JP2020036430A - Electrically driven dump truck - Google Patents

Abstract

To provide an electrically driven dump truck capable of improving safety of vehicle operation by suppressing hunting from occurring.SOLUTION: An electrically driven dump truck comprises a drive torque command value calculation part 103 which outputs a drive torque command value, and a drive torque correction value calculation part 105 which calculates a drive torque correction value for increasing or decreasing the drive torque command value, and is configured to: set, based upon a combination of a loading state determined from vehicle weight information and vessel position information, the weight and gravity center height of the electrically driven dump truck 100; determine whether drive torque of a travel device 106 becomes equal to or less than zero when the drive torque correction value calculated by the drive torque correction value calculation part based upon the set weight and gravity center height is applied to the drive torque command value; and calculate and apply, when it is determined that the drive torque is equal to or less than zero, to the drive torque command value a drive torque correction value for output for making the drive torque larger than zero.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an electrically driven dump truck.

  Various factors are involved in the stability of vehicle operation.For example, pitching movement, which is a posture movement determined by suspension expansion and contraction of the front and rear wheels of the vehicle, is also one of the factors related to vehicle operation stability. is there. Patent Document 1 discloses a pitching state detecting unit that detects a state of pitching movement of an electric vehicle in an electric vehicle provided with a driving device including a motor and a controller, which relates to control of the pitching movement, and a weight of the electric vehicle. A pitching target amount calculating unit that calculates a target amount of pitching motion of the electric vehicle based on the weight of the electric vehicle, and a torque correction that increases or decreases the driving torque output from the driving device. A value calculator, a control gain varying means for appropriately changing a control gain inside the torque correction value calculator, and a state quantity of the vehicle's pitching motion detected by the pitching state detecting means and the pitching target amount calculating means. The torque correction value calculator calculates the difference between the calculated pitching motion and the target amount. Increasing or decreasing a technique for driving torque is disclosed in.

JP 2012-196139 A

  By the way, in a large-sized work vehicle such as a dump truck for mining, there is a phenomenon called hunting in addition to pitching motion as an element that affects the stability of vehicle operation. Hunting is a phenomenon in which the number of revolutions of the traveling device greatly increases or decreases in a short time when the vehicle suddenly starts from a stopped state and shifts to a traveling state, or when the vehicle rapidly accelerates during traveling. For example, the hunting occurs in the following manner. That is, when controlling the driving torque for the traveling device of the vehicle, if the current driving torque is not sufficiently increased, and if the control for reducing the driving torque excessively is executed, The rotational speed is reduced more than necessary, and the speed of the vehicle is significantly reduced. Next, by executing control to increase the driving torque in order to increase the speed due to the speed reduction, the rotation speed of the traveling device is increased more than necessary, and the speed of the vehicle is significantly increased. The repetition of such control causes a large increase or decrease in the number of revolutions of the traveling device, that is, hunting. The occurrence of hunting may reduce the stability of vehicle operation.

  The present invention has been made in view of the above, and an object of the present invention is to provide an electric drive dump truck capable of improving the stability of vehicle operation by suppressing the occurrence of hunting.

  The present application includes a plurality of means for solving the above-mentioned problems. For example, a traveling device that drives or brakes driving wheels by a motor, and a driving device that controls the traveling device to generate a driving torque. An electric drive, comprising: a drive torque command value calculation unit that outputs a torque command value; and a drive torque correction value calculation unit that calculates a drive torque correction value for increasing or decreasing the drive torque command value input to the traveling device. In a dump truck, a vehicle weight calculation unit that calculates the weight of the electric drive dump truck and outputs the weight as vehicle weight information, and a vessel that detects the position of the vessel mounted on the electric drive dump truck and outputs the position as vessel position information A position detector, and a loading state determined by the vehicle weight information obtained from the vehicle weight calculator and the vessel position detection. Estimating the current weight and the height of the center of gravity of the electric drive dump truck based on the combination with the vessel position information obtained from, and calculating the drive torque correction value calculation unit using the estimated weight and the height of the center of gravity. A correction value control amount calculation unit that determines whether or not the driving torque of the traveling device is equal to or less than zero based on the driving torque correction value and the driving torque command value. A correction value output controller for calculating an output drive torque correction value for making the drive torque larger than zero and applying the output drive torque correction value to the drive torque command value when the determination is made by the correction value control amount calculator. Shall be.

  According to the present invention, it is possible to improve the stability of vehicle operation by suppressing the occurrence of hunting, which is a significant increase or decrease in the number of revolutions of the traveling electric motor that configures the traveling device, and to improve vehicle operation smoothness. Efficiency can be realized.

It is a side view showing typically the appearance of the electric drive dump truck concerning a 1st embodiment. It is a figure which extracts and shows the running control system of the electric drive dump truck which concerns on 1st Embodiment with a peripheral structure. It is a flowchart which shows the flow of a process of a driving | running | working control system. 9 is a flowchart illustrating processing contents of a correction value output control value calculation processing. It is a figure which shows the signal of each part of a driving | running | working control system, and the time change of a vehicle state, respectively, and compares it. It is a figure which shows the signal of each part of a driving | running | working control system, and the time change of a vehicle state, respectively, and compares it. It is a figure showing a vessel down state. It is a figure showing a vessel up state. FIG. 9 is a diagram for explaining setting contents of numerical values used in a correction value output control value calculation process. It is a figure which extracts and shows roughly the drive control system of the electric drive dump truck which concerns on 2nd Embodiment with a peripheral structure. 13 is a flowchart illustrating processing contents of a correction value output control value calculation processing according to the second embodiment. It is a figure which shows the signal of each part of the driving | running | working control system which concerns on 2nd Embodiment, and the time change of a vehicle state, respectively. 13 is a flowchart illustrating the processing contents of a correction value output control value calculation processing according to a third embodiment. It is a figure which shows the signal of each part of the driving | running | working control system which concerns on 3rd Embodiment, and the time change of a vehicle state, respectively. It is a figure which shows a mode that the electric drive dump truck passed the step | step of the downward direction of a traveling direction. It is a figure which shows a mode that the electric drive dump truck passed the step | paragraph of the rising of a traveling direction, respectively. It is a figure which shows the loading state which is carrying the load in the vessel lower state. It is a figure which shows the empty state in which the load is lowered in the vessel raised state. It is a figure explaining the setting content of the numerical value used by the correction value output control value calculation processing concerning a 4th embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<First embodiment>
A first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a side view schematically showing an appearance of an electric drive dump truck according to the present embodiment.

  In FIG. 1, an electric drive dump truck 100 is disposed so as to extend in the front-rear direction to form a support structure, and is disposed on an upper part of the body frame 7 so as to calculate in the front-rear direction. A loading bed (vessel) 5 provided to be tiltable to the body frame 7 via the coupling portion 5b, a pair of driven wheels 4L (4R) provided on the front left and right sides below the body frame 7, and a lower left and right side below the vehicle body , A driver's cab 6 provided on the upper front side of the vehicle body frame 7, an engine 1 disposed on the vehicle body frame 7, and a generator driven by the engine 1 ( And an electric drive system 2 having running electric motors 12L and 12R for driving wheels (drive wheels 3L and 3R) using electric power output from a motor (not shown). An angle sensor 5a that detects the angle of the vessel 5 is provided in the pin coupling section 5b. A suspension device (not shown) that supports the driven wheel 4L (4R) and the driving wheel 3L (3R) with respect to the vehicle body frame 7 is provided with suspension pressure sensors 130 and 140 that detect suspension pressure. I have. In FIG. 1, the driven wheel, the drive wheel, and the traveling electric motor have only one of a pair of left and right configurations illustrated and denoted by reference numerals, and the other has only reference numerals in parentheses in the figure. And illustration is omitted.

  FIG. 2 is a diagram schematically illustrating a traveling control system of the electric drive dump truck extracted together with peripheral components.

  2, the drive control system includes a drive torque command value calculation unit 103, a pitching target amount calculation unit 104, a drive torque correction value calculation unit 105, a pitching state amount detection unit 108, a vehicle weight calculation unit 109, and a control gain variable unit 110. , A bessel position detection unit 111, a drive torque command value detection unit 112, a correction value control amount calculation unit 113, and a correction value output control unit 114.

  The driver's cab 6 of the electric drive dump truck 100 has an accelerator pedal 101 that receives a driver's request for acceleration of the electric drive dump truck 100 and outputs a deceleration request signal, and a brake that receives a deceleration request and outputs a deceleration request signal. The pedal 102 is arranged.

  The drive torque command value calculation unit 103 calculates an acceleration request signal output from the accelerator pedal 101 and a deceleration request signal output from the brake pedal 102 in accordance with the amount of operation by the driver, and adds a driver request. A drive torque required to realize deceleration is calculated and output as a drive torque command value. The drive torque command value calculated by the drive torque command value calculation unit 103 is corrected by a computing unit 106a by a drive torque correction value (described later) calculated by the drive torque correction value calculation unit 105, and further, a correction value output control unit The electric drive dump truck 100 is accelerated and decelerated by being corrected by the computing unit 106b by the output drive torque correction value (described later) calculated at 114 and input to the traveling device 106.

  The traveling device 106 includes the traveling electric motors 12L and 12R for driving the electrically driven dump truck 100, their controllers, various sensors (suspension pressure sensors 130 and 140, the angle sensor 5a), and the like. The traveling electric motors 12L, 12R are controlled by the controller based on the driving torque instruction values output from the torque instruction value calculation unit 103, corrected by the computing units 106a, 106b, and input to the traveling electric motors 12L, 12R. Drives the driving wheels 3L and 3R connected to.

  The vehicle weight calculation unit 109 calculates the current weight of the electric drive dump truck 100 from the state quantity related to the electric drive dump truck 100, and outputs the calculation result as information indicating the weight of the vehicle (vehicle weight information). The weight of the electric drive dump truck 100 is calculated by, for example, taking the product of the suspension displacement obtained from the detection results of the suspension pressure sensors 130 and 140 of the front and rear suspension devices and the known suspension spring constant to reduce the wheel load of each wheel. Calculate and get them by summing them. Therefore, in the present embodiment, the weight that does not include the unsprung components is acquired as the weight of the electric drive dump truck 100. In FIG. 2, the suspension pressure sensors 130 and 140 are illustrated as being included in the traveling device 106.

  The control gain variable unit 110 is used for updating the pitching target amount and the drive torque correction value in the pitching target amount calculation unit 104 and the drive torque correction value calculation unit 105 based on the vehicle weight information input from the vehicle weight calculation unit 109. The control gain is calculated and output to the pitching target amount calculation unit 104 and the drive torque correction value calculation unit 105.

  The pitching target amount calculation unit 104 estimates the acceleration of the electric drive dump truck 100 from the drive torque command value calculated by the drive torque command value calculation unit 103, and estimates the estimated acceleration and the control calculated by the control gain variable unit 110. The pitching target amount is calculated based on the gain and a vehicle parameter that is a value related to the traveling state of the electric drive dump truck 100. The vehicle parameters are, for example, the weight, the moment of inertia, the height of the center of gravity, the pitching rigidity of the suspension, and the like of the electric drive dump truck 100, and are stored in advance in a storage unit (not shown).

  The pitching state amount detection unit 108 detects and outputs the actual pitching state amount of the electric drive dump truck 100. The actual pitching state quantity is a physical quantity indicating the pitching state of the electric drive dump truck 100, and is, for example, a posture change speed. The posture change speed as the actual pitching state quantity is obtained by calculating the difference between the front and rear heights of the vehicle body frame 7 from the suspension displacement obtained based on the suspension pressure detected by the suspension pressure sensors 130 and 140, and from the difference. It is obtained by calculating the change speed of the attitude of the electric drive dump truck 100.

  The pitching target amount calculated and output by the pitching target amount calculation unit 104 and the actual pitching state amount detected and output by the pitching state amount detection unit 108 are input to the calculator 105a. The computing unit 105a calculates a difference value (hereinafter referred to as a pitching difference value) between the pitching target amount and the actual pitching state amount by subtracting the actual pitching state amount from the pitching target amount. To enter.

  The drive torque correction value calculation unit 105 performs electric drive based on the pitching difference value input from the arithmetic unit 105a, vehicle parameters obtained from a storage unit (not shown), and the control gain input from the control gain variable unit 110. A drive torque correction value for correcting the pitching amount of the dump truck 100 is calculated and output to the calculator 106a. The computing unit 106a corrects the drive torque command value by the drive torque correction value by subtracting the drive torque correction value from the drive torque command value output from the drive torque command value calculation unit 103. The vehicle parameters include a ground height h at the center of gravity of the vehicle, which is estimated and numerically set by the correction value control amount calculation unit 113 described later, and a vehicle weight m.

  The vessel position detection unit 111 determines whether the vessel 5 of the electric drive dump truck 100 is arranged in a nearly horizontal position and can load luggage (see FIG. 7 described below: hereinafter referred to as a vessel lowering position). 5 is disposed in a posture close to the vertical position and detects whether the baggage is discharged (see FIG. 8 described later: hereinafter, referred to as a vessel raising position), and the detection result is displayed together with the detection value of the angle sensor 5a. Output as The attitude of the vessel 5 is detected, for example, by using information output from an angle sensor 5a for detecting the angle of the vessel 5, and when the angle of the vessel 5 is equal to or less than a value obtained by adding an error to the horizontal position in the specification. Is determined to be in a lowered state, otherwise, it is determined that the vessel is in a raised state, and a determination result is output. Note that, for example, the system may be configured to irradiate a millimeter-wave radar attached to the vessel 5 to measure the distance to a cargo or an object around the vehicle, and to detect the state of the vessel 5 based on the measurement result. Good.

  The drive torque command value detection unit 112 includes a drive torque command value calculated by the drive torque command value calculation unit 103, a drive torque correction value calculated by the drive torque correction value calculation unit 105, and a drive torque command value calculation unit 103. A drive torque correction value is generated from the corrected drive torque command value (that is, the output value of the computing unit 106a) output from the controller and corrected by the drive torque correction value calculated by the drive torque correction value calculation unit 105. (Ie, whether the drive torque correction value is calculated by the drive torque correction value calculation unit 105). Further, the drive torque command value detection unit 112 compares the captured drive torque command value from the drive torque command value calculation unit 103 with the corrected drive torque command value that is the output value of the computing unit 106a. When there is, the difference is calculated as a drive torque correction value, and is output to the correction value control amount calculation unit 113 together with the drive torque correction value calculated by the drive torque correction value calculation unit 105.

  When the drive torque command value detection unit 112 detects a state in which the drive torque correction value is generated, the correction value control amount calculation unit 113 calculates the vehicle position information based on the vehicle position information detected by the vessel position detection unit 111 and the vehicle weight. The vehicle parameters (that is, the ground height h at the center of gravity of the vehicle, the weight m of the vehicle) are estimated using the vehicle weight information calculated by the arithmetic unit 109, the numerical values are set, and output to the drive torque correction value calculation unit 105. At the same time, a drive torque correction value and a drive torque command value are obtained via the drive torque command value detection unit 112, and the hunting of the electric drive dump truck 100 is performed based on the obtained drive torque correction value and drive torque command value. It is determined whether control of the drive torque correction value should be performed for suppression. If it is determined that the control of the drive torque correction value should be performed, “0 (zero)” is calculated as the correction value output control value, and together with the drive torque correction value input from the drive torque command value detection unit 112, The correction value is output to the output control unit 114. When it is determined that the control of the drive torque correction value should not be performed, “1” is output as the correction value output control value.

  The correction value output control unit 114 calculates an output drive torque correction value (described later) for suppressing hunting based on the drive torque correction value input from the correction value control amount calculation unit 113, and outputs the correction value output control value. In the case of “0 (zero)”, the calculated output drive torque correction value is output to the calculator 106b together with the drive torque correction value obtained by reversing the sign. That is, the output value of the correction value output control unit 114 at this time is (output drive torque correction value) − (drive torque correction value). In the computing unit 106b, the output value from the correction value output control unit 114 ((for output) is applied to the driving torque command value output from the driving torque command value calculation unit 103 and the driving torque correction value subtracted by the computing unit 106b. By subtracting (drive torque correction value)-(drive torque correction value)), the drive torque command value is corrected by the output drive torque correction value. That is, a drive torque command value (hereinafter, referred to as an output drive torque command value) input to the traveling device 106 from the calculator 106b is calculated using the drive torque command value output from the drive torque command value calculation unit 103. (Output drive torque command value) = (Drive torque command value)-(Output drive torque command value). When the correction value output control value is “1”, the correction value output control unit 114 does not output the output drive torque correction value and the drive torque correction value to the calculator 106b.

  FIG. 3 is a flowchart showing the flow of the processing of the traveling control system, and FIG. 4 is a flowchart showing the processing contents of the correction value output control value calculation processing. FIG. 5 and FIG. 6 are diagrams showing signals of various parts of the traveling control system and time changes of the vehicle state, respectively, in comparison.

  In FIG. 5, the acceleration and speed of the vehicle, the pitching state amount output from the pitching state amount detection unit 108, the drive torque correction value output from the drive torque correction value calculation unit 105, and the output from the correction value control amount calculation unit 113 Of the correction value output control value, the output drive torque correction value output from the correction value output control unit 114, and the drive torque command value (output drive torque command value) input from the computing unit 106b to the traveling device 106. Time changes are shown in comparison. In FIG. 6, the drive torque correction value output from the drive torque correction value calculation unit 105, the drive torque command value output from the drive torque command value calculation unit 103, and the output value from the computing unit 106a ((drive torque command Value)-(driving torque correction value)) and the time change of the correction value output control value are shown by comparison.

  In FIG. 3, first, when an operation content is input by the driver using the accelerator pedal 101 or the brake pedal 102 (step S201), the drive torque command value calculation unit 103 receives an acceleration request signal from the accelerator pedal 101 or a brake pedal. A drive torque command value (refer to FIG. 6) is calculated based on the deceleration request signal of FIG. 6 and output to the traveling device 106, the pitching target amount calculation unit 104, and the drive torque command value detection unit 112 (step S202). FIG. 5 exemplifies a case where a positive acceleration is generated from a certain time t0 to a time t1 in a vehicle that is stationary before time t0, and the acceleration becomes 0 (zero) after the time t1. I have. At this time, the vehicle speed gradually increases from 0 (zero) from time t0 to time t1 according to the acceleration, and maintains a constant speed after time t1 when the acceleration becomes 0 (zero).

  Subsequently, the control gain variable section 110 determines whether the weight of the vehicle has changed based on the vehicle weight information from the vehicle weight calculation section 109 (step S203). If the determination result is YES, the control gain is changed. The control gain is updated (step S204), and if the determination result is NO, the previous control gain is maintained. If the determination result in step S203 is NO, or if the process in step S204 is completed, the pitching target amount calculation unit 104 calculates the pitching target amount (step S205), and the pitching state amount detection unit 108 The pitching state quantity is detected (step S206). As shown in FIG. 5, due to the occurrence of the positive acceleration at the time t0, the pitching state amount increases while repeatedly increasing and decreasing, and maintains a positive value to some extent while the acceleration is continued. When the detected pitching state amount is 0, although pitting has not occurred, since positive acceleration continues to be generated, it can be said that hunting is occurring. When the acceleration becomes 0 (zero) at the time t1, the pitching state amount decreases while repeatedly increasing and decreasing, and finally reaches a value of 0 (zero).

  Subsequently, the drive torque correction value calculation unit 105 calculates a difference value (pitching difference value) obtained by subtracting the actual pitching state amount calculated in step S206 from the pitching target amount calculated in step S205 in the calculator 105a, the vehicle parameter and the control value. A drive torque correction value is calculated based on the gain command value (step S207). As shown in FIGS. 5 and 6, the pitching state amount changes around time t0 when the vehicle starts accelerating and around time t1 when the vehicle ends acceleration. There is a difference between the calculated pitching target amount and the pitching state amount of the vehicle detected by the pitching state amount detection unit 108. The drive torque correction value calculation unit 105 calculates and outputs a drive torque correction value as shown in FIGS. 5 and 6 in order to avoid occurrence of pitching due to the difference between the pitching target amount and the pitching state amount. .

  Subsequently, the correction value control amount calculation unit 113 inputs the vehicle weight information calculated by the vehicle weight calculation unit 109 and the vessel position information detected by the vessel position detection unit 111 as the vehicle state (step S208), and performs hunting. It is determined whether or not the condition for the occurrence of is satisfied (step S209).

  As a situation in which hunting occurs, for example, in a pitching control performed when the vehicle suddenly starts or accelerates, a driving torque correction value such that the driving torque command value of the vehicle becomes 0 (zero) or less is generated and applied. And so on. That is, in such a case, the vehicle loses the driving torque by applying the driving torque correction value to the driving torque command value, and thereafter, the driving torque of the vehicle is reduced by applying the positive driving torque correction value. Increase, and this repetition causes hunting. Therefore, in the present embodiment, when a drive torque correction value that reduces the value of the drive torque command value of the vehicle to 0 (zero) or less is calculated (that is, the output of arithmetic unit 106a is 0 (zero) or less). ), It is assumed that the driving torque of the vehicle is canceled and the hunting occurrence condition is satisfied.

  If the determination result in step S209 is YES, that is, if it is determined that the hunting occurrence condition is satisfied, it is determined whether the vehicle is in a loaded state based on the vehicle weight information from the vehicle weight calculation unit 109 (step S209). S210), if the determination result is NO, it is determined whether or not the vessel is in the up state based on the vessel position information from the vessel position detector 111 (step S211). In step S210, for example, the vehicle weight when the vehicle is empty is held in advance, and the vehicle weight information from the vehicle weight calculation unit 109 is compared with the empty vehicle weight. It is determined that the vehicle is in the unloaded state when it is within a predetermined range in consideration of an error and the like, the vehicle weight information is larger than the vehicle weight in the unloaded state, and the difference is outside the predetermined range. In this case, it is determined that the vehicle is in a loaded state.

  If the result of the determination in step S210 is YES, that is, if it is determined that the vehicle is in a loaded state, a numerical value (described later, a ground position of the vehicle center of gravity point used in the correction value output control value calculation process (step S215)) The height h and the weight m) of the vehicle are estimated, and numerical values are set in a loaded state and a vessel lowered state (step S212).

  If the result of the determination in step S210 is NO and the result of the determination in step S211 is YES, that is, if it is determined that the vehicle is in an empty state and the vessel is in a raised state, the correction value output control is performed. The numerical values used in the value calculation process are estimated, and numerical values are set when the vehicle is in the empty state and the vessel is in the raised state (step S213).

  When the determination results in steps S210 and S211 are both NO, that is, when it is determined that the vehicle is in the unloaded state and the vessel is in the lowered state, the numerical value used in the correction value output control value calculation process is estimated. The numerical value is set in the case of an unloaded state and a vessel lowered state (step S214).

  Here, the numerical value setting in steps S212 to S214 will be described.

  FIG. 7 is a diagram illustrating a state where the vessel is lowered, and FIG. 8 is a diagram illustrating a state where the vessel is raised. FIG. 9 is a diagram for explaining the setting contents of numerical values used in the correction value output control value calculation processing.

  As shown in FIG. 8, when the vessel 5 is lifted, the cargo is inevitably discharged, so that the cargo is not loaded, that is, the cargo is empty. Therefore, in the state where the vessel is raised, the load state is not considered. Further, as shown in FIG. 7, in the vessel lowered state in which the vessel 5 is lowered, both a loaded state and an empty state can be considered.

  In FIG. 9, the numerical value (the center of gravity point of the vehicle) used in the correction value output control value calculation process is determined by the combination of the state of the vessel 5 (vessel up state, vessel down state) and the load state (load state, empty state). The case where the ground clearance h and the weight m of the vehicle are estimated and set is shown.

  In FIG. 9, as shown in step S214, in the numerical value setting in the unloaded state and the vessel lowered state, h0 is set to the ground height h at the center of gravity of the vehicle, and the vehicle weight m Is set to m0. Here, h0 is the ground clearance at the center of gravity of the vehicle in the unloaded state, and m0 is the weight of the vehicle in the unloaded state.

  Further, as shown in step S212, in the numerical value setting in the loaded state and the vessel lowered state, h0 + H (ml) is set to the ground height h at the center of gravity of the vehicle, and the weight m of the vehicle is set. Is set to m0 + ml. Here, ml is the weight of the load loaded on the vessel 5, and H (ml) is the change in the height of the center of gravity due to the loading of the load of weight ml. Generally, the height of the ground at the center of gravity of the vehicle rises due to the loading of luggage. Therefore, when the value of ml increases, the value of H (ml) increases in the positive direction from 0.

  Further, as shown in step S213, in the numerical value setting when the vehicle is in the unloaded state and the vessel is in the raised state, h0 + hv is set to the ground height h at the center of gravity of the vehicle, and the weight m of the vehicle is set to: Set m0. Here, hv is a change in height of the center of gravity due to a change in the position of the vessel 5. Generally, the height of the ground at the center of gravity of the vehicle rises due to the rise of the vessel 5, so that hv has a positive value when the vessel is raised. Note that hv is calculated from the detection result from the angle sensor 5a obtained by the vessel position detection unit 111 and the like.

  When the numerical value setting process in any of steps S212 to S214 is completed, a correction value output control value calculation process is performed based on the estimated and set numerical value (step S215).

  As shown in FIG. 4, in the correction value output control value calculation process, first, the correction value control amount calculation unit 113 transmits the drive torque command value (from the drive torque command value calculation unit 103 via the drive torque command value detection unit 112). 6 is obtained (step S701), and the acceleration of the vehicle is estimated from the obtained drive torque command value to determine whether the vehicle is accelerating (step S702).

  If the result of the determination in step S702 is YES, that is, if the vehicle is accelerating, the numerical values (ground height h at the center of gravity of the vehicle, vehicle weight m) estimated and set in steps S212 to S214 are used. The drive torque correction value (see FIG. 6) calculated by the drive torque correction value calculation unit 105 based on the acquired drive torque is obtained (step S703), and an operation of subtracting the drive torque correction value from the drive torque command value is performed (step S704). It is determined whether the calculation result of the calculation (see FIG. 6) is equal to or less than 0 (step S705).

  If the determination result in step S705 is YES, that is, if the calculation result is 0 (zero) or less and the drive torque correction value is applied to the drive torque command value, the drive torque of the vehicle is canceled (that is, zero). If it can be determined that it is less than or equal to 0, 0 (zero) is set as the correction value output control value (see FIG. 6), and is output to the correction value output control unit 114 together with the drive torque command value and the drive torque correction value (see FIG. 6). Step S706). If the result of the determination in step S705 is NO, 1 is set as the correction value output control value (see FIG. 6) and output to the correction value output control unit 114 together with the drive torque command value and the drive torque correction value. (Step S707).

  Subsequently, the correction value output control unit 114 calculates an output drive torque correction value based on the correction value output control value, the drive torque command value, and the drive torque correction value set in step S706 or S707 ( Step S708), and ends the processing. In step S708, when the correction value output control value is 1, the drive torque correction value is substituted for the output drive torque correction value. When the correction value output control value is 0 (zero), the output value (drive torque command value) − (output drive torque correction value) of drive torque command value calculation section 103 is equal to or greater than 0 (zero). An output drive torque correction value is calculated such that

  If the result of the determination in step S702 is NO, that is, if the vehicle is not accelerating, the correction value output control value calculation process ends as it is. In this case, since the correction value output control value, the drive torque command value, and the drive torque command value to the correction value output control unit 114 are not output, the output from the correction value output control unit 114 to the arithmetic unit 106b is not performed. Also do not.

  When the correction value output control value calculation processing in step S215 is completed, a control output for outputting the value of (output drive torque correction value)-(drive torque correction value) to the computing unit 106b is performed (step S216). By the control output in step S216, the drive torque correction value output from the drive torque correction value calculation unit 105 in the calculator 106a is applied to the drive torque command value (see FIG. 6) output from the drive torque command value calculation unit 103. Further, the output drive torque correction value (specifically, (drive torque command value)-(output drive torque correction value)) output from the correction value output control unit 114 in the calculator 106b is applied, and The driving torque is input to the traveling device 106 (see FIG. 5).

  If the determination result in step S209 is NO, that is, if it is determined that the hunting occurrence condition is not satisfied, the control output in step S216 is performed without performing the correction value output control value calculation process in step S215. Do. In the control output in this case, the output from the correction value output control unit 114 to the arithmetic unit 106b is not performed.

  Subsequently, it is determined whether or not the entire control has been completed (step S217). If the determination result is NO, the process returns to step S201, and if the determination result is YES, the process ends.

  In the present embodiment configured as described above, when starting or accelerating, when correcting the drive torque, the drive torque correction value for correcting the drive torque command value exceeds the current drive torque command value. Loss of the driving torque of the vehicle due to this can be suppressed, so that the occurrence of hunting, which is a large increase or decrease in the number of revolutions of the traveling electric motors 12L and 12R constituting the traveling device 106, is suppressed, thereby stabilizing the vehicle operation. Operability can be improved, and vehicle operation can be made smoother and more efficient.

<Second embodiment>
A second embodiment of the present invention will be described with reference to FIGS. In the present embodiment, only the differences from the first embodiment will be described, and the same members as those in the first embodiment in the drawings will be denoted by the same reference numerals and description thereof will be omitted.

  In the present embodiment, a correction value output control value and an output drive torque correction value are calculated based on the integration result (drive torque command value integral value) of the drive torque command value output from drive torque command value calculation section 103. As compared with the first embodiment, a drive torque command value integration unit 115 is further provided, and correction is performed in place of the correction value output control value calculation processing (step S215) shown in FIGS. The value output control value calculation processing (step S215A) is used.

  FIG. 10 is a diagram schematically illustrating the traveling control system of the electric drive dump truck according to the present embodiment together with peripheral components.

  In FIG. 10, the traveling control system includes a drive torque command value calculation unit 103, a pitching target amount calculation unit 104, a drive torque correction value calculation unit 105, a pitching state amount detection unit 108, a vehicle weight calculation unit 109, a control gain variable unit 110. , A bessel position detection unit 111, a drive torque command value detection unit 112, a correction value control amount calculation unit 113A, a correction value output control unit 114, and a drive torque command value integration unit 115.

  Drive torque command value integration section 115 integrates the drive torque command value calculated by drive torque command value calculation section 103, and outputs the integrated drive torque command value, which is the integration result, to correction value control amount calculation section 113A.

  When the drive torque command value detection unit 112 detects a state in which the drive torque correction value is generated, the correction value control amount calculation unit 113A calculates the vehicle position information based on the vehicle position information detected by the vessel position detection unit 111 and the vehicle weight. A drive torque correction value is calculated using the vehicle weight information calculated by the calculation unit 109, and based on the calculated drive torque correction value and the integrated value of the drive torque command value obtained from the drive torque command value integration unit 115. Then, it is determined whether or not the drive torque correction value should be controlled to suppress the hunting of the electric drive dump truck 100. If it is determined that the control of the drive torque correction value should be performed, “0 (zero)” is calculated as the correction value output control value, and together with the drive torque correction value input from the drive torque command value detection unit 112, The correction value is output to the output control unit 114. When it is determined that the control of the drive torque correction value should not be performed, “1” is output as the correction value output control value.

  FIG. 11 is a flowchart showing the processing contents of the correction value output control value calculation processing according to the present embodiment. FIG. 12 is a diagram showing signals of various parts of the travel control system and time changes of the vehicle state in comparison.

  As shown in FIG. 11, in the correction value output control value calculation process (step S215A), first, the correction value control amount calculation unit 113A drives the drive torque command value calculation unit 103 through the drive torque command value detection unit 112. A torque command value (see FIG. 12) is obtained (step S701), and the acceleration of the vehicle is estimated from the obtained drive torque command value to determine whether the vehicle is accelerating (step S702).

  If the determination result in step S702 is YES, that is, if the vehicle is accelerating, the numerical values estimated and set in steps S212 to S214 in FIG. 3 (the ground height h at the center of gravity of the vehicle, the weight of the vehicle) m), the drive torque correction value calculated by the drive torque correction value calculation unit 105 is obtained (step S703), and the drive torque command value integration value output from the drive torque command value integration unit 115 (see FIG. 12). ) Is obtained (step S713), an operation of subtracting the drive torque correction value from the integrated drive torque command value is performed (step S704A), and it is determined whether the calculation result is 0 (zero) or less (step S704A). S705).

  If the determination result in step S705 is YES, that is, if the calculation result is 0 (zero) or less and the drive torque correction value is applied to the drive torque command value, the drive torque of the vehicle is canceled (that is, zero). If it can be determined that it is less than or equal to 0, 0 (zero) is set as the correction value output control value and output to the correction value output control unit 114 together with the drive torque command value and the drive torque correction value (step S706). On the other hand, if the determination result in step S705 is NO, it is determined that the driving torque exceeds the suppression of the driving torque command value by the driving torque correction value related to the pitching control, and the correction value output control value Is set to 1 and output to the correction value output control unit 114 together with the drive torque command value and the drive torque correction value (step S707). In FIG. 12, before the time t2, the correction value output control value is 0 (zero) because the integrated value of the driving torque command value (that is, the holding amount of the driving torque) is small, and the correction value output control is performed after the time t2. The value is 1.

  Subsequently, the correction value output control unit 114 calculates an output drive torque correction value based on the correction value output control value, the drive torque command value, and the drive torque correction value set in step S706 or S707 ( Step S708), and ends the processing. In step S708, when the correction value output control value is 1, the drive torque correction value is substituted for the output drive torque correction value. When the correction value output control value is 0 (zero), 0 (zero) is substituted for the output drive torque correction value (see FIG. 12).

  When the determination result of step S702 is NO, that is, when the vehicle is not accelerating, the drive torque command value integration value by the drive torque command value integration unit 115 is set to 0 (zero) (step S801). The process ends. As described above, by resetting the integral value of the drive torque command value, the integrated value is used for the calculation when the correction value output control value calculation processing of step S215A is executed next.

  Other configurations are the same as those of the first embodiment.

  In the present embodiment configured as described above, at the time of starting or accelerating, when correcting the driving torque, the driving torque command value integrated value which is a value obtained by integrating the driving torque command value is used as the driving torque correction value. The driving torque correction value is corrected using the driving torque correction value only when the driving torque exceeds the driving torque, so that the loss of the driving torque of the vehicle can be suppressed. By suppressing the occurrence of hunting, which is a large increase or decrease in the number of revolutions of the electric motors 12L and 12R, the stability of vehicle operation can be improved, and smooth and efficient vehicle operation can be realized.

  In the present embodiment, the case where it is determined whether the vehicle is accelerating in step S702 of FIG. 11 has been described as an example. However, the present invention is not limited to this. For example, it is determined whether the vehicle has started decelerating. If it is determined that the deceleration has been started, the process proceeds to step S703; otherwise, the process proceeds to step S801. However, a similar process result can be obtained.

<Third embodiment>
A third embodiment of the present invention will be described with reference to FIGS. In the present embodiment, only the differences from the first embodiment will be described, and the same members as those in the first embodiment in the drawings will be denoted by the same reference numerals and description thereof will be omitted.

  In the present embodiment, a correction value output control value and an output drive torque correction value are calculated based on the displacement of the suspension calculated from the detection results of the suspension pressure sensors 130 and 140 before and after the electric drive dump truck 100. In contrast to the first embodiment, the vehicle weight calculation unit 109 outputs the vehicle weight information and the displacement amount of the suspension to the correction value control amount calculation unit 113, and shown in FIG. 3 and FIG. The correction value output control value calculation processing (Step S215B) is used instead of the correction value output control value calculation processing (Step S215B).

  In the present embodiment, the vehicle parameters used for calculating the drive torque correction value in the drive torque correction value calculation unit 105 include the ground height h of the center of gravity of the vehicle estimated and numerically set in the correction value control amount calculation unit 113. , And a change in vehicle acceleration (hereinafter referred to as a change in vehicle body acceleration) in addition to the weight m of the vehicle.

  FIG. 13 is a flowchart showing the processing contents of the correction value output control value calculation processing according to the present embodiment, and FIG. 14 is a diagram showing the signals of various parts of the traveling control system and the time change of the vehicle state in comparison. is there. FIG. 15 is a diagram showing a state in which the electric drive dump truck has passed a downward step in the traveling direction, and FIG. 16 is a diagram showing a state in which it has passed an upward step in the traveling direction.

  As shown in FIG. 15, when the vehicle passes through a downward step in the traveling direction, when the front wheels of the vehicle touch the ground after passing through the step, an upward acceleration is generated with respect to the vehicle. In addition, as shown in FIG. 16, when the vehicle passes over an upward step in the traveling direction, an upward acceleration is generated with respect to the vehicle when the front wheel of the vehicle runs over the step at the time of passing over the step. Such a change in acceleration affects the occurrence of pitching in the vehicle. If the driving torque of the vehicle is not sufficiently large, hunting may occur. In order to avoid this, in the present embodiment, the output drive torque correction value is calculated during the step running as in the first embodiment.

  As shown in FIG. 13, in the correction value output control value calculation process (step S215B), first, the correction value control amount calculation unit 113 outputs the displacement amount of the suspension output from the vehicle weight calculation unit 109 and the displacement occurrence. Based on the time interval, the amount of change in the vertical acceleration of the vehicle (hereinafter, referred to as the amount of change in vehicle body acceleration) is calculated (step S721). The pitching target amount calculation unit 104 calculates the acceleration based on the displacement amount of the suspension obtained via the control gain variable unit 110 and the time interval of the occurrence of the displacement, and calculates the pitching target amount based on the acceleration. I do.

  Subsequently, the driving torque is corrected based on the numerical values estimated and set in steps S212 to S214 in FIG. 3 (the ground height h at the center of gravity of the vehicle, the weight m of the vehicle) and the vehicle body acceleration change calculated in step S721. The drive torque correction value calculated by the value calculation unit 105 is obtained (step S723), and the drive torque command value is obtained from the drive torque command value calculation unit 103 via the drive torque command value detection unit 112 (step S722). Then, an operation of subtracting the drive torque correction value from the drive torque command value is performed (step S704), and it is determined whether or not the calculation result of the operation is 0 (zero) or less (step S705).

  If the determination result in step S705 is YES, that is, if the calculation result is 0 (zero) or less and the drive torque correction value is applied to the drive torque command value, the drive torque of the vehicle is canceled (that is, zero). If it is considered to be less than or equal to 0, 0 (zero) is set as the correction value output control value (see FIG. 14), and is output to the correction value output control unit 114 together with the drive torque command value and the drive torque correction value ( Step S706). If the result of the determination in step S705 is NO, 1 is set as the correction value output control value (see FIG. 14) and output to the correction value output control section 114 together with the drive torque command value and the drive torque correction value. (Step S707).

  Subsequently, the correction value output control unit 114 calculates an output drive torque correction value based on the correction value output control value, the drive torque command value, and the drive torque correction value set in step S706 or S707 ( Step S708), and ends the processing. In step S708, when the correction value output control value is 1, the drive torque correction value is substituted for the output drive torque correction value (see FIG. 14). When the correction value output control value is 0 (zero), the output value (drive torque command value) − (output drive torque correction value) of drive torque command value calculation section 103 is equal to or greater than 0 (zero). Then, the output drive torque correction value is calculated as shown in FIG. 14 (see FIG. 14).

  Other configurations are the same as those of the first embodiment.

  In the present embodiment configured as described above, when the driving torque is corrected during step running, the driving torque correction value for correcting the driving torque command value exceeds the current driving torque command value. Since it is possible to suppress the loss of the driving torque of the vehicle, it is possible to improve the stability of the vehicle operation by suppressing the occurrence of hunting, which is a significant increase or decrease in the rotation speed of the traveling electric motors 12L and 12R constituting the traveling device 106. Therefore, it is possible to realize smooth and efficient vehicle operation.

<Fourth embodiment>
A fourth embodiment of the present invention will be described with reference to FIGS. In the present embodiment, only the differences from the first embodiment will be described, and the same members as those in the first embodiment in the drawings will be denoted by the same reference numerals and description thereof will be omitted.

  This embodiment shows a process of calculating the output drive torque correction value when the weight of the vehicle is continuously changing due to the earth discharging work, and is shown in FIG. 9 of the first embodiment. The correction value output control value calculation processing is performed using the numerical value settings shown in FIG. 19 instead of the numerical value settings described above.

  FIG. 17 is a diagram illustrating a load state in which a load is being conveyed in a vessel lowered state, and FIG. 18 is a view illustrating an empty state in which a load is lowered in a vessel up state. FIG. 19 is a diagram for explaining the setting contents of numerical values used in the correction value output control value calculation processing.

  In the present embodiment, as the unloading work, the state at the start of the work is the loading state with the vessel lowered shown in FIG. 17, and the state at the time of the work completion is the empty state with the vessel raised shown in FIG. It is assumed that the vehicle is moved forward during the transition of the state.

  In the earth discharging operation, the angle of the vessel 5 of the vehicle is changed at a certain speed, and accordingly, the earth and sand which is the load is gradually discharged to the ground surface. At this time, the ground height h at the center of gravity of the vehicle shown in FIG. 19 continuously changes from h0 + H (ml) to h0 + hv. Similarly, the weight m of the vehicle continuously changes from m0 + ml to m0. As described above, when the vehicle starts moving forward while the ground height h and the weight m of the center of gravity of the vehicle are continuously changing, that is, when the vehicle runs while raising the vessel 5, the positive acceleration is applied. Hunting may occur when the drive torque correction value calculated by the drive torque correction value calculation unit 105 exceeds the drive torque command value.

  Therefore, in the present embodiment, when the ground height h and the weight m of the center of gravity of the vehicle continuously change, as in the case of unburdening work, that is, in the case of the change shown by the arrow in FIG. A numerical value including weight values w1 and w2 shown below is set. That is, during the earth removal work, the ground height h = h0 + w1 × H (ml) + (1-w1) × hv and the weight m of the vehicle as the numerical values used in the correction value output control value calculation process m0 + w2 × ml is estimated and set, and the values of the weighting values w1 and w2 are continuously changed from 0 (zero) to 1 according to the change in the angle of the vessel 5. When the numerical values are set in this manner, for example, when weighting values w1 = 0 (zero) and w2 = 0 (zero), the ground height h = h0 + hv at the center of gravity of the vehicle, and the weight m = m0 of the vehicle Assuming that the weighted values w1 = 1 and w2 = 1, the height above the ground at the center of gravity of the vehicle is h = h0 + H (ml), and the weight of the vehicle is m = m0 + ml. Becomes equal to the set value of the loading state of the vessel lowered.

  Other configurations are the same as those of the first embodiment.

  In the present embodiment configured as described above, when correcting the driving torque in the unloading work in which the ground height h at the center of gravity of the vehicle and the weight m of the vehicle continuously change, the vehicle moves while unloading. Loss of vehicle driving torque due to the drive torque correction value for correcting the drive torque command value exceeding the current drive torque command value even when the vehicle is running while lowering the vessel after the soil release is completed. Can be suppressed, thereby suppressing the occurrence of hunting, which is a significant increase or decrease in the number of revolutions of the traveling electric motors 12L and 12R constituting the traveling device 106, thereby improving the stability of vehicle operation, and It is possible to realize smooth and efficient vehicle operation.

  Next, the features of the above embodiments will be described.

  (1) In the above embodiment, the traveling device 106 drives or brakes the driving wheels 3L, 3R by the motor (for example, the traveling electric motors 12L, 12R), and controls the traveling device 106 to generate a driving torque. And a drive torque correction value calculation unit 105 that calculates a drive torque correction value for increasing or decreasing the drive torque command value input to the traveling device 106. In the electric driven dump truck 100 provided, a vehicle weight calculating unit 109 that calculates the weight m of the electric driven dump truck 100 and outputs it as vehicle weight information, and detects the position of the vessel 5 mounted on the electric driven dump truck 100. Position detection unit 111 for outputting the vehicle position information as the vehicle position information, and the vehicle obtained from the vehicle weight calculation unit 109 The current weight m and the center-of-gravity height h of the electric drive dump truck 100 are estimated based on a combination of the loading state determined by the amount information and the vessel position information acquired from the vessel position detection unit 111, and the estimated weight m A correction value for determining whether the driving torque of the traveling device 106 is equal to or less than zero based on the driving torque correction value calculated by the driving torque correction value calculation unit 105 using the center of gravity height h and the driving torque command value. When the control value calculation unit 113 determines that the drive torque becomes equal to or less than zero, the control value calculation unit 113 calculates an output drive torque correction value for increasing or decreasing the drive torque so as not to cancel the drive torque. And a correction value output control unit 114 applied to the drive torque command value.

  As a result, vehicle operation stability can be improved by suppressing the occurrence of hunting, which is a significant increase or decrease in the number of revolutions of the traveling electric motors 12L and 12R constituting the traveling device 106, and the vehicle operation can be facilitated. And efficiency can be realized.

  (2) In the above-described embodiment, the electric drive dump truck 100 of (1) further includes a drive torque command value integration unit 115 for calculating an integrated value of the drive torque command value, and a correction value control amount calculation unit. 113A determines whether or not the drive torque of the traveling device 106 is equal to or less than zero based on the drive torque correction value and the integrated value of the drive torque command value calculated by the drive torque command value integration unit.

  (3) In the above-described embodiment, in the electric drive dump truck 100 of (2), the drive torque correction value calculation unit 105 determines the loading state determined by the vehicle weight information acquired from the vehicle weight calculation unit 109. A drive torque correction value based on the weight m and the height h of the center of gravity of the electric drive dump truck 100 set based on the combination with the vessel position information acquired from the vessel position detection unit 111, and the amount of change in vertical acceleration. The correction value control amount calculation unit 113 determines whether the driving torque of the traveling device 106 is equal to or less than zero based on the driving torque correction value calculated by the driving torque correction value calculation unit 105 and the driving torque command value. Was determined.

  (4) In the above-described embodiment, in the electric drive dump truck 100 of (1), the correction value control amount calculation unit 113 performs continuous time change of the vessel position information acquired from the vessel position detection unit 111. Accordingly, the weight m and the height h of the center of gravity of the electric drive dump truck 100 are estimated.

<Appendix>
Note that the present invention is not limited to the above-described embodiment, and includes various modifications and combinations without departing from the gist of the present invention. In addition, the present invention is not limited to the configuration including all the configurations described in the above embodiment, and includes a configuration in which a part of the configuration is deleted. Further, the above-described respective configurations, functions, and the like may be realized by designing a part or all of them, for example, with an integrated circuit. In addition, the above-described configurations, functions, and the like may be realized by software by a processor interpreting and executing a program that realizes each function.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Electric drive system, 3L, 3R ... Drive wheel, 4L, 4R ... Follower wheel, 5 ... Carrier (vessel), 5a ... Angle sensor, 5b ... Pin connection part, 6 ... Driver cab, 7 ... Car body Frame, 12L, 12R: electric motor for traveling, 100: electric dump truck, 101: accelerator pedal, 102: brake pedal, 103: drive torque command value calculation unit, 104: pitching target amount calculation unit, 105: drive torque correction Value calculation unit, 105a, 106a, 106b: arithmetic unit, 106: traveling device, 108: pitching state amount detection unit, 109: vehicle weight calculation unit, 110: control gain variable unit, 111: Vessel position detection unit, 112: drive Torque command value detection unit, 113, 113A: correction value control amount calculation unit, 114: correction value output control unit, 115: drive torque command value integration unit 130, 140 ... suspension pressure sensor

Claims (4)

A traveling device that drives or brakes drive wheels by a motor,
A drive torque command value calculation unit that outputs a drive torque command value for controlling the travel device to generate a drive torque,
An electric drive dump truck including a drive torque correction value calculation unit that calculates a drive torque correction value for increasing or decreasing the drive torque command value input to the traveling device
A vehicle weight calculation unit that calculates the weight of the electric drive dump truck and outputs it as vehicle weight information;
A vessel position detection unit that detects the position of the vessel mounted on the electric drive dump truck and outputs the vessel position information.
Estimating the current weight and the height of the center of gravity of the electric drive dump truck based on a combination of the loading state determined by the vehicle weight information acquired from the vehicle weight calculation unit and the vessel position information acquired from the vessel position detection unit. And, based on the drive torque correction value and the drive torque command value calculated by the drive torque correction value calculation unit using the estimated weight and the height of the center of gravity, the drive torque of the traveling device is reduced to zero or less. A correction value control amount calculation unit for determining whether or not
If the correction value control amount calculation unit determines that the drive torque is equal to or less than zero, an output drive torque correction value for increasing the drive torque to greater than zero is calculated and applied to the drive torque command value. And a correction value output control unit. The electric drive dump truck according to claim 1,
A drive torque command value integration unit that calculates an integrated value of the drive torque command value;
The correction value control amount calculation unit is configured to reduce the drive torque of the traveling device to zero or less based on the drive torque correction value and the integrated value of the drive torque command value calculated by the drive torque command value integration unit. An electric drive dump truck, characterized by determining whether or not the dump truck is used. The electric drive dump truck according to claim 1,
The drive torque correction value calculation unit is configured to estimate the electric drive based on a combination of the loading state determined by the vehicle weight information acquired from the vehicle weight calculation unit and the vessel position information acquired from the vessel position detection unit. Calculating the driving torque correction value based on the weight and height of the center of gravity of the dump truck and the amount of change in the vertical acceleration,
The correction value control amount calculation unit determines whether the drive torque of the traveling device is equal to or less than zero based on the drive torque correction value calculated by the drive torque correction value calculation unit and the drive torque command value. An electrically driven dump truck characterized by: The electric drive dump truck according to claim 1,
Wherein the correction value control amount calculation unit estimates a weight and a height of a center of gravity of the electric drive dump truck according to a continuous time change of the vessel position information obtained from the vessel position detection unit. Dump truck.

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