JP4471298B2 - Auger type snow blower - Google Patents

Description

The present invention relates to a power supply device that requires a plurality of voltages, and more particularly to an auger type snowplow having a charging device.

Various types of charging devices are known as power supply devices that can extract low-voltage power and high-voltage power (see, for example, Patent Document 1).
JP-A-1-170335

A conventional charging device shown in Patent Document 1 will be described with reference to FIG.
FIG. 11 is a circuit diagram of a conventional charging device. A conventional charging device 200 includes a voltage converter 202 in one generator 201 driven by an engine, and the voltage converter 202 selectively converts an AC power source into a high-voltage DC power source and a low-voltage DC power source. The first battery 203 and the second battery 204 connected in series are charged at a high voltage, only the first battery 203 is charged at a low voltage, and the voltages of the batteries 203 and 204 are balanced. is there.

It is possible to take out low voltage power from the first output terminal 205 between the first and second batteries 203, 204 and to take out high voltage power from the second output terminal 206 connected only to the second battery 204. it can.
For example, when the charging voltage of the first battery 203 and the charging voltage of the second battery 204 are equalized, the output voltage of the second output terminal 206 is set to the output voltage of the first output terminal 205. The voltage can be doubled.
The generator 201 includes an armature coil 211, a rectifier 212, a field coil 213, and a voltage regulator 214.

  However, in order to maintain the voltage of the first output terminal 205 and the voltage of the second output terminal 206 in a stable state at all times, it is necessary to sufficiently manage the voltage of the first and second batteries 203 and 204. For this purpose, a highly accurate detection circuit is required. In other words, the voltage converter 202 requires various electric parts such as a transistor 221, a comparator 222, a triangular wave oscillator 223, an operational amplifier 224, and a large number of resistors and capacitors, and has a very complicated structure, which increases the cost. It becomes a factor.

An object of the present invention is to provide a technique capable of sufficiently performing voltage management of the first and second batteries at a low cost in a charging device mounted on an auger type snowplow .

The invention according to claim 1 is an auger-type snow removal working unit, an engine that drives the auger-type snow removal working unit, a traveling unit such as a crawler belt or a drive wheel, an electric motor that drives the traveling unit, and the engine The auger-type snow removal working unit is driven only by the engine by providing a generator that is driven by a power source to supply power to the battery and the electric motor, and a charging device that includes the generator, the engine, the battery, and the like. In addition, in the auger type snowplow of the type in which the traveling unit is driven by the electric motor and the battery, the charging device includes a first battery that supplies power to a control motor of an electronic governor, and the first battery in series. connect, and said electric motor such as the second battery for supplying power to a high voltage generator for charging a high voltage to these first and second batteries connected in series A low-pressure generator for charging at a low voltage only to the first battery, the charging switch between said engine for driving the high-pressure and low-pressure generator and the low-pressure generator and the first battery to a connected state and the disconnected state and disengaging means, a connection state of the charging disconnection device, that half of the series connected first and second battery voltage falls below the voltage of only the first battery, the voltage unequal conditions A control unit that shuts off the charging / disconnecting means when it is determined that the condition is satisfied, and the control unit includes a condition that the engine is in an operating state and a condition that the electric motor is in a stopped state. An auger type snow remover configured to determine the voltage non-uniformity condition when two conditions are satisfied .

  The invention according to claim 2 is characterized in that, in claim 1, the control unit is configured to determine the voltage non-uniformity condition when the main power switch in the charging device is turned on (immediately after being turned on). And

In the invention according to claim 1, (1) the condition that the engine is in an operating state, and (2) among the electric parts fed by the first and second batteries, at least an electric part with large power consumption is stopped. The voltage non-uniformity condition is determined when the two conditions, i.e., are satisfied.
Even if the engine is in an operating state, if the electrical components (loads) that consume a large amount of power are in a stopped state, there is almost no bias in the power extracted from each battery, so the voltage of each battery is relatively leveled and stable. ing. Since the voltage inequality condition is determined based on such a stable voltage, a more accurate determination can be made.
For example, when the voltage of the first battery and the voltage of the second battery are equal (when the voltage inequality condition is not satisfied), the high-voltage / low-voltage generator is driven by the idling engine, Each battery can be charged evenly.

In the invention according to claim 2, the voltage non-uniformity condition is determined when the main power switch in the charging device is turned on.
At the time when the main power switch is turned on (immediately after being turned on), since the load connected to each battery is hardly operated, the voltage of each battery is leveled and stable. Since the voltage inequality condition is determined based on such a stable voltage, a more accurate determination can be made.

The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. “Front”, “Rear”, “Left”, “Right”, “Up”, “Down” follow the direction viewed from the operator, Fr is front, Rr is rear, Le is left, Ri is right Indicates.
FIG. 1 is a side view of a snow removal machine (work machine) according to the present invention. FIG. 2 is a schematic plan view and control system diagram of the snowplow according to the present invention.

  As shown in FIGS. 1 and 2, a snowplow 10 includes a vehicle body having an auger-type working unit 13 and an engine 14 for driving the working unit 13 on a traveling frame 12 having left and right traveling units 11L and 11R. The rear part of the frame 15 is mounted so that it can swing up and down, the front part of the vehicle body frame 15 is moved up and down by the lift drive mechanism 16, and the left and right operation handles 17L and 17R are extended from the rear part of the traveling frame 12 to the upper rear part. The operation handles 17L and 17R are provided with grips 18L and 18R at the tips, and are self-propelled working machines, that is, electric vehicles.

  Such a snow removal machine 10 is said to be an auger type snow removal machine. Hereinafter, the working unit 13 is referred to as a snow removal working unit 13. An operator can operate the snow removal machine 10 with the operation handles 17L and 17R while walking with the snow removal machine 10.

The combined structure of the traveling frame 12 and the vehicle body frame 15 forms an airframe 19. The traveling frame 12 includes left and right electric motors 21L and 21R that drive the traveling units 11L and 11R. The left and right traveling units 11L and 11R include left and right crawler belts 22L and 22R, left and right driving wheels 23L and 23R disposed at the rear as traveling wheels, and left and right rolling wheels 24L and 24R disposed at the front. .
The left crawler belt 22L can be driven via the left driving wheel 23L by the driving force of the left electric motor 21L. The right crawler belt 22R can be driven via the right drive wheel 23R by the driving force of the right electric motor 21R.

  The snow removal working unit 13 includes an auger housing 25, a blower case 26 integrated with the back surface of the auger housing 25, an auger 27 provided in the auger housing 25, a blower 28 provided in the blower case 26, and a shooter 29.

As shown in FIG. 1, the engine 14 is a snow removal drive source that drives the snow removal working unit 13 via an electromagnetic clutch 31 and a transmission mechanism 32.
The transmission mechanism 32 is a belt-type transmission mechanism that transmits power from the electromagnetic clutch 31 attached to the crankshaft 14 a of the engine 14 to the auger transmission shaft 33 using a belt. The power of the engine 14 is transmitted to the auger 27 and the blower 28 through a path of the crankshaft 14 a → the electromagnetic clutch 31 → the transmission mechanism 32 → the auger transmission shaft 33. The snow collected by the auger 27 can be blown away by the blower 28 via the shooter 29.
The auger housing 25 includes a scraper 35 and left and right sleds 36L and 36R at the rear lower end.

  The elevating drive mechanism 16 is an actuator in which a piston can advance and retreat from a cylinder. This actuator is a type of electric hydraulic cylinder in which a piston is extended and contracted by hydraulic pressure generated from a hydraulic pump (not shown) by an electric motor 16a (see FIG. 2). The electric motor 16 a is an elevating drive source that is integrated into the side of the cylinder of the elevating drive mechanism 16.

Such a snowplow 10 has a configuration in which the auger housing 25 and the blower case 26 are attached to the traveling frame 12 so as to be able to roll, and the auger housing 25 is rolled left and right (rolled) by a rolling drive mechanism 38.
More specifically, the auger transmission shaft 33 extending in the front-rear direction is rotatably supported by the auger housing 25 and the blower case 26, and the blower case 26 is attached to the front end portion of the vehicle body frame 15 so as to be rotatable left and right (rollable). is there.

  As described above, the traveling frame 12 has a configuration in which the vehicle body frame 15 is attached. For this reason, the auger housing 25 and the blower case 26 are attached to the traveling frame 12 so as to be able to roll. As a result, the auger housing 25 can be lifted and lowered with respect to the traveling frame 12.

  The rolling drive mechanism 38 is an actuator capable of moving a piston back and forth from a cylinder. This actuator is a type of electric hydraulic cylinder in which a piston is extended and contracted by hydraulic pressure generated from a hydraulic pump (not shown) by an electric motor 38a (see FIG. 2). The electric motor 38 a is a rolling drive source that is integrated into the side of the cylinder of the rolling drive mechanism 38.

  By the way, an operation unit 40, a control unit 61, and two batteries 62A and 62B are arranged between the left and right operation handles 17L and 17R. Hereinafter, the operation unit 40 will be described.

  FIG. 3 is a perspective view of the operation unit according to the present invention. FIG. 4 is a plan view of the operation unit according to the present invention. 3 and 4, the operation unit 40 includes an operation box 41 provided between the left and right operation handles 17L and 17R, a travel preparation lever 42 provided on the left operation handle 17L near the grip 18L, and a left Turning control lever 43L and a right turning operation lever 43R attached to the right operation handle 17R in the vicinity of the grip 18R.

  The travel preparation lever 42 is a travel preparation member that acts on the switch 42a (see FIG. 2), and the switch 42a is turned off when the free spring shown in FIG. If the travel preparation lever 42 is grasped with the operator's left hand and lowered to the grip 18L side, the switch 42a is turned on.

The left and right turning operation levers 43L and 43R are turning operation members that are respectively operated by the hands holding the left and right grips 18L and 18R, and are mechanisms that act on the corresponding turning switches 43La and 43Ra (see FIG. 2).
When these left and right turning operation levers 43L and 43R are brought into a free state shown in the figure by the pulling action of the return spring, the turning switches 43La and 43Ra are turned off. If the operator turns the left turning lever 43L with the left hand and raises it to the grip 18L side, the left turning switch 43La is turned on. The same applies to the right turning switch 43Ra. In this way, whether or not the left and right turning operation levers 43L and 43R are being gripped can be detected by the turning switches 43La and 43Ra.

Referring to FIG. 2 as well, the operation box 41 includes a main switch 44 and an auger switch 45 (also referred to as “clutch operation switch 45”) on the back surface 41a (worker side surface).
The engine 14 can be started by turning the main switch 44 on. The auger switch 45 is a manual switch that switches the electromagnetic clutch 31 on and off, and includes, for example, a push button switch.

Further, the operation box 41 has a mode changeover switch 51, a throttle lever 52, a direction speed lever 53, a reset switch 54, an auger housing posture operation lever 55 and a shooter operation lever 56 arranged on the upper surface 41b in this order from the left side to the right side. , Which is provided.
More specifically, a directional speed lever 53 is arranged on the upper surface 41b of the operation box 41 on the left side of the vehicle width center CL, and a reset switch 54 is arranged on the right side of the vehicle width center CL.

The mode changeover switch 51 is a manual changeover switch that switches the travel control mode in the control unit 61, and is formed of, for example, a rotary switch. It is possible to switch to the first control position P1, the second control position P2, and the third control position P3 by turning the knob 51a counterclockwise. When switching to each of these positions P1, P2, P3, the mode changeover switch 51 issues a corresponding switch signal.
The first control position P1 is a switch position for causing the control unit 61 to perform control in the “first control mode”. The second control position P2 is a switch position for causing the control unit 61 to perform control in the “second control mode”. The third control position P3 is a switch position for causing the control unit 61 to perform control in the “third control mode”.

  The first control mode is a so-called manual mode in which control is performed manually based on the rotational speed of the engine 14. The second control mode is a so-called power mode in which the traveling speed is controlled to be gradually decreased with respect to the increase amount of the opening degree of the throttle valve 71. The third control mode is a so-called auto mode (automatic mode) in which the traveling speed is controlled so as to decrease more greatly than in the second control mode with respect to the increase amount of the opening degree of the throttle valve 71. . In the second and third control modes, the travel speed may be controlled based on the rotational speed of the engine 14 instead of the opening of the throttle valve 71.

As described above, the load control mode of the control unit 61 is changed to (1) a first manual operation mode used by an advanced user accustomed to work, and (2) a semi-automatic type used by an intermediate worker accustomed to some degree. This mode is set to three modes: a second control mode and (3) an automatic third control mode used by an unfamiliar beginner.
By appropriately selecting these modes, one snowblower 10 can be easily used from beginners to advanced workers in a work mode that is optimal for them.

  The throttle lever 52 is an operating member for controlling the opening and closing of the throttle valve 71 by controlling a control motor 72 of an electronic governor (also referred to as an electric governor). The voltage can be reciprocated in the front-rear direction, and a voltage corresponding to the position is generated by the potentiometer 52a. When the throttle lever 52 is tilted in the direction of the arrow De, the throttle valve 71 can be closed until it is fully closed, and when the throttle lever 52 is tilted in the direction of the arrow In, the throttle valve 71 can be opened until it is fully opened. As a result, the rotational speed of the engine 14 can be adjusted.

  The direction speed lever 53 is an operation member for controlling the rotation of the electric motors 21L and 21R, and details thereof will be described later (see FIG. 5).

  The reset switch 54 (auger original position automatic return switch 54) is a manual switch for returning the attitude (position) of the auger housing 25 to a preset origin, and is composed of, for example, a push button switch, and includes an indicator lamp 57. Is provided.

The auger housing posture operation lever 55 is an operation member for changing the posture of the auger housing 25. In other words, the auger housing posture operation lever 55 is an operation member for operating the elevating drive mechanism 16 and the rolling drive mechanism 38 to elevate and roll the auger housing 25 in accordance with the snow surface when the auger 27 performs snow removal work. . When the auger housing posture operation lever 55 is swung to the front side Frs, the rear side Rrs, the left side Les, and the right side Ris, the corresponding switches can be turned on.
The shooter operating lever 56 is an operating member for changing the direction of the shooter 29 (see FIG. 1).

FIG. 5 is an operation explanatory view of the directional speed lever employed in the present invention.
As shown in FIG. 5, the directional speed lever 53 (also referred to as “forward / reverse speed adjustment lever 53”) can be reciprocated back and forth as indicated by arrows Ad and Ba by the operator's hand, and from the “neutral range”. The snowplow 10 (see FIG. 1) can be moved forward by tilting it toward the “forward” side, and in the “forward” region, speed control can be performed so that Lf is forward at low speed and Hf is forward at high speed. Similarly, if the snowplow 10 can be moved backward from the “neutral range” to the “reverse” side, the speed control can also be performed so that Lr is low-speed reverse and Hr is high-speed reverse in the “reverse” region. Yes.

  In this example, as indicated at the left end of the figure, the potentiometer 53a (see FIG. 2) is set so that the maximum reverse speed is 0 V (volt), the maximum forward speed is 5 V, and the neutral range is 2.3 V to 2.7 V. ) To generate a voltage according to the position. The front / rear direction and the high / low speed control can be set with one lever, so the direction speed lever 53 is named.

  Next, the control system of the snow removal machine 10 will be described with reference to FIG. The control system of the snowplow 10 is centralized in the control unit 61. The control unit 61 has a configuration in which a memory 63 is built in, and various information stored in the memory 63 is appropriately read and controlled.

First, the operation of the system of the snow removal working unit 13 will be described.
The intake system of the engine 14 has a configuration in which the throttle valve 71 is controlled to open and close by the control motor 72 and the choke valve 73 is controlled to open and close by the control motor 74. The opening of the throttle valve 71 is detected by a throttle position sensor 75, the opening of the choke valve 73 is detected by a choke position sensor 76, and these detection signals are sent to the control unit 61.
The rotation speed (rotation speed) of the engine 14 is detected by the engine rotation sensor 77 and a detection signal is issued to the control unit 61.

  The high-voltage generator 81 is rotated with a part of the output of the engine 14, and the obtained electric power is supplied to the batteries 62A and 62B, and also supplied to the left and right electric motors 21L and 21R and other electrical components. The remaining output of the engine 14 is used for the rotation of the auger 27 and the blower 28.

  By grasping the travel preparation lever 42 and operating the auger switch 45, the electromagnetic clutch 31 can be connected (turned on), and the auger 27 and the blower 28 can be rotated by the power of the engine 14. The electromagnetic clutch 31 can be turned off by turning the traveling preparation lever 42 free or operating the auger switch 45.

Next, the operation of the traveling units 11L and 11R will be described.
The snow remover 10 of the present invention includes left and right electromagnetic brakes 82L and 82R as brakes corresponding to parking brakes for ordinary vehicles. Specifically, the left and right electric motors 21L and 21R are braked by the left and right electromagnetic brakes 82L and 82R. These electromagnetic brakes 82L and 82R are in a brake state (on state) under the control of the control unit 61 during parking. Therefore, the electromagnetic brakes 82L and 82R are released by the following procedure.

  When the two conditions of the main switch 44 being in the ON position and the travel preparation lever 42 being gripped are satisfied and the directional speed lever 53 is switched to forward or reverse, the electromagnetic brakes 82L and 82R are in the OFF state. become.

  The control unit 61 that has obtained the position information of the directional speed lever 53 from the potentiometer 53a rotates the left and right electric motors 21L and 21R via the left and right motor drivers 84L and 84R, and rotates the rotation speed (the number of rotations) of the electric motors 21L and 21R. ) Is detected by the motor rotation sensors 83L and 83R, and feedback control is executed based on the detection signals so that the rotation speed becomes a predetermined value. As a result, the left and right drive wheels 21L, 21R rotate in a desired direction at a predetermined speed and enter a traveling state.

  Braking while driving is performed according to the following procedure. Motor drivers 84L and 84R include regenerative brake circuits 85L and 85R and short-circuit brake circuits 86L and 86R. The short circuit brake circuits 86L and 86R are brake means.

While holding the left turning lever 43L and turning on the left turning switch 43La, the control unit 61 activates the left regenerative brake circuit 85L based on the switch-on switch signal, and the left electric motor Decrease the speed of 21L.
While gripping the right turning operation lever 43R and turning on the right turning switch 43Ra, the control unit 61 operates the right regenerative brake circuit 85R based on the switch-on switch signal, and the right electric motor Decrease the speed of 21R.
That is, the snowplow 10 can be turned left only while the left turning lever 43L is being gripped. Further, the snowplow 10 can be turned to the right only while holding the right turning operation lever 43R.

  The travel can be stopped by either (1) releasing the travel preparation lever 42, (2) returning the main switch 44 to the OFF position, or (3) returning the direction speed lever 53 to the neutral position. it can.

  By swinging the auger housing posture operation lever 55 back and forth, the electric motor 16a rotates forward and backward, and the piston of the elevating drive mechanism 16 expands and contracts. As a result, the auger housing 25 and the blower case 26 move up and down. The elevation position of the auger housing 25 is detected by a height position sensor 87 (vertical movement detection unit 87), and a detection signal is issued to the control unit 61.

  By swinging the auger housing posture operation lever 55 left and right, the electric motor 38a rotates in the forward direction, and the piston of the rolling drive mechanism 38 is expanded and contracted. As a result, the auger housing 25 and the blower case 26 roll left and right. The rolling position of the auger housing 25 is detected by a rolling position sensor 88 (left / right tilt detection unit 88), and the detection signal is sent to the control unit 61.

Next, the charging device mounted on the auger type snowplow 10 having the above configuration will be described with reference to FIGS. Hereinafter, the charging apparatus will be described with reference to FIG.
FIG. 6 is a circuit diagram of the charging device according to the present invention. The charging device 100 mounted on the snowplow 10 includes a first battery 62A, a second battery 62B connected in series to the first battery 62A, and a high voltage applied to the first and second batteries 62A and 62B connected in series. , A low voltage generator 120 that charges only the first battery 62A with a low voltage, and an engine 14 (see FIG. 2) that drives these high voltage and low voltage generators 81 and 120.

  The high voltage generator 81 generates a DC high voltage (for example, 24 V) by combining the high voltage AC generator 111 with the high voltage regulator 112. The low voltage generator 120 generates a DC low voltage (for example, 12 V) by combining the low voltage AC generator 121 with the low voltage regulator 122.

As shown in FIG. 2, the high-pressure generator 81 is a high-pressure alternator that is provided as a standard in a general-purpose engine such as a general gasoline engine.
By winding the belt 115 around the drive pulley 113 attached to the crankshaft 14 a of the engine 14 and the driven pulley 114 attached to the high-voltage generator 81, the high-voltage generator 81 can be driven by the power of the engine 14. That is, the high voltage generator 81 is directly driven by the crankshaft 14a.
The high-voltage alternator is a three-phase AC generator provided with a rectifier and outputs a constant voltage DC, and is the most widely used as an engine-driven generator, and thus detailed description thereof is omitted.

7 is a cross-sectional view of the low-voltage AC generator according to the present invention, and FIG. 8 is a cross-sectional view taken along line 8-8 of FIG.
As shown in FIGS. 7 and 8, the low-voltage AC generator 121 of the low-voltage generator 120 has a combination structure of a plurality of rotating-side permanent magnets 123 and stationary-side generating coils 124 and 124.
The permanent magnets 123 are attached to the inner peripheral surface 125a of the flywheel 125 fixed to the crankshaft 14a. The power generation coils 124 and 124 are attached to brackets 126 and 126 extending from the crankcase of the engine 14 so as to face the permanent magnets 123.

The flywheel 125 rotates at high speed in synchronization with the crankshaft 14a. On the other hand, the power generation coils 124 and 124 are stationary. Since the permanent magnets 123... Pass through the vicinity of the power generation coils 124, 124, AC power generation is possible by induction.
The permanent magnets 123... And the power generation coils 124 and 124 are the main parts of the low voltage generator 120.

Returning to FIG. 6, the description will be continued.
The charging capacity of the first battery 62A and the charging capacity of the second battery 62B are the same. Since the charging voltage of the first battery 62A and the charging voltage of the second battery 62B are made equal, the voltage EH of the first and second batteries 62A and 62B connected in series is changed to that of only the first battery 62A. The voltage can be twice as high as the voltage EL.

An intermediate between the positive electrode of the first battery 62A and the negative electrode of the second battery 62B connected in series with each other is the first terminal 131, and one end on the negative electrode side of the first battery 62A across the first terminal 131 is the second terminal 132, Similarly, one end on the positive electrode side of the second battery 62B is referred to as a third terminal 133.
Both ends of the high voltage generator 81 are connected to the second terminal 132 and the third terminal 133, and both ends of the low voltage generator 120 are connected to the first terminal 131 and the second terminal 132.

  By connecting the high voltage load M1 to the second terminal 132 and the third terminal 133, high voltage power can be supplied from the first and second batteries 62A and 62B connected in series to the high voltage load M1. . Further, by connecting the low voltage load M2 to the first terminal 131 and the second terminal 132, it is possible to supply a low voltage from the first battery 62A to the low voltage load M2.

  Referring to FIG. 2, as the high voltage load M1, for example, the electric motors 21L and 21R that drive the traveling units 11L and 11R, the electromagnetic clutch 31, the electromagnetic brakes 82L and 82R, the motor drivers 84L and 84R, the control unit 61, FIG. An engine ignition system not shown. Examples of the low-voltage load M2 include electronic governor control motors 72 and 74.

  Further, as shown in FIG. 6, the charging apparatus 100 includes a first voltage sensor 141 that measures the voltages of the first and second batteries 62A and 62B connected in series, and a second voltage that measures the voltage of only the first battery 62A. Sensor 142, charging relay 143 (that is, charging / disconnecting means 143) that switches between low voltage generator 120 and first battery 62A between a connected state and a disconnected state, and first and second voltage sensors 141, 142 And the above-described control unit 61 for connecting and disconnecting the charging relay 143 by comparing and determining the voltage of the above.

More specifically, the charging relay 143 includes an exciting coil 143a that is excited by a control signal from the control unit 61, and a normally open contact 143b that is turned on (closed) when the exciting coil 143a is excited. The normally open contact 143b is interposed in the connection between the one end 120a of the low voltage generator 120 and the first terminal 131.
The first voltage sensor 141 is connected to the third terminal 133. The second voltage sensor 142 is connected between one end 120a of the low voltage generator 120 and the normally open contact 143b.

  Next, a control flow when the control unit 61 shown in FIG. 6 is a microcomputer will be described with reference to FIG. In the figure, STxx indicates a step number. Step numbers that are not specifically described proceed in numerical order. Hereinafter, a description will be given with reference to FIGS. 2 and 6.

FIG. 9 is a control flowchart of the control unit according to the present invention.
ST01: The switch signal of the main switch 44 is read.
ST02: It is checked whether or not the main switch 44 is turned on (whether the on operation is started). If YES, the process proceeds to ST03, and if NO, the process returns to ST01.
ST03: Since the main switch 44 is turned on, the charging relay 143 is turned on at that time. That is, the normally open contact 143b is turned on (closed) by exciting the exciting coil 143a. As a result, the low voltage generator 120 and the first battery 62A are switched from the disconnected state to the connected state.

ST04: The voltage EH of the first and second batteries 62A and 62B connected in series, that is, the high-voltage voltage EH (high voltage EH) is measured. The high voltage EH may be measured by the first voltage sensor 141.
ST05: The voltage EL of only the first battery 62A, that is, the low voltage system voltage EL (low voltage EL) is measured. The low voltage EL may be measured by the second voltage sensor 142.

  ST06: Check whether 1/2 of the high voltage system voltage EH is lower than the low voltage system voltage EL ((EH / 2) <EL). If YES, the process proceeds to ST07, and if NO, the process proceeds to ST08. If “(EH / 2) <EL”, it is determined that the voltage non-uniformity condition is satisfied, and the determination is YES.

  ST07: Since the voltage non-uniformity condition is satisfied, the charging relay 143 is turned off, and then the control is terminated. That is, the normally open contact 143b is turned off (opened) by de-energizing the exciting coil 143a. As a result, the connection between the low voltage generator 120 and the first battery 62A is switched from the connected state to the disconnected state.

  ST08: Since the voltage non-uniformity condition is not satisfied, that is, 1/2 of the high voltage system voltage EH is equal to or higher than the low voltage system voltage EL, the control is terminated after the charging relay 143 is turned on. The normally open contact 143b is turned on (closed). As a result, the low voltage generator 120 and the first battery 62A are maintained in the connected state, or switched from the cut-off state to the connected state.

As described above, since the charging apparatus 100 has the above configuration and operation, the following effects are exhibited.
The charging apparatus 100 includes a first battery 62A, a second battery 62B connected in series to the first battery 62A, and a high voltage generator 81 that charges the first and second batteries 62A and 62B connected in series with a high voltage. And the low voltage generator 120 that charges only the first battery 62A with a low voltage, the engine 14 that drives these high voltage and low voltage generators 81, 120, and the connection between the low voltage generator 120 and the first battery 62A. A charging relay 143 (charging connection / disconnection means 143) that switches between a state and a blocking state, and a control unit 61 that controls the charging relay 143.

  Since the first and second batteries 62A and 62B are power supplies connected in series, the voltage of the first battery 62A and the voltage of the second battery 62B are required to be as equal as possible. However, since the first battery 62A is charged from the low-voltage generator 120 and also from the high-voltage generator 81, charging tends to be promoted more than the second battery 62B. As the first battery 62A becomes overcharged, the amount of charge of the second battery 62B gradually decreases and becomes undercharged. That is, when the first battery 62A is overcharged, the second battery 62B connected in series to the first battery 62A is less likely to be charged. In this state, the voltage of the first battery 62A and the voltage of the second battery 62B become unequal, so that it is difficult to manage the voltages of the batteries 62A and 62B.

  In contrast, the control unit 61 is in the connection state of the charging relay 143, that is, the connection state of the charging / disconnecting means 143 (ST03), and the voltage EH of the first and second batteries 62A and 62B connected in series. Is determined to be less than the voltage EL of only the first battery 62A (the voltage inequality condition is satisfied) (ST06), the charging / disconnecting means 143 is shut off (ST07). It is composed.

  That is, in a state where the low voltage generator 120 and the first battery 62A are connected by the charging / disconnecting means 143, ½ of the voltage EH of the first and second batteries 62A and 62B connected in series is When the voltage is lower than the voltage EL of only the first battery 62A, it is determined that the voltage of the first battery 62A and the voltage of the second battery 62B are non-uniform (voltage non-uniform).

  That is, the control unit 61 determines that the voltage non-uniformity condition is satisfied, and interrupts the charging / disconnecting means 143 so that the low voltage generator 120 cannot charge only the first battery 62A. The entire first and second batteries 62A and 62B connected in series can be charged by the high voltage generator 81 as they are.

  By doing in this way, the 1st battery 62A and the 2nd battery 62B can be charged equally, irrespective of simple composition. As a result, the voltage of the first battery 62A and the voltage of the second battery 62B can be easily and accurately equalized. Therefore, the voltage management of the first and second batteries 62A and 62B can be sufficiently performed at low cost.

  Further, the control unit 61 is configured to determine the voltage non-uniformity condition (ST06) when the main power switch 44 in the charging device 100 (that is, the main switch 44 of the snowplow 10) is turned on (ST02). It is characterized by that.

  At the time when the main power switch 44 is turned on (immediately after being turned on), the loads M1 and M2 connected to the batteries 62A and 62B are hardly operated. Therefore, the voltages of the batteries 62A and 62B are leveled, stable. Since the controller 61 determines the voltage inequality condition based on such a stable voltage, it can make a more accurate determination.

Next, a modified example of the control unit 61 will be described with reference to FIG.
FIG. 10 is a control flowchart of the control unit of the modification according to the present invention.
ST101: It is checked whether or not the engine 14 is operating. If YES, the process proceeds to ST102, and if NO, ST101 is repeated until YES. For example, when the main switch 44 is on, it is determined that the engine 14 is operating.

  ST102: It is checked whether or not the electric motors 21L and 21R are stopped. If YES, the process proceeds to ST103, and if NO, the process returns to ST101. For example, the electric motors 21L and 21R are either when (1) the hand is released from the travel preparation lever 42 or (2) the operating position of the direction speed lever 53 is returned to the “neutral position”. Is determined to be stopped.

  ST103: The charging relay 143 is turned on. That is, the normally open contact 143b is turned on (closed) by exciting the exciting coil 143a. As a result, the low voltage generator 120 and the first battery 62A are switched from the disconnected state to the connected state.

ST104: The voltage EH of the first and second batteries 62A and 62B connected in series, that is, the high-voltage voltage EH (high voltage EH) is measured. The high voltage EH may be measured by the first voltage sensor 141.
ST105: The voltage EL of only the first battery 62A, that is, the low voltage system voltage EL (low voltage EL) is measured. The low voltage EL may be measured by the second voltage sensor 142.

  ST106: It is checked whether 1/2 of the high voltage system voltage EH is lower than the low voltage system voltage EL ((EH / 2) <EL). If YES, the process proceeds to ST107, and if NO, the process proceeds to ST108. If “(EH / 2) <EL”, it is determined that the voltage non-uniformity condition is satisfied, and YES is obtained.

ST107: Since the voltage non-uniformity condition is satisfied, the charging relay 143 is turned off, and then the process returns to ST101. That is, the normally open contact 143b is turned off (opened) by de-energizing the exciting coil 143a. As a result, the connection between the low voltage generator 120 and the first battery 62A is switched from the connected state to the disconnected state.
ST108: Since the voltage non-uniformity condition is not satisfied, the charging relay 143 is turned on, and then the process returns to ST101. The normally open contact 143b is turned on (closed). As a result, the low voltage generator 120 and the first battery 62A are maintained in the connected state, or switched from the cut-off state to the connected state.

It is as follows when the description of the charging device 100 of a modification is put together.
The control unit 61 includes a condition that the engine 14 is in an operating state (ST101) and an electric component (electric motors 21L and 21R that consumes at least large power among electric components that are fed by the first and second batteries 62A and 62B. ) Is in a stopped state (ST102), and the voltage non-uniformity condition is judged (ST106) when the two conditions are satisfied.

Therefore, according to the structure of a modification, while having the effect | action and effect of the Example shown in the said FIGS. 1-9, there exist the following effect | action and effect.
That is, even if the engine 14 is in an operating state, if the electric components (loads) with large power consumption such as the electric motors 21L and 21R that drive the traveling units 11L and 11R are stopped, the batteries 62A and 62B Since there is almost no bias in the extracted power, the voltages of the batteries 62A and 62B are relatively leveled and stable. Since the controller 61 determines the voltage inequality condition based on such a stable voltage, it can make a more accurate determination.

  For example, when the voltage of the first battery 62A and the voltage of the second battery 62B are equal (when the voltage inequality condition is not satisfied), the high-voltage / low-voltage generators 81, 120 in the idling engine 14 are used. By driving, the batteries 62A and 62B can be charged evenly.

In the embodiment of the present invention, the control unit 61 can be configured by combining the control flow shown in FIG. 9 and the control flow shown in FIG.
For example, after executing the contents of ST07 and ST08 of the control flow shown in FIG. 9, the process proceeds to ST101 of the control flow shown in FIG. 10, whereby ST101 to ST108 can be executed.

Furthermore, the controller 61 may have the following combination (1) to (5).
(1) ST04 to ST08 in FIG. 9 are abolished.
(2) After performing ST01 to ST03 in FIG. 9, the process proceeds to ST101 in FIG. 10, and ST101 and ST102 are performed.
(3) If YES in ST102, after executing ST103, return to ST01 or ST101.
(4) If NO in ST102, the process does not return directly to ST101 but proceeds to ST104.
(5) After performing ST104 to ST108, return to ST01 or ST101.

  The charging device 100 according to the present invention drives the snow removal working unit 13 such as an auger with the engine 14 and also drives the traveling units 11L and 11R with the electric motors 21L and 21R, so that the snow removal working unit at the front is running forward. It is suitable to be mounted on an auger type snow remover 10 that collects and removes snow at 13.

  In general, an auger type snowplow is a working machine that has a limited use season and a limited use time. In order to mount a complicated and expensive charging device on such a working machine, there are limitations in terms of maintenance / inspection work and manufacturing cost.

  On the other hand, by mounting the charging device 100 of the present invention on the auger type snow remover 10, the engine 14 that drives the snow removal working unit 13 such as an auger is used to drive the high-voltage / low-voltage generators 81 and 120. Can also serve. Furthermore, from the first and second batteries 62A and 62B, (1) the high voltage is applied to a load having a high voltage and a large fluctuation in power consumption, such as the electric motors 21L and 21R that drive the traveling units 11L and 11R. Power can be supplied, and (2) low voltage power can be supplied to a load with low voltage and small fluctuations in power consumption. And the voltage management of each battery 62A and 62B can fully be performed so that the voltage of the 1st battery 62A and the voltage of the 2nd battery 62B may become equal.

It is a side view of the snow removal machine (work machine) which concerns on this invention. It is a typical top view and control system diagram of the snowplow according to the present invention. It is a perspective view of the operation part which concerns on this invention. It is a top view of the operation part which concerns on this invention. It is action | operation explanatory drawing of the direction speed lever employ | adopted by this invention. It is a circuit diagram of the charging device which concerns on this invention. It is sectional drawing of the low voltage | pressure alternating current generator which concerns on this invention. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 7. It is a control flowchart of the control part which concerns on this invention. It is a control flowchart of the control part of the modification which concerns on this invention. It is a circuit diagram of the conventional charging device.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Ogre type snow remover, 11L, 11R ... Traveling part, 13 ... Snow removal working part, 14 ... Engine, 19 ... Airframe, 21L, 21R ... Electric component (electric motor) with large power consumption, 44 ... Main power switch (main Switch), 61 ... control unit, 62A ... first battery, 62B ... second battery, 81 ... high voltage generator, 100 ... charging device, 120 ... low voltage generator, 141 ... first voltage sensor, 142 ... second voltage sensor 143, charging / disconnecting means (charging relay), EH, voltage of first and second batteries connected in series, EL, voltage of only the first battery.

Claims (2)

An auger-type snow removal working unit, an engine that drives the auger-type snow removal working unit, a traveling unit such as a crawler belt and a drive wheel, an electric motor that drives the traveling unit, a battery and the electric motor driven by the engine By providing a generator for supplying power to the motor and a charging device including the generator, the engine, the battery, and the like, the auger-type snow removal working unit is driven only by the engine, and the electric motor and the battery In the auger type snowplow of the type that drives the traveling part in
The charging device is:
A first battery that supplies power to a control motor or the like of an electronic governor, a second battery that is connected in series to the first battery and supplies power to the electric motor or the like, and first and second batteries connected in series wherein a high pressure generator to charge the second battery at a high voltage, a low-pressure generator for charging only a low voltage to the first battery, and the engine and the front Symbol low generator for driving the high-pressure and low-pressure generator first A charging / disconnecting means for switching between a battery and a connected state; and a state of connection of the charging / disconnecting means, wherein ½ of the voltage of the first and second batteries connected in series is A controller that shuts off the charging / disconnecting means when it is determined that a voltage non-uniformity condition that the voltage of only the first battery has been reduced is satisfied ,
The controller determines the voltage non-uniformity condition when two conditions are satisfied: a condition that the engine is in an operating state and a condition that the electric motor is in a stopped state. auger type snow removing machine, characterized in that configuration was. The auger snowplow according to claim 1, wherein the control unit is configured to determine the voltage non-uniformity condition when a main power switch in the charging device is turned on.

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