JP2019189230A - Work vehicle - Google Patents

Abstract

To reduce costs by simplifying the structure of a first control device, in a hybrid type work vehicle in which a mounted object side control apparatus comprises the first control device capable of outputting a speed change signal for changing actuation speed of a hydraulic pump according to an operation input to a work selection switch, and a second control device capable of converting the speed change signal to an electronic governor signal and outputting the converted signal to a vehicle side control apparatus.SOLUTION: In a work vehicle in which a vehicle side control apparatus UV can change the actuation speed of an engine or a motor according to an electronic governor signal, a second control device UK2 has signal conversion means TR which, after carrying out signal conversion such that the electric governor signal is different between a case where a hydraulic pump P is an engine driving state and a case where the hydraulic pump is in a motor driving state, outputs the electronic governor signal to the vehicle side control apparatus UV.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a work vehicle provided with a work vehicle, particularly a work machine included in a bodywork mounted on a vehicle body, a hydraulic actuator that drives the work machine, and a hydraulic pump that can supply hydraulic oil to the hydraulic actuator. About.

  In the work vehicle, the control device on the bodywork side controls the transfer of hydraulic oil from the hydraulic pump to the hydraulic actuator according to the operation input to the work selection switch, and increases the operating speed of the hydraulic pump. A device including a first control device that can output (for example, an idle up signal) and a second control device that can convert the speed switching signal into an electronic governor signal and output the signal to the vehicle-side control device is disclosed in, for example, Patent Literature As shown in FIG.

JP 2014-121938 A

  In the conventional work vehicle described above, when the operating speed of the hydraulic pump is switched in response to an operation input to the work selection switch, a speed switching signal corresponding to the switching stage is output from the first control device to the second control device. The second control device causes the vehicle-side control device to output an electronic governor signal corresponding to the speed switching signal.

  By the way, in a so-called hybrid type work vehicle in which the pump power source can be switched between an engine and an electric motor, the vehicle depends on whether the pump power source controlled based on the electronic governor signal output from the second control device is the engine or the electric motor. There are cases where the signal utilization mode of the electronic governor signal in the side control device is different. In such a case, the signal form of the electronic governor signal set according to the signal utilization mode (for example, the magnitude of the voltage in the case of a voltage signal) also needs to be varied depending on whether the hydraulic pump is in an engine driving state or an electric state. There is.

  However, in the above case, even when the hydraulic pump is rotated at the same operating speed, it is necessary to vary the signal form of the speed switching signal output from the first control device depending on whether the engine is driven or electric (that is, the engine driving electronics). The speed switching signal corresponding to the governor signal and the speed switching signal corresponding to the electric electronic governor signal need to be output), so that the number of speed switching signals to be output by the first controller as a whole increases. In addition, the first control device dedicated to the hybrid type vehicle is specially required, and the non-hybrid type work vehicle cannot be used as the first control device, resulting in an increase in cost as a whole.

  In particular, in the case of a hybrid vehicle in which the operating speeds of the engine and the electric motor can be switched to a plurality of stages, the first corresponding to the plurality of engine driving electronic governor signals and the plurality of electric electronic governor signals, respectively. Since it is necessary to output a plurality of engine drive speed switching signals and a plurality of electric speed switching signals from the control device, the total number of speed switching signals to be output by the first control device is further increased. The problem becomes even more pronounced.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a work vehicle that can solve the above-described problem with a simple structure.

  In order to achieve the above object, the present invention provides a working machine included in a bodywork mounted on a vehicle body, the working machine, a hydraulic actuator that drives the working machine, and hydraulic oil that can be supplied to the hydraulic actuator. A hydraulic pump that can be driven by any of an engine and an electric motor that is operated by electric power from a battery, and a connection state in which power can be selectively extracted from the engine and the electric motor and transmitted to the hydraulic pump and the power The hydraulic pump is driven by the engine by controlling the engine, the electric motor, and the power selection / removal mechanism in cooperation with a power selection / removal mechanism that can be switched to a cut-off state that interrupts transmission of the vehicle and a vehicle-side control device mounted on the vehicle body. A body-side control device that can be switched between an engine drive state and a motor drive state in which the hydraulic pump is driven by an electric motor, and a drive state of the hydraulic pump A power source selection switch capable of selecting the engine drive state or the motor drive state, a work selection switch for arbitrarily selecting the operation mode of the hydraulic actuator, and a speed for switching the operation speed of the hydraulic pump A first control device capable of outputting a speed switching signal for switching the operating speed of the hydraulic pump in response to an operation input to the speed switching switch. And a second control device capable of converting the speed switching signal output from the first control device into an electronic governor signal and outputting the signal to the vehicle-side control device, and the vehicle side according to the electronic governor signal. The control device can switch the operating speed of the engine or the electric motor, respectively, and the second control device receives the speed switching signal from the first control device. A first signal conversion unit that performs the signal conversion so that different electronic governor signals are output when the hydraulic pump is in the engine driving state and when the hydraulic pump is in the motor driving state. It is characterized by.

  According to the present invention, in addition to the first feature, the first control device has a plurality of speed switching signals for switching the operating speed of the hydraulic pump to a plurality of stages in response to an operation input to the speed switching switch. To the second control device, the signal conversion means can output a plurality of the electronic governor signals corresponding to the plurality of speed switching signals as voltage signals, and the hydraulic pump is driven by the engine. The output voltage region of the electronic governor signal is different from the engine driving state so that the plurality of electronic governor signals when in the state are different from the plurality of electronic governor signals when the hydraulic pump is in the motor driving state. The second feature is that the motor is driven differently.

  Further, according to the present invention, in addition to the first or second feature, the first control device is connected to the work selection switch with respect to a valve device that controls transfer of hydraulic oil from the hydraulic pump to the hydraulic actuator. A third feature is that a control signal can be output in response to the operation input.

  As described above, according to the present invention, the bodywork side control device in the hybrid work vehicle can output the speed switching signal for switching the operating speed of the hydraulic pump in accordance with the operation input to the speed switching switch. 1 control device and a second control device capable of converting the speed switching signal output from the first control device into an electronic governor signal and outputting the signal to the vehicle-side control device. The second control device includes: When the speed switching signal is input from the first control device, the signal conversion is performed so that different electronic governor signals are output when the hydraulic pump is in the engine driving state and in the motor driving state. Since there is a signal conversion means to perform, the signal form of the speed switching signal output from the first control device in response to the operation input to the speed switching switch is determined depending on whether the hydraulic pump is in the engine driving state No longer need to be different depending on whether, can reduce the number of rate switching signal to be outputted correspondingly first controller. Therefore, in the bodywork side control device, not only can the configuration of the first control device be simplified, but the common first control device can be used regardless of whether the work vehicle is a hybrid type or a non-hybrid type. This can greatly contribute to cost savings.

  In particular, according to the second feature, the first control device outputs a plurality of speed switching signals for switching the operation speed of the hydraulic pump to a plurality of stages in response to an operation input to the speed switching switch. The signal conversion means can output a plurality of electronic governor signals corresponding to a plurality of speed switching signals as voltage signals, and the same as the plurality of electronic governor signals when the hydraulic pump is in the engine driving state. Since the output voltage range of the electronic governor signal is changed between the engine drive state and the motor drive state so that the plurality of electronic governor signals are different when the hydraulic pump is in the motor drive state, the number of speed switching stages of the hydraulic pump is changed. By doing so, precise and precise pump speed control can be performed. In addition, even if the number of speed switching stages of the hydraulic pump is increased in this way, the signal converting means can simply change the output voltage region of the electronic governor signal (that is, voltage conversion) within the second control device. Therefore, it can contribute to further cost saving.

  In particular, according to the third feature, the first control device can output a control signal in response to an operation input to the work selection switch to a valve device that controls the transfer of hydraulic oil from the hydraulic pump to the hydraulic actuator. Therefore, the first control device also serves as a valve control means for controlling the operation of the valve device in response to an operation input to the work selection switch in addition to the speed switching signal output means, and the structure is simplified accordingly. It is also applicable to non-hybrid vehicles with high versatility.

The whole side view which shows one Embodiment of the body loading / unloading vehicle which concerns on this invention Overall plan view of the body loading / unloading vehicle (viewed in the direction of arrow 2 in FIG. 1) Schematic of power transmission system in the body loading / unloading vehicle Control block diagram of the embodiment Side view of main part of body slide mechanism of body loading / unloading vehicle (enlarged sectional view taken along line 5-5 in FIG. 2) The principal part top view of the said body slide mechanism (6 arrow line view of FIG. 5) 7-7 enlarged sectional view of line 7-7 Sectional view taken along line 8-8 in FIG. Rear view of main part of body front plate of body loading / unloading vehicle (viewed in the direction of arrow 9 in FIG. 1) Front view showing an example of remote control Circuit diagram showing an example of a hydraulic circuit of the body loading / unloading vehicle Body unloading process diagram from the time when the body of the body loading / unloading vehicle is in the running posture to the grounding Body unloading diagram between the body loading and unloading vehicle body from the secondary slide position to complete grounding

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

  First, FIGS. 1 and 2 show an example of a body loading / unloading vehicle V as a work vehicle, which is mounted on a base vehicle Vb and a main frame F thereof after the assembly of the base vehicle Vb is completed. It consists of a bodywork K for body loading and unloading work. Front wheels and rear wheels W are suspended from the main frame F of the base vehicle Vb.

  Referring also to FIGS. 3 and 4, the base vehicle Vb has a vehicle-side control device UV whose main part is a microcomputer, and the bodywork K is a bodywork whose main part is also a microcomputer. The side control devices UK are respectively provided, and both the control devices UV and UK cooperate with each other to constitute the control device U.

  The main frame F of the base vehicle Vb includes an engine E that can apply driving force to the wheels W, a battery BA, and an electric motor M that is connected to the battery BA via an inverter 12 and that is operated with electric power from the battery BA. A power selection / extraction mechanism PS capable of selectively extracting the power of the engine E or the electric motor M from a wheel drive system D as a drive system including the engine E and the electric motor M, the engine E, the electric motor M, and At least a vehicle-side control device UV capable of controlling the power selection / extraction mechanism PS in cooperation with the bodywork-side control device UK is mounted.

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

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

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

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

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

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

  Thus, the vehicle-side control device UV, the engine E, the electric motor M, and the battery BA are actually connected by a plurality of power lines and / or signal lines, respectively. Some parts are omitted for simplicity.

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

  The power take-out device PTO is connected to the vehicle-side control device UV, and the output of the transmission 10 (that is, the speed change) according to the operation input to the power take-off switch P-SW connected to the vehicle-side control device UV. The power from the power sources E and M on the upstream side of the machine can be selectively switched between the wheel W side and the hydraulic pump P side for transmission. That is, when the power take-off switch P-SW is turned on, the vehicle-side control device UV sends a hydraulic pump to the power take-out device PTO in response to the operation signal being output to the vehicle-side control device UV. A signal for instructing the power connection state to the P side is output, whereby the output of the transmission 10 is transmitted to the hydraulic pump P side and the pump can be driven. On the other hand, when the power take-off switch P-SW is switched off, the vehicle-side control device UV switches to the power take-out device PTO in response to the operation signal from the power take-off switch P-SW being not output. On the other hand, a signal for instructing the power cut-off state to the hydraulic pump P side is output, whereby the output of the transmission 10 is transmitted to the wheel W side to enable driving.

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

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

  In the wheel drive system D of this embodiment, the engine E and the electric motor M are arranged in series with each other. However, in the present invention, the electric motor M and the engine E are connected in parallel to the transmission 10 side. May be.

  Next, a specific configuration of the bodywork K will be described with reference to FIGS. The bodywork K uses the subframe 2 having a rectangular frame shape in plan view, which is placed and fixed on a main frame F as a vehicle body of the base vehicle Vb, as a base frame. A lift frame FL is mounted on the subframe 2 so as to be tiltable rearward and pivotally supported, and a body B is mounted on the lift frame FL so as to be slidable back and forth.

  The body B is erected integrally with a load receiving base Bm made of a flat plate having a rectangular shape in plan view and a front end of the load receiving base Bm so that an object to be transported, such as a broken vehicle V ′, can be stacked on the upper surface. And a front plate Bf extending in the vehicle width direction. The load receiving platform Bm is formed wider than the main frame F and the sub frame 2 and longer in the front-rear direction.

  Reinforcing ribs Bmc extending vertically and horizontally are provided integrally on the lower surface of the load receiving base Bm so as to give the necessary rigidity and strength, and a pair of side plates Bms are integrally provided on both left and right edges of the load receiving base Bm. Is suspended. The side plate Bms may be extended upward from the upper surface of the load receiving platform Bm to function as a fall prevention stopper for the object to be conveyed.

  At the rear end of the main frame F, a pair of guide wheels 3 for rolling and guiding the lift frame FL in the front-rear direction is pivotally supported around the horizontal axis. In addition, an outrigger 4 that stably holds the main frame F is provided at the rear end of the main frame F so as to be able to protrude when the body B loaded with a broken vehicle or the like as a transported object is loaded and unloaded.

  The lift frame FL is formed to be narrower than the main frame F and the sub-frame 2 and includes a pair of stringers 6 made of channel members extending in parallel with each other in the front-rear direction and between the stringers 6. Are formed in a rectangular frame shape as a whole. A rear portion of the lift frame FL is placed on the pair of guide wheels 3 so as to be slidable back and forth, and a rear end portion thereof is extended longer than the vehicle body frame FS.

  A tilting means 8 is connected between an intermediate portion in the front-rear direction of the lift frame FL and an intermediate portion in the front-rear direction of the sub frame 2. The tilt means 8 has a conventionally known structure, and includes a lift link 9 that is pin-connected p1 and p2 between the subframe 2 and the lift frame FL, and an intermediate portion of the lift link 9 and the subframe 2. The lift frame FL can be tilted rearward and upward by the extension operation of the first hydraulic actuator A1.

  The lift frame FL is provided with a connecting means J for detachably connecting the body B and a transferring means T for forcibly transferring the connecting means J back and forth.

As shown in FIGS. 5 to 8, the connecting means J includes a traveling frame 15 in which two sets of left and right rolling wheels 16 are pivoted, and a locking piece 17 that is erected and fixed to the traveling frame 15. the locking piece 17, hook 17 ₁ which opens upward is formed. The right and left rolling wheels 16 of the connecting means J are slidably mounted on the lift frame FL, and the connecting means J can be placed on the lift frame FL without any trouble even if the chain 23 of the transfer means T described later is loose. Can be transported along.

  The transfer means T is fixed to a drive sprocket 20 fixed to a drive shaft 19 rotatably mounted on the front end of the lift frame FL, and a driven shaft 21 rotatably mounted to the rear end of the lift frame FL. A driven sprocket 22, a chain 23 as an endless conveyor suspended around both the sprockets 20, 22, and a second hydraulic actuator A 2 composed of a hydraulic motor linked to the drive shaft 19 are configured. On the upper side of the endless chain 23, the lower end of the locking piece 17 of the connecting means J is bound. Therefore, if the second hydraulic actuator A2 is rotationally driven, the transfer means T can be driven, and the connecting means J connected thereto can be forcibly driven back and forth along the lift frame FL.

  As shown in FIGS. 5 and 6, support shafts 26 are supported in a cantilevered manner on the left and right of the rear end of the lift frame FL, and rolling wheels 27 are supported on these support shafts 26. It is pivotally supported. A body B (described later, a reinforcing rib Bmc extending in the front-rear direction on the lower surface of the body B) supported on the lift frame FL can move back and forth on the guide wheels 27.

The body B, the left and right center of the front edge, the coupling means J detachably engaging pin 32 with the hook 17 ₁ is mounted via a bracket 33, by this, the body B and the connecting means J The body B can be driven back and forth on the lift frame FL in the locked state. Furthermore, a pair of left and right grounding wheels 34 are rotatably supported on the body B at the left and right rear edges. The body B may be configured not to come off while being connected to the transfer means T.

  As shown in FIG. 1, the body B and the lift frame FL are provided with an engagement / disengagement mechanism EK for engaging / disengaging them. The engagement / disengagement mechanism EK includes a male piece 35 provided on the body B and a female piece 36 provided on the lift frame FL corresponding to the male piece 35. As shown in FIGS. When returned to the traveling position, the male piece 35 engages with the female piece 36 to secure the body B on the lift frame FL, and when the body B slides backward, the engagement is released.

  As shown in FIGS. 12 and 13, the body loading / unloading vehicle V controls loading / unloading of the body B between the vehicle body F and the ground (more specifically, the tilt control of the lift frame FL or the body B is lifted). A plurality of first to fifth proximity switches S <b> 1 to S <b> 5 that are used for sliding movement control back and forth on the FL are provided. That is, between the front end of the lift frame FL and the front end of the body B, a first proximity switch S1 (see FIG. 12A) that detects the slide amount of the body B is “0”, and the vehicle body frame F and the lift frame FL Between the second proximity switch S2 (see FIG. 12A) for detecting the tilt angle “0” of the lift frame FL, and between the body B and the lift frame FL, the primary slide amount of the body B ( The third proximity switch S3 (see FIG. 12B) for detecting about 1,900 mm) and a first tilt angle (about 12 °) for detecting the lift cylinder primary tilt angle (about 12 °) is provided between the lift frame FL and the tilt means 8. 4 proximity switch S4 (see FIG. 12C), and between the body B and the lift frame FL, a fifth proximity switch S5 (FIG. 12) that detects the secondary slide amount of the body B, that is, the slide rear end. 3 (e) refer) are disposed, respectively.

  The first to fifth proximity switches S1 to S5 are connected to the bodywork side control device UK (first control device UK1 described later), and detection signals of these proximity switches S1 to S5 are body loading and unloading described later. This is used for sequence control of the first and second hydraulic actuators A1 and A2 executed during the control.

  Furthermore, at the front part of the body B receiving table Bm, it is possible to forcibly lift the object to be transported (for example, a faulty vehicle V ′ that is difficult to run on its own) onto the receiving table Bm by operating with the oil discharged from the hydraulic pump P. A hydraulic winch HW is provided. The hydraulic winch HW includes a winch drum HWd capable of winding and unwinding the wire w, and a third hydraulic actuator A3 composed of a hydraulic motor that is linked to the winch drum HWd and can rotationally drive the drum. The casing of the three hydraulic actuator A3 is fixedly supported on the load receiving platform Bm. A plurality of guide pulleys g1 and g2 for rotatably engaging and guiding the wire w are attached on the load receiving platform Bm, and the free end of the wire w can be engaged with and disengaged from a transported object such as a faulty vehicle V ′. A hook f is provided to be locked.

  Further, at the rear end portion of the body B, the base portion of the road plate 100 which can smoothly lift the broken vehicle V ′ and the like onto the load receiving base Bm by smoothly connecting the upper surface of the body B and the ground is pivotable. Be supported. Around the shaft support portion, between the road plate 100 and the body B, an undulation driving means A4 that is operated by the discharge oil of the hydraulic pump P to forcibly drive the road plate 100 is interposed. The road plate 100 can be driven up and down between a prone position in a downwardly inclined posture after the tip is grounded and a substantially vertical standing position. In the present embodiment, the undulation driving means is constituted by a fourth hydraulic actuator A4 comprising a hydraulic cylinder having one end and the other end pivotally connected to the lower portion of the load receiving platform Bm and the base portion of the road plate 100, respectively.

  An operation panel CF (shown only in the block diagram of FIG. 4) as an operation device is provided in the cab of the base vehicle Vb. The operation panel CF includes working modes (for example, the body B, the hydraulic winch HW, and the road plate 100) mounted on the body loading / unloading vehicle V (more specifically, the first to fourth hydraulic actuators A1 to A4). The first to third work selection switches CF-SW1 to 3 for arbitrarily selecting the operation mode), the power take-off switch P-SW, and the power source of the hydraulic pump P (that is, the engine E or the electric motor M) At least a first power source selection switch M-SWf for selecting and a main switch (not shown).

  When the first power source selection switch M-SWf is turned on, a first motor selection signal is output to the bodywork side control device UK (second control device UK2 described later), and when the first power source selection switch M-SWf is turned off, the first motor selection signal M-SWf is turned on. The motor selection signal is not output.

  Further, the first work selection switch CF-SW1 is used to load and unload the body B between the vehicle body F and the ground (more specifically, tilt control of the lift frame FL (that is, operation control of the first hydraulic actuator A1) and the body. A body loading / unloading switch for instructing forward / backward slide control on B lift frame FL (that is, sequence control for performing operation control of second hydraulic actuator A2 in a predetermined order, which will be described later). It is composed of a pair of operation switches that individually command loading and unloading of the body B.

  The second work selection switch CF-SW2 is a winch operation switch for instructing the operation of the hydraulic winch HW (that is, the operation control of the third hydraulic actuator A3). In this embodiment, the second work selection switch CF-SW2 winds and unwinds the wire w. It consists of a pair of operation switches that command individually.

  Further, the third work selection switch CF-SW3 is a road plate operation switch for instructing the operation of the road plate 100 (that is, the operation control of the fourth hydraulic actuator A4). Consists of a pair of operation switches that individually command tilting.

  Further, as illustrated in FIG. 10, a remote controller CR that is independent from the operation panel CF and is portable is prepared for the body loading / unloading vehicle V, and this remote controller CR also functions as an operation device. For this remote control CR, each working mode of the working machines B, HW, 100 mounted on the body loading / unloading vehicle V (more specifically, operating modes of the first to fourth hydraulic actuators A1 to A4) is arbitrarily selected. A plurality of operating speeds of the hydraulic pump P (more specifically, operating speed of the engine E or the electric motor M which is a power source of the hydraulic pump P). There is provided at least a speed changeover switch CR-SW4 for switching to a stage and a second power source selection switch M-SWr for selecting a power source (ie, engine E or electric motor M) of the hydraulic pump P. It is done.

  The first to third work selection switches CR-SW1 to 3 of the remote control CR have basically the same operation functions as the first to third work selection switches CF-SW1 to CF3 provided on the operation panel CF. is there. That is, the first work selection switch CR-SW1 is a body loading / unloading switch comprising a pair of operation switches for individually commanding loading / unloading of the body B, and the second work selection switch CR-SW2 is a wire w A hydraulic winch HW operation switch comprising a pair of operation switches for individually instructing winding and unwinding, and a third work selection switch CR-SW3 for individually instructing standing and overturning of the road plate 100 It is a road plate operation switch comprising a pair of operation switches. When the second power source selection switch M-SWr is turned on, a second motor selection signal is output to the bodywork side control device UK (second control device UK2 described later), and when the second power source selection switch M-SWr is turned off, the second power source selection switch M-SWr is turned on. 2 The motor selection signal is not output.

  The operation panel CF and the display plate Bfi attached to the rear surface of the front plate Bf standing at the front of the load receiving platform Bm are clues for determining the switching operation timing for the power source selection switches M-SWf and M-SWr. First to fifth notification lamps L1 to L5 are provided as notification means for notifying the worker of predetermined information. The display board Bfi is arranged at a height (for example, a height higher than the bumper height) that can be seen without being obstructed by the vehicle bonnet from an operator who has boarded the broken vehicle V ′ or the like loaded on the load receiving platform Bm. Is done. The installation position of the display plate Bfi on the front plate Bf is the rear surface of the front plate Bf in this embodiment, but is not limited to the installation position. For example, the display plate Bfi is installed on the outer periphery of the front plate Bf. Also good.

  The first to fifth notification lamps L1 to L5 can be turned on when a key switch (not shown) of the vehicle V is turned on. In particular, the first notification lamp L1 is a hydraulic pump P. Is lit to notify that when the electric motor M can be driven normally, and the second notification lamp L2 notifies that when the remaining amount of the battery BA has dropped below a predetermined value. The third notification lamp L3 is lit to notify that when the hydraulic pump P is driven by the electric motor M (that is, the motor is being driven), and the fourth notification lamp L4. Is lit to notify when the remaining amount of the battery BA is sufficiently higher than a predetermined value, and the fifth notification lamp L5 indicates that the power source selection switch M-SWf or M-SWr indicates the motor drive state. At the operation position to select Lights to be reported to that effect in the state. The notification contents (display information) of the notification lamps L1 to L5 are attached to the operation panel CF and the display panel Bfi of the front panel Bf, respectively.

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

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

  By the way, the operation panel CF is installed in the cab of the base vehicle Vb in this embodiment, but in addition to or instead of this arrangement, a third operation panel (not shown) is provided outside the cab of the base vehicle Vb. You may arrange in the right place. Further, in the present embodiment, the remote control CR is a bodywork side control device that uses radio waves to input the operation inputs to the work selection switches CR-SW1 to 3, the speed changeover switch CR-SW4, and the second power source selection switch M-SWr. Although a wireless remote controller capable of transmitting to the UK is used, a wired remote controller may be used.

  Furthermore, a hydraulic circuit including the hydraulic pump P for operating the vehicle-mounted work machine, that is, the body B, the hydraulic winch HW, and the road plate 100 is mounted at an appropriate position of the bodywork K. In this hydraulic circuit, as shown in FIG. 11, a hydraulic pump P whose suction side is connected to an oil tank T and a discharge side of the hydraulic pump P are connected in parallel to the first to fourth hydraulic actuators A1 to A4. Relief valves interposed between the discharge side of the hydraulic pump P and the oil tank T in order to suppress the discharge pressure of the hydraulic pump P to a predetermined value or less, and the first to fourth valves v1 to v4 respectively interposed in the oil passage. R at least.

  In the present embodiment, the first to fourth valves v1 to v4 are each configured by a three-position electromagnetic switching valve, and are connected to the first control unit UK1 of the bodywork side control unit UK. Then, the first control unit UK1 turns on the work selection switches CF-SW1 to 3 and CR-SW1 to 3 in response to operation inputs to the work selection switches CF-SW1 to 3 and CR-SW1 to 3 The valves v1 to v4 are switched to one side or the other side by exciting the solenoids of the corresponding valves v1 to v4 (according to a control signal that is transmitted while being input and input to the first control unit UK1). As the valve operating state switched to the position, the hydraulic actuators A1 to A4 (more specifically, the work machines B, HW, 100) are caused to execute work corresponding to the operation input. When the input of the control signal from the first control unit UK1 is stopped (that is, the solenoid is demagnetized), the valves v1 to v4 are automatically returned to and held at a predetermined neutral position by the elastic force of the built-in neutral spring. Then, the operation of the hydraulic actuators A1 to A4 (more specifically, the work machines B, HW, 100) is stopped.

  That is, the first to fourth valves v1 to v4 switch the operations of the corresponding first to fourth hydraulic actuators A1 to A4 (forward / reverse rotation for a hydraulic motor and expansion / contraction operation for a hydraulic cylinder) independently of each other. In order to control, it is comprised so that supply / discharge control of the hydraulic fluid between each of the 1st-4th hydraulic actuators A1-A4 and the hydraulic pump P can be performed. When the valves v1 to v4 are switched to the neutral position, the valves v1 to v4 and the hydraulic oil chambers of the corresponding hydraulic actuators A1 to A4 are cut off at the same time, and the hydraulic actuators A1 to A4 are hydraulically locked. Thus, the corresponding work machines B, HW, 100 are stopped and locked at the work position at that time. In the present embodiment, the first to fourth valves v1 to v4 are centrally arranged as a multi-valve MV in a single base and unitized, and the multi-valve MV constitutes a valve device.

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

  By the way, the bodywork side control unit UK has the work machines B, HW, 100 (more specifically, according to operation inputs to the operation selection switches CF-SW1 to 3 and CR-SW1 to 3 of the operation panel CF and the remote controller CR. Includes a first control unit UK1 whose main part is a microcomputer that can output a valve control signal to the multi-valve MV to control the hydraulic actuators A1 to A4), and the first control unit UK1 and the vehicle side control. It is configured by a second control unit UK2 which is interposed between the devices UV and can perform signal exchange therebetween, that is, an interface function. The vehicle-side control device UV and the bodywork control device UK are both activated by turning on the vehicle-mounted power supply when the vehicle key switch is turned on, and the key switch is turned off. In response to this, it becomes de-energized and stops operating.

  The first control device UK1 is a work device control device that is conventionally mounted and used on a vehicle V in order to load and unload a work machine B, HW, 100 (more specifically, hydraulic actuators A1 to A4). The control device basically has the same structure as this, and includes operation inputs to the operation selection switches CF-SW1 to 3 and CR-SW1 to 3 of the operation panel CF and the remote control CR (more specifically, the operation panel CF). And a control signal transmitted by the remote control CR in response to the operation input) and an operation input to the speed changeover switch CR-SW4 of the remote control CR (more specifically, a control signal transmitted by the remote control CR in response to the operation input). Operation input to the power source selection switches M-SWf and M-SWr of the operation panel CF and the remote control CR (more specifically, the operation panel CF and the remote control CR are issued in response to the operation input). It is connected to receive output, the non-output) of the motor selection signal.

  Furthermore, the first control unit UK1 includes a first control signal output from the operation panel CF or the remote controller CR as an operation device in response to an operation input to the work selection switches CF-SW1 to 3 and CR-SW1 to 3. A common terminal block CT serving as a signal input unit to the device UK1 is provided. The common terminal block CT has a common terminal CTa that is independent of the input path of the control signal. The common terminal CTa is normally supplied with a predetermined voltage (for example, an output voltage of an in-vehicle battery) from the second control unit UK2. 24V) is applied. This applied voltage supplies electric power to the connected device of each terminal via each terminal of the common terminal block CT, and the connected device can function normally.

  On the other hand, if the predetermined voltage is not applied to the common terminal CTa, the connected device cannot receive power and does not function effectively. For example, if the connected device is a switch, an operation input is made thereto. However, an operation signal corresponding to the operation input cannot be output from the switch, and if the connected device is a receiver, for example, the reception function is invalid. Thus, the common terminal block CT allows the control signal corresponding to the operation input to be input to the first control unit UK1 in a state where a predetermined voltage is applied to the common terminal CTa. In a state where the predetermined voltage is not applied, the control signal is prohibited from being input to the first control unit UK1.

  Thus, the second control unit UK2 normally applies the predetermined voltage to the common terminal CTa when the hydraulic pump P is in the motor drive state, but when the remaining capacity of the battery BA decreases below a predetermined value, the second control unit UK2 Application of the predetermined voltage to the terminal CTa is stopped. Thus, the common terminal block CT, the signal line 201 for applying the predetermined voltage to the common terminal CTa from the second control unit UK2, and the second control unit UK2 cooperate with each other so that the hydraulic pump P is driven by the motor. The input prohibiting means CX is configured to prohibit the input of the operation input to the control device U (first control device UK1) when the battery BA is in a state and the remaining capacity of the battery BA drops below a predetermined value.

  In the present embodiment, since the remote controller CR is a wireless remote controller, the first controller UK1 is provided with a receiver 200 that can receive a control signal (radio wave) emitted from the remote controller CR. The receiver 200 has a signal output unit that outputs a reception signal corresponding to a control signal (radio wave) emitted by the remote controller CR in response to an operation input to the work selection switches CR-SW1 to CR-3. The output unit is connected to the first control unit UK1 via the common terminal block CT.

  The receiver 200 has a signal output unit that outputs a received signal corresponding to a control signal (radio wave) emitted by the remote controller CR in response to an operation input to the speed changeover switch CR-SW4. Are connected to the first control unit UK1 without going through the common terminal block CT.

  Furthermore, the receiver 200 has a signal output unit that outputs a reception signal corresponding to a control signal (radio wave) generated by the remote controller CR in response to an operation input to the motor drive selection switch M-SWr. The output unit is connected to the second control unit UK2 without going through the common terminal block CT and the first control unit UK1.

  The receiver 200 outputs a reception signal from the signal output unit while receiving a control signal (radio wave) generated by the remote controller CR.

  The first control unit UK1 also operates the multi-valve MV (each valve v1 to v4) that controls the operation of the first to fourth hydraulic actuators A1 to A4 that actuate the work implement (body B, hydraulic winch HW, road plate 100). ) And the operation command signals (control signals) can be individually output to the valves v1 to v4.

  Furthermore, when the first control unit UK1 determines that any of the work machines B, HW, 100 is operating from the operation input status to the work selection switches CF-SW1 to 3 and CR-SW1 to 3, the speed is increased. In response to an operation input to the changeover switch CR-SW4, a plurality of (for increasing the rotational speed of the engine E to a plurality of stages (in this embodiment, two stages) or increasing or decreasing the rotation speed of the electric motor M to a plurality of stages ( The first and second idle-up signals can be output to the second control unit UK2. Then, in response to the input of the idle up signal, the second control unit UK2 includes a work implement operating signal indicating that the work implements B, HW, 100 are operating, and an electronic governor signal corresponding to the idle up signal. Is output to the engine control unit and the motor control unit of the vehicle-side control device UV, and the output rotation speed of the engine E or the electric motor M can be increased and controlled in multiple stages.

  That is, the first control unit UK1 provides a plurality of idle up signals (speed switching signals) for switching the operation speed of the hydraulic pump P to a plurality of stages in response to an operation input to the speed switching switch CR-SW4. Can be output to UK2. When the signal conversion means TR included in the second control unit UK2 can output a plurality of electronic governor signals corresponding to the plurality of idle up signals as voltage signals, and the hydraulic pump P is in an engine driving state. The plurality of electronic governor signals (that is, the electronic governor signal for driving the engine) are different from the plurality of electronic governor signals (that is, the electronic governor signal for driving) when the hydraulic pump P is in the motor driving state. The output voltage region of the electronic governor signal is configured to change depending on whether the hydraulic pump P is in the engine driving state or the motor driving state.

  For example, in this embodiment, when the hydraulic pump P is in the engine driving state, the output voltage region of the engine governor electronic governor signal is set to the low voltage region, and when the hydraulic pump P is in the motor driving state. The output voltage region of the electric electronic governor signal is a high voltage region.

  A specific example of this signal conversion is shown in Table 1 as follows.

  Thus, in the present embodiment, when the power take-off switch P-SW is turned on, when the vehicle-side control device UV places the power take-out device PTO in the power connection state, the power source selection switch M-SWf , When the engine E is selected as the pump power source by the operation input to the M-SWr, the vehicle-side control device UV controls the engine E to the idling state (that is, the slow speed). Standby operation is performed at slow speed. When the electric motor M is selected as the pump power source, the electric motor M stands by in a stopped state.

  From this state, when the first and second work selection switches CF-SW1, 2 and CR-SW1,2 are operated and input, the first control device UK1 of the bodywork side control device UK responds to the operation input. , The control signal is output to the valve device MV (corresponding valves v1 to v4) to switch the valve device MV, and the first idle up signal is output to the second control device UK2, and the second control device UK2 The first electronic governor signal corresponding to the first idle up signal is output to the vehicle-side control device UV. In this case, if the hydraulic pump P is in the engine driving state, the first electronic governor signal for driving the engine is output to the vehicle-side control device UV, and if the hydraulic pump P is in the motor driving state, the first electronic governor signal for driving the motor is output to the vehicle-side control device UV. The As a result, the vehicle-side control device UV operates the engine E or the electric motor M at a normal speed higher than the slow speed, so that the hydraulic pump P (accordingly, the first to third hydraulic actuators A1 to A3, and hence the body B or hydraulic winch HW) operates at normal speed.

  From this state, when the worker presses the speed changeover switch CR-SW4 of the remote controller CR once, the first control unit UK1 outputs the second idle up signal to the second control unit UK2, and the second idle up signal is used as the second idle up signal. A corresponding second electronic governor signal is output to the vehicle-side control device UV. In this case, the second electronic governor signal for driving the engine is output to the vehicle-side control unit UV if the hydraulic pump P is in the engine driving state, and the second electronic governor signal for driving the motor is output to the vehicle-side control device UV, respectively. The As a result, the vehicle-side control device UV operates the engine E or the electric motor M at a high speed faster than the normal speed, so that the hydraulic pump P (accordingly, the first to third hydraulic actuators A1 to A3, and hence the body B). Or the hydraulic winch HW) operates at high speed.

  From this state, when the worker presses the speed changeover switch CR-SW4 of the remote controller CR once again, the first control unit UK1 outputs the first idle up signal to the second control unit UK2, and the first idle up signal The first electronic governor signal corresponding to is output to the vehicle-side control device UV. Thereby, the vehicle-side control device UV operates the engine E or the electric motor M at the normal speed, so that the hydraulic pump P (accordingly, the first to third hydraulic actuators A1 to A3, and hence the body B or the hydraulic winch HW). ) Operates at normal speed. Thereafter, every time the speed changeover switch CR-SW4 is pressed, the idle up signal output from the first control unit UK1 is alternately switched, and accordingly, the operating speed of the engine E or the electric motor M becomes higher than the normal speed. Alternate between and.

  In the second control unit UK2 of the present embodiment, the electronic governor signal is different between the case where the hydraulic pump P is in the engine driving state and the case where the hydraulic driving state is in the motor driving state (that is, the electronic governor signal for engine driving is different). The signal conversion means TR for converting the idle-up signal from the first control unit UK1 is provided so that the electric electronic governor signal is output in a different signal form. Therefore, the signal form of the speed switching signal (idle-up signal) output from the first control unit UK1 according to the operation input to the speed switching switch CR-SW4 depends on whether the hydraulic pump P is in the engine driving state or the electric driving state. Therefore, the number of speed switching signals (idle-up signals) to be output by the first control unit UK1 can be reduced accordingly. Therefore, in the bodywork side control device UK, not only can the configuration of the first control device UK1 responsible for the switching control of the valve device MV be simplified, but the common first operation device can be used regardless of whether the work vehicle is a hybrid type or a non-hybrid type. One control unit UK1 can be used, and cost saving is achieved.

  In particular, the first control unit UK1 of the present embodiment provides a plurality of idle up signals for switching the operating speed of the hydraulic pump P to a plurality of stages (for example, two stages) in response to an operation input to the speed changeover switch CR-SW4. The signal converting means TR can output a plurality of electronic governor signals corresponding to a plurality of idle-up signals as voltage signals, and the hydraulic pump P is in an engine driving state. The output voltage range of the electronic governor signal is changed between the engine driving state and the motor driving state so that the plurality of electronic governor signals in the case and the plurality of electronic governor signals when the pump is in the motor driving state are different. . Therefore, even if the number of speed switching stages is large, the signal converting means TR can be simply changed (ie, voltage converted) in the output voltage region of the electronic governor signal in the second control unit UK2 in accordance with the speed switching stage. Since the configuration is sufficient, further cost savings can be achieved.

  In the present embodiment, an example in which two types of idle up signals for switching the operating speed of the hydraulic pump P to two stages is output from the first control unit UK1 to the second control unit UK2 is illustrated. Can be set arbitrarily. For example, it may be one stage or three or more stages. In any case, the number of speed switching signals corresponding to the number of switching stages is output from the first control unit UK1 to the second control unit UK2.

  Furthermore, the motor control selection switch M-SWf of the operation panel CF is connected to the second control unit UK2 so as to receive the operation input signal, and the first to fifth notification lamps L1 to L5 are connected to the second control unit UK2. 2 It is connected so that it can be activated (lit) by the output current from the controller UK2.

  Further, from the second control unit UK2, a motor drive command signal is sent to the motor control of the vehicle side control unit UV in response to the power source selection switches M-SWf and M-SWr being turned on to output a motor selection signal. The electric power from the battery BA to the electric motor M (accordingly, motor operation) can be executed based on the motor drive command signal and the work implement operating signal. That is, when receiving the motor drive command signal from the second control unit UK2, the vehicle-side control unit UV can control the engine E, the electric motor M, and the power selection / extraction mechanism PS so that the pump power source is the electric motor M. When the power take-off connection signal is received from the power take-off switch P-SW without receiving the motor drive command signal from the second control unit UK2, the engine E, the electric motor M, and the power selection are selected so that the pump power source is the engine E. The take-out mechanism PS can be controlled. Thus, the second control unit UK2 controls the hydraulic pump P in response to operation inputs to the power source selection switches M-SWf and M-SWr and the power take-off switch P-SW and in cooperation with the vehicle-side control unit UV. Switching control between an engine driving state driven by the engine E and a motor driving state driven by the electric motor M is possible.

  Further, the second control unit UK2 receives a tilt signal from the first control unit UK1 in response to an operation input to the operation panel CF or the first work selection switch CF-SW1, CR-SW1 of the remote controller CR. With this signal, it is possible to determine whether the body B is loaded and unloaded between the vehicle body F and the ground. The second control unit UK2 receives a winch operation signal from the first control unit UK1 in response to an operation input to the operation panel CF or the second work selection switch CF-SW2, CR-SW2 of the remote controller CR. With this signal, it is possible to determine whether or not the hydraulic winch HW is in an operating state. Further, the second control unit UK2 receives a road plate undulation signal from the first control unit UK1 in response to an operation input to the operation panel CF or the third work selection switch CF-SW3, CR-SW3 of the remote controller CR. With this signal, it can be determined whether or not the road plate 100 is in the undulating operation state. Based on these determination results, the second control unit UK2 cooperates with the vehicle-side control unit UV to operate the work implement (body B, hydraulic winch HW, road plate 100) with the operation modes shown in Table 2. A pump power source (that is, engine E or electric motor M) to be operated is selected, and operating speeds of the power sources E and M (accordingly, operating speed of the hydraulic pump P) are selected.

  As shown in Table 2, in this embodiment, when loading / unloading the body B according to the operation input to the first work selection switches CF-SW1, CR-SW1, the power source selection switches M-SWf, M- In accordance with the operation input to SWr, the power source of the hydraulic pump P is arbitrarily selected from the engine E or the electric motor M, and the electric power is given priority. “Electric priority” in this case means that if the engine E is selected as the pump power source according to the operation input to the power source selection switches M-SWf and M-SWr, the operation is performed immediately after the operation input. A notification that “engine driving has been selected” is given to a member for a predetermined period, and if it is not switched to motor driving within the notification period, the engine shifts to the engine drive state (that is, waits for the notification period). On the contrary, when the electric motor M is selected as the pump power source according to the operation input to the power source selection switches M-SWf and M-SWr, the motor driving state is immediately performed without performing the notification as described above. It is intended to move to. In each of the above cases, the speed switching of the engine E or the electric motor M is performed at any time according to the operation input to the speed switching switch CR-SW4 as described above.

  When operating the hydraulic winch HW in response to an operation input to the second work selection switches CF-SW2 and CR-SW2, a pump power source in accordance with an operation input to the power source selection switches M-SWf and M-SWr. As described above, the engine E or the electric motor M is arbitrarily selected, and the “electric priority” process as described above is not adopted. In addition, when operating the hydraulic winch HW as needed, the above-mentioned optional and “electric priority” or “engine priority” may be adopted. Even in the above case, the speed switching of the engine E or the electric motor M is performed at any time according to the operation input to the speed switching switch CR-SW4 as described above.

  Further, when the road plate 100 is operated up and down by the fourth hydraulic actuator A4 in response to an operation input to the third work selection switches CF-SW3 and CR-SW3, a power source is generated by the control device U (vehicle-side control device UV). The pump power source is selected by the electric motor M regardless of the operation input to the selection switches M-SWf and M-SWr. Moreover, when the road plate 100 is rotated upright, the electric motor M is rotated at a normal speed, and when the road plate 100 is rotated down, the electric motor M is rotated at a slow speed so that the road plate 100 is grounded. It is performed gently so that the impact at the time of grounding can be reduced.

  As described above, in this embodiment, when the road plate 100 is driven to move up and down, the hydraulic pump P is placed in the motor drive state. It can be driven, and noise during operation can be reduced.

  By the way, there are the following exceptions in the control of making the hydraulic pump P electric when the road plate 100 is driven to move up and down (particularly, tilting down). That is, the control device U (vehicle-side control device UV) immediately puts the hydraulic pump P in the engine driving state to lower the body B from the vehicle body to the ground (for example, before a predetermined time elapses). When the road plate 100 is to be operated in a tilted manner on the basis of an operation input to the third work selection switch CF-SW3, CR-SW3 for the road plate operation, the hydraulic pump P is continuously placed in the engine drive state, and the motor The driving state is not switched. As a result, the loss of work time due to the switching of the power source can be avoided, so that there is an advantage that the work efficiency can be improved and the work time can be shortened as a whole.

  Further, a motor drive permission signal can be output from the vehicle side control device UV to the second control device UK2 side. The motor drive permission signal is output when the electric system is normal and the battery BA has run out of battery (that is, the remaining amount has not dropped below a predetermined lower limit value). Alternatively, when the battery BA has run out, the motor drive permission signal is not output.

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

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

  Then, the second control unit UK2 receives the operation panel CF based on the motor drive permission signal from the vehicle-side control unit UV, the motor selection signal from the power source selection switches M-SWf and M-SWr, and the like. And the first to fifth notification lamps L1 to L5 provided on the display plate Bfi of the front plate Bf of the cargo receiving table can be controlled (lit).

  On the other hand, if the second control unit UK2 determines that the remaining capacity of the battery BA is sufficient in the motor driving state of the hydraulic pump P and that no abnormality has occurred in the electric system, the common terminal CTa of the common terminal block CT. The predetermined voltage is applied. Thereby, the common terminal block CT is operated to the operation selection switches CF-SW1 to 3 and CR-SW1 to 3 (more specifically, the operation selection switches CF-SW1 to 3 and CR-SW1 according to the operation input). (Control signals output from .about.3) are allowed to be input to the first control unit UK1, and the corresponding hydraulic actuators A1 to A4 (accordingly, the work machines B, HW, 100) are operated in accordance with the control signals.

  On the other hand, the second control unit UK2 determines that the battery BA has run out of battery (that is, the remaining amount has fallen below a predetermined lower limit) or that an abnormality has occurred in the electrical system while the hydraulic pump P is in the motor drive state. Stops applying the predetermined voltage to the common terminal CTa of the common terminal block CT. Thereby, operation inputs to the work selection switches CF-SW1 to 3 and CR-SW1 to 3 (more specifically, output from the work selection switches CF-SW1 to 3 and CR-SW1 to 3 according to the operation input). Is not input to the first control unit UK1, and the valve actuation signal output from the first control unit UK1 to the valve unit MV is not output based on the control signal. The valves v1 to v4 are demagnetized, and automatically returned to the neutral state by the elastic force of the built-in neutral spring, so that the working machines B, HW, 100 in operation can be stopped urgently.

  Accordingly, the input prohibiting means CX for prohibiting the input of the operation input to the first control unit UK1 is simply added to the bodywork side control unit UK, and the work machines B, HW, It is possible to effectively prevent the 100 from operating unexpectedly. In particular, in the present embodiment, the input prohibiting means CX has a single common terminal block CT serving as a control signal input unit of the first control unit UK1 and a predetermined voltage from the second control unit UK2 with respect to the common terminal CTa of the terminal block CT. Is applied to the signal line 201 which is normally applied and not applied when the remaining battery capacity is reduced, which can greatly contribute to cost saving.

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

  Accordingly, in the bodywork side control unit UK, the interface function part that should exchange information (signals) between it and the vehicle side control unit UV can be concentrated in the second control unit UK2, so that the work selection switch CF-SW 1 to 3; a conventionally known work machine control device (that is, a control device corresponding to the first control device UK1) that controls the operation of the work machines B, HW, 100 based on operation inputs to the CR-SWs 1 to 3; By simply adding and connecting the newly developed second control unit UK2 to the newly developed second control unit UK2, it is possible to easily construct a new body side control unit UK corresponding to the hybrid work vehicle. As a result, the development cost can be reduced and the development period can be shortened. Also, a component (that is, a first work) is required between a normal type work vehicle that drives a hydraulic pump for a work machine only by an engine and a hybrid type work vehicle. The control device corresponding to one control device UK1 is shared.

  Next, the operation of the embodiment will be described.

Next, an example of a working mode for body unloading will be described mainly with reference to FIGS.
[Process of lowering body B on the vehicle]
1) In FIG. 12A, the vehicle is in a running posture, the body B is on the vehicle body frame FS, and the connecting means J connects the body B and the lift frame FL. In this state, the first proximity switch S1 detects “0” for the slide amount of the body B, and the second proximity switch S2 detects “0” for the tilt amount of the lift frame FL.

  Here, if the “lowering” operation switch of the first work selection switch CF-SW1, CR-SW1 on the operation panel CF or the remote control CR is turned on and the second proximity switch S2 detects “0”, the hydraulic motor A certain second hydraulic actuator A2 is driven in one direction, that is, in the reverse direction, and the body B connected thereto starts sliding backward as the connecting means J moves backward.

   2) As shown in FIG. 12 (b), the body B is primarily slid backward by a predetermined amount, the male piece 35 is disengaged from the female piece 36, and the center of gravity CG of the body B is moved from the rear end of the body frame FS The third proximity switch S3 detects the primary slide amount (about 1,900 mm), and this detection signal stops the one-way rotation of the second hydraulic actuator A2, and the first hydraulic actuator A1 When the extension operation is performed, the body B tilts backward together with the lift frame FL.

   3) As shown in FIG. 12 (c), when the body B is tilted first by a predetermined amount (about 12 °), this is detected by the fourth proximity switch S4, and the extension of the first hydraulic actuator A1 is detected by this detection signal. The operation is stopped, and the second hydraulic actuator A2 is again driven in one direction, that is, in the reverse direction. By this backward drive, the rear end of the body B is grounded via the grounding wheel 34 as shown in FIG.

   4) After the grounding, as shown in FIG. 13 (e), the body B slides back to the secondary sliding position while maintaining the grounded state at the rear end. When the fifth proximity switch 5 detects this secondary slide position, the reverse drive of the second hydraulic actuator A2 is stopped by this detection signal.

5) As shown in FIG. 13 (f), when the first hydraulic actuator A1 is again extended and the body B is tilted to the secondary tilt, that is, the maximum tilt position, the rear end of the lift frame FL is moved to the ground. As it reaches, the body B is completely grounded (ie not only the rear end but also the front end). When the body B is completely lowered to the ground, the road plate 100 in the upright state is lowered by causing the fourth hydraulic actuator A4 based on the operation input to the third work selection switches CF-SW3 and CR-SW3 for operating the road plate. The vehicle is turned upside down to smoothly connect the load receiving platform Bm and the ground, and in this state, a transported object such as a faulty vehicle V ′ is loaded on the body B through the road plate 100.
[Process of loading body B on the ground]
In this case, basically, an operation reverse to that in the case of “lowering” is performed, and the operation diagram thereof is omitted.

   1) Before loading the body, the rear end of the lift frame FL and the front end of the body B are joined with the lift frame FL tilted to the most tilted position, that is, the secondary tilted position, as shown in FIG. Is in a state. Further, the road plate 100 is rotated to the standing position by the fourth hydraulic actuator A4. When the “loading” switch of the first work selection switches CF-SW1 and CR-SW1 is turned on in this state, the lift frame FL tilts downward by the contraction operation of the first hydraulic actuator A1.

   2) If the fourth proximity switch S4 detects the primary tilt (about 12 °) of the lift frame FL by the downward tilt, the downward tilt of the lift frame FL is stopped by the contraction stop of the first hydraulic actuator A1, and then 2 Hydraulic actuator A2 drives body B in the forward direction.

   3) By this forward drive, the body B slides forward halfway along the lift frame FL, and the third proximity switch S3 detects the primary slide amount.

   4) The forward drive of the second hydraulic actuator A2 is stopped by the detection of the third proximity switch S3, the first hydraulic actuator A1 is contracted again, and the lift frame FL is tilted downward together with the body B to be on the vehicle body frame F. It is placed via the subframe 2. Then, the tilt angle “0” of the lift frame FL is detected by the second proximity switch S2. As a result, the contraction operation of the first hydraulic actuator A1 is stopped, the second hydraulic actuator A2 is driven again in the forward direction, and the body B slides forward to the foremost position, and the center of gravity CG of the body B is on the lift frame FL. The first proximity switch S1 detects the slide amount “0” of the body B.

   5) When the first proximity switch S1 detects the slide amount “0” of the body B, the traveling lamp in the driver's seat is turned on, the vehicle is in the traveling posture, and the loading of the body B is completed.

In the loading and unloading operation of the body B between the vehicle body and the ground as described above, the first hydraulic actuator A1 that controls the tilting of the body B and the second hydraulic actuator A2 that also controls the forward / backward slide control are sequence-controlled in a predetermined order. The sequence control is performed on the basis of the detection signals of the first to fifth proximity switches S1 to S5 by the body-side control device UK, particularly the first control device UK1 by the valve device MV (valve v1, v2) is performed by switching control in a predetermined order.
[Process of loading faulty vehicle V 'etc. on body B]
When loading the broken vehicle V ′ or the like on the body B, the body B is completely lowered to the ground as shown in FIG. 13 (f), or the body B is tilted forward as shown in FIG. 13 (e). Keep the rear end in contact with the posture. Then, the faulty vehicle V ′ or the like is locked to the hook f at the tip of the wire w fed out from the hydraulic winch HW, and the hydraulic winch HW is wound up by the third hydraulic actuator A3. It is forcibly pulled up on the receiving platform Bm.

  In this case, for example, the worker gets in the front seat of the broken vehicle V ′ or the like, or is outside the vehicle around the broken vehicle V ′ or the like, and turns the winding operation switch of the third work selection switch CR-SW3 of the remote control CR. If the push is continued, the hydraulic winch HW can be wound up. Alternatively, even if the worker is in the driver's seat of the base vehicle Vb and keeps pressing the winding operation switch of the third work selection switch CF-SW3 of the operation panel CF, the operator can wind up the hydraulic winch HW. Can do.

  By the way, in the body loading / unloading vehicle of the present embodiment, when the electric motor M is selected as the pump power source when pulling up the failed vehicle or the like by the hydraulic winch HW (third hydraulic actuator A3), the lifting load is increased due to the large lifting load. There is a possibility that the battery runs out in the middle and the electric motor M and therefore the hydraulic pump P stops. In such a case, the reverse rotation prevention mechanism that is generally installed in the electric motor or winch is activated, and the failed vehicle V ′ or the like suddenly stops while the failed vehicle V ′ or the like is being pulled up. In this case, the worker may not be able to easily determine whether the cause of the stop is a battery exhaustion or a faulty vehicle is caught on the body or the like. In particular, it is more difficult for an operator who is driving in a driver's seat such as a broken vehicle V ′ when lifting.

  However, in the present embodiment, the body front plate Bf is provided with notification lamps L1 to L5 for notifying the operator of predetermined information that is a clue to determine the switching operation timing for the power source selection switches M-SWf and M-SWr. Therefore, even if the worker is in the vehicle such as the broken vehicle V ′, the cause, that is, the broken vehicle V ′ or the like is caused to the body B or the like from the lighting state of the notification lamps L1 to L5 of the body front plate Bf. It is possible for the worker to easily determine whether it is caught, the battery is dead or the electric system is broken, etc., especially for the worker who gets into the driver's seat of the broken car V 'when driving up Judgment is easy and it is very convenient.

  For example, when the cause is determined to be a battery exhaustion or an electric system failure, the operator releases the hand from the third work selection switch CR-SW3 for winch operation, and the operation input is controlled by the bodywork side control. Since the signal is not output to the device UK (first control device UK1), the valve device MV is demagnetized to return to the neutral position, and the third hydraulic actuator A3 is stopped. Next, the operator switches the power source from the electric motor M to the engine E by switching the power source selection switches M-SWf and M-SWr, whereby the hydraulic pump P is driven by the engine E. The winch HW can be operated strongly again to resume the lifting operation.

  Further, if it is determined that the faulty vehicle V ′ or the like is an accident vehicle in which the lower part of the vehicle body, tires, or the like has been severely damaged, and the bottom part is strongly rubbed and caught by the body B or the like, for example, On the other hand, it is possible to make it easy to lift the broken vehicle V ′ etc. onto the load receiving platform Bm by jacking up the broken vehicle V ′ etc. and laying a cart for guiding the movement between the broken vehicle V ′ etc. and the load receiving platform Bm. it can. In any case, if the cause is easily understood, the subsequent response can be performed quickly and accurately, and the overall work efficiency can be improved.

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

  For example, in the above embodiment, the body loading / unloading vehicle V is exemplified as the work vehicle. However, in the present invention, other various work vehicles such as a garbage collection vehicle, a concrete mixer truck, a concrete pump truck, and a container with a container loading / unloading function. It can be applied to work vehicles such as transport vehicles.

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

  In the above embodiment, each power source selection switch M-SWf, M-SWr has a motor drive selection position (on operation position in the embodiment) and an engine drive selection position (off operation position in the embodiment). In the present invention, both selection positions can be alternately selected by one switch. However, in the present invention, any power source selection switch M-SWf, M-SWr can be switched. The drive state (for example, engine drive state) of the hydraulic pump before the operation may be switched to another drive state (for example, motor drive state). Also, only the power source selection switch that performed the power source selection operation of the hydraulic pump (for example, the ON operation for selecting the motor drive) last time among the plurality of power source selection switches M-SWf and M-SWr is the next time. A power source switching operation (for example, an off operation for selecting engine drive) may be performed.

  In the above embodiment, the motor drive state is selected by turning on the power source selection switches M-SWf and M-SWr, and the engine drive state is selected by turning off the power source selection switches M-SWf. The output signals of -SWf and M-SWr only need to be output so that two power sources (motors and engines) can be distinguished and selected. For example, engine drive is selected by an on operation and motor drive is performed by an off operation. It may be configured to be selected.

  In the above embodiment, the power source selection switches M-SWf and M-SWr are dedicated for power source selection. However, in the present invention, an existing operation switch is also used as a power source selection switch. May be.

  In the above embodiment, the power take-off switch P-SW that also serves as the engine drive state selection switch is provided only on the operation panel CF. However, the power take-off switch is separated from the engine drive state selection switch. An independent switch may be used, and a power take-off switch can be installed on the operation panel CF, other parts of the driver's seat, and the remote control CR.

  In the above embodiment, the road plate 100 is driven up and down by the hydraulic actuator A4. However, in the present invention, the road plate 100 may be moved up and down manually.

  Moreover, in the said embodiment, although what comprised the 2nd control apparatus UK2 of the bodywork side control apparatus UK from a single control apparatus, and incorporated it in the signal conversion means TR was shown in this invention, The second control unit UK2 may be composed of a plurality of control unit parts. In this case, in particular, when a specific control device portion that exhibits the function of the signal conversion means TR is separated from a control device that performs other functions, for example, when changing the electronic governor signal to be converted. Therefore, it is sufficient to replace only the specific control device portion that exhibits the function of the signal conversion means TR according to the type and signal form of the electronic governor signal to be converted. Accordingly, the cost for handling can be reduced, and the body can be easily mounted.

A1 to A4 ... 1st to 4th hydraulic actuator (hydraulic actuator)
BA ... Battery CF-SW1, CR-SW1, ... Body loading / unloading switch (work selection switch)
CF-SW2, CR-SW2, winch operation switch (work selection switch)
CF-SW3, CR-SW3 ・ ・ Switch for road plate operation (work selection switch)
CR-SW4 ・ ・ Pump speed switch (Speed switch)
E ... Engine F ... Car body K ... Bodywork M ... Electric motor M-SWf ... First power source selection Switch (Power source selection switch)
M-SWr ... second power source selection switch (power source selection switch)
MV ... multi-valve (valve device)
P ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Hydraulic pump PS ・ ・ ・ ・ ・ ・ Power selection and extraction mechanism TR ・ ・ ・ ・ ・ ・ Voltage converter (Signal conversion means)
UK ················································································································· 2 .... Vehicle side control device V ... Body loading / unloading vehicle (work vehicle)

Claims (3)

Working machines (B, 100, HW) included in the bodywork (K) mounted on the vehicle body (F), hydraulic actuators (A1 to A4) for driving the working machines (B, 100, HW), A hydraulic pump (P) that can supply hydraulic oil to the hydraulic actuators (A1 to A4) and can be driven by either an engine (E) or an electric motor (M) that is operated by electric power from a battery (BA). And a power selection / removal mechanism that can be switched between a connection state in which power can be selectively extracted from the engine (E) and the electric motor (M) and transmitted to the hydraulic pump (P) and a cutoff state in which transmission of the power is interrupted. PS and the vehicle side control device (UV) mounted on the vehicle body (F), the engine (E), the electric motor (M) and the power selection / removal mechanism (PS) are controlled to control the hydraulic pump (P). Engine (E) The engine drive state and the hydraulic pump (P) driving state can be switched to the engine driving state to drive and the motor driving state to drive the hydraulic pump (P) by the electric motor (M). A power source selection switch (M-SWf, M-SWr) for selecting and operating the state or the motor drive state, and a work selection switch (CF for arbitrarily selecting the operation mode of the hydraulic actuators (A1 to A4)) -SW1-3, CR-SW1-3) and a speed changeover switch (CR-SW4) for switching the operating speed of the hydraulic pump (P),
The bodywork side control device (UK) can output a speed switching signal for switching the operating speed of the hydraulic pump (P) in response to an operation input to the speed switching switch (CR-SW4). A control device (UK1), and a second control device (UK2) capable of converting a speed switching signal output from the first control device (UK1) into an electronic governor signal and outputting the signal to the vehicle-side control device (UV). The vehicle-side control device (UV) can switch the operating speed of the engine (E) or the electric motor (M) according to the electronic governor signal,
When the speed switching signal is input from the first control device (UK1), the second control device (UK2) is in a state where the hydraulic pump (P) is in the engine driving state and in the motor driving state. A work vehicle comprising signal conversion means (TR) for performing the signal conversion so that different electronic governor signals are output. The first control unit (UK1) outputs a plurality of speed switching signals for switching the operating speed of the hydraulic pump (P) to a plurality of stages in response to an operation input to the speed switching switch (CR-SW4). 2 can be output to the control unit (UK2)
The signal conversion means (TR) can output a plurality of the electronic governor signals corresponding to the plurality of speed switching signals as voltage signals, and the hydraulic pump (P) is in the engine driving state. The output voltage region of the electronic governor signal is set to the engine drive state and the motor drive so that the plurality of electronic governor signals are different from the plurality of electronic governor signals when the hydraulic pump (P) is in the motor drive state. The work vehicle according to claim 1, wherein the work vehicle is changed depending on a state.   The first control device (UK1) is configured to switch the work selection switch (CF-SW1) to a valve device (MV) that controls transfer of hydraulic oil from the hydraulic pump (P) to the hydraulic actuators (A1 to A4). The work vehicle according to claim 1 or 2, wherein a control signal can be output in response to an operation input to -3 and CR-SW1 to 4).

Images