WO2010147232A1 - 作業車両の原動機制御装置 - Google Patents
作業車両の原動機制御装置 Download PDFInfo
- Publication number
- WO2010147232A1 WO2010147232A1 PCT/JP2010/060471 JP2010060471W WO2010147232A1 WO 2010147232 A1 WO2010147232 A1 WO 2010147232A1 JP 2010060471 W JP2010060471 W JP 2010060471W WO 2010147232 A1 WO2010147232 A1 WO 2010147232A1
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- WIPO (PCT)
- Prior art keywords
- mode
- speed
- prime mover
- selection device
- work vehicle
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/0205—Circuit arrangements for generating control signals using an auxiliary engine speed control
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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- 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
- F16H61/02—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 characterised by the signals used
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/604—Engine control mode selected by driver, e.g. to manually start particle filter regeneration or to select driving style
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
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- 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
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H2059/082—Range selector apparatus with different modes
- F16H2059/084—Economy mode
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- 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
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H2059/082—Range selector apparatus with different modes
- F16H2059/085—Power mode
-
- 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
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
- F16H2059/465—Detecting slip, e.g. clutch slip ratio
- F16H2059/467—Detecting slip, e.g. clutch slip ratio of torque converter
Definitions
- the present invention relates to a prime mover control device for a work vehicle such as a wheel loader.
- Patent Document 1 there has been known an apparatus capable of switching a traveling mode between a power mode that emphasizes workability and an economy mode that emphasizes fuel efficiency (see Patent Document 1).
- a kick-down instruction is given by a switch operation in a state where the mode is switched to the economy mode and the speed stage is at the lowest speed stage, the traveling mode is switched to the power mode.
- a prime mover control device for a work vehicle includes a travel drive device that transmits the rotation of a prime mover to a wheel via a torque converter, and a first operated to select a power mode or an economy mode.
- a travel drive device that transmits the rotation of a prime mover to a wheel via a torque converter
- a first operated to select a power mode or an economy mode When the selection device, the second selection device different from the first selection device, and the economy mode is selected by the first selection device, when the second selection device is operated, power is output from the economy mode.
- a mode switching device for switching to a mode and a speed limiting device for limiting the maximum rotational speed of the prime mover to a lower speed side when the economy mode is set than when the power mode is set are provided.
- a determination device that determines whether a mode switching condition is satisfied according to a vehicle state of the work vehicle or an operation of the second selection device.
- the mode switching device can switch from the power mode to the economy mode when the determination device determines that the mode switching condition is satisfied in a state where the power mode is selected by the operation of the second selection device.
- the motor control device further includes a speed ratio detection device that detects a speed ratio of the torque converter, and the determination device is detected by the speed ratio detection device.
- the determination device again performs the second selection in a state where the power mode is set by the operation of the second selection device. When the apparatus is operated, it may be determined that the mode switching condition is satisfied.
- the determination device outputs a shift-up signal to the transmission while the transmission is set to the automatic transmission mode. Then, it may be determined that the mode switching condition is satisfied.
- the determination device is configured such that the forward / reverse switching switch for commanding any one of forward, reverse and neutral of the work vehicle is operated to the neutral position. Then, it may be determined that the mode switching condition is satisfied.
- the first selection device is an alternate switch installed in the cab
- the second selection device is The momentary switch is preferably installed on the work operation member that outputs a drive command corresponding to the operation amount to the work actuator.
- a low speed command device for commanding switching to a low speed side of the shift stage is provided separately from the second selection device. You may prepare.
- the driving mode can be temporarily increased regardless of the speed stage by switching from the economy mode to the power mode.
- FIG. 1 is a side view of a wheel loader that is an example of a work vehicle according to an embodiment of the present invention.
- FIG. 2 is a diagram showing a schematic configuration of the prime mover control device according to the embodiment of the present invention.
- FIG. 3 is a running performance diagram showing the relationship between engine rotation speed and torque.
- FIG. 4 is a diagram showing the relationship between the vehicle speed and the driving force at each speed stage.
- 5A is a plan view showing the configuration of the cab
- FIG. 5B is a diagram showing the configuration of the main switch
- FIG. 5C is a diagram showing the arrangement of the sub-switches.
- FIG. 6 is a flowchart illustrating an example of processing executed by the controller of FIG.
- FIG. 7 is a diagram showing a state of excavation work.
- FIG. 8 is a diagram showing an uphill running state.
- FIG. 9 is a diagram illustrating an example of the operation of this embodiment.
- FIG. 1 is a side view of a wheel loader which is an example of a work vehicle to which the prime mover control device according to the present embodiment is applied.
- the wheel loader 100 includes a front vehicle body 110 having an arm 111, a bucket 112, a tire 113, and the like, and a rear vehicle body 120 having an operator cab 121, an engine compartment 122, a tire 123, and the like.
- the arm 111 rotates up and down (up and down) by driving the arm cylinder 114
- the bucket 112 rotates up and down (dump or cloud) by driving the bucket cylinder 115.
- the front vehicle body 110 and the rear vehicle body 120 are rotatably connected to each other by a center pin 101, and the front vehicle body 110 is refracted left and right with respect to the rear vehicle body 120 by expansion and contraction of a steering cylinder (not shown).
- FIG. 2 is a diagram showing a schematic configuration of the prime mover control device according to the present embodiment.
- the input shaft of the torque converter 2 is connected to the output shaft of the engine 1, and the output shaft of the torque converter 2 is connected to the transmission 3.
- the torque converter 2 is a fluid clutch including a known impeller, turbine, and stator, and the rotation of the engine 1 is transmitted to the transmission 3 via the torque converter 2.
- the transmission 3 has a hydraulic clutch that changes the speed stage, and the rotation of the output shaft of the torque converter 2 is changed by the transmission 3. The rotation after the shift is transmitted to the tire 6 (113 and 123 in FIG. 1) via the propeller shaft 4 and the axle 5, and the vehicle travels.
- the variable displacement working hydraulic pump 7 is driven by the engine 1 to discharge pressure oil.
- the oil discharged from the hydraulic pump 7 is guided to the working actuator 9 (for example, the arm cylinder 114) through the control valve 8, and the actuator 9 is driven.
- the control valve 8 is operated by an operation lever 10 and controls the flow of pressure oil from the hydraulic pump 7 to the actuator 9.
- the pump capacity is changed by the regulator 7a.
- the regulator 7a changes the pump capacity in accordance with the pump discharge pressure, and performs constant torque control such that the working torque is constant, for example.
- the hydraulic pump 7 may be a fixed displacement pump such as a gear pump.
- the controller 20 includes an arithmetic processing unit having a CPU, ROM, RAM, and other peripheral circuits.
- the controller 20 includes an accelerator operation amount detector 21 that detects the operation amount of the accelerator pedal 11, a vehicle speed detector 22 that detects the rotation speed of the output shaft of the transmission 3, that is, the vehicle speed, and the rotation of the input shaft of the torque converter 2.
- P mode) or economy mode hereinafter emphasizing fuel economy, a main switch 30 for selecting the E-mode), the signal from the sub-switch 31 that also selects the P mode or E-mode is inputted.
- the torque converter 2 has a function of increasing the output torque with respect to the input torque, that is, a function of setting the torque ratio to 1 or more.
- the torque ratio decreases as the torque converter speed ratio e (output rotational speed Nt / input rotational speed Ni), which is the ratio between the rotational speeds of the input shaft and output shaft of the torque converter 2, increases.
- the torque converter speed ratio e output rotational speed Nt / input rotational speed Ni
- the torque converter speed ratio e decreases.
- the vehicle can travel with a larger driving force (traction force). That is, when the vehicle speed is low, the driving force is large (low speed and high torque), and when the vehicle speed is high, the driving force is small (high speed and low torque).
- the transmission 3 is an automatic transmission having a solenoid valve corresponding to each speed stage from 1st to 4th. These solenoid valves are driven by a control signal output from the controller 20 to the solenoid control unit 12.
- the controller 20 stores in advance a torque converter speed ratio e1 as a reference for upshifting and a torque converter speed ratio e2 as a reference for downshifting.
- the controller 20 calculates the torque converter speed ratio e based on the signals from the rotational speed detectors 23 and 24.
- the controller 20 outputs a shift-up signal.
- a downshift signal is output to the solenoid control unit 12, respectively.
- the speed stage of the transmission 3 is automatically changed between the first speed to the fourth speed in accordance with the torque converter speed ratio e.
- automatic speed change is performed with the speed stage selected by the speed stage switch 28 as the upper limit. For example, when the second speed is selected by the speed stage switch 28, the speed stage is the first speed or the second speed, and when the first speed is selected, the speed stage is fixed to the first speed.
- gears can be shifted to any speed stage by manual operation of the switch. Further, each time the kick down switch 29 is operated, the speed stage can be shifted down by one stage. In the automatic shift mode, for example, the gear stage can be forcibly shifted down by operating the kick down switch 29 when the vehicle speed is low.
- the gear is shifted when the torque converter speed ratio e reaches a predetermined value, but may be shifted when the vehicle speed reaches a predetermined value.
- a shift-up signal or a shift-down signal may be output to the solenoid control unit 12 in accordance with a signal from the vehicle speed detector 22.
- the controller 20 controls the engine rotation speed to a target engine speed corresponding to the operation amount of the accelerator pedal 11. That is, as the amount of depression of the accelerator pedal 11 increases, the target engine speed increases, and the controller 20 outputs a control signal corresponding to the target engine speed to the engine control unit 13 to control the engine rotation speed.
- FIG. 3 is a running performance diagram (torque diagram) showing the relationship between the engine speed and torque when the accelerator pedal 12 is fully depressed.
- characteristics Ap and Ae are torque diagrams when the travel mode is set to the P mode and the E mode, respectively.
- P mode the maximum engine speed is not limited
- E mode the maximum engine speed is limited to a lower speed than in the P mode.
- Characteristics B0 to B2 are examples of input torque when the transmission 3 is driven by the engine 1, and the input torque increases as the engine speed increases.
- This input torque includes the input torque of the working hydraulic pump 7, and the input torque changes as shown by characteristics B0 to B2 in accordance with the torque converter speed ratio e and the absorption torque of the working hydraulic pump 7. Specifically, as the torque converter speed ratio e increases, the input torque increases (characteristic B0), and as the torque converter speed ratio e decreases, the input torque decreases (characteristic B2).
- the intersection of the characteristics Ap, Ae and the characteristics B0 to B2 is a matching point, and the engine speed is the value of the matching point. Therefore, the engine speed for a predetermined input torque is higher in the P mode than in the E mode.
- the driving force is proportional to the square of the engine speed N. Therefore, in the P mode, the driving force for driving is larger than that in the E mode, and the maximum vehicle speed at each speed stage is increased by the amount of the higher engine rotation speed.
- FIG. 4 is a diagram showing the relationship between the vehicle speed and the driving force at each speed stage.
- the solid line is the characteristic of the P mode
- the dotted line is the characteristic of the E mode.
- the maximum driving force F2 in the P mode at the second speed stage is larger than the maximum driving force F2 'in the E mode, and the maximum vehicle speed V2hi in the P mode is faster than the maximum vehicle speed V2'hi in the E mode.
- FIG. 5A is a plan view showing the configuration inside the cab 121.
- a manual / auto switch 26 and a main switch 30 are disposed on the side console panel 34 on the right side of the driver's seat 33, and a pair of operation levers 10 are disposed in front of the side console 34.
- the main switch 30 is an alternate type switch that can be switched between a P position and an E position as shown in FIG.
- a kick-down switch 29 and a sub switch 31 are arranged on the top of the grip portion of each operation lever 10, respectively.
- the kick down switch 29 and the sub switch 31 are both momentary switches.
- a monitor panel 35 is provided in front of the driver's seat 33, and the monitor panel 35 is provided with a display unit 35a for displaying which of the E mode and the P mode is selected.
- FIG. 6 is a flowchart illustrating an example of processing executed by the controller 20. The process shown in this flowchart is started by turning on an engine key switch (not shown), for example.
- step S1 signals from various detectors 21 to 25 and switches 26 to 31 are read.
- step S ⁇ b> 2 the travel mode by operating the main switch 30 is determined.
- step S2 If it is determined in step S2 that the P mode is selected, the process proceeds to step S13, and the traveling mode is set to the P mode. As a result, a control signal is output to the engine control unit 13 so that the travel performance diagram when the pedal is fully depressed is the characteristic Ap of FIG. At this time, the display unit 35a of the monitor panel 35 displays that the P mode is set as the travel mode. In step S14, the flag is set to 1 and the process returns. On the other hand, if it is determined in step S2 that the E mode is selected, the process proceeds to step S3.
- step S3 the flag value is determined.
- the process proceeds to step S4, and it is determined whether or not the sub switch 31 is turned on, that is, whether or not the sub switch 31 is pressed. If step S4 is affirmed, the process proceeds to step S13, and if not, the process proceeds to step S11.
- step S11 the travel mode is set to the E mode. As a result, a control signal is output to the engine control unit 13 so that the travel performance diagram when the pedal is fully depressed is the characteristic Ae of FIG. At this time, the display unit 35a of the monitor panel 35 displays that the E mode is set as the travel mode.
- the flag is set to 0, and the process returns.
- step S5 it is determined whether or not the sub switch 31 is on. If step S5 is affirmed, the process proceeds to step S11, and if not, the process proceeds to step S6. In step S6, it is determined whether the automatic transmission mode or the manual transmission mode is selected by operating the manual / auto switch 26.
- step S6 If it is determined in step S6 that the automatic transmission mode is selected, the process proceeds to step S7, and it is determined whether or not the current speed stage is the maximum speed stage set by the speed stage switch 28. If step S7 is negative, the process proceeds to step S8, where it is determined whether the torque converter speed ratio e is greater than a predetermined value e1 and an upshift signal is output to the solenoid control unit 12. If step S8 is affirmed, the process proceeds to step S11, and if not, the process proceeds to step S10.
- step S10 it is determined whether or not neutral is instructed by a signal from the forward / reverse selector switch 27. For example, when switching from forward travel to reverse travel, step S10 is affirmed because the forward / reverse selector switch 27 passes through the neutral position. When step S10 is affirmed, the process proceeds to step S11, and when it is denied, the process returns.
- step S6 determines whether or not the torque converter speed ratio e is equal to or greater than a predetermined value ea (for example, 0.8).
- step S9 it is determined whether or not the torque converter speed ratio e is equal to or greater than a predetermined value ea (for example, 0.8).
- the traveling mode is set to the P mode (step S13). At this time, the maximum rotation speed of the engine 1 is not limited, the driving force for driving is increased, and the maximum vehicle speed is also increased.
- the traveling mode is set to the E mode (step S11). At this time, the maximum rotation speed of the engine 1 is limited to the low speed side, the driving force and the maximum vehicle speed are suppressed, and fuel efficiency is improved.
- step S4 When traveling drive force is required during traveling in the E mode, when the sub switch 31 is pressed, the traveling mode is switched to the P mode (step S4 ⁇ step S13). Accordingly, for example, when excavation work as shown in FIG. 7 is performed, it is not necessary to release the operation lever 10 to switch the main switch 30 to the P mode, thereby improving workability. Further, since the P mode is immediately switched to the P mode regardless of the speed stage by the pressing operation of the sub switch 31, for example, when the vehicle is traveling uphill as shown in FIG. The driving force can be increased.
- the controller 20 determines whether the mode switching condition is satisfied according to the vehicle state of the wheel loader 100 or the operation of the sub switch 31 in a state where the P mode is set by the operation of the sub switch 31. As described below, when it is determined that the mode switching condition is satisfied, the traveling mode is switched from the P mode to the E mode.
- the controller 20 determines that the mode switching condition is satisfied, and the travel mode is switched to the E mode (step S5). ⁇ Step S11). Therefore, the traveling mode can be arbitrarily switched according to the preference of the operator while the main switch 30 is operated in the E mode.
- the controller 20 determines that the mode switching condition is satisfied when the torque converter speed ratio e becomes greater than e1 and the speed stage is shifted up.
- the traveling mode returns to the E mode (step S8 ⁇ step S11). For this reason, for example, when the traveling mode is switched to the P mode by operating the sub switch 31 during uphill traveling, the traveling mode is automatically reduced to the E mode when the traveling load is reduced and shifted up, so that troublesome switch operation is unnecessary. Moreover, it is not necessary to run in P mode more than necessary, which is efficient.
- the controller 20 In the manual shift mode, after the travel mode is switched to the P mode by the operation of the sub switch 31, the controller 20 also determines that the mode switching condition is satisfied and the travel is performed when the torque converter speed ratio e becomes equal to or greater than the predetermined value ea.
- the mode returns to the E mode (step S9 ⁇ step S11).
- the relationship between the vehicle speed and the driving force in this case is as shown by a solid line in FIG. 9 with respect to the normal characteristic of the P mode indicated by the two-dot chain line.
- step S7 when the torque converter speed ratio e reaches a predetermined value ea at the point A in the figure while traveling in the second speed, the driving force decreases from the P mode characteristics as shown in the figure, and approaches the E mode characteristics, that is, returns. .
- the controller 20 determines that the mode switching condition is satisfied, and similarly, the traveling mode is set to the E mode. Return (step S7 ⁇ step S9 ⁇ step S11).
- Step S10 After the traveling mode is switched to the P mode by operating the sub switch 31, when the forward / reverse switching switch 27 is operated to the neutral position, the controller 20 determines that the mode switching condition is satisfied, and the traveling mode returns to the E mode. (Step S10 ⁇ Step S11). For this reason, for example, when the traveling mode is switched to the P mode by operating the sub switch 31, the bucket 112 is pushed into the ground by forward traveling and then automatically returns to the E mode when traveling backward. It can be performed.
- the following operational effects can be achieved. (1) When the E mode is selected by the operation of the sub switch 31 while the E mode is selected by the operation of the main switch 30, the maximum rotational speed of the engine 1 is limited to the low speed side. (2) When the sub switch 31 is operated in the state where the E mode is selected, the travel mode is switched to the P mode regardless of the travel speed stage. Can do. As a result, the travel driving force can be temporarily increased, and workability such as excavation work and travel performance such as climbing can be improved.
- the traveling mode can be temporarily switched from the E mode to the P mode without releasing the hand from the operation lever 10.
- the sub switch 31 is provided separately from the kick down switch 29, a mode switching command can be output separately from the kick down command.
- the setting of the travel mode is displayed on the display unit 35a, the operator can easily recognize the current travel mode and can correctly set the desired travel mode.
- the E mode is changed to the P mode by the operation of the sub switch 31, the output of the upshift signal, the torque converter speed ratio e is equal to or greater than the predetermined value ea, or the neutral operation of the forward / reverse selector switch 27.
- the controller 20 determines whether or not switching is necessary, the configuration of the determination means is not limited to this.
- the operation of the sub switch 31, the output of the upshift signal, the torque converter speed ratio e is equal to or greater than the predetermined value ea, and the neutral operation of the forward / reverse selector switch 27 is set as the mode switching condition. Also good. That is, as long as the traveling mode is returned to the E mode when the mode switching condition is satisfied, the mode switching means may have any configuration.
- the configurations of the main switch 30 as the first selection means and the sub switch 31 as the second selection means are not limited to those described above.
- the control signal output from the controller 20 to the engine control unit 13 does not limit the maximum rotation speed of the engine 1 when the P mode is selected, and the maximum rotation speed of the engine 1 when the E mode is selected. Is limited to the low speed side, but the maximum engine speed may be limited on the higher speed side in the P mode than on the E mode. That is, the configuration of the speed limiting means is not limited to that described above as long as the maximum rotational speed of the engine 1 is limited to the lower speed side in the E mode than in the P mode.
- the speed ratio detection means may have any configuration.
- the rotation of the engine 1 is transmitted to the tire 6 via the torque converter 2, the transmission 3, the propeller shaft, and the axle 5, the configuration of the traveling drive device may be any.
- the kick down switch 29 as the low speed command means is provided in the operation lever 10 as the work operation member, if the kick down switch 29 is provided separately from the sub switch 31, the kick down switch 29 may be provided in another location.
- the present invention is not limited to the prime mover control device for a work vehicle according to the embodiment.
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- Combustion & Propulsion (AREA)
- Mining & Mineral Resources (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Control Of Transmission Device (AREA)
- Operation Control Of Excavators (AREA)
- Control Of Fluid Gearings (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
本発明の第2の態様は、第1の態様による作業車両の原動機制御装置において、作業車両の車両状態もしくは第2の選択装置の操作に応じてモード切換条件が成立するかを判定する判定装置をさらに備え、モード切換装置は、第2の選択装置の操作によってパワーモードが選択されている状態で、判定装置によりモード切換条件が成立と判定されると、パワーモードからエコノミーモードに切り換えることが好ましい。
本発明の第3の態様は、第2の態様による作業車両の原動機制御装置において、トルクコンバータの速度比を検出する速度比検出装置をさらに備え、判定装置は、速度比検出装置により検出されたトルクコンバータ速度比が所定値以上になると、モード切換条件が成立と判定してもよい。
本発明の第4の態様は、第2の態様による作業車両の原動機制御装置において、判定装置は、第2の選択装置の操作によってパワーモードが設定されている状態で、再度、第2の選択装置が操作されると、モード切換条件が成立と判定してもよい。
本発明の第5の態様は、第2の態様による作業車両の原動機制御装置において、判定装置は、変速機が自動変速モードに設定されている状態で、変速機にシフトアップ信号が出力されると、モード切換条件が成立と判定してもよい。
本発明の第6の態様は、第2の態様による作業車両の原動機制御装置において、判定装置は、作業車両の前進、後進および中立のいずれかを指令する前後進切換えスイッチが中立位置に操作されると、モード切換条件が成立と判定してもよい。
本発明の第7の態様は、第1から第6の態様による作業車両の原動機制御装置において、第1の選択装置は、運転室内に設置されたオルタネイト式スイッチであり、第2の選択装置は、作業用アクチュエータに対し、操作量に応じた駆動指令を出力する作業用操作部材に設置されたモーメンタリ式スイッチであることが好ましい。
本発明の第8の態様は、第1から第7の態様による作業車両の原動機制御装置において、さらに第2の選択装置とは別に、変速段の低速側への切換を指令する低速指令装置を備えてもよい。
(1)メインスイッチ30の操作によりEモードが選択されている状態で、サブスイッチ31の操作によりEモードが選択されると、エンジン1の最高回転速度を低速側に制限するようにした。
(2)Eモードが選択されている状態でサブスイッチ31が操作されると、走行速度段に拘わらず走行モードをPモードに切り換えるので、2速走行以上の状態でも一時的にパワーを出すことができる。これにより走行駆動力を一時的にアップすることができ、掘削作業などの作業性および登坂走行などの走行性を高めることができる。
(4)サブスイッチ31の操作によりPモードが選択されている状態で、自動変速モードにおいてシフトアップ信号が出力されると、あるいは手動変速モードにおいてトルクコンバータ速度比eが所定値ea以上になると、走行モードをEモードに自動復帰させるようにしたので、面倒なスイッチ操作をすることなく効率的な走行が可能である。
(5)サブスイッチ31の操作によりPモードが選択されている状態で、前後進切換スイッチ27が中立位置に操作されると、走行モードをEモードに自動復帰させるようにしたので、前進操作と後進操作とが繰り返される掘削作業を効率よく行うことができる。
(7)キックダウンスイッチ29とは別にサブスイッチ31を設けるので、キックダウン指令とは別にモード切換指令を出力することができる。
(8)走行モードの設定を表示部35aに表示するようにしたので、オペレータは現在の走行モードを容易に認識することができ、所望の走行モードに正しく設定できる。
Claims (8)
- 原動機の回転をトルクコンバータを介して車輪に伝達する走行駆動装置と、
パワーモードまたはエコノミーモードを選択するために操作される第1の選択装置と、
前記第1の選択装置とは異なる第2の選択装置と、
前記第1の選択装置によって前記エコノミーモードが選択されている状態で、前記第2の選択装置が操作されると、前記エコノミーモードから前記パワーモードに切り換えるモード切換装置と、
前記エコノミーモードが設定されると、前記パワーモードが設定されたときよりも、前記原動機の最高回転速度を低速側に制限する速度制限装置とを備える作業車両の原動機制御装置。 - 請求項1に記載の作業車両の原動機制御装置において、
前記作業車両の車両状態もしくは前記第2の選択装置の操作に応じてモード切換条件が成立するかを判定する判定装置をさらに備え、
前記モード切換装置は、前記第2の選択装置の操作によって前記パワーモードが選択されている状態で、前記判定装置によりモード切換条件が成立と判定されると、前記パワーモードから前記エコノミーモードに切り換える作業車両の原動機制御装置。 - 請求項2に記載の作業車両の原動機制御装置において、
前記トルクコンバータの速度比を検出する速度比検出装置をさらに備え、
前記判定装置は、前記速度比検出装置により検出された前記トルクコンバータ速度比が所定値以上になると、モード切換条件が成立と判定する作業車両の原動機制御装置。 - 請求項2に記載の作業車両の原動機制御装置において、
前記判定装置は、前記第2の選択装置の操作によって前記パワーモードが設定されている状態で、再度、前記第2の選択装置が操作されると、モード切換条件が成立と判定する作業車両の原動機制御装置。 - 請求項2に記載の作業車両の原動機制御装置において、
前記判定装置は、変速機が自動変速モードに設定されている状態で、前記変速機にシフトアップ信号が出力されると、モード切換条件が成立と判定する作業車両の原動機制御装置。 - 請求項2に記載の作業車両の原動機制御装置において、
前記判定装置は、前記作業車両の前進、後進および中立のいずれかを指令する前後進切換えスイッチが中立位置に操作されると、モード切換条件が成立と判定する作業車両の原動機制御装置。 - 請求項1~6のいずれか1項に記載の作業車両の原動機制御装置において、
前記第1の選択装置は、運転室内に設置されたオルタネイト式スイッチであり、
前記第2の選択装置は、作業用アクチュエータに対し、操作量に応じた駆動指令を出力する作業用操作部材に設置されたモーメンタリ式スイッチである作業車両の原動機制御装置。 - 請求項1~7のいずれか1項に記載の作業車両の原動機制御装置において、
さらに前記第2の選択装置とは別に、変速段の低速側への切換を指令する低速指令装置を備える作業車両の原動機制御装置。
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