JP7382843B2

JP7382843B2 - Engine output reduction device when starting

Info

Publication number: JP7382843B2
Application number: JP2020011304A
Authority: JP
Inventors: 正敏吉田
Original assignee: 株式会社諸岡
Priority date: 2020-01-28
Filing date: 2020-01-28
Publication date: 2023-11-17
Anticipated expiration: 2040-01-28
Also published as: JP2021115987A

Description

本発明は、エンジンで駆動される車輌において、発進時に必要な増加分の負荷に対応する補助駆動力を供給する発進時エンジン出力低減装置に関するものである。 TECHNICAL FIELD The present invention relates to a starting engine output reduction device for a vehicle driven by an engine, which supplies auxiliary driving force corresponding to an increased load required during starting.

従来、エンジンで駆動される油圧発生手段による油圧エネルギーによって、油圧モータで車輪を回転駆動する装置において、車輪の回転を油圧エネルギーとして蓄圧装置（アキュームレータ）に蓄圧しておき、この油圧エネルギーを油圧モータによる車輌の回転の補助エネルギーとして使用する技術は、知られている（特許文献１、２等参照）。 Conventionally, in a device in which a hydraulic motor drives a wheel using hydraulic energy generated by a hydraulic pressure generating means driven by an engine, the rotation of the wheel is stored as hydraulic energy in a pressure accumulator, and this hydraulic energy is transferred to a hydraulic motor. Techniques for using energy as auxiliary energy for vehicle rotation are known (see Patent Documents 1 and 2, etc.).

具体的には、特許文献１には、車輌の駆動輪に作用させる動力を発生する内燃機関と、駆動輪から入力される動力を作動流体の圧力エネルギーに回生変換して蓄圧装置に蓄えることが可能な圧力変換装置と、車輌の減速走行中に駆動輪からの動力によって内燃機関の機関出力軸を回転駆動して内燃機関を始動する際に、機関出力軸に生じるトルク変動に応じて、圧力変換装置による回生変換量を制御する制御装置とを備え、車輌の走行中に適正に内燃機関を始動できる車輌制御システムが記載されている。 Specifically, Patent Document 1 describes an internal combustion engine that generates power to act on the drive wheels of a vehicle, and a system that regeneratively converts the power input from the drive wheels into pressure energy of a working fluid and stores it in a pressure accumulator. When the engine output shaft of the internal combustion engine is rotationally driven by the power from the drive wheels while the vehicle is decelerating and the internal combustion engine is started, the pressure is adjusted according to the torque fluctuation that occurs on the engine output shaft. A vehicle control system is described that includes a control device that controls the amount of regenerative conversion by a conversion device and that can properly start an internal combustion engine while the vehicle is running.

また、特許文献２には、第２油圧変位ユニットと、第２油圧変位ユニットと流体連通する第１油圧変位ユニットと、を有する自動車輌に使用のための直列油圧ハイブリッド・ドライブラインが記載されている。 Further, U.S. Patent Application Publication No. 2003/0000200 describes a series hydraulic hybrid driveline for use in a motor vehicle having a second hydraulic displacement unit and a first hydraulic displacement unit in fluid communication with the second hydraulic displacement unit. There is.

この第１油圧変位ユニットは、エンジンに駆動的に係合される油圧回路と、この油圧回路に選択して流体的に連結される高圧油圧蓄圧器及び低圧油圧蓄圧器を有する油圧蓄圧器アセンブリと、油圧蓄圧器アセンブリ及び／又は油圧回路と流体連通し、第１油圧変位ユニットの油圧変位を制御する油圧アクチュエータとを備える。 The first hydraulic displacement unit includes a hydraulic circuit drivingly engaged to the engine, and a hydraulic accumulator assembly having a high pressure hydraulic accumulator and a low pressure hydraulic accumulator selectively fluidly coupled to the hydraulic circuit. , a hydraulic actuator in fluid communication with the hydraulic accumulator assembly and/or the hydraulic circuit to control hydraulic displacement of the first hydraulic displacement unit.

蓄圧器アセンブリが選択的に第１油圧変位ユニットを有する油圧回路に流体的に連結され、第１油圧変位ユニットがエンジンに駆動的に係合され又は選択的に駆動的に係合されるので、蓄圧器アセンブリに蓄積される油圧エネルギーが、エンジンを起動するために第１油圧変位ユニットを介してそのエンジンを加速させるのに用いられ得る。 the accumulator assembly is selectively fluidly coupled to a hydraulic circuit having a first hydraulic displacement unit, the first hydraulic displacement unit being drivingly engaged or selectively drivingly engaged to the engine; Hydraulic energy stored in the accumulator assembly may be used to accelerate the engine via the first hydraulic displacement unit to start the engine.

第１油圧変位ユニットを介してエンジンを起動することは一般に、第１油圧変位ユニットを介して油圧流体を高圧蓄圧器から低圧蓄圧器へと変位させることを含み、それにより、第１油圧変位ユニットを駆動する。 Starting the engine via the first hydraulic displacement unit generally includes displacing hydraulic fluid from a high pressure accumulator to a low pressure accumulator via the first hydraulic displacement unit, thereby causing the first hydraulic displacement unit to to drive.

なお、建設機械等の分野の車輌の駆動手段において、例えばディーゼルエンジン等で動作される油圧ポンプからの油圧によって回転される油圧モータとして、回転可能なシリンダブロック内に設けられた油圧ピストンを、固定された斜板に押しつけ、シリンダブロックを回転駆動する斜板型油圧ピストンモータは、周知技術である（特許文献３、４参照） In the drive means of vehicles in fields such as construction machinery, for example, a hydraulic piston provided in a rotatable cylinder block is fixed as a hydraulic motor rotated by oil pressure from a hydraulic pump operated by a diesel engine, etc. A swash plate type hydraulic piston motor that presses against a swash plate and rotates a cylinder block is a well-known technology (see Patent Documents 3 and 4).

特開２０１２－２３６４９８号公報JP2012-236498A 特許第６５４４８６６号公報Patent No. 6544866 特開昭５２－３７６３９号公報Japanese Unexamined Patent Publication No. 52-37639 特開平８－１７７７３２号公報Japanese Patent Application Publication No. 8-177732

前記したとおり、従来、車輪の回転を油圧エネルギーとして蓄圧装置に蓄圧しておき、この油圧エネルギーをエンジンによる車輪の回転の補助エネルギーとして使用する技術は、知られている。しかしながら、いずれもその構成は複雑となり、実施上は、例えば経済性等の観点からさらに改善の余地があるものと考えられる。 As described above, there is conventionally known a technique in which the rotation of a wheel is stored as hydraulic energy in a pressure accumulator, and this hydraulic energy is used as auxiliary energy for the rotation of the wheel by an engine. However, in both cases, the configuration is complicated, and it is thought that there is room for further improvement in terms of implementation, for example, from the viewpoint of economic efficiency.

例えば、特許文献１に記載の車輌制御システムは、蓄圧装置に蓄圧された油圧によって油圧ポンプモータで回転動力として出力し、クラッチ、ギア等の機械的な伝達機構を介して駆動輪に伝達してハイブリッド車輌を走行させる構成であるので、エンジンからの伝導駆動機構以外に、機械的な伝達機構を要するので、構造が複雑となり、経済的にも必ずしも好ましいとは言えない。 For example, the vehicle control system described in Patent Document 1 outputs rotational power from a hydraulic pump motor using hydraulic pressure accumulated in a pressure accumulator, and transmits it to drive wheels via a mechanical transmission mechanism such as a clutch or gear. Since this is a configuration for running a hybrid vehicle, a mechanical transmission mechanism is required in addition to a transmission drive mechanism from the engine, which results in a complicated structure and is not necessarily economically preferable.

また、特許文献２に記載の直列油圧ハイブリッド・ドライブラインは、蓄圧器アセンブリに蓄積される油圧エネルギーが、エンジンを加速させるのに用いられ得るが、そのために、油圧流体を高圧蓄圧器から低圧蓄圧器へと変位させる構成が必要であり、このような構成も構造が複雑となり、経済的にも必ずしも好ましいとは言えない。 Additionally, the series hydraulic hybrid driveline described in US Pat. It is necessary to have a configuration for displacing it into a container, and such a configuration also has a complicated structure and is not necessarily economically preferable.

本発明は、車輌の遊動輪の回転を油圧エネルギーとしてアキュームレータに蓄圧しておき、この畜圧した油圧のエネルギーをエンジンによる車輌の駆動輪を回転するための補助エネルギーとして使用する技術において、上記従来の問題点を解決することを目的とし、アキュームレータに畜圧した車輌の遊動輪の回転による油圧エネルギーを、簡単な構成でもって、車輌の発進時の駆動のためのエネルギーの一部として活用できる手段を実現することを課題とする。 The present invention is a technology in which the rotation of idle wheels of a vehicle is stored as hydraulic energy in an accumulator, and the accumulated hydraulic energy is used as auxiliary energy for rotating the drive wheels of the vehicle by the engine. In order to solve this problem, we have provided a means for utilizing hydraulic energy generated by the rotation of idle wheels of a vehicle stored in an accumulator as part of the energy for driving the vehicle when starting, with a simple configuration. The challenge is to realize this.

本発明は、エンジンで駆動される走行ポンプからの油圧流で走行モータを回転して、該走行モータで駆動輪を回転する主駆動装置を備えた車輌において、発進時のエンジンの出力を低減するための発進時エンジン出力低減装置であって、車輌の遊動輪の回転で駆動される補助ポンプと、アキュームレータと、第１電磁切換弁と、第２電磁切換弁と、集合ブロックと、を備えており、アキュームレータは、第１電磁切換弁を介して補助ポンプから送られてくる油圧流を蓄積する構成であり、集合ブロックは、第２電磁切換弁を通りアキュームレータから送られてくる油圧流を、走行ポンプからの油圧流と合流して走行モータに送る構成であることを特徴とする発進時エンジン出力低減装置を提供する。 The present invention reduces the output of the engine at the time of starting in a vehicle equipped with a main drive device that uses hydraulic flow from a travel pump driven by the engine to rotate a travel motor and rotates drive wheels using the travel motor. A device for reducing engine output during start-up for a vehicle, comprising: an auxiliary pump driven by the rotation of idle wheels of a vehicle; an accumulator; a first electromagnetic switching valve; a second electromagnetic switching valve; and a collecting block. The accumulator is configured to accumulate the hydraulic flow sent from the auxiliary pump via the first electromagnetic switching valve, and the collecting block accumulates the hydraulic flow sent from the accumulator through the second electromagnetic switching valve. An engine output reduction device at the time of starting is provided, characterized in that it is configured to combine with a hydraulic flow from a travel pump and send it to a travel motor.

本発明は、エンジンで駆動される走行ポンプからの油圧流で走行モータを回転して、該走行モータで駆動輪を回転する主駆動装置を備えた車輌において、発進時のエンジンの出力を低減するための発進時エンジン出力低減装置であって、車輌の遊動輪の回転で駆動される補助ポンプと、アキュームレータと、集合ブロックと、送出し用油圧路と、蓄圧用油圧路と、補助圧用油圧路と、戻し用油圧路と、還流用油圧路と、第１電磁切換弁と、第２電磁切換弁と、作動油タンクと、集合ブロックと、を備えており、送出し用油圧路は、補助ポンプと第１電磁切換弁を結ぶ油圧路であり、蓄圧用油圧路は、第１電磁切換弁とアキュームレータを結ぶ油圧路であり、補助圧用油圧路は、アキュームレータと集合ブロックを結ぶ油圧路であり、戻し用油圧路は、第１電磁切換弁と作動油タンクを結ぶ油圧路であり、還流用油圧路は、作動油タンクと補助ポンプを結ぶ油圧路であり、第１電磁切換弁は、送出し用油圧路を蓄圧用油圧路と戻し用油圧路のいずれかに選択的に連通するように切り換える切換弁であり、第２電磁切換弁は、補助圧用油圧路の途中に設けられており、補助圧用油圧路の開閉を行う切換弁であり、アキュームレータは、第１電磁切換弁を介して補助ポンプから送られてくる油圧を蓄積する構成であり、集合ブロックは、走行ポンプからの油圧路と補助圧用油圧路にそれぞれ連通し、走行ポンプからの油圧流と、補助圧用油圧路において第２電磁切換弁を通りアキュームレータから送られてくる油圧流を合流して、走行モータに送る構成であることを特徴とする発進時エンジン出力低減装置を提供する。 The present invention reduces the output of the engine at the time of starting in a vehicle equipped with a main drive device that uses hydraulic flow from a travel pump driven by the engine to rotate a travel motor and rotates drive wheels using the travel motor. This is an engine output reduction device at the time of starting, which includes an auxiliary pump driven by the rotation of idle wheels of the vehicle, an accumulator, a collection block, a delivery hydraulic path, a pressure accumulation hydraulic path, and an auxiliary pressure hydraulic path. , a return hydraulic path, a return hydraulic path, a first electromagnetic switching valve, a second electromagnetic switching valve, a hydraulic oil tank, and a collection block, and the delivery hydraulic path is an auxiliary hydraulic path. The hydraulic path is a hydraulic path connecting the pump and the first electromagnetic switching valve, the pressure accumulation hydraulic path is a hydraulic path connecting the first electromagnetic switching valve and the accumulator, and the auxiliary pressure hydraulic path is a hydraulic path connecting the accumulator and the collecting block. , the return hydraulic path is a hydraulic path that connects the first electromagnetic switching valve and the hydraulic oil tank, the return hydraulic path is a hydraulic path that connects the hydraulic oil tank and the auxiliary pump, and the first electromagnetic switching valve is a hydraulic path that connects the hydraulic oil tank and the auxiliary pump. The second electromagnetic switching valve is a switching valve that switches the auxiliary pressure hydraulic path to selectively communicate with either the pressure accumulation hydraulic path or the return hydraulic path, and the second electromagnetic switching valve is provided in the middle of the auxiliary pressure hydraulic path, It is a switching valve that opens and closes the hydraulic path for auxiliary pressure, the accumulator is configured to accumulate the hydraulic pressure sent from the auxiliary pump via the first electromagnetic switching valve, and the collecting block is configured to open and close the hydraulic path from the traveling pump. The hydraulic flow from the travel pump and the hydraulic flow sent from the accumulator through the second electromagnetic switching valve in the hydraulic pressure path for auxiliary pressure are combined and sent to the travel motor. Provided is an engine output reduction device at the time of starting, which is characterized by:

第１電磁切換弁の切換動作及び第２電磁切換弁の開閉動作を行う電磁弁制御装置が設けられており、電磁弁制御装置は、車輌に設けられた操作桿の減速操作で生じる減速信号を受けて、送出し用油圧路を蓄圧用油圧路に連通するように第１電磁切換弁を切り換える蓄圧用油圧路開信号を第１電磁切換弁に送り、車輌に設けられた操作桿の発進操作で生じる発進信号を受けて、補助油圧供給用油圧路を開く第２電磁切換弁の開信号を第２電磁切換弁に送る構成であることが好ましい。 A solenoid valve control device is provided for switching the first solenoid switching valve and opening/closing the second solenoid switching valve. In response, a pressure accumulation hydraulic path opening signal is sent to the first electromagnetic switching valve to switch the first electromagnetic switching valve so that the delivery hydraulic path communicates with the pressure accumulation hydraulic path, and a starting operation is performed using an operating stick provided on the vehicle. It is preferable that the configuration is such that an opening signal for the second electromagnetic switching valve, which opens the auxiliary hydraulic pressure supply hydraulic path, is sent to the second electromagnetic switching valve in response to a start signal generated at the start signal.

補助圧用油圧路に、アキュームレータの油圧が所定の蓄圧に達したことを検知する圧力センサが設けられており、該圧力センサは、所定の蓄圧を検知すると、蓄圧完了信号を電磁弁制御装置に送る構成であり、電磁弁制御装置は、上記蓄圧完了信号が入力されると蓄圧用油圧路閉信号を第１電磁切換弁に送って、第１電磁切換弁が、送出し用油圧路を戻し用油圧路に連通するように切り換え、補助ポンプからの油圧流を作動油タンクに戻す構成であることが好ましい。 A pressure sensor is provided in the auxiliary pressure hydraulic path to detect when the hydraulic pressure of the accumulator reaches a predetermined pressure accumulation, and when the pressure sensor detects the predetermined pressure accumulation, it sends a pressure accumulation completion signal to the electromagnetic valve control device. When the pressure accumulation completion signal is input, the electromagnetic valve control device sends a pressure accumulation hydraulic path close signal to the first electromagnetic switching valve, and the first electromagnetic switching valve switches the delivery hydraulic path to the return path. It is preferable that the hydraulic pressure is switched so as to communicate with the hydraulic path, and the hydraulic flow from the auxiliary pump is returned to the hydraulic oil tank.

蓄圧用油圧路と第１電磁切換弁の間にリリーフ弁が接続されており、リリーフ弁は、第１電磁切換弁が送出し用油圧路を蓄圧用油圧路に連通する状態において、第１電磁切換を介して戻し用油圧路に連通される構成であることが好ましい。 A relief valve is connected between the pressure accumulation hydraulic path and the first electromagnetic switching valve. It is preferable that the hydraulic pressure path is communicated with the return hydraulic path via a switch.

本発明によれば、発進時に必要な所要馬力の増加分を、遊動輪で駆動される補助ポンプから送られアキュームレータに蓄積される油の油圧流で補うことができるので、発進時のエンジン出力を低減可能とし、発進時の走行をスムーズで安定させ、かつ大きな牽引力と力強い走行を実現することが可能である。 According to the present invention, the increase in horsepower required at the time of starting can be compensated for by the hydraulic flow of oil sent from the auxiliary pump driven by the idler wheels and accumulated in the accumulator, so that the engine output at the time of starting can be reduced. It is possible to reduce the amount of friction, make running smooth and stable when starting, and realize large tractive force and powerful running.

本発明に係る発進時エンジン出力低減装置の実施例を説明する図であり、定常走行の状態を示している。FIG. 2 is a diagram illustrating an embodiment of the engine output reduction device at the time of start according to the present invention, and shows a steady running state. 本発明に係る発進時エンジン出力低減装置の実施例を説明する図であり、減速時の状態を示している。FIG. 2 is a diagram illustrating an embodiment of the engine output reduction device at the time of start according to the present invention, and shows a state during deceleration. 本発明に係る発進時エンジン出力低減装置の実施例を説明する図であり、発進時の状態を示している。BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the Example of the engine output reduction device at the time of a start based on this invention, and shows the state at the time of a start. （ａ）は上記実施例の集合ブロックに係る部分を説明する図であり、（ｂ）は電磁弁制御装置の一例を説明する図である。(a) is a diagram illustrating a portion related to the collective block of the above embodiment, and (b) is a diagram illustrating an example of a solenoid valve control device. 上記実施例の第１電磁切換弁及び第２電磁切換弁の動作のタイミングと、圧力センサで計測される経時的な圧力変化を説明するための図である。FIG. 6 is a diagram for explaining the timing of the operation of the first electromagnetic switching valve and the second electromagnetic switching valve of the above embodiment, and the change in pressure over time measured by a pressure sensor. 上記実施例の効果を説明するための発進時等の走行油圧波形を示す図である。FIG. 4 is a diagram showing a travel hydraulic pressure waveform at the time of starting, etc., for explaining the effects of the above embodiment. 本発明に係る発進時エンジン出力低減装置が適用される車輌の一例として、不整地運搬車を示す図であり、（ａ）は平面図であり、（ｂ）は側面図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram illustrating an uneven terrain vehicle as an example of a vehicle to which the start-up engine output reduction device according to the present invention is applied, in which (a) is a plan view and (b) is a side view.

本発明に係る発進時エンジン出力低減装置を実施するための形態を実施例に基づき図面を参照して、以下説明する。 DESCRIPTION OF THE PREFERRED EMBODIMENTS A mode for carrying out an apparatus for reducing engine output at start-up according to the present invention will be described below based on an embodiment with reference to the drawings.

本発明に係る発進時エンジン出力低減装置は、エンジン（原動機）で駆動される車輌に適用され、車輌の発進時に必要な増加分の負荷に対応する補助駆動力を供給する機能を発揮するものである。 The starting engine output reduction device according to the present invention is applied to a vehicle driven by an engine (prime mover), and has the function of supplying auxiliary driving force corresponding to the increased load required when starting the vehicle. be.

エンジンで駆動される車輌としては、例えば、図７に示すようなゴムクローラ１を備え、ディーゼルエンジンで駆動される運搬用ダンプ車輌２等がある。この運搬用ダンプ車輌２は、発電機３を積載している例を示しているが、その用途は、いろいろ考えられる。 Examples of vehicles driven by an engine include a transport dump vehicle 2 equipped with a rubber crawler 1 as shown in FIG. 7 and driven by a diesel engine. Although this transportation dump vehicle 2 is shown as carrying a generator 3, various uses are conceivable.

本発明に係る発進時エンジン出力低減装置の実施例を図１～図６を参照して、以下説明する。なお、本明細書では、油圧用の油が流れる管路を「油圧路」と言い、油の送り出し側を「上流側」とし、流れていく先側を「下流側」とする。また、左右は、車輌の進行方向に向かって左右を言う。 An embodiment of the engine output reduction device at start-up according to the present invention will be described below with reference to FIGS. 1 to 6. Note that in this specification, a pipe through which hydraulic oil flows is referred to as a "hydraulic path," the side from which the oil is sent is referred to as the "upstream side," and the side to which the oil flows is referred to as the "downstream side." In addition, left and right refers to left and right in the direction of travel of the vehicle.

主駆動装置：
本発明に係る発進時エンジン出力低減装置が適用される一例である不整地運搬車（以下、単に「車輌」という。）２は、本実施例では、図１に示すように、前輪６と後輪７の間にゴムクローラ１が装着されており、エンジンとしてディーゼルエンジン８を有する主駆動装置１１によって、前輪駆動される構成として説明する。 Main drive:
In this embodiment, as shown in FIG. The rubber crawler 1 is installed between the wheels 7, and the front wheels are driven by a main drive device 11 having a diesel engine 8 as an engine.

主駆動装置１１は、図１に示すように、ディーゼルエンジン８と、ディーゼルエンジン８で駆動され油圧流を発生させる走行ポンプ１２と、走行ポンプ１２から送られる油圧流で回転する走行モータ１３と、を備え、さらに、走行ポンプ１２と走行モータ１３間を接続する主駆動用油圧路１７を備えている。 As shown in FIG. 1, the main drive device 11 includes a diesel engine 8, a travel pump 12 that is driven by the diesel engine 8 and generates a hydraulic flow, and a travel motor 13 that rotates with the hydraulic flow sent from the travel pump 12. It further includes a main drive hydraulic path 17 that connects the traveling pump 12 and the traveling motor 13.

走行ポンプ１２は、後記するが左右の前輪６に対して同じ構成のものが２つ（２連）設けられており、２つの走行ポンプ１２は、それぞれ二方向ポンプが採用され、二方向のうちのいずれか一方向へ選択して油圧流を切り換えて送ることが可能な構成となっている。 As will be described later, the traveling pumps 12 are provided with two (two sets) of the same configuration for the left and right front wheels 6, and each of the two traveling pumps 12 is a two-way pump. The configuration allows the hydraulic flow to be switched and sent by selecting one of the two directions.

このような２つの走行ポンプ１２を、それぞれ送る油圧流の量を調整し、かつ油圧流を送る方向を選択することにより、車輌２は、前進及び方向転換をすることが可能であるが、このように二方向ポンプを２つ設け、それぞれ送油量を調整し、かつ方向を切り換えることで前進及び方向転換できる車輌自体は、周知技術であるので、ここでは詳細な説明は省略する。 By adjusting the amount of hydraulic flow sent to each of these two travel pumps 12 and selecting the direction in which the hydraulic flow is sent, the vehicle 2 can move forward and change direction. The vehicle itself, which can move forward and change direction by installing two two-way pumps, adjusting the amount of oil supplied, and switching directions, is a well-known technology, and therefore detailed explanation will be omitted here.

走行モータ１３は、走行ポンプ１２から送られる油圧流によって回転駆動されるものであり、いろいろな形式の走行モータ１３があるが、本実施例では、周知の斜板型油圧ピストンモータ（前記特許文献３、４参照）等が使用される。 The travel motor 13 is rotationally driven by the hydraulic flow sent from the travel pump 12, and there are various types of travel motors 13, but in this embodiment, a well-known swash plate type hydraulic piston motor (as described in the above-mentioned patent document) is used. 3, 4) etc. are used.

主駆動用油圧路１７の往路１８（前輪６を一方向に回転させる場合の往路であって、他方向に回転させる場合は復路となる。）及び復路１９は、図４（ａ）に示すように、それぞれ走行モータ１３に近接して設けられた集合ブロック２２を介して、走行モータ１３に連通するように接続されている。 The outward path 18 (the outward path when the front wheels 6 are rotated in one direction, and the return path when the front wheels 6 are rotated in the other direction) and the return path 19 of the main drive hydraulic path 17 are as shown in FIG. 4(a). are connected to the travel motor 13 through collective blocks 22 provided close to the travel motor 13, respectively.

なお、走行ポンプ１２、走行モータ１３、集合ブロック２２及び主駆動用油圧路１７等は、それぞれ車輌２の進行方向左右の前輪６に対応して、同じ構成のものが左右に２つ設けられており、図２、図３については、進行方向左側の走行ポンプ１２、走行モータ１３、集合ブロック２２及び主駆動用油圧路１７等については、符号は省略する。 Note that the traveling pump 12, the traveling motor 13, the collecting block 22, the main drive hydraulic path 17, etc. are provided with two identical configurations on the left and right, corresponding to the left and right front wheels 6 in the traveling direction of the vehicle 2, respectively. 2 and 3, the reference numerals are omitted for the traveling pump 12, traveling motor 13, collecting block 22, main drive hydraulic path 17, etc. on the left side in the direction of travel.

以上の構成の主駆動装置１１は、ディーゼルエンジン８によって走行ポンプ１２を駆動し、走行ポンプ１２で発生する油圧流を主駆動用油圧路１７の往路１８を通して、走行モータ１３に送って、走行モータ１３を回転駆動し、前輪６を回動させゴムクローラ１によって車輌２を走行させる。 The main drive device 11 configured as described above drives the travel pump 12 with the diesel engine 8, sends the hydraulic flow generated by the travel pump 12 to the travel motor 13 through the outgoing path 18 of the main drive hydraulic path 17, and then sends the hydraulic flow generated by the travel pump 12 to the travel motor 13. 13 is rotationally driven, the front wheels 6 are rotated, and the vehicle 2 is run by the rubber crawler 1.

走行モータ１３からの油圧流は、主駆動用油圧路１７の復路１９を通して走行ポンプ１２に戻され、循環される。なお、以上は車輌２を、例えば前進するために前輪６を一方向に回転させた場合であり、車輌２をバックするために前輪６を他方向に回転させる場合は、油の流れは上記とは逆方向である。 The hydraulic flow from the travel motor 13 is returned to the travel pump 12 through the return path 19 of the main drive hydraulic path 17 and is circulated. Note that the above is a case where the front wheels 6 are rotated in one direction to move the vehicle 2 forward, for example, and when the front wheels 6 are rotated in the other direction to back up the vehicle 2, the oil flow will be the same as above. is in the opposite direction.

発進時エンジン出力低減装置：
発進時エンジン出力低減装置は、車輌２の発進時に増大する負荷に対応し、主駆動装置１１に補助駆動力を付与するものであり、遊動輪（車輌の走行に伴い受動的に回転する車輪）である後輪７の回転で駆動される補助ポンプ２３と、アキュームレータ２４（蓄圧器）と、集合ブロック２２と、を備えている。 Engine output reduction device when starting:
The engine output reduction device at the time of starting applies auxiliary driving force to the main drive device 11 in response to the load that increases when the vehicle 2 starts. It includes an auxiliary pump 23 driven by the rotation of the rear wheel 7, an accumulator 24 (pressure accumulator), and a collection block 22.

補助ポンプ２３は、本実施例ではギアポンプが使用され、後輪７の車軸２７に増速機２８及び一方向クラッチ２９（例．スプラグ）を介して接続されており、後輪７の前進方向の回転によって駆動されて油圧流を発生し、第１電磁切換弁３３に、後記する送出し用油圧路３１を通して送油を可能とする構成である。 The auxiliary pump 23 is a gear pump in this embodiment, and is connected to the axle 27 of the rear wheel 7 via a speed increaser 28 and a one-way clutch 29 (e.g. sprag), and is connected to the axle 27 of the rear wheel 7 in the forward direction. It is configured to be driven by rotation to generate a hydraulic flow, and to enable oil to be sent to the first electromagnetic switching valve 33 through a delivery hydraulic path 31 to be described later.

補助ポンプ２３と第１電磁切換弁３３の間に送出し用油圧路３１が接続されている。第１電磁切換弁３３とアキュームレータ２４の間に畜圧用油圧路３２が接続されている。アキュームレータ２４と集合ブロック２２の間には、補助圧用油圧路３４が接続され、補助圧用油圧路３４には、その途中に第２電磁切換弁３５が設けられている。 A delivery hydraulic path 31 is connected between the auxiliary pump 23 and the first electromagnetic switching valve 33 . A pressure accumulation hydraulic path 32 is connected between the first electromagnetic switching valve 33 and the accumulator 24 . An auxiliary pressure hydraulic path 34 is connected between the accumulator 24 and the collecting block 22, and a second electromagnetic switching valve 35 is provided in the auxiliary pressure hydraulic path 34.

また、補助圧用油圧路３４において第２電磁切換弁３５より上流側には、アキュームレータ２４の油圧を計測する圧力センサ３６が設けられており、第２電磁切換弁３５と集合ブロック２２の間には、チェック弁５２（逆止弁）が設けられている。 Further, a pressure sensor 36 for measuring the oil pressure of the accumulator 24 is provided upstream of the second electromagnetic switching valve 35 in the auxiliary pressure hydraulic path 34, and a pressure sensor 36 is provided between the second electromagnetic switching valve 35 and the collecting block 22. , a check valve 52 (check valve) is provided.

なお、左右の後輪７に対応して、左右それぞれに互いに同じ構成の補助ポンプ２３とアキュームレータ２４が設けられており、集合ブロック２２は、前記したとおり、車輌２の進行方向左右の前輪６対応して左右それぞれに設けられている。 In addition, an auxiliary pump 23 and an accumulator 24 having the same configuration are provided on the left and right respectively corresponding to the left and right rear wheels 7, and the collecting block 22 corresponds to the left and right front wheels 6 in the traveling direction of the vehicle 2, as described above. They are provided on both the left and right sides.

そして、左右の補助ポンプ２３と左右のアキュームレータ２４にそれぞれ対応して、車輌２の進行方向の左右側に互いに同じ構成の送出し用油圧路３１、畜圧用油圧路３２、第１電磁切換弁３３、補助圧用油圧路３４、第２電磁切換弁３５等が設けられている。 Corresponding to the left and right auxiliary pumps 23 and the left and right accumulators 24, a delivery hydraulic path 31, an accumulating pressure hydraulic path 32, and a first electromagnetic switching valve 33, which have the same configuration as each other, are installed on the left and right sides in the traveling direction of the vehicle 2, respectively. , an auxiliary pressure hydraulic path 34, a second electromagnetic switching valve 35, and the like are provided.

図２、図３については、進行方向左側の補助ポンプ２３、アキュームレータ２４、送出し用油圧路３１、畜圧用油圧路３２、第１電磁切換弁３３、補助圧用油圧路３４、第２電磁切換弁３５等は、図１と同様であるので符号は省略する。 2 and 3, the auxiliary pump 23 on the left side in the direction of travel, the accumulator 24, the delivery hydraulic path 31, the accumulating pressure hydraulic path 32, the first electromagnetic switching valve 33, the auxiliary pressure hydraulic path 34, and the second electromagnetic switching valve 35 and the like are the same as in FIG. 1, so the reference numbers are omitted.

第１電磁切換弁３３には、戻し用油圧路４０が接続されている。第１電磁切換弁３３は、送出し用油圧路３１を、畜圧用油圧路３２と戻し用油圧路４０のいずれかに選択的に切り換えて連通させる機能を有する。これによって、補助ポンプ２３から送出し用油圧路３１を通して送られる油圧流を、畜圧用油圧路３２と戻し用油圧路４０にいずれかに選択的に送る。 A return hydraulic path 40 is connected to the first electromagnetic switching valve 33 . The first electromagnetic switching valve 33 has a function of selectively switching the sending hydraulic path 31 to either the accumulating pressure hydraulic path 32 or the return hydraulic path 40 for communication. Thereby, the hydraulic flow sent from the auxiliary pump 23 through the sending hydraulic path 31 is selectively sent to either the accumulating pressure hydraulic path 32 or the return hydraulic path 40.

戻し用油圧路４０の下流端には、作動油タンク４１が接続されており、作動油タンク４１は還流用油圧路４２を介して補助ポンプ２３に連通して接続されている。送出し用油圧路３１と、第１電磁切換弁３３と、戻し用油圧路４０と、作動油タンク４１と、還流用油圧路４２と、から油圧流循環路４３を構成している。 A hydraulic oil tank 41 is connected to the downstream end of the return hydraulic path 40, and the hydraulic oil tank 41 is connected to the auxiliary pump 23 via the return hydraulic path 42. A hydraulic flow circulation path 43 is constituted by the delivery hydraulic path 31, the first electromagnetic switching valve 33, the return hydraulic path 40, the hydraulic oil tank 41, and the return hydraulic path 42.

また、畜圧用油圧路３２における第１電磁切換弁３３とアキュームレータ２４の間にはリリーフ弁４７及びチェック弁４８（逆止弁）が設けられている。リリーフ弁４７は、第１電磁切換弁３３が送出し用油圧路３１を畜圧用油圧路３２に連通する切り換えと同時に、戻し用油圧路４０に連通可能である。 Further, a relief valve 47 and a check valve 48 (non-return valve) are provided between the first electromagnetic switching valve 33 and the accumulator 24 in the pressure accumulation hydraulic path 32. The relief valve 47 can communicate with the return hydraulic path 40 at the same time as the first electromagnetic switching valve 33 switches the delivery hydraulic path 31 to communicate with the pressure accumulating hydraulic path 32.

そして、左右の補助ポンプ２３と左右のアキュームレータ２４にそれぞれ対応して、車輌２の進行方向の左右側に互いに同じ構成の戻し用油圧路４０、還流用油圧路４２、リリーフ弁４７及びチェック弁４８等が設けられている。 Corresponding to the left and right auxiliary pumps 23 and the left and right accumulators 24, a return hydraulic path 40, a recirculation hydraulic path 42, a relief valve 47, and a check valve 48, which have the same configuration as each other, are installed on the left and right sides in the traveling direction of the vehicle 2, respectively. etc. are provided.

図２、図３については、進行方向左側の戻し用油圧路４０、還流用油圧路４２、リリーフ弁４７及びチェック弁４８等は、図１と同様であるので符号は省略する。 2 and 3, the return hydraulic path 40, the return hydraulic path 42, the relief valve 47, the check valve 48, etc. on the left side in the direction of travel are the same as those in FIG. 1, so their reference numerals are omitted.

集合ブロック２２には、図１、図４（ａ）に示すように、主駆動用油圧路１７の往路１８（車輌が前進の場合）の下流端と補助圧用油圧路３４の下流端（第２電磁切換弁３５より集合ブロック２２側の下流端）が連通して取り付けられている。 As shown in FIGS. 1 and 4(a), the collecting block 22 includes the downstream end of the outgoing path 18 (when the vehicle is moving forward) of the main drive hydraulic path 17 and the downstream end (second (downstream end on the collecting block 22 side from the electromagnetic switching valve 35) is attached in communication with the solenoid switching valve 35.

このような構成の集合ブロック２２によって、走行ポンプ１２からの油圧流と、補助圧用油圧路３４を通りアキュームレータ２４から送られてくる油圧流が合流し、走行モータ１３に送入可能な構成となっている。 With the collective block 22 having such a configuration, the hydraulic flow from the travel pump 12 and the hydraulic flow sent from the accumulator 24 through the auxiliary pressure hydraulic path 34 are combined and can be sent to the travel motor 13. ing.

発進時エンジン出力低減装置の電磁弁制御装置：
車輌２は、図１に示すように、定常走行、減速及び発進等の操作をするための操作桿５５（ジョイテック）を有する操作部５４を備えている、本実施例では、第１電磁切換弁３３及び第２電磁切換弁３５は、操作桿５５による車輌２の運転操作に応じて動作する電磁弁制御装置５６（コントローラ）によって制御されて切り換えられる。 Solenoid valve control device for engine output reduction device when starting:
As shown in FIG. 1, the vehicle 2 is equipped with an operation part 54 having an operation stick 55 (Joytech) for operations such as steady running, deceleration, and starting. The valve 33 and the second electromagnetic switching valve 35 are controlled and switched by an electromagnetic valve control device 56 (controller) that operates in accordance with the driving operation of the vehicle 2 using the operating stick 55.

電磁弁制御装置５６は、例えばマイコンが使用され、図４（ｂ）に示すように、入力部６０、出力部６１、データバス６２、ＣＰＵ６３を備えている。入力部６０には、図１、図４（ｂ）に示すように、操作部５４からの入力信号線６６と圧力センセ４７からの入力信号線６７が接続されており、その出力部６１には、第１電磁切換弁３３及び第２電磁切換弁３５へそれぞれ第１出力信号線６８及び第２出力信号線６９が接続されている。 The electromagnetic valve control device 56 uses a microcomputer, for example, and includes an input section 60, an output section 61, a data bus 62, and a CPU 63, as shown in FIG. 4(b). As shown in FIGS. 1 and 4(b), the input section 60 is connected with an input signal line 66 from the operation section 54 and an input signal line 67 from the pressure sensor 47, and the output section 61 is , a first output signal line 68 and a second output signal line 69 are connected to the first electromagnetic switching valve 33 and the second electromagnetic switching valve 35, respectively.

操作部５４において、操作桿５５による減速時及び発進時の操作に応じて、それぞれ減速信号及び発進信号が発生され、電磁弁制御装置５６に送られる。具体的には、本実施例の操作部５４は、操作桿５５の操作による操作桿５５の回転角度を、抵抗の変化として検出するポテンショメータ（ロータリーポテンショメータ）を備えている。 In the operation unit 54, a deceleration signal and a start signal are generated in response to operations performed by the operation stick 55 during deceleration and start, respectively, and are sent to the electromagnetic valve control device 56. Specifically, the operation unit 54 of this embodiment includes a potentiometer (rotary potentiometer) that detects the rotation angle of the operation stick 55 as a change in resistance when the operation stick 55 is operated.

本実施例では、このような構成を利用し、操作部５４は、操作桿５５の操作による減速時及び発進時の操作桿５５の回転角度を検知して、操作部５４は減速時及び発進時互いに異なる減速信号及び発進信号を生成し、入力信号線６６で電磁弁制御装置５６に送る構成を採用している。 In this embodiment, by utilizing such a configuration, the operating section 54 detects the rotation angle of the operating stick 55 when decelerating and when starting by operating the operating stick 55, and detects the rotation angle of the operating stick 55 when decelerating and starting. A configuration is adopted in which mutually different deceleration signals and start signals are generated and sent to the electromagnetic valve control device 56 via an input signal line 66.

電磁弁制御装置５６は、操作部５４から入力信号線６６で入力される減速信号に応じて、ＣＰＵ６３で、畜圧用油圧路３２の開信号を生成し、第１出力信号線６８で第１電磁切換弁３３に送信する。ここで、「畜圧用油圧路３２の開信号」とは、第１電磁切換弁３３が、送出し用油圧路３１を、畜圧用油圧路３２に連通する状態に切り換える（図５のア参照）信号である。 The electromagnetic valve control device 56 uses the CPU 63 to generate an opening signal for the hydraulic pressure path 32 in response to a deceleration signal input from the operating unit 54 via the input signal line 66, and generates a first electromagnetic signal via the first output signal line 68. The signal is sent to the switching valve 33. Here, the "opening signal for the hydraulic pressure path 32" means that the first electromagnetic switching valve 33 switches the delivery hydraulic path 31 to the state where it communicates with the hydraulic pressure path 32 (see A in FIG. 5). It's a signal.

また、電磁弁制御装置５６は、操作部５４から入力信号線６６で入力される減速信号に応じて、ＣＰＵ６３が、第２電磁切換弁３５の閉信号を生成し第２電磁切換弁３５に送信する。ここで、「第２電磁切換弁３５の閉信号」とは、第２電磁切換弁３５が閉じて（図５のイ参照）、補助圧用油圧路３４を閉じる信号である。 Further, in the electromagnetic valve control device 56, the CPU 63 generates a closing signal for the second electromagnetic switching valve 35 and transmits it to the second electromagnetic switching valve 35 in response to a deceleration signal input from the operation unit 54 through the input signal line 66. do. Here, "the closing signal of the second electromagnetic switching valve 35" is a signal that closes the second electromagnetic switching valve 35 (see A in FIG. 5) and closes the auxiliary pressure hydraulic path 34.

なお、第２電磁切換弁３５へ閉信号を送って閉じるタイミングは、基本的には、発進時にアキュームレータ２４に蓄積された油を集合ブロック２２に送り、走行ポンプ１２から油圧流を合流させた後であって、減速時にアキュームレータ２４に油圧流を蓄積する前まである。 The timing to send the closing signal to the second electromagnetic switching valve 35 to close it is basically after the oil accumulated in the accumulator 24 is sent to the collection block 22 at the time of starting and the hydraulic flow from the travel pump 12 is combined. This is until the hydraulic flow is accumulated in the accumulator 24 during deceleration.

このタイミングは、実設計では、経時的に補助圧用油圧路３４に残圧として残る定常圧力（低圧）等の状態を考慮して、適切なタイミングとなるように設計するが、本実施例では、タイミングの一例として、上記のとおり減速信号が電磁弁制御装置５６に送られた時点とする。 In actual design, this timing is designed to be an appropriate timing in consideration of the state of steady pressure (low pressure) remaining as residual pressure in the auxiliary pressure hydraulic path 34 over time, but in this embodiment, As an example of the timing, assume that the deceleration signal is sent to the electromagnetic valve control device 56 as described above.

減速時に補助ポンプ２３からの油圧流でアキュームレータ２４が畜圧され、圧力センサ３６が所定圧（図５参照）に達すると、電磁弁制御装置５６は、圧力センサ３６からの畜圧完了信号が入力信号線６７で入力される。 During deceleration, the accumulator 24 accumulates pressure with the hydraulic flow from the auxiliary pump 23, and when the pressure sensor 36 reaches a predetermined pressure (see FIG. 5), the electromagnetic valve control device 56 inputs the pressure accumulation completion signal from the pressure sensor 36. It is input through a signal line 67.

すると、ＣＰＵ６３は、畜圧用油圧路３２の閉信号を生成し、第１電磁切換弁３３に送信する。ここで、「畜圧用油圧路３２の閉信号」とは、第１電磁切換弁３３が、送出し用油圧路３１を、戻し用油圧路４０に連通する状態に切り換える（図５のウ参照）信号である。 Then, the CPU 63 generates a closing signal for the pressure accumulation hydraulic path 32 and transmits it to the first electromagnetic switching valve 33 . Here, the "close signal for the accumulating pressure hydraulic path 32" means that the first electromagnetic switching valve 33 switches the delivery hydraulic path 31 to a state where it communicates with the return hydraulic path 40 (see c in FIG. 5). It's a signal.

また、電磁弁制御装置５６は、操作部５４から入力される発進信号に応じて、ＣＰＵ６３が、第２電磁切換弁３５の開信号を生成し第２電磁切換弁３５に送信する。ここで、「第２電磁切換弁３５の開信号」とは、第２電磁切換弁３５が開いて（図５のエ参照）、補助圧用油圧路３４を開く信号であり、その結果、アキュームレータ２４から油圧流を集合ブロック２２に供給可能とする。 Further, in the electromagnetic valve control device 56 , the CPU 63 generates an opening signal for the second electromagnetic switching valve 35 and transmits it to the second electromagnetic switching valve 35 in response to a start signal input from the operating unit 54 . Here, the "opening signal of the second electromagnetic switching valve 35" is a signal that opens the second electromagnetic switching valve 35 (see d in FIG. 5) and opens the auxiliary pressure hydraulic path 34, and as a result, the accumulator 24 Hydraulic flow can be supplied to the collecting block 22 from.

（作用）
以上の構成から成る本発明に係る発進時エンジン出力低減装置の作用を以下、図１～図３、図５等を参照して説明する。図５は、車輌２の定常走行時、減速時、発進時のそれぞれにおける、第２電磁切換弁３５が蓄圧用油圧路３２側と戻し用油圧路４０側のいずれかに切り換えられる状態、補助用油圧路３４の開閉状態、圧力センサ３６の変化（アキュームレータ２４の油圧変化）を示している。 (effect)
The operation of the engine output reduction device at the time of start according to the present invention having the above configuration will be explained below with reference to FIGS. 1 to 3, FIG. 5, etc. FIG. 5 shows a state in which the second electromagnetic switching valve 35 is switched to either the pressure accumulation hydraulic path 32 side or the return hydraulic path 40 side during steady running, deceleration, and start of the vehicle 2, and the auxiliary The open/close state of the hydraulic path 34 and changes in the pressure sensor 36 (changes in oil pressure in the accumulator 24) are shown.

定常走行時：
図１は、車輌２が定常走行しているエンジン出力低減装置の状態を示している。この状態では、走行ポンプ１２によって、油圧流が集合ブロック２２を通して走行モータ１３に送られ、走行モータ１３が回転し前輪６（駆動輪）が回転駆動され、ゴムクローラ１が回転して車輌２が定常の走行状態となっている。 During steady driving:
FIG. 1 shows the state of the engine output reduction device when the vehicle 2 is running steadily. In this state, the traveling pump 12 sends a hydraulic flow to the traveling motor 13 through the collecting block 22, the traveling motor 13 rotates, the front wheels 6 (drive wheels) are rotationally driven, the rubber crawler 1 rotates, and the vehicle 2 is rotated. The vehicle is in steady running condition.

この状態では、第１電磁切換弁３３は、送出し用油圧路３１を戻し用油圧路４０側へ連通するように切り換えられており、送出し用油圧路３１は畜圧用油圧路３２に連通していない状態である。 In this state, the first electromagnetic switching valve 33 is switched so as to communicate the sending hydraulic path 31 to the return hydraulic path 40 side, and the sending hydraulic path 31 communicates with the accumulating pressure hydraulic path 32. It is in a state where it is not.

従って、車輌２が定常走行している状態では、後輪７（遊動輪）の回転によって増速機２８及び一方向クラッチ２９を介して補助ポンプ２３は回転駆動されるが、補助ポンプ２３による油圧流は、第１電磁切換弁３３、戻し用油圧路４０を通して作動油タンク４１に戻され、さらに還流用油圧路４２と通して補助ポンプ２３に循環されている。 Therefore, when the vehicle 2 is running steadily, the auxiliary pump 23 is rotationally driven by the rotation of the rear wheels 7 (idling wheels) via the speed increaser 28 and the one-way clutch 29. The flow is returned to the hydraulic oil tank 41 through the first electromagnetic switching valve 33 and the return hydraulic path 40, and is further circulated to the auxiliary pump 23 through the return hydraulic path 42.

減速時：
図２は、定常走行から操作桿５５を操作して減速する場合のエンジン出力低減装置の状態を示す。操作桿５５を減速方向に操作すると、入力信号線６６によって、操作部５４から減速信号が電磁弁制御装置５６に送られる。 When decelerating:
FIG. 2 shows the state of the engine output reduction device when the vehicle is decelerated from steady running by operating the operating stick 55. When the operation stick 55 is operated in the deceleration direction, a deceleration signal is sent from the operation section 54 to the electromagnetic valve control device 56 via the input signal line 66.

電磁弁制御装置５６は、減速信号が入力されると、前記したとおり畜圧用油圧路３２の開信号を、第１出力信号線６８によって、第１電磁切換弁３３に送り、第１電磁切換弁３３は、送出し用油圧路３１を畜圧用油圧路３２に連通させ、戻し用油圧路４０への連通を閉じるように切り換える（図５のア参照）。リリーフ弁４７は、第１電磁切換弁３３を介して戻し用油圧路４０へ連通する。 When the deceleration signal is input, the solenoid valve control device 56 sends an opening signal for the pressure accumulation hydraulic path 32 to the first solenoid switching valve 33 via the first output signal line 68 as described above, and the first solenoid switching valve 33 switches the sending hydraulic path 31 to communicate with the accumulating pressure hydraulic path 32 and closes the communication to the return hydraulic path 40 (see A in FIG. 5). The relief valve 47 communicates with the return hydraulic path 40 via the first electromagnetic switching valve 33 .

同時に、電磁弁制御装置５６は、第２出力信号線６９によって、補助圧用油圧路３４の閉信号を第２電磁切換弁３５に送り、第２電磁切換弁３５を閉じるように切り換え（図５のイ参照）、補助圧用油圧路３４を閉じる。 At the same time, the electromagnetic valve control device 56 sends a closing signal for the auxiliary pressure hydraulic path 34 to the second electromagnetic switching valve 35 via the second output signal line 69, and switches the second electromagnetic switching valve 35 to close (see FIG. 5). ), close the auxiliary pressure hydraulic path 34.

すると、後輪７（遊動輪）の回転によって、増速機２８及び一方向クラッチ２９を介して補助ポンプ２３は回転駆動されるが、それによって生じる補助ポンプ２３による油圧流は、送出し用油圧路３１から第１電磁切換弁３３を通り、畜圧用油圧路３２においてチェック弁４８を通り、アキュームレータ２４内に送られて、アキュームレータ２４内に油が蓄積され畜圧が行われる。 Then, the auxiliary pump 23 is rotationally driven by the rotation of the rear wheel 7 (idler wheel) via the speed increaser 28 and one-way clutch 29, and the hydraulic flow generated by the auxiliary pump 23 is caused by the hydraulic pressure for delivery. The oil passes through the first electromagnetic switching valve 33 from the passage 31, passes through the check valve 48 in the pressure accumulation hydraulic passage 32, and is sent into the accumulator 24, where oil is accumulated and pressure accumulation is performed.

補助ポンプ２３からアキュームレータ２４へ送流される油圧流の油圧が、例えば、瞬間的に高くなるような場合は、補助ポンプ２３から送流される油圧流は、リリーフ弁４７から第１電磁切換弁３３を通して戻し用油圧路４０を通して作動油タンク４１へ戻される。これによって、送出し用油圧路３１、第１電磁切換弁３３及び畜圧用油圧路３２等の破損を防止する。 For example, when the hydraulic pressure of the hydraulic flow sent from the auxiliary pump 23 to the accumulator 24 becomes high momentarily, the hydraulic flow sent from the auxiliary pump 23 is caused to flow from the relief valve 47 through the first electromagnetic switching valve 33. It is returned to the hydraulic oil tank 41 through the return hydraulic path 40. This prevents the delivery hydraulic path 31, the first electromagnetic switching valve 33, the accumulating pressure hydraulic path 32, etc. from being damaged.

そして、アキュームレータ２４内の畜圧が所定圧となった場合は、圧力センサ３６で検知し、畜圧完了信号を電磁弁制御装置５６に送る。電磁弁制御装置５６は、畜圧完了信号が入力されると、第１電磁切換弁３３に畜圧用油圧路３２の閉信号を送り、第１電磁切換弁３３は、送出し用油圧路３１の畜圧用油圧路３２への連通を閉じ（図５のウ参照）、戻し用油圧路４０側に連通するように切り換える。 When the accumulated pressure in the accumulator 24 reaches a predetermined pressure, it is detected by the pressure sensor 36 and a pressure accumulation completion signal is sent to the electromagnetic valve control device 56. When the pressure accumulation completion signal is input, the electromagnetic valve control device 56 sends a closing signal for the pressure accumulation hydraulic path 32 to the first electromagnetic switching valve 33, and the first electromagnetic switching valve 33 closes the pressure accumulation hydraulic path 31. The communication to the accumulating pressure hydraulic path 32 is closed (see c in FIG. 5), and the communication is switched to the return hydraulic path 40 side.

発進時：
図３は、停止状態からエンジンを始動し、操作桿５５を操作して発進する場合のエンジン出力低減装置の状態を示す。エンジンを始動すると、走行ポンプ１２が動作し、後記するチャージ圧（図６参照）を集合ブロック２２に送流し、走行モータ１３の回転準備をする。 When starting:
FIG. 3 shows the state of the engine output reduction device when the engine is started from a stopped state and the operation stick 55 is operated to start the vehicle. When the engine is started, the travel pump 12 operates, sending charge pressure (see FIG. 6), which will be described later, to the collecting block 22 to prepare the travel motor 13 for rotation.

そして、操作桿５５を発進方向に操作すると、操作部５４から発進信号が電磁弁制御装置５６に送られる。電磁弁制御装置５６は、発進信号が入力されると、前記したとおり、第２電磁切換弁３５の開信号を第２電磁切換弁３５に送って開き（図５のエ参照）、補助圧用油圧路３４を開く。 When the operating stick 55 is operated in the starting direction, a starting signal is sent from the operating section 54 to the electromagnetic valve control device 56. When the start signal is input, the electromagnetic valve control device 56 sends an opening signal for the second electromagnetic switching valve 35 to open it (see d in FIG. 5), as described above, and turns on the hydraulic pressure for auxiliary pressure. Open Road 34.

すると、アキュームレータ２４に蓄積されていた油が、油圧流となって補助圧用油圧路３４において第２電磁切換弁３５を通して集合ブロック２２に送流され、走行ポンプ１２から送られる油圧流と合流し、走行モータ１３を回転駆動し、車輌２を発進する。 Then, the oil accumulated in the accumulator 24 becomes a hydraulic flow and is sent to the collecting block 22 through the second electromagnetic switching valve 35 in the auxiliary pressure hydraulic path 34, where it merges with the hydraulic flow sent from the traveling pump 12, The traveling motor 13 is driven to rotate and the vehicle 2 is started.

ところで、図６は、車輌２の発進時走行において、走行ポンプ１２に送られる油圧流の経時的変化を示す油圧波形である。横軸は時間ｔを示し、縦軸は油圧を示すが、あくまでも油圧波形の経時的変化を、模式的に示す図であるので、単位等は省略する。 By the way, FIG. 6 is a hydraulic waveform showing a change over time in the hydraulic flow sent to the traveling pump 12 when the vehicle 2 is running at the time of starting. The horizontal axis shows time t, and the vertical axis shows oil pressure, but since this is a diagram that schematically shows changes in the oil pressure waveform over time, units etc. are omitted.

この図６に示される油圧波形は、発進から定常走行に移行するために求められる油圧の波形であり、換言すると、走行負荷とも言える。この油圧波形からすると、エンジンが始動すると、走行ポンプ１２は始動を始めるので、わずかな油圧（「チャージ圧」という。図６参照）が生じる。 The oil pressure waveform shown in FIG. 6 is the waveform of the oil pressure required for transition from starting to steady running, and in other words, it can also be said to be a running load. According to this oil pressure waveform, when the engine starts, the traveling pump 12 starts to start, so a slight oil pressure (referred to as "charge pressure", see FIG. 6) is generated.

そして、エンジン始動後、操作桿５５を操作して発進時には、油圧がピーク圧力となるまで急上昇してから定常走行の油圧まで降下する（図６のイ参照）。このことから、発進時には、定常走行時に比較して、走行負荷が大きいことを示している。 After starting the engine, when the vehicle starts moving by operating the operation stick 55, the oil pressure rapidly increases to the peak pressure and then decreases to the oil pressure for steady running (see A in FIG. 6). This shows that the running load is greater when the vehicle starts compared to when the vehicle is running normally.

図６において、斜線部は、油圧波形の積分値（エンジンの所要馬力）の一部を示すが、この斜線部は、発進時には、定常走行時のエンジンの所要馬力（図６における定常走行時の油圧の積分値）に比べて、さらに必要とするエンジンの所要馬力を示している。 In Fig. 6, the shaded area shows a part of the integral value of the hydraulic waveform (required horsepower of the engine). It shows the required horsepower of the engine, which is more than the integral value of the oil pressure.

本発明に係る発進時エンジン出力低減装置は、この斜線部に相当する所要馬力を、アキュームレータ２４に蓄積された油を、油圧流として集合ブロック２２に供給し、走行ポンプ１２からの油圧流と合流することで、補うことが可能である。 The starting engine output reduction device according to the present invention supplies the oil accumulated in the accumulator 24 to the collecting block 22 as a hydraulic flow, and combines the required horsepower corresponding to the shaded area with the hydraulic flow from the traveling pump 12. It is possible to compensate by doing so.

このように斜線部に相当する所要馬力を、アキュームレータ２４に蓄積され油の油圧流で補うと、エンジンによる主駆動装置１１の出力は、図中、アからイに示すように、定常走行に必要な油圧に相当する馬力で済むこととなる。従って、発進時のエンジン出力を低減する効果が生じ、省エネルギー効果は大きい。 In this way, if the required horsepower corresponding to the shaded area is supplemented by the hydraulic flow of oil stored in the accumulator 24, the output of the main drive device 11 by the engine is as shown from A to B in the figure, which is necessary for steady running. The horsepower required is equivalent to the hydraulic pressure. Therefore, the effect of reducing the engine output at the time of starting occurs, and the energy saving effect is large.

そして、上記のとおり、発進時に必要な所要馬力を、アキュームレータ２４に蓄積され油の油圧流で補うことができるので、発進時の走行がスムーズで安定し、土木建設関係の車輌で重要な、大きな牽引力と力強い走行を実現することが可能となる。 As mentioned above, the required horsepower required at the time of starting can be supplemented by the hydraulic flow of oil accumulated in the accumulator 24, so running at the time of starting is smooth and stable, which is important for vehicles related to civil engineering and construction. This makes it possible to achieve traction and powerful driving.

本発明に係る発進時エンジン出力低減装置は、基本的には、遊動輪である後輪７で駆動される補助ポンプ２３から送られる油圧流を、畜圧用油圧路３２において第１電磁切換弁３３を介してアキュームータ２４に蓄積し、この蓄積された油の油圧流を、補助圧用油圧路３４おいて第２電磁切換弁３５を通して集合ブロック２２に供給し、走行ポンプ１２からの油圧流と合流して走行モータ１３を回転させるという、きわめて簡単な構成である。 Basically, the engine output reduction device at the time of starting according to the present invention transfers the hydraulic flow sent from the auxiliary pump 23 driven by the rear wheel 7, which is an idle wheel, to the first electromagnetic switching valve 33 in the hydraulic pressure path 32 for accumulating pressure. The hydraulic flow of this accumulated oil is supplied to the collecting block 22 through the second electromagnetic switching valve 35 in the auxiliary pressure hydraulic path 34, and is merged with the hydraulic flow from the traveling pump 12. This is an extremely simple configuration in which the traveling motor 13 is rotated by the rotation of the motor.

そのために、発進時エンジン出力低減装置の製造上の経済的な効果は大きく、また、必要に応じて、発進時エンジン出力低減装置を、油圧を利用した走行モータを搭載した既存の車輌２にも、オプションとして搭載することが可能である。 Therefore, the economical effect in manufacturing the engine output reduction device at the time of starting is large, and if necessary, the engine output reduction device at the time of starting can also be applied to existing vehicles 2 equipped with a travel motor that uses hydraulic pressure. , can be installed as an option.

以上、本発明に係る発進時エンジン出力低減装置を実施するための形態を実施例に基づいて説明したが、本発明はこのような実施例に限定されるものではなく、特許請求の範囲に記載された技術的事項の範囲内でいろいろな実施例があることは言うまでもない。 Above, the embodiment for implementing the engine output reduction device at the time of start according to the present invention has been described based on the embodiments, but the present invention is not limited to such embodiments, and is not limited to the embodiments described in the claims. It goes without saying that there are various embodiments within the scope of the technical matter described.

本発明に係る発進時エンジン出力低減装置は上記のような構成であるから、エンジンで駆動される走行ポンプからの油圧で走行モータないし駆動輪を回転する各種の分野に使用されている車輌に適用可能である。 Since the engine output reduction device at the time of starting according to the present invention has the above-described configuration, it can be applied to vehicles used in various fields in which a travel motor or drive wheels are rotated by hydraulic pressure from a travel pump driven by an engine. It is possible.

１ゴムクローラ
２不整地運搬車
３発電機
６前輪
７後輪
８ディーゼルエンジン
１１主駆動装置
１２走行ポンプ
１３走行モータ
１７主駆動用油圧路
１８主駆動用油圧路の往路
１９主駆動用油圧路の復路
２２集合ブロック
２３補助ポンプ
２４アキュームレータ
２８増速機
２９一方向クラッチ
３２畜圧用油圧路
３３第１電磁切換弁
３４補助圧用油圧路
３５第２電磁切換弁
３６圧力センサ
４０戻し用油圧路
４１作動油タンク
４２還流用油圧路
４３油圧流循環路
４７リリーフ弁
４８畜圧用油圧路に設けられたチェック弁
５２補助圧用油圧路に設けられたチェック弁
５４操作部
５５操作桿
５６電磁弁制御装置
６０入力部
６１出力部
６２データバス
６３ＣＰＵ
６６操作部からの入力信号線
６７圧力センサからの入力信号線
６８第１出力信号線
６９第２出力信号線 1 Rubber crawler
2 Rough terrain vehicle 3 Generator
6 Front wheel
7 Rear wheel
8 Diesel engine
11 Main drive device
12 Traveling pump
13 Travel motor
17 Main drive hydraulic path
18 Outbound path of main drive hydraulic path
19 Return path of main drive hydraulic path
22 Set block
23 Auxiliary pump
24 Accumulator
28 Speed increaser
29 One-way clutch
32 Hydraulic path for accumulating pressure
33 First solenoid switching valve
34 Hydraulic path for auxiliary pressure
35 Second solenoid switching valve
36 Pressure sensor
40 Return hydraulic path
41 Hydraulic oil tank
42 Hydraulic path for return flow
43 Hydraulic flow circulation path
47 Relief valve
48 Check valve installed in the hydraulic pressure path
52 Check valve provided in the auxiliary pressure hydraulic path 54 Operation section 55 Operation stick
56 Solenoid valve control device
60 Input section
61 Output section
62 Data bus
63 CPU
66 Input signal line from operation unit
67 Input signal line from pressure sensor
68 1st output signal line
69 Second output signal line

Claims

In a vehicle equipped with a main drive device that uses hydraulic flow from a travel pump driven by the engine to rotate a travel motor, and the drive motor rotates the drive wheels, this method is used to reduce engine output during startup. An engine output reduction device,
It includes an auxiliary pump driven by the rotation of idle wheels of the vehicle, an accumulator, a first electromagnetic switching valve, a second electromagnetic switching valve, and a collecting block,
The accumulator is configured to accumulate the hydraulic flow sent from the auxiliary pump via the first electromagnetic switching valve,
An engine output reduction device at the time of starting, characterized in that the collecting block is configured to combine the hydraulic flow sent from the accumulator through the second electromagnetic switching valve with the hydraulic flow from the travel pump and send it to the travel motor.

In a vehicle equipped with a main drive device that uses hydraulic flow from a travel pump driven by the engine to rotate a travel motor, and the drive motor rotates the drive wheels, this method is used to reduce engine output during startup. An engine output reduction device,
An auxiliary pump driven by the rotation of the vehicle's idle wheels, an accumulator, a collection block, a delivery hydraulic path, a pressure accumulation hydraulic path, an auxiliary pressure hydraulic path, a return hydraulic path, and a return hydraulic path. , a first electromagnetic switching valve, a second electromagnetic switching valve, a hydraulic oil tank, and a collection block,
The delivery hydraulic path is a hydraulic path connecting the auxiliary pump and the first electromagnetic switching valve,
The pressure accumulation hydraulic path is a hydraulic path connecting the first electromagnetic switching valve and the accumulator,
The auxiliary pressure hydraulic path is a hydraulic path that connects the accumulator and the collecting block,
The return hydraulic path is a hydraulic path connecting the first electromagnetic switching valve and the hydraulic oil tank,
The return hydraulic path is a hydraulic path that connects the hydraulic oil tank and the auxiliary pump.
The first electromagnetic switching valve is a switching valve that switches the delivery hydraulic path to selectively communicate with either the pressure accumulation hydraulic path or the return hydraulic path,
The second electromagnetic switching valve is a switching valve that is provided in the middle of the auxiliary pressure hydraulic path and opens and closes the auxiliary pressure hydraulic path,
The accumulator is configured to accumulate hydraulic pressure sent from the auxiliary pump via the first electromagnetic switching valve,
The collecting block communicates with the hydraulic path from the traveling pump and the auxiliary pressure hydraulic path, and combines the hydraulic flow from the traveling pump with the hydraulic flow sent from the accumulator through the second electromagnetic switching valve in the auxiliary pressure hydraulic path. What is claimed is: 1. A device for reducing engine output at the time of starting, characterized in that the engine output is sent to a traveling motor.

A solenoid valve control device is provided that performs a switching operation of the first solenoid switching valve and an opening/closing operation of the second solenoid switching valve,
The electromagnetic valve control device receives a deceleration signal generated by a deceleration operation of an operating stick provided on the vehicle, and switches the first electromagnetic switching valve so that the delivery hydraulic path communicates with the pressure accumulation hydraulic path. An open signal is sent to the first electromagnetic switching valve, and in response to the start signal generated by the start operation of the operating stick provided on the vehicle, the opening signal of the second electromagnetic switching valve that opens the hydraulic path for supplying auxiliary hydraulic pressure is sent to the second electromagnetic switching valve. 3. The engine output reduction device at the time of start according to claim 2, wherein the device is configured to send a signal to a valve.

A pressure sensor is provided in the auxiliary pressure hydraulic path to detect when the hydraulic pressure of the accumulator reaches a predetermined accumulated pressure.
The pressure sensor is configured to send a pressure accumulation completion signal to the electromagnetic valve control device when detecting a predetermined pressure accumulation,
When the pressure accumulation completion signal is input, the solenoid valve control device sends a pressure accumulation hydraulic path close signal to the first electromagnetic switching valve, and the first electromagnetic switching valve communicates the sending hydraulic path with the return hydraulic path. 4. The engine output reduction device at the time of starting according to claim 2 or 3, characterized in that the apparatus is configured such that the hydraulic flow from the auxiliary pump is switched to return the hydraulic flow from the auxiliary pump to the hydraulic oil tank.

A relief valve is connected between the pressure accumulation hydraulic path and the first electromagnetic switching valve,
Claim characterized in that the relief valve is configured to communicate with the return hydraulic path via the first electromagnetic switching in a state in which the first electromagnetic switching valve communicates the delivery hydraulic path with the pressure accumulation hydraulic path. The device for reducing engine output at startup according to any one of Items 2 to 4.