made with the left side of the driver (in the direction of arrow B1 in FIG. 2) as the left side and the right side of the driver (in the direction of arrow B2 in FIG. 2) as the right side.

  The horizontal direction, which is the direction orthogonal to the front and rear of the body 2 (wheel loader 1), will be described as the body width direction. The direction from the center part of the airframe 2 to the right part or the left part will be described as the outside of the airframe. In other words, the outward direction of the airframe refers to the direction away from the airframe 2 in the width direction of the airframe. The direction opposite to the outside of the aircraft will be described as the inside of the aircraft. In other words, the in-machine direction is the direction of the body width and the direction approaching the body 2.

  As shown in FIGS. 1 and 2, the traveling device 5 is provided on the side of the body 2. As the traveling device 5, a wheel-type traveling device 5 having a plurality of front wheels 8L, 8R and a plurality of rear wheels 9L, 9R is employed. The plurality of front wheels 8 are provided on the front frame 3. The plurality of front wheels 8L, 8R include a left front wheel 8L and a right front wheel 8R. The left front wheel 8L is provided on the left side of the front frame 3. The right front wheel 8R is provided on the right side of the front frame 3. A plurality of rear wheels 9L, 9R are provided on the body 2. The plurality of rear wheels 9L, 9R include a left rear wheel 9L and a right rear wheel 9R. The left rear wheel 9 </ b> L is provided on the left side of the body 2. The right rear wheel 9 </ b> R is provided on the right side of the airframe 2. The traveling device 5 (rear wheels 9L, 9R) is driven by an HST (hydrostatic transmission) mounted on the wheel loader 1.

A connecting body 10 is provided on the front end side of the machine body 2 so as to be rotatable about a longitudinal axis. A rear end side of the front frame 3 is rotatably connected to the connecting body 10 by a connecting pin 11. The connecting pin 11 has a vertical axis. Accordingly, the front frame 3 can swing left and right with respect to the body 2.
A steering cylinder 12 is provided across the connecting body 10 (airframe 2) and the front frame 3. The steering cylinder 12 is a double-acting hydraulic cylinder. By extending and retracting the steering cylinder 12, the front frame 3 swings left or right with respect to the body 2. As a result, the wheel loader 1 can turn left or right.

  The working device 6 is provided on the front frame 3. The work device 6 includes a left lift arm 13L, a right lift arm 13R, and a bucket 14. The base end side (rear end side) of the left lift arm 13L is pivotally supported on the upper part of the rear portion on the left side of the front frame 3. The base end side (rear end side) of the right lift arm 13 </ b> R is pivotally supported on the upper part of the rear portion on the right side of the front frame 3. The bucket 14 is connected to the front end side (front end side) of the left lift arm 13L and the right lift arm 13R so as to be swingable about the axis in the body width direction.

  The left lift arm 13L is driven by the left lift cylinder 15L. The right lift arm 13R is driven by the right lift cylinder 15R. The bucket 14 is driven by a bucket cylinder (work implement cylinder) 16. The lift cylinders 15L and 15R and the bucket cylinder 16 are constituted by double-acting hydraulic cylinders. By extending the left lift cylinder 15L and the right lift cylinder 15R, the left lift arm 13L and the right lift arm 13R swing up and down. By expanding and contracting the bucket cylinder 16, the bucket 14 performs a squeeze operation or a dump operation.

The bucket 14 is detachably attached to the lift arms 13L and 13R. Instead of the bucket 14, an attachment such as a sweeper or mower can be attached to the tip side of the lift arm.
As shown in FIG. 2, the front frame 3 is provided with a capacitor unit 17 having an air conditioner capacitor 354.

As shown in FIG. 3, a cover member 18 is provided on the upper part of the rear part of the machine body 2. A bonnet (cover) 19 is provided above the cover member 18. A driver's seat 7 is provided above the bonnet 19. In other words, the driver's seat 7 is provided in the airframe 2. The bonnet 19 supports the driver's seat 7. A step (floor board) 20 is provided in front of the driver's seat 7 and in front of the airframe 2. A control device 21 is provided in front of step 20. The steering device 21 includes a steering 22, a column 23, a steering valve 24, a column cover 25, and the like. The column 23 is a member that supports the steering 22. The steering valve 24 is a member that controls the steering cylinder 12 and is operated by the steering 22. The column cover 25 includes the column 23,
A cover that covers the steering valve 24 and the like. The column cover 25 is divided into a first column cover 25a, a second column cover 25b, and a third column cover 25c. Assembling is improved by dividing the column cover 25.

A first control device 26 is provided in the column cover 25. A second control device 27 is provided in the front part of the machine body 2. The first control device 26 is a control device that performs control related to the work and the like of the wheel loader 1. The second control device 27 is a control device that controls the engine 28.
In addition, a notification buzzer 427 for notifying that the fuel has run out is provided in the upper part of the column cover 25.

A connection member 29 is provided on the left side of the lower portion of the control device 21. The connection member 29 is a connection member 29 for accessing an in-vehicle network such as a CAN (Controller Area Network) equipped in the wheel loader 1.
An accelerator device 33 that increases or decreases the vehicle speed of the wheel loader 1 is provided on the right side of the control device 21. A plurality of operation members 34 and 35 are provided on the side (right side) of the driver's seat 7. The plurality of operation members 34 and 35 include a first operation lever 34 and a second operation lever 35. The first operation lever 34 is a lever that operates the lift cylinders 15L and 15R and the bucket cylinder 16. The second operation lever 35 is a lever that operates an attachment attached instead of the bucket 14, and is a lever that operates a hydraulic actuator provided in the attachment.

  A weight 36 is attached to the lower part of the rear part of the machine body 2 (the back surface of the rear wall 54 shown in FIG. 4). A fuel tank 37 that stores fuel for the engine 28 is provided on the left side of the front portion of the machine body 2. In the airframe 2, an engine (prime mover) 28, a cooling fan 38, a cooling unit 39, a purification device 40, an air cleaner 41, a starter (cell motor) 42, a fuel filter 43, and the like are provided.

  The engine 28 is constituted by a diesel engine provided with a common rail fuel injection device. The engine 28 is a driving force generation source for driving the HST pump 44, the main pump 45, and the pilot pump (charge pump) 46. The HST pump 44 is a variable displacement hydraulic pump that forms part of the HST. The main pump 45 is a hydraulic pump that generates hydraulic pressure for the actuator. The pilot pump 46 is a hydraulic pump that is used for supplying pilot oil and also a hydraulic pump that supplies charge oil to the HST.

The engine 28 is located in the middle part before and after the airframe 2. The HST pump 44, the main pump 45, and the pilot pump 46 are provided at the front portion of the engine 28. The cooling fan 38 is supported by the rear portion of the engine 28 and is driven by the engine 28. The cooling fan 38 sucks air from the rear side of the airframe 2 and blows it forward. A cooling unit 39 is provided behind the cooling fan 38. The cooling unit 39 is a unit having equipment cooled by the cooling fan 38, and includes a shroud 47, an intercooler (cooler) 48, a radiator 49, and an oil cooler 50. The shroud 47 is a member that covers the cooling fan 38 and surrounds the space between the cooling fan 38 and the radiator 49. The intercooler 48 is a cooler that cools the compressed air supplied from the supercharger to the engine 28. The intercooler 48 is located in the shroud 47 and behind the cooling fan 38. The radiator 49 is a cooler that cools the cooling water of the engine 28, and is provided behind the shroud 47. The oil cooler 50 is a cooler that cools the hydraulic oil, and is provided behind the radiator 49. The purification device 40 is a device that purifies the exhaust gas of the engine 28. In the present embodiment, the purification device 40 is configured by a diesel engine oxidation catalyst device (referred to as a DOC device) that performs catalytic combustion of unburned fuel mixed in exhaust gas exhausted from the engine 28 using an oxidation catalyst (DOC: Diesel Oxidation Catalyst). Has been. The DOC device 40 is provided behind the lower portion of the engine 28 and below the cooling unit 39 (the shroud 47). The air cleaner 41 is a member that removes foreign matters such as dust and dirt contained in the air sucked into the engine 28. The air cleaner 41 is provided on the upper left side of the engine 28. The starter 42 is a motor that starts the engine 28. The starter 42 is provided at the lower part on the left side of the engine 28. The fuel filter 43 is a filter for fuel of the engine 28. The fuel filter 43 is provided on the upper left side of the rear portion of the engine 28.

  As shown in FIG. 3, an inspection window 79 that is an opening formed by an annular edge and a cover plate 80 that closes the inspection window 79 are provided on the left side of the machine body 2. The inspection window 79 is formed on the side (left side) of the starter 42 (formed at a portion corresponding to the starter 42). The lid plate 80 closes the inspection window 79 from the outside of the machine body 2. The lid plate 80 is detachably attached to the body 2 with screws. The starter 42 can be inspected from the outside of the machine body 2 by removing the cover plate 80.

The bonnet 19 is pivotally supported by the airframe 2 at the front, and can swing up and down (can be opened and closed). By swinging the bonnet 19 upward, the upper side of the machine body 2 (the engine 28, the shroud 47, the radiator 49, the oil cooler 50, and the air cleaner 41) is opened.
The air cleaner 41 is located inside the bonnet 19. In front of the air cleaner 41, an indicator 91 that displays dirt on the air cleaner 41 is provided. The indicator 91 is located above the upper surface of the cover member 18. Therefore, when the bonnet 19 is opened, the indicator 91 is visible from the side (the left side of the machine body 2). Further, as shown in FIG. 1, the indicator 91 is located inward of the rear lower end side of the passenger door 31 on the left side of the cabin 4. Thus, when the hood 19 is opened with the left entrance door 31 open, the indicator 91 is visible from the side.

  As shown in FIGS. 4 to 6, the second operation lever 35 is supported by the operation frame 256. The operation frame 256 is attached on the second support plate 58. A support cylinder 258 is provided on the first component plate 257 at the top of the operation frame 256. The support cylinder 258 supports the lever shaft 259 so as to be rotatable about an axis in the body width direction. The second operation lever 35 is fixed to the base portion 259 a of the lever shaft 259. Thereby, the second operation lever 35 can swing back and forth. A bent portion of a bell crank-shaped first arm 260 is attached to the lever shaft 259. Accordingly, the first arm 260 swings together with the second operation lever 35 (integral swing). The first arm 260 includes a first swing part 261 and a second swing part 262. One end of the operation cable 263 is connected to the distal end (front end) of the first swing portion 261. The operation cable 263 is configured by a push-pull cable having an inner cable and an outer cable. The other end of the operation cable 263 is connected to an attachment control valve. Therefore, by operating the second operating lever 35 forward or backward from the neutral position, the first arm 260 swings and the attachment control valve is operated. 4 to 7 show a state where the second operation lever 35 is located at the neutral position.

  As shown in FIG. 5, a first groove 264, a second groove 265, and a third groove 266 are provided at the tip (lower end) of the second swinging portion 262. The first groove 264, the second groove 265, and the third groove 266 are disposed in the swinging direction of the second swinging portion 262. Further, the first groove 264, the second groove 265, and the third groove 266 are open downward. A lock pin 267 can be inserted into the first groove 264, the second groove 265, and the third groove 266 from below. When the lock pin 267 is fitted in the first groove 264, the second operation lever 35 is locked in a state where the second operation lever 35 is swung forward from the neutral position. When the lock pin 267 is fitted into the second groove 265, the second operation lever 35 is locked at the neutral position. When the lock pin 267 is fitted in the third groove 266, the second operation lever 35 is locked in a state where the second operation lever 35 is swung later from the neutral position.

The lock pin 267 is fixed to the tip of the second arm 268. A base portion of the second arm 268 is fixed to the rotating cylinder 269. The rotating cylinder 269 is supported by an arm shaft 270 so as to be rotatable about an axis in the body width direction. The arm shaft 270 is supported by the second component plate 271 of the operation frame 256. The base of the third arm 272 is fixed to the rotating cylinder 269. A base portion of the operation rod 273 is pivotally supported at the distal end portion of the third arm 272. The operation rod 273 is supported by the operation frame 256 so as to be movable up and down. On the base side of the operation rod 273, a spring hook piece 274 is fixed. Spring hanging pieces 274;
A spring member 275 is provided across the lock pin 267. The spring member 275 is formed by a tension coil spring. In a state where the lock pin 267 is fitted in any one of the first groove 264, the second groove 265, and the third groove 266, the spring member 275 moves the lock pin 267 to the first groove 264, the second groove 265, and the third groove 266. It is urged in a direction to fit in any one of the grooves 266. When the operating rod 273 is pulled up from this state, the lock pin 267 is detached from any of the first groove 264, the second groove 265, and the third groove 266. In the state in which the operation rod 273 is pulled up, the spring member 275 urges the lock pin 267 in the direction of detachment from any of the first groove 264, the second groove 265, and the third groove 266.

As shown in FIGS. 4 to 6, a detection sensor 276 is provided below the support cylinder 258. The detection sensor 276 is configured by a proximity sensor. The detection sensor 276 is attached to the third component plate 277 of the operation frame 256.
As shown in FIGS. 6 and 7, the upper end of the mounting arm 278 is fixed to the base portion 259 a of the lever shaft 259. Accordingly, the mounting arm 278 swings (integrally swings) together with the second operation lever 35. The lower part of the attachment arm 278 is located at a position corresponding to the detection part 276a of the detection sensor 276 in the body width direction (the lower part of the attachment arm 278 is located to the right of the detection part 276a of the detection sensor 276). ). A detection member 279 is attached to the lower part of the attachment arm 278 and on the side facing the detection unit 276a. The detection member 279 is configured by a magnet. A first regulating member 280 is provided on the front side of the detection member 279. A second regulating member 281 is provided on the rear side of the detection member 279. The first restriction member 280 and the second restriction member 281 come into contact with the detection member 279 and position the detection member 279. The detection sensor 276 is connected to the second control device 27. In a state where the second operation lever 35 is operated to the neutral position, the detection member 279 faces the detection unit 276a. The detection unit 276a detects the detection member 279 when the detection member 279 faces the detection unit 276a. Therefore, the neutral position (neutral state of the attachment control valve) can be detected by the detection sensor 276. The detection sensor 276 does not detect the detection member 279 when the second operation lever 35 is operated from the neutral position to one side or the other side.

  As shown in FIG. 8, a support substrate 282 made of a thick plate material is provided on the upper end side of the front portion of the machine body 2. The support substrate 282 is provided from the upper surface of the third support plate 59 to the upper surface of the fourth support plate 60. The left side of the support substrate 282 is fixed to the third support plate 59 by a first fixing bolt 283 and a second fixing bolt 284 located behind the first fixing bolt 283. The right side of the support substrate 282 is fixed to the fourth support plate 60 by a third fixing bolt 285 and a fourth fixing bolt 286 located behind the third fixing bolt 285.

The distance between the first fixing bolt 283 and the second fixing bolt 284 and the distance between the third fixing bolt 285 and the fourth fixing bolt 286 are preferably made as wide as possible in order to suppress vibration.
A control device 21 is installed at the center of the support substrate 282 in the body width direction. On the right side of the support substrate 282 and on the right side of the control device 21, a mounting portion 287 for attaching the accelerator device 33 is provided.

As shown in FIGS. 9, 10, 11, and 12, the accelerator device 33 includes an accelerator pedal (accelerator) 288, an accelerator bracket 289, a detection device 291, an interlocking mechanism 292, a swing member 293, A return spring 294 and an accommodation cover 295 are provided.
As shown in FIG. 9, the accelerator pedal 288 is an operation member that the driver steps on and is disposed behind the housing cover 295. The accelerator pedal 288 is supported in an inclined shape that moves upward as it goes forward.

As shown in FIGS. 9 to 12, the accelerator bracket 289 includes a base plate 296, a front plate 297, a rear plate 298, a side plate 299, and a pivot 290. The base plate 296 has a plurality of fixing portions 300, 301, and 302 that are attached to the attaching portion 287 by bolts. The plurality of fixing parts include a first fixing part 300, a second fixing part 301, and a third fixing part 302. The first fixing part 300 is provided on the left front part of the base plate 296. Second
The fixing portion 301 is provided at the rear portion on the left side of the base plate 296. The third fixing portion 302 is provided at the front-rear halfway portion on the right side of the base plate 296. The first fixing part 300, the second fixing part 301, and the third fixing part 302 are provided outside the accommodation cover 295. The front plate 297 is provided at the front portion of the base plate 296. The front plate 297 has a vertical wall 297a and an upper wall 297b. The vertical wall 297 a is erected on the front portion of the base plate 296. The upper wall 297b extends rearward from the upper end of the vertical wall 297a. The rear plate 298 is provided at the rear portion of the base plate 296. The rear plate 298 has a vertical plate portion 298a and an upper plate portion 298b. The vertical plate portion 298 a is erected on the rear portion of the base plate 296. The upper plate portion 298b is inclined so as to move upward as it goes forward from the upper end of the vertical plate portion 298a. A gap is provided between the rear end of the upper wall 297b of the front plate 297 and the upper end of the upper plate portion 298b of the rear plate 298. The upper plate portion 298b is provided with a hit 303. This hit 303 is a member that regulates the depression of the accelerator pedal 288 by the accelerator pedal 288 coming into contact when the accelerator pedal 288 is depressed. The side plate 299 connects the front left side of the vertical plate portion 298a and the left end of the vertical wall 297a.

  As shown in FIG. 11, the pivotal support portion 290 is configured by a plate material fixed to the rear surface of the vertical plate portion 298 a of the rear plate 298 so as to protrude rearward. The pivot 290 is provided with a pedal shaft 304 having an axis in the body width direction. A pivot bracket 305 is provided at the lower front portion of the accelerator pedal 288. The pivot bracket 305 is pivotally supported on the pivot section 290 by a pedal shaft 304 so as to be rotatable about an axis in the body width direction. Thereby, the upper part of the accelerator pedal 288 can be stepped on (can swing). The back surface of the accelerator pedal 288 is a tread surface 288a.

  The detection device 291 is a sensor that detects an operation amount (depression amount) of the accelerator pedal 288, that is, an accelerator operation amount. The detection device 291 is configured by an angle sensor such as a potentiometer, for example. As shown in FIGS. 10 and 12, the detection device 291 is attached to an attachment block 306 fixed to the left side surface of the side plate 299. A lower portion of the detection device 291 is inserted through a first through hole 309 formed in the attachment portion 287. A mounting portion 308 to which a harness terminal is connected is provided below the detection device 291. As shown in FIG. 8, the second control device 27 is disposed below the left side of the support substrate 282. A harness connected to the attachment portion 308 is connected to the second control device 27. As shown in FIG. 12, the detection shaft 310 of the detection device 291 passes through the side plate 299. An interlocking shaft 311 is fitted to the detection shaft 310 so as to be integrally rotatable around an axis in the body width direction. The interlocking shaft 311 is rotatably supported by a pivot cylinder 312 fixed to the right side of the side plate 299. The interlocking shaft 311 protrudes rightward from the pivot cylinder 312. A rotating cylinder 313 is provided on the right side of the pivot cylinder 312. The rotating cylinder 313 is externally fitted to the interlocking shaft 311 so as to be rotatable around the axis. The interlocking shaft 311 protrudes rightward from the rotating cylinder 313.

  The interlocking mechanism 292 is a mechanism that interlocks the accelerator pedal 288 and the detection device 291. In other words, the interlocking mechanism 292 is a mechanism that transmits the operation amount of the accelerator pedal 288 to the detection device 291. As shown in FIGS. 10, 11, and 12, the interlocking mechanism 292 includes a first link 314 and a second link 315. The first link 314 is connected to the detection device 291, and the second link 315 connects the accelerator pedal 288 and the first link 314.

  The first link 314 is formed of a plate material, and one end side (front part) is fixed to the right end side of the interlocking shaft 311. Accordingly, the first link 314 rotates integrally with the interlocking shaft 311 and the detection shaft 310. The second link 315 is formed by a rod member whose length can be adjusted. One end side (upper part) of the second link 315 is bent toward the outside of the body. One end side of the second link 315 is a first pivot 316 having an axis in the body width direction. On the other hand, a fixed piece 317 is provided on the front upper portion of the accelerator pedal 288. A connecting cylinder 318 having an axis in the body width direction is fixed to the fixed piece 317. A first pivot 316 is inserted through the connecting cylinder 318. Accordingly, one end side of the second link 315 is pivotally supported on the upper portion of the accelerator pedal 288.

A ball joint 320 having a second pivot 319 is provided on the other end side (lower part) of the second link 315. The second pivot 319 is connected to the other end side (rear part) of the first link 314 so as to be rotatable about an axis in the body width direction. Thereby, the other end side of the second link 315 is pivotally supported on the other end side of the first link 314. As shown in FIGS. 11 and 12, the second link 315 is disposed on the opposite side of the tread surface of the accelerator pedal 288. As a result, the second link 315 is covered by the accelerator pedal 288.

  As shown in FIGS. 11 and 12, the swing member 293 is formed of a plate material. The swing member 293 has a base portion 293a and a stopper portion 293b. The base 293a is fixed to the right end side of the rotating cylinder 313. The base 293a is fixed to the first link 314 with a bolt 324. Therefore, the swing member 293 swings (integrated swing) together with the first link 314. The stopper portion 293b extends downward from the base portion 293a. The stopper portion 293 b is inserted through a hole portion 321 formed in the base plate 296 and an opening hole 322 formed in the attachment portion 287. The stopper portion 293b is in contact with the rear end of the hole portion 321, thereby restricting upward swing of the first link 314. The rear end of the hole portion 321 is a restricting portion 323.

  In this embodiment, the stopper portion 293b is formed separately from the first link 314. However, the first link 314 may also serve as the stopper portion 293b (the stopper portion 293b is a part of the first link 314). May be configured). In this case, the restricting portion is provided on the accelerator bracket 289. The first link 314 and the swing member 293 may be integrally formed from a single plate material.

  As shown in FIGS. 11 and 12, the return spring 294 is constituted by a torsion coil spring. The return spring 294 is disposed between the swing member 293 and the side plate 299. The return spring 294 is externally fitted to the pivot cylinder 312 and the rotary cylinder 313. One end of the return spring 294 is locked to the first link 314. The other end of the return spring 294 is locked to the lower end of the vertical wall 297a of the front plate 297. The urging force of the return spring 294 urges the first link 314 and the second link 315 and the upper portion of the accelerator pedal 288 to push up.

  The housing cover 295 is a cover that houses the detection device 291, the interlocking mechanism 292, the return spring 294, and the swing member 293. The housing cover 295 is fixed to the front plate 297 and the rear plate 298 of the accelerator bracket 289 with bolts or the like and is removable. As shown in FIG. 9, the upper wall portion of the housing cover 295 has a first notch groove 325 for projecting the contact and a second link 315 for projecting and avoiding interference with the second link 315. A two-notch groove 326 is formed. The first notch groove 325 and the second notch groove 326 are formed continuously.

  8 to 12 show a state where the accelerator pedal 288 is not depressed. In this state, the stopper portion 293b is in contact with the restricting portion 323. When the accelerator pedal 288 is depressed from this state, the second link 315 is pushed down and the first link 314 swings downward. When the first link 314 swings downward, the interlocking shaft 311 and the detection shaft 310 rotate, and the operation amount of the accelerator pedal 288 is detected by the detection device 291. The detected operation amount of the accelerator pedal 288 is input to the second control device 27. Based on the input operation amount of the accelerator pedal 288, the second control device 27 controls the engine 28 and the HST pump 44. As a result, the vehicle speed of the wheel loader 1 becomes a vehicle speed corresponding to the operation amount of the accelerator pedal 288.

In the accelerator device 33 described above, the accelerator device 33 is attached to the accelerator bracket 289 in a state where the accelerator pedal 288, the detection device 291, the interlocking mechanism 292, the swinging member 293, the return spring 294, and the housing cover 295 are assembled. Can be attached to. As a result, the accelerator device 33 can be easily assembled.
In addition, the interlocking mechanism 292 includes the first link 314 connected to the detection device 291 and the second link 315 that connects the accelerator pedal 288 and the first link 314, whereby the interlocking mechanism 292 is configured. Can be simplified.

The stopper portion 293b that swings together with the first link 314 comes into contact with the restriction portion 323, whereby the first link 314 is restricted, thereby restricting the accelerator pedal 288 in a state where the depression with respect to the accelerator pedal 288 is released. Can do.
By configuring the stopper portion 293b with a part of the first link 314, the member can be shared.

Since the second link 315 is disposed on the side opposite to the tread surface of the accelerator pedal 288 and is covered with the accelerator pedal 288, the second link 315 can be prevented from being stepped on.
The accelerator bracket 289 includes the fixing portions 300, 301, and 302 that are attached to the attachment portion 287, and the fixing portions 300, 301, and 302 are provided outside the accommodation cover 295, so that the accommodation cover 295 is not removed. In addition, the accelerator device 33 can be detached from the attachment portion 287.

FIG. 13 shows a control block diagram of the wheel loader 1. As shown in FIG. 13, the first control device 26 and the second control device 27 are connected by an in-vehicle network or the like.
A detection sensor 276, a brake sensor 431, a neutral sensor 432, and a notification device 433 are connected to the first control device 26. As described above, the detection sensor 276 is a sensor that detects that the second operation lever 35 is in the neutral position. The brake sensor 431 is a sensor that detects that the parking brake is operated. The neutral sensor 432 is a sensor that detects a neutral position of a switching device that switches the wheel loader 1 to a forward state or a reverse state. The notification device 433 is a device that notifies the outside that the second operation lever 35 is not in the neutral position. Signals (detection values) of the detection sensor 276, the brake sensor 431, and the neutral sensor 432 are input to the first control device 26.

A detection device 291 that detects the amount of operation of the accelerator pedal 288 is connected to the second control device 27. The accelerator operation amount (detection operation amount) detected by the detection device 291 is input to the second control device 27.
The first control device 26 has a start determination unit 434. The start determination unit 434 includes a program, electrical / electronic components, and the like incorporated in the first control device 26. The start determination unit 434 determines start of the engine 28. For example, the start determination unit 434 receives a signal indicating that the second operation lever 35 is neutral from the detection sensor 276 to the first control device 26 in a state where a signal indicating that the ignition switch is operated is input. The start determination unit 434 determines that the engine 28 may be started and outputs a permission signal indicating permission to start the engine 28 to the second control device 27. On the other hand, when a signal indicating that the ignition switch is operated is input and a signal indicating that the second operation lever 35 is neutral is not input to the first control device 26, the start determination unit 434 causes the engine 28 to Is determined not to be started, and a permission signal indicating permission to start the engine 28 is not output to the second control device 27.

The second control device 27 includes a control unit 435, a determination unit 436, and a change unit 437. The control unit 435, the determination unit 436, and the change unit 437 are configured by programs, electrical / electronic components, and the like incorporated in the second control device 27.
The control unit 435 controls the engine 28. For example, the control unit 435 outputs a start signal for starting the engine 28 to the starter 42 and controls the rotational speed of the engine.

FIG. 14 is a view showing a flowchart for starting the engine. The engine start will be described.
First, the start determination unit 434 of the first control device 26 determines whether or not an operation (start operation) for starting the engine 28 has been performed (step S1). For example, the start determination unit 434 determines whether or not an ignition switch has been operated. When the ignition switch is not operated (starting operation) (step S1, No), the start determining unit 434 waits until the starting operation is performed. When it is determined that the start operation has been performed (step S1, yes), the start determination unit 434 determines whether or not the second operation lever 35 is neutral (step S2). The start determination unit 434 does not output a permission signal to the second control device 27 when the second operation lever 35 is not neutral (step S2, No) (step S3). When the second operation lever 35 is not neutral, the start determination unit 434 may notify the second control device 27 that the engine cannot be started.

If the second operating lever 35 is neutral (step S2, yes), the start determination unit 434 outputs a permission signal to the second control device 27 (step S4).
The control unit 435 of the second control device 27 determines whether or not the permission signal from the first control device 26 has been acquired (step S5). When the permission signal is acquired (step S5, yes), the starter 42 A start signal for starting the engine 28 is output. Thereby, the engine 28 can be started (step S6).

  The control unit 435 of the second control device 27 does not start the engine 28 when the permission signal from the first control device 26 cannot be obtained (when the permission signal is not output from the first control device 26). Then, the second control device 27 is notified to the first control device 26 that the engine has not been started. In this case, the second control device 27 outputs a notification signal to the notification device 433, and the notification device 433 displays, for example, on the monitor that “the second operation lever is not neutral” or sounds a buzzer. The driver is informed that the second operation lever 35 is not neutral, or that the engine cannot be started (step S7). The second control device 27 outputs a notification signal to the notification device 433 when the notification that the engine has not started is acquired from the control unit 435. Instead, the second determination device 434 When it is determined that the operation lever 35 is not neutral (step S <b> 2, No), a notification signal may be output to the notification device 433.

As described above, the engine 28 cannot be started unless the second operation lever 35 is in the neutral position (the detection sensor 276 does not detect the detection member 279). When the detection sensor 276 detects the detection member 279, the engine 28 can be started.
In addition to detecting the neutral position of the second operation lever 35, the engine 28 may be started in a state where the parking brake is operated. Further, in addition to detecting the neutral position of the second operation lever 35 and detecting the operation of the parking brake, the engine 28 may be started in a state where the neutral sensor 432 detects the neutral position of the switching device. The engine 28 may be started on the condition that the neutral position of the second operation lever 35 is detected and the neutral position of the switching device is detected.

  Further, the control unit 435 controls the rotational speed of the engine 28 based on the relationship between the accelerator pedal operation amount (accelerator operation amount) and the engine target rotation as shown in FIG. In FIG. 16, the horizontal axis represents the target engine speed, and the vertical axis represents the accelerator operation amount. The accelerator operation amount N1 (MAX) is a predetermined maximum value (maximum operation amount) of the accelerator operation amount. Further, the target engine speed MAX is a predetermined maximum target engine speed. Hereinafter, for convenience of explanation, the relationship between the accelerator operation amount and the target engine rotation as shown in FIG. 16 may be referred to as “accelerator engine characteristics”.

  Specifically, when the accelerator operation amount (detection operation amount) detected by the detection device 291 is equal to or greater than a predetermined value (for example, an initial set value or more), the control unit 435 detects the operation amount (detection). (Operation amount) is applied to the accelerator operation amount indicated in the accelerator engine characteristics to obtain the target engine speed, and the actual engine speed so that the actual engine speed matches the target engine speed. To control.

  For example, the second control device 27 (the control unit 435) stores “N3”, which is 80% of the maximum accelerator operation amount (maximum operation amount) N1, as an initial setting value. Then, the second control device 27 (the control unit 435) sets the initial set value to the maximum value of the target engine speed (maximum target engine speed MAX). For other operation amounts, as shown in a first characteristic line L1 described later, a target engine speed is assigned to the operation amount based on the initial set value N3 and the maximum target rotation number MAX. The determination unit 436 determines whether or not the accelerator operation amount (detected operation amount) detected by the detection device 291 is equal to or greater than an initial set value.

In this embodiment, the second control device 27 (the control unit 435) sets 80% of the maximum operation amount of the accelerator as the default value N3, but this value is not limited, and is, for example, 50% of the maximum operation amount N1. There may be other numerical values.
When the determination unit 436 determines that the detected operation amount is equal to or greater than the predetermined value, the changing unit 437 has a relationship between the accelerator operation amount and the target engine speed based on the detected operation amount detected by the detection device 291. Change (accelerator engine characteristics).

  The change of the accelerator engine characteristic by the change unit 437 is preferably performed when the engine speed is not controlled by the control unit 435, for example, at the time of factory shipment, maintenance, or setting change. For example, a change switch or the like connected to the second control device 27 is provided, and the accelerator engine characteristic can be changed or the accelerator engine characteristic cannot be changed by operating the change switch. The accelerator engine characteristics can be changed as necessary by switching the change switch to change the accelerator engine characteristics at the time of factory shipment, maintenance, setting change, or the like.

Alternatively, a timer (timer) or the like may be provided in the second control device 27 so that the accelerator engine characteristics can be changed until a predetermined time (several seconds to several minutes) has elapsed since the start of the engine.
Hereinafter, a change in the relationship (accelerator engine characteristic) between the accelerator operation amount and the target engine speed by the changing unit 437 will be described in detail with reference to FIG.

  As shown in FIG. 16, the first characteristic line L1 shows the relationship between the accelerator operation amount and the target engine speed in preset initial data (initial state). The first characteristic line L1 is stored in the control unit 435 in advance, and the first characteristic line L1 is held. Accordingly, before the accelerator engine characteristic is changed by the changing unit 437, the control unit 435 applies the accelerator operation amount (detected operation amount) to the first characteristic line L1 to control the target engine speed.

The second characteristic line L2 indicates the relationship between the accelerator operation amount and the target engine speed after the accelerator engine characteristic is changed by the changing unit 437. When the accelerator engine characteristic is changed by the changing unit 437, the control unit 435 applies the accelerator operation amount (detected operation amount) to the second characteristic line L2, and controls the target engine speed.
For example, it is assumed that the detected operation amount of the accelerator detected by the detection device 291 is equal to or greater than the initial setting value N3 and the detected operation amount is N2. The changing unit 437 sets the detected operation amount N2 determined by the determining unit 436 to be equal to or larger than the initial setting value as the maximum operation amount of the accelerator. The changing unit 437 sets the target engine speed corresponding to the detected operation amount N2 to the maximum target engine speed (maximum target engine speed MAX) corresponding to the maximum operation amount N2. The changing unit 437 changes the relationship between the accelerator operation amount and the target engine speed based on the maximum operation amount N2 and the maximum target engine speed MAX. That is, the changing unit 437 creates a second characteristic line L2 that passes through the maximum manipulated variable N2 and the maximum target rotational speed MAX, and the detected manipulated variable is zero and the rotational speed M1 when the engine is idling. The control unit 435 stores the second characteristic line L2.

Therefore, when the changing unit 437 changes the accelerator engine characteristic and operates the accelerator to the detected operation amount N2, the target engine speed of the engine becomes the maximum target engine speed MAX.
In addition, after the change in the relationship between the accelerator operation amount and the engine target speed in the changing unit 437, the second control device 27 changes the changed relationship (second characteristic line L2) until the engine 28 stops. Hold. In other words, after the second characteristic line L2 is set, the second control device 27 performs the second control until the ignition switch is turned off unless the accelerator operation amount (detection operation amount) exceeds the maximum operation amount N2. The characteristic line L2 is held, and the engine speed is controlled based on the second characteristic line L2. On the other hand, when the engine 28 is stopped, the second control device 27 returns the relationship between the accelerator operation amount and the target engine speed to the initial state. That is, when the ignition switch is turned off, the second control device 27 erases (clears) the second characteristic line L2 stored in the control unit 435, and at the time of restart, the second characteristic line L1 is changed to the first characteristic line L1. return.

Now, after the changing unit 437 creates the second characteristic line L2, it is assumed that the detected operation amount exceeds the maximum operation amount N2 and becomes the maximum operation amount N1 (MAX) of the accelerator. That is, the determination unit 436 determines that the detected operation amount (accelerator detected operation amount detected by the detection device 291) exceeds the maximum operation amount N2. In this case, the changing unit 437 resets the accelerator operation amount and the target engine speed. The changing unit 437 sets the target engine speed corresponding to the detected operation amount N1 to the maximum target engine speed (maximum target engine speed MAX) corresponding to the maximum operation amount N1. The changing unit 437 changes the relationship between the accelerator operation amount and the target engine speed based on the maximum operation amount N1 and the maximum target engine speed MAX. That is, the changing unit 437 creates a third characteristic line L3 that passes through the maximum operation amount N1 and the maximum target rotational speed MAX, and the detected operation amount is zero and the rotational speed M1 when the engine is idling. The control unit 435 stores the third characteristic line L3. The maximum operation amount of the accelerator is an operation amount when the stopper portion 293b connected to the accelerator pedal 288 contacts the restriction portion 323.

  As described above, even when the accelerator engine characteristic is reset by the changing unit 437, the control unit 435 applies the accelerator operation amount (detected operation amount) to the third characteristic line L3, and sets the target engine speed. Control. As shown in L4 of FIG. 16, the detected operation amount of the accelerator detected by the detection device 291 is detected exceeding the maximum operation amount N1 (the maximum operation amount defined by the stopper portion 293b and the restriction portion 323). In this case, the control unit 435 may fix the maximum target rotational speed MAX without resetting the characteristic line by the changing unit 437. In this case, the maximum operation amount N1 (maximum operation amount defined by the stopper unit 293b and the restriction unit 323) is stored in advance in the second control device 27 (control unit 435), and the control unit 435 executes the above-described control. To do.

FIG. 15 is a diagram showing a flowchart for changing the accelerator engine characteristics. In FIG. 15, the accelerator engine characteristic is automatically changed. The process shown in FIG. 15 is performed by the second control device 27.
First, when the engine 28 is started (step S11), the second control device 27 reads initial data (step S12). The initial data is a first characteristic line L1 indicating a relationship between a predetermined accelerator operation amount and a target engine speed. Next, the determination unit 436 determines whether or not the accelerator operation amount (detection operation amount) is greater than or equal to a predetermined value (step S13). If it is determined that the detected operation amount is equal to or greater than the predetermined value (S13, yes), the detected operation amount is set as the maximum value of the accelerator operation amount (step S14). When the detected operation amount is set as the maximum value of the accelerator operation amount in step S14, the determination unit 436 sets a predetermined value for determination to the set maximum value, and proceeds to step S13. In step S13, when the current accelerator depression amount (detected operation amount) exceeds the maximum value set in step S14 (S13, yes), the process proceeds to step 14 again to detect the detected operation amount. Is reset as the maximum value of accelerator operation. That is, when the detected operation amount that has been determined last time (set as the maximum value of the accelerator operation amount) is exceeded, the detected operation amount that exceeds the previous detected operation amount is determined in step S14 as the maximum value of the accelerator operation amount. Set as.

  On the other hand, when the current detected operation amount is less than the previous detected operation amount in Step 13 (S13, No), the process proceeds to Step S15. In step S15, it is determined whether or not the detected operation amount is set as the maximum value of the accelerator operation amount. When it is determined that the detected operation amount is set as the maximum value of the accelerator operation amount (step S15, yes), the changing unit 437 determines the relationship between the accelerator operation amount and the target rotational speed based on the detected operation amount. Is changed (step S16). When the relationship between the accelerator operation amount and the target rotation speed is changed based on the detected operation amount, the relationship between the changed accelerator operation amount and the target rotation speed is held (stored) in the control unit 435 ( Step S17). After the relationship between the accelerator operation amount and the target rotation speed is changed (after being held), the target rotation speed of the engine 28 is controlled by the relationship between the changed accelerator operation amount and the target rotation speed. . On the other hand, if it is determined in step S15 that the detected operation amount is not set as the maximum value of the operation amount of the accelerator pedal 288 (No in step S15), the relationship between the operation amount of the accelerator and the target engine speed. The initial data is used (step S18).

When the engine 28 is stopped (step S19), the holding executed in step S17 is released, that is, the relationship between the accelerator operation amount and the engine target speed is returned to the initial state (step S20). Thereafter, when the engine 28 is started, the flow from step S11 to step S17 and the flow from step S11 to step S18 are performed. In the flowchart of FIG. 15, the change of the accelerator operation amount and the target rotation speed by the changing unit 437 is performed once, but may be performed a plurality of times before the engine is stopped (before shifting to step S19). . That is, if the engine is not stopped after the process of step S17 and step 18, it returns to step S13 and may repeat S13-S18.

In the above embodiment, the determination unit 436 determines whether or not the detected operation amount that is the accelerator operation amount detected by the detection device 291 is greater than or equal to the predetermined value, and the determination unit that the detected operation amount is equal to or greater than the predetermined value. A second control device 27 having a change unit 437 that changes the relationship between the accelerator operation amount and the target engine speed based on the detected operation amount when determined at 436 is provided.
Specifically, the changing unit 437 sets the detected operation amount determined by the determining unit 436 to be equal to or greater than a predetermined amount as the maximum operation amount, and sets the target engine speed at the detected operation amount to the maximum. And the relationship between the accelerator operation amount and the target engine speed is changed based on the maximum operation amount and the maximum target rotation number. Thereby, the relationship between the operation amount of the accelerator (accelerator pedal 288) and the target rotational speed of the engine 28 can be easily adjusted. Further, the relationship between the operation amount of the accelerator pedal 288 and the target rotational speed of the engine 28 can be made to correspond to the operating tendency of the accelerator pedal 288 by the driver.

When the engine speed is not controlled by the controller 435, the relationship between the accelerator operation amount and the target speed is changed. For example, the relationship between the accelerator operation amount and the target rotation speed can be easily changed at the time of factory shipment, maintenance, setting change, or the like.
In addition, after the change in the relationship between the accelerator operation amount and the target engine speed in the changing unit 437, the second control device 27 holds the changed relationship. For example, after the change, the rotational speed of the engine can be controlled by reflecting the operation tendency of the accelerator pedal 288 of the driver, and the driver can drive with an operation feeling suitable for himself / herself.

In addition, when the determination unit 436 determines that the detected operation amount is not equal to or greater than the predetermined amount, the second control device 27 determines whether the engine is in a relationship between the preset operation amount of the accelerator pedal 288 and the target rotational speed of the engine 28. 28 is controlled. Thereby, even when the detected operation amount is not equal to or greater than the predetermined value, the wheel loader 1 can be operated.
In addition, when the engine 28 is stopped, the second control device 27 returns the relationship between the accelerator operation amount and the target engine speed to the initial state. Thus, when the driver changes, the relationship between the operation amount of the accelerator pedal 288 and the target rotational speed of the engine 28 can be made to correspond to the driver's operation tendency of the accelerator pedal 288.

In the present embodiment, the accelerator pedal 288 is exemplified as the accelerator. However, the accelerator may be an accelerator lever or other operation member.
As mentioned above, although this invention was demonstrated, it should be thought that embodiment disclosed this time is an illustration and restrictive at no points. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

27 Control device (second control device)
28 prime mover 288 accelerator (accelerator pedal)
291 Detection Device 436 Determination Unit 437 Change Unit

Claims (6)

Prime mover,
An accelerator capable of setting a target rotational speed of the prime mover based on an operated amount of operation;
A detection device for detecting an operation amount of the accelerator;
A control unit that controls the rotational speed of the prime mover based on the relationship between the operational amount of the accelerator and the target rotational speed of the prime mover, and a detected operational amount that is the operational amount of the accelerator detected by the detection device is greater than or equal to a predetermined value A determination unit that determines whether the detected operation amount is equal to or greater than a predetermined value; A control device comprising:
Work machine equipped with.   The work machine according to claim 1, wherein the changing unit changes a relationship between an operation amount of the accelerator and the target rotational speed based on the detected operation amount detected by the detection device.   The said change part changes the relationship between the operation amount of the said accelerator in the said relationship, and the said target rotation speed, when control of the rotation speed of the motor | power_engine by the said control part is not performed. Work machine.   The change unit sets the detected operation amount determined by the determination unit to be equal to or greater than a predetermined value as a maximum operation amount of an accelerator, and sets a target rotational speed of the prime mover at the detected operation amount as the maximum operation amount. The maximum target rotation speed corresponding to the operation amount is set, and the relationship between the operation amount of the accelerator and the target rotation speed of the prime mover is changed based on the maximum operation amount and the maximum target rotation speed. The working machine of any one of -3.   5. The control device according to claim 1, wherein the control device maintains the changed relationship after the change of the relationship between the operation amount of the accelerator and the target rotational speed of the prime mover in the changing unit. Work machine.   The work machine according to any one of claims 1 to 5, wherein the control device returns the relationship between the operation amount of the accelerator and the target rotational speed of the prime mover to an initial state when the prime mover is stopped. .

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