WO2010109972A1 - 建設車両 - Google Patents

建設車両 Download PDF

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Publication number
WO2010109972A1
WO2010109972A1 PCT/JP2010/052086 JP2010052086W WO2010109972A1 WO 2010109972 A1 WO2010109972 A1 WO 2010109972A1 JP 2010052086 W JP2010052086 W JP 2010052086W WO 2010109972 A1 WO2010109972 A1 WO 2010109972A1
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WO
WIPO (PCT)
Prior art keywords
condition
engine
hst
pump
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2010/052086
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English (en)
French (fr)
Japanese (ja)
Inventor
敦 白尾
政典 碇
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Komatsu Ltd
Original Assignee
Komatsu Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Komatsu Ltd filed Critical Komatsu Ltd
Priority to CN201080009738.4A priority Critical patent/CN102341625B/zh
Priority to US13/203,770 priority patent/US8789644B2/en
Priority to EP10755773.8A priority patent/EP2413005B1/en
Publication of WO2010109972A1 publication Critical patent/WO2010109972A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/46—Automatic regulation in accordance with output requirements
    • F16H61/468—Automatic regulation in accordance with output requirements for achieving a target input torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/103—Infinitely variable gearings of fluid type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2221—Control of flow rate; Load sensing arrangements
    • E02F9/2232—Control of flow rate; Load sensing arrangements using one or more variable displacement pumps
    • E02F9/2235—Control of flow rate; Load sensing arrangements using one or more variable displacement pumps including an electronic controller
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2246—Control of prime movers, e.g. depending on the hydraulic load of work tools
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2253—Controlling the travelling speed of vehicles, e.g. adjusting travelling speed according to implement loads, control of hydrostatic transmission
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2278—Hydraulic circuits
    • E02F9/2289—Closed circuit
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2278—Hydraulic circuits
    • E02F9/2292—Systems with two or more pumps
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2278—Hydraulic circuits
    • E02F9/2296—Systems with a variable displacement pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
    • F16H61/421—Motor capacity control by electro-hydraulic control means, e.g. using solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
    • F16H61/431—Pump capacity control by electro-hydraulic control means, e.g. using solenoid valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6838—Sensing gearing status of hydrostatic transmissions
    • F16H2059/6861—Sensing gearing status of hydrostatic transmissions the pressures, e.g. high, low or differential pressures
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Definitions

  • the present invention relates to a construction vehicle that travels by driving a traveling hydraulic motor with pressure oil discharged from a hydraulic pump driven by an engine.
  • HST Hydro Static Transmission
  • a hydraulic pump is driven by an engine
  • a traveling hydraulic motor is driven by pressure oil discharged from the hydraulic pump.
  • the speed and traction force of the vehicle can be controlled by controlling the engine speed, the capacity of the hydraulic pump, and the capacity of the traveling hydraulic motor.
  • Patent Documents 1 and 2 disclose a working machine (construction vehicle) or the like that can reduce fuel consumption by changing the absorption torque of a hydraulic pump by discriminating a working situation or the like.
  • Patent Document 1 discloses a construction machine (hydraulic excavator) that is not related to the HST type wheel loader, but that improves the fuel consumption by switching the absorption torque of the hydraulic pump while determining the working situation.
  • Patent Document 2 discloses a wheel loader that travels by driving an HST motor with pressure oil discharged from an HST pump driven by an engine.
  • the conventional construction vehicle has the following problems. That is, when the absorption torque control of the hydraulic pump discriminating the work situation disclosed in Patent Document 1 described above is applied to a wheel loader equipped with HST disclosed in Patent Document 2, it is the same as in the case of a hydraulic excavator. Furthermore, fuel consumption can be reduced by discriminating the work situation and switching the absorption torque of the HST pump to achieve low rotation matching.
  • the matching point of the absorption torque curve of the HST pump is switched from the low rotation side to the high rotation side, the optimum combination of conditions for returning from the high rotation side to the low rotation side is studied. Absent.
  • the object of the present invention is to optimize the conditions when switching the matching point of the absorption torque curve of the hydraulic pump between the low rotation side and the high rotation side, and give the driver a sense of incongruity while reducing fuel consumption.
  • An object of the present invention is to provide a construction vehicle capable of avoiding this.
  • the construction vehicle includes an engine, a traveling hydraulic pump, a traveling hydraulic motor, an accelerator pedal, a hydraulic sensor, an engine controller, and a control unit.
  • the traveling hydraulic pump is driven by the engine.
  • the traveling hydraulic motor is driven by the pressure oil discharged from the traveling hydraulic pump.
  • the accelerator pedal adjusts the accelerator opening according to the depression amount.
  • the hydraulic sensor detects the pressure of the pressure oil sent from the traveling hydraulic pump to the traveling hydraulic motor.
  • the engine controller adjusts the output torque from the engine.
  • the control unit changes the matching point of the absorption torque curve of the traveling hydraulic pump with respect to the output torque curve of the engine from the low rotation side to the high rotation side when the first condition is satisfied, while the second condition is satisfied Sometimes the matching point is changed from the high rotation side to the low rotation side.
  • the first condition satisfies at least one of that the engine speed is equal to or lower than a predetermined value, that the HST pressure sent from the hydraulic sensor is equal to or higher than a predetermined value, and that the output torque of the engine controller is equal to or higher than a predetermined value.
  • the vehicle speed and the accelerator opening are greater than or equal to predetermined values.
  • the second condition is that at least one of the vehicle speed, the HST pressure, and the output torque of the engine controller is a predetermined value or less.
  • HST Hydro Static Transmission
  • a traveling hydraulic pump HST pump
  • the output torque of the engine when the following first and second conditions are satisfied:
  • the matching point of the absorption torque curve of the traveling hydraulic pump with respect to the curve is switched between the low rotation (low fuel consumption) side and the high rotation (high horsepower) side.
  • the vehicle speed is 10 km / h or more
  • the accelerator opening is 80%
  • three The eye condition is that the engine speed is 1900 rpm or less
  • the HST pressure is 32 MPa or more
  • the engine controller output torque is 450 N ⁇ m or more.
  • the second condition when shifting from the high-rotation side matching point to the low-rotation side matching point, for example, the vehicle speed is 9 km / h or less
  • the HST pressure is 29 MPa or less
  • the output torque of the engine controller is 400 N ⁇ m or less.
  • the condition is that at least one of the above is satisfied.
  • the vehicle speed and the accelerator opening are required conditions because it is assumed that the driver is requesting further acceleration during high-speed traveling in a construction vehicle such as a wheel loader. is there.
  • the third condition is that at least one of the engine speed, the HST pressure, and the output torque of the engine controller is set as a condition.
  • the situation where the HST pressure or the output torque is higher than the specified value when the accelerator opening is relatively high or when the accelerator opening is relatively high, is when climbing when a large absorption torque is required for the traveling hydraulic pump. This is because it is assumed. Therefore, when the first condition is satisfied, the matching point is shifted in the direction of increasing the absorption torque of the traveling hydraulic pump, so that the vehicle can travel with sufficient absorption torque.
  • the second condition is that at least one of the vehicle speed, the HST pressure, and the engine controller output torque is not more than a predetermined value. This is because it is possible to assume a situation in which the vehicle has escaped from high-speed climbing.
  • the accelerator opening and the engine speed included in the first condition are not included as the second condition. If the accelerator opening is set as one of the second conditions, there is a risk that the vehicle speed will increase despite the fact that the amount of depression of the accelerator pedal is reduced, resulting in control different from the driver's intention. Because there is. Further, if the engine speed is set as one of the second conditions, a shock at the time of switching the absorption torque may occur frequently.
  • the second condition is set loosely compared to the first condition
  • at least one of the second conditions is set so that matching is performed on the high rotation side only when the first condition is necessary.
  • the optimal minimum condition is set as the second condition for returning from high-speed matching to low-speed matching
  • the optimal switching condition is eliminated by eliminating the control different from the driver's intention and the shock at the time of switching. Can be set. As a result, it is possible to work comfortably while avoiding giving the driver a shock or uncomfortable feeling at the time of control switching.
  • a construction vehicle is the construction vehicle according to the first aspect of the present invention, further comprising a work implement / steering pump for driving the work implement.
  • the first condition is a third condition in which the pressure of the work implement / steering pump is a predetermined value or more, or a fourth condition in which the PPC pressure of the operating lever for operating the work implement is a predetermined value or more and the EPC lever input is other than the predetermined value. Further included.
  • the second condition further includes a fifth condition in which the pressure of the work machine / steering pump is a predetermined value or less, or the PPC pressure is a predetermined value or less and the EPC lever input is a predetermined value.
  • the absorption torque of the traveling hydraulic pump is increased.
  • the matching point is shifted from the low rotation side to the high rotation side.
  • the matching point is changed from the high rotation side to the low rotation side so that the absorption torque of the traveling hydraulic pump is reduced and the fuel consumption is improved. Transition.
  • the matching point is switched in the same manner, so The optimum absorption torque can be obtained in the traveling hydraulic pump.
  • FIG. 3 is a control diagram showing control conditions during uphill traveling in the vehicle body controller of FIG. 2.
  • FIG. 3 is a control diagram showing control conditions during work during medium to high speed running in the vehicle body controller of FIG. 2.
  • FIG. 3 is a control diagram showing control conditions during excavation and scraping in the vehicle body controller of FIG. 2.
  • the hydraulic circuit diagram which shows the hydraulic circuit mounted in the construction vehicle which concerns on other embodiment of this invention.
  • the wheel loader (construction vehicle) 50 includes a vehicle body 51, a lift arm (work machine) 52 attached to the front portion of the vehicle body 51, and a tip of the lift arm 52.
  • An attached bucket (working machine) 53, four tires 54 that rotate while supporting the vehicle body 51 to travel the vehicle body 51, and a cab 55 mounted on the upper portion of the vehicle body 51 are provided.
  • the vehicle body 51 includes an engine room that houses the engine 1 (see FIG. 2), a control valve 18 (see FIG. 2) for driving the lift arm 52 and the bucket 53, an actuator (hydraulic cylinder 19 for working machine, hydraulic pressure for traveling). And a vehicle body controller (control unit) 12 (see FIG. 2) for controlling the motor 10) and the like. Further, as shown in FIG. 2, the engine 1, the vehicle body controller 12, the engine controller 12 a and the like are mounted on the vehicle body 51. The configuration of the control block shown in FIG. 2 will be described in detail later.
  • the lift arm 52 is a member for lifting the bucket 53 attached to the tip, and is driven by a lift cylinder 19 (see FIG. 2) provided side by side.
  • the bucket 53 is attached to the tip of the lift arm 52 and is dumped and tilted by a bucket cylinder.
  • the wheel loader 50 of the present embodiment travels by driving the traveling hydraulic motor 10 with the pressure oil discharged from the HST pump (traveling hydraulic pump) 4 driven by the engine 1.
  • a so-called 1-pump 1-motor HST system is employed.
  • the wheel loader 50 mainly includes the engine 1, a mechanism on the traveling side driven by the engine 1, a mechanism on the work machine side, an engine controller 12 a for controlling these mechanisms, a vehicle body controller 12, and the like.
  • a hydraulic drive mechanism 30 is provided inside.
  • the hydraulic drive mechanism 30 mainly includes an engine 1, a work implement / steering pump 2, a charge pump 3, an HST pump 4, a traveling hydraulic motor 10, an engine controller 12a, a vehicle body controller 12, an accelerator opening sensor 13, and a forward / reverse switching lever. 14, a speed range selection switch 15, a vehicle speed sensor 16, an HST circuit sensor (hydraulic sensor) 17, and an HST circuit 20.
  • Engine 1 is a diesel engine, and output torque generated by engine 1 is transmitted to work implement / steering pump 2, charge pump 3, HST pump 4, and the like.
  • the engine 1 is provided with an engine controller 12a that controls the output torque and the rotational speed of the engine 1.
  • the engine controller 12a adjusts the fuel injection amount in accordance with the operation amount of the accelerator pedal 13a (hereinafter referred to as “accelerator opening”).
  • the engine 1 is provided with an engine speed sensor 1a for detecting the actual speed of the engine 1, and a speed signal from the engine speed sensor 1a is input to the engine controller 12a.
  • a fuel injection device 1 b is connected to the engine 1.
  • the engine controller 12a controls the fuel injection device 1b according to the accelerator opening to adjust the engine speed.
  • the accelerator pedal 13 a is a means for instructing the target rotational speed of the engine 1 and is connected to the accelerator opening sensor 13.
  • the accelerator opening sensor 13 is composed of a potentiometer or the like, and transmits an opening signal indicating the detected accelerator opening to the engine controller 12a.
  • the engine controller 12a receives the opening signal and outputs a command signal to the fuel injection device 1b to control the fuel injection amount. Therefore, the operator controls the rotation speed of the engine 1 by adjusting the operation amount of the accelerator pedal 13a.
  • the HST pump 4 is a variable displacement hydraulic pump driven by the engine 1, and the pressure oil discharged from the HST pump 4 passes through the HST circuit 20 including the high pressure relief valves 7 and 8 and the low pressure relief valve 9.
  • the hydraulic drive mechanism 30 is provided with an HST circuit sensor 17 for detecting the pressure of pressure oil passing through the HST circuit 20 (hereinafter referred to as “HST pressure”).
  • HST pressure corresponds to the drive oil pressure of the pressure oil that drives the travel hydraulic motor 10.
  • the HST pump 4 is connected to a pump control valve 5 for controlling the capacity of the HST pump 4 and a pump capacity control cylinder 6.
  • the pump control valve 5 is an electromagnetic control valve that controls the pump displacement control cylinder 6 based on a control signal from the vehicle body controller 12, and arbitrarily changes the displacement of the HST pump 4 by the control of the pump displacement control cylinder 6.
  • the charge pump 3 is a pump that is driven by the engine 1 and supplies pressure oil to the HST circuit 20. The charge pump 3 supplies pressure oil to the pilot circuit of the HST pump 4.
  • the work implement / steering pump 2 is driven by the engine 1. Pressure oil discharged from the work implement / steering pump 2 is sent to a lift cylinder 19 and a power cylinder (not shown) via a work implement control hydraulic circuit to drive the work implement and change the direction of the tire 54. To do.
  • the work machine control hydraulic circuit is provided with a control valve 18 that is driven according to the operation amount of the work machine lever 23 to control the lift cylinder 19, and controls the work machine based on a control signal from the vehicle body controller 12.
  • the lift cylinder 19 is controlled by controlling the valve. Note that the bucket cylinder is also controlled by the control valve in the same manner as the lift cylinder 19, and is not shown in FIG.
  • the traveling hydraulic motor 10 is a variable displacement hydraulic motor and is driven by the pressure oil discharged from the HST pump 4 to generate a driving force for traveling.
  • the travel hydraulic motor 10 is provided with a motor cylinder 11a for controlling the tilt angle of the travel hydraulic motor 10 and a motor control electronic servo valve 11b for controlling the motor cylinder 11a.
  • the motor control electronic servo valve 11b is an electromagnetic control valve controlled based on a control signal from the vehicle body controller 12, and controls the motor cylinder 11a.
  • the vehicle speed sensor 16 is a sensor that detects the vehicle speed from the number of rotations of the tire drive shaft, and transmits a vehicle speed signal to the vehicle body controller 12.
  • the vehicle body controller 12 electronically controls each control valve based on the output signal from each detection unit, and controls the capacity of the HST pump 4 and the capacity of the traveling hydraulic motor 10.
  • the traction force and the vehicle speed can be changed steplessly, and the gear can be automatically shifted from the vehicle speed to the maximum speed without a shifting operation.
  • the control of the traveling hydraulic motor 10 by the vehicle body controller 12 will be described in detail later.
  • the vehicle body controller 12 controls the motor capacity of the traveling hydraulic motor 10 based on the HST pressure detected by the HST circuit sensor 17 and limits the minimum motor capacity according to the speed range. Further, the vehicle body controller 12 performs overrun prevention control so as to control the motor capacity according to the vehicle speed, and also controls the discharge direction of the pressure oil from the HST pump 4 according to the operation signal of the forward / reverse switching lever 14. The vehicle body controller 12 controls the minimum motor capacity of the traveling hydraulic motor 10 according to the engine speed, which will be described in detail later.
  • the matching point between the output torque curve of the engine 1 and the absorption torque curve of the HST pump 4 is MP1, and the fuel It is possible to drive near the region where the consumption rate is the lowest.
  • each condition for performing the absorption torque switching control of the HST pump 4 will be described in detail.
  • the vehicle speed is 10 km / h or more
  • the accelerator opening is 80% or more
  • the engine speed is 1900 rpm or less.
  • the HST pump satisfies the HST pressure of 32 MPa or more. Control is performed so that the absorption torque curve 4 is switched from B1 matching on the low rotation side to A1 matching on the high rotation side.
  • the above-described absorption torque switching control of the HST pump 4 is performed.
  • the vehicle speed (condition a) and the accelerator opening (condition b) are set as essential conditions when the driver is requesting further acceleration during high-speed traveling in the wheel loader 50. This is because it is assumed that a horsepower larger than that in the normal time corresponds to the time when the HST pump 4 is traveling uphill.
  • the third condition c1 and c2 is set with at least one of the engine speed and the HST pressure as the condition when the engine speed is high when the accelerator is traveling at a relatively high speed.
  • the 2nd condition at the time of performing control which returns from A1 to B1 again is demonstrated below.
  • the vehicle speed is 9 km / h or less.
  • the absorption torque curve of the HST pump 4 is changed from A1 matching on the high rotation side to B1 matching on the low rotation side. Control to return.
  • the condition (d or e) smaller than the first condition (a + b + c1 or c2) is set because the vehicle runs on the high horsepower side (high rotation matching) only in a necessary situation, This is because the wheel loader 50 is caused to travel with the lowest possible fuel consumption by easily returning to traveling on the lower fuel consumption side (low rotation side).
  • the second condition is that at least one of the vehicle speed and the HST pressure must be less than or equal to a predetermined value. When the vehicle speed and the HST pressure are less than or equal to a predetermined value, the vehicle has escaped from high speed climbing. This is because the situation is assumed.
  • the accelerator opening and the engine speed included in the first condition are not included as the second condition.
  • the absorption torque of the HST pump can be reduced by switching the absorption torque curve from A1 to B1 even though the depression amount of the accelerator pedal 13a is reduced. This is because the vehicle may increase (see FIG. 3), and as a result, the vehicle speed may increase, resulting in a control different from the driver's intention. Further, if the engine speed is set as one of the second conditions, a shock may occur frequently when the absorption torque of the HST pump 4 is switched according to the fluctuation of the engine speed.
  • the difference between the vehicle speed setting value (10 km / h) of the condition a as the vehicle speed setting value (9 km / h) of the condition d is the absorption torque between the low rotation side and the high rotation side. This is for avoiding frequent switching of curves.
  • the absorption torque curve is switched from B1 to A1 so that the absorption torque of the HST pump 4 is increased.
  • the absorption torque curve is switched from A1 to B1 so that the absorption torque of the HST pump 4 becomes small.
  • the matching point with the output torque curve of the engine 1 shifts from MP2 on the high rotation side to MP1 on the low rotation side, and it is possible to return to normal driving with low fuel consumption.
  • control in a direction not intended by the driver is performed, or by absorption torque switching control during driving. A shock can be avoided.
  • Vehicle speed is 10 km / h or more (clutch released state)
  • the accelerator opening is 80% or more, and c1)
  • the engine speed is 1900 rpm or less.
  • the work machine / steering pump pressure is 9 MPa or more (third condition).
  • the above-described absorption torque switching control of the HST pump 4 is performed when any one of the conditions a, b, g or the conditions a, b, c1, g is satisfied.
  • the work implement / steering pump pressure detected by the work implement steering pressure sensor 22 in the condition g is given as follows: the accelerator opening is 80% or more when the vehicle is traveling at a high speed of 10 km / h or more. This is because it is assumed that the work implement (lift arm 52, bucket 53) is in an operating state when the work implement / steering pump pressure is equal to or higher than a predetermined value. Therefore, when the third condition is further satisfied, the matching point is shifted in the direction of increasing the absorption torque of the HST pump 4, so that when the work machine is used during medium-high speed traveling, the HST pump 4 Can drive with sufficient horsepower.
  • the condition h is set when the pump pressure is equal to or lower than a predetermined value during the medium / high speed traveling, the state where the working machine has already been used during the medium / high speed traveling. This is because it is assumed. Note that the difference between the working machine / steering pump pressure setting value (8 MPa) and the working machine / steering pump pressure setting value (8 MPa) of the condition h is the difference between the low rotating side and the high rotating side. This is for avoiding frequent switching of the absorption torque curve.
  • the absorption torque curve is switched from B1 to A1 so that the absorption torque of the HST pump 4 is increased.
  • the absorption torque curve is switched from A1 to B1 so that the absorption torque of the HST pump 4 becomes small.
  • the matching point with the output torque curve of the engine 1 from MP2 on the high rotation side to MP1 on the low rotation side, it is possible to return to normal driving with low fuel consumption.
  • control in a direction not intended by the driver is performed, or by absorption torque switching control during driving. A shock can be avoided.
  • the vehicle speed sensor, the boom angle, and the boom bottom pressure satisfy the following conditions, the absorption torque curve shown in FIG. Switching to A2, the matching point is shifted from the low rotation side to the high rotation side.
  • the angle sensor attached to the boom, the stroke sensor attached to the lift cylinder, etc. can be used, for example.
  • the boom bottom pressure can be detected by a boom bottom pressure sensor that detects the pressure on the bottom side of the lift cylinder.
  • the absorption torque curves A2 and B2 indicate the total absorption torque when a high load other than traveling (work machine, steering, etc.) is applied to the above-described absorption torque curves A1 and B1.
  • k) The forward / reverse switching lever 14 moves forward (F) l) 1-5km / h when the vehicle speed sensor is moving forward m)
  • control is performed so that the absorption torque curve of the HST pump 4 is switched from B2 matching on the low rotation side to A2 matching on the high rotation side. That is, in this embodiment, when the above conditions k, l, and m are satisfied, the above-described absorption torque switching control of the HST pump 4 is performed.
  • the operation state of the forward / reverse switching lever 14 and the detection result of the vehicle speed sensor are confirmed in order to detect that the vehicle is traveling forward at a low speed.
  • the boom bottom pressure is confirmed in order to detect a state in which a high load is applied to the work implement.
  • the means for detecting the high load state on the work implement includes the fact that the boom is being raised with the bucket 53 tilted, the operation state of the operation lever of the work implement and the boom angle. And may be detected via.
  • the matching point is shifted in the direction in which the absorption torque of the HST pump 4 is increased, so that the engine can be used even during high-load work during low-speed forward traveling. Therefore, it is possible to prevent a decrease in engine speed, horsepower, working machine drive speed, and engine stall.
  • the condition n is set when the forward / reverse switching lever 14 is other than F, that is, when it is in the neutral (N) or reverse (B) state, This is because it is assumed that the state has been removed from the situation where a high load is applied.
  • the absorption torque curve is switched from B2 to A2 so that the absorption torque of the HST pump 4 is increased.
  • the absorption torque curve is switched from A2 to B2 so that the absorption torque of the HST pump 4 becomes small, and the engine By switching the matching point with the output torque curve of 1 from the high rotation side to the low rotation side, it is possible to return to normal driving with low fuel consumption.
  • a) Vehicle speed is 10 km / h or more (clutch released state)
  • the accelerator opening is 80% or more
  • c1) The engine speed is 1900 rpm or less.
  • the HST pump 4 Control is performed so that the absorption torque curve is switched from B1 matching on the low rotation side to A1 matching on the high rotation side.
  • the absorption torque switching control of the HST pump 4 described above is performed.
  • the first condition as the third condition c1, c3, at least one of the engine speed and the output torque of the engine controller 12a is set as the condition.
  • the situation in which the engine speed is below a predetermined value or the output torque of the engine controller 12a is above a predetermined value when traveling is equivalent to during uphill traveling where the HST pump 4 requires a large absorption torque. This is because it is assumed. Therefore, when the first condition is satisfied, the matching point is shifted in the direction of increasing the absorption torque of the HST pump 4, so that the climbing traveling at a high speed, etc. If necessary, the HST pump 4 can travel with sufficient horsepower.
  • the 2nd condition at the time of performing control which returns from A1 to B1 again is demonstrated below.
  • the vehicle speed is 9 km / h or less.
  • the absorption torque curve of the HST pump 4 is reduced from A1 that matches on the high rotation side to low rotation. Control to return to matching B1 on the side.
  • the reason why the condition (d or f) smaller than the first condition (a + b + c1 or c3) is set as the second condition is the same as the control I at the time of traveling uphill. Further, the second condition is that at least one of the vehicle speed and the output torque of the engine controller 12a is required to be equal to or less than a predetermined value. This is because it is assumed that the vehicle is not running.
  • the wheel loader 50 equipped with the HST when the predetermined first condition is satisfied, it is possible to travel with the necessary horsepower similarly to the control I at the time of traveling uphill.
  • the predetermined second condition when the predetermined second condition is satisfied in the state of matching on the high rotation side described above, it is possible to return to the normal low fuel consumption traveling as in the case of the control I during the uphill traveling.
  • the optimum conditions are set for each of the first condition and the second condition, so that control in a direction not intended by the driver is performed. In addition, it is possible to avoid a shock caused by the absorption torque switching control during operation.
  • a) Vehicle speed is 10 km / h or more (clutch released state)
  • Accelerator opening is 80% or more
  • c1) Engine speed is 1900 rpm or less
  • PPC pressure of work implement lever 23 is 1 MPa or more (or EPC lever input is other than 2.5 ⁇ 0.5V)
  • the condition i is added because the use status of the work implement can be determined by checking the PPC pressure of the work implement lever 23 detected by the PPC hydraulic pressure sensor 21 or the EPC lever input. This is because, when the above conditions a, b, i, etc. are satisfied, it is assumed that the working machine is in use during medium to high speed traveling.
  • the matching point is shifted in the direction of increasing the absorption torque of the HST pump 4, so that the operation during the medium / high-speed traveling is performed similarly to the control I during the operation during the medium / high-speed traveling.
  • the HST pump 4 can travel with sufficient absorption torque.
  • the PPC pressure of the work implement lever 23 is detected by the PPC hydraulic sensor 21.
  • the pilot hydraulic work implement lever 23 is used, the work implement control hydraulic circuit is used in accordance with the operation amount of the work implement lever 23. It means the pilot pressure generated inside.
  • the EPC lever input means an electric signal output in accordance with the operation amount of the work implement lever 23 when the electric work implement lever 23 is used.
  • the reason why the condition (j) that is smaller than the first condition (a + b + c1 or i) is set as the fifth condition is the same as the control I during the operation during the medium-high speed traveling.
  • the fifth condition is that the PPC pressure or the EPC lever input is used as the switching condition because it is possible to easily determine whether or not the working machine is in use when either is used as a determination material.
  • the above-mentioned predetermined condition j is not satisfied in the state of matching on the high rotation side described above, in the same manner as the control I at the time of the operation during the medium-high speed traveling, the normal low fuel consumption can be achieved. You can return to running. Further, as in the case of the control I during the middle-high speed operation, the optimum conditions are set for each of the first condition and the second condition, so that the control in the direction not intended by the driver can be performed. It is possible to avoid the occurrence of a shock due to the absorption torque switching control during operation.
  • the forward / reverse switching lever 14 moves forward (F) l) 1-5km / h when the vehicle speed sensor is moving forward o)
  • Work implement / steering pump pressure is 18 MPa or more
  • Accelerator opening is 80% or more q
  • Engine speed is 1700 rpm or less r
  • HST pressure is 40 MPa or engine controller 12a output torque is 600 N ⁇ m or more
  • control is performed so that the absorption torque curve of the HST pump 4 is switched from B2 matching on the low rotation side to A2 matching on the high rotation side.
  • the above-described absorption torque switching control of the HST pump 4 is performed.
  • the conditions o, p, q, and r are set as the above switching conditions because the engine speed is low despite the accelerator opening being high, the HST pressure, or the output of the engine controller 12a. This is because a state in which the torque is equal to or greater than a predetermined value is assumed to be a situation where the traveling load and the work implement load are high.
  • the HST pump 4 can be in a state where sufficient absorption torque can be obtained.
  • the forward / reverse switching lever 14 is other than F.
  • the absorption torque curve of the HST pump 4 is matched on the high rotation side. Control to return from A2 to B2 matching on the low rotation side.
  • the switching condition of the forward / reverse switching lever 14 or the vehicle speed + engine speed is used as the determination condition, so that it is easy to escape from the high load state during low-speed forward traveling if any of them is used as a determination material. This is because it can be judged.
  • the predetermined condition (k, l, o, p, q, r) described above is satisfied, similarly to the control I at the time of excavation / raising, etc. Further, engine stall can be prevented without lowering the engine speed, horsepower and working machine speed.
  • the threshold value (predetermined value) set for each condition may be set for each type of construction vehicle, or may be set as appropriate according to the work content of each construction vehicle and the preference of the driver. May be possible.
  • the setting of the threshold value (predetermined value) set for each condition can be changed as appropriate.
  • the absorption torque A1 (A2) during high-speed climbing and A1 (A2) during medium-high speed work need not be unified to the same curve.
  • the engine speed is not necessarily one of the conditions.
  • the engine controller and the vehicle body controller do not necessarily have to be separate, and may be combined as one controller.
  • the wheel loader 50 equipped with an HST system of one pump and one motor including one hydraulic pump and a traveling hydraulic motor has been described as an example.
  • the present invention is not limited to this.
  • two traveling hydraulic motors 110a and 110b, first and second motor control valves 111a and 111b, first and second motor cylinders 112a and 112b, a clutch 113, a clutch control valve 114 The present invention may be applied to a construction vehicle including a one-pump two-motor HST system including the drive shaft 115 and the HST circuit 120.
  • switching control is performed to indicate that the state is switched to the traveling hydraulic motor 110b for high speed traveling, that is, the clutch 113 is disengaged. It is good also as conditions.
  • the wheel loader 50 was mentioned as an example and demonstrated as a construction vehicle with which this invention is applied.
  • the present invention is not limited to this.
  • the present invention can be applied to other construction vehicles equipped with HST.
  • the construction vehicle of the present invention avoids giving the driver a shock or a sense of incongruity at the time of control switching, and has the effect of being able to work comfortably. And widely applicable.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Operation Control Of Excavators (AREA)
  • Control Of Fluid Gearings (AREA)
PCT/JP2010/052086 2009-03-25 2010-02-12 建設車両 Ceased WO2010109972A1 (ja)

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CN201080009738.4A CN102341625B (zh) 2009-03-25 2010-02-12 建筑车辆
US13/203,770 US8789644B2 (en) 2009-03-25 2010-02-12 Construction vehicle
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JP2010223416A (ja) 2010-10-07
CN102341625A (zh) 2012-02-01
CN102341625B (zh) 2014-08-27
EP2413005A4 (en) 2013-10-23
EP2413005B1 (en) 2015-09-30
US8789644B2 (en) 2014-07-29
EP2413005A1 (en) 2012-02-01
US20110308879A1 (en) 2011-12-22

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