WO2012036042A1 - 作業車両の駆動系制御装置 - Google Patents
作業車両の駆動系制御装置 Download PDFInfo
- Publication number
- WO2012036042A1 WO2012036042A1 PCT/JP2011/070365 JP2011070365W WO2012036042A1 WO 2012036042 A1 WO2012036042 A1 WO 2012036042A1 JP 2011070365 W JP2011070365 W JP 2011070365W WO 2012036042 A1 WO2012036042 A1 WO 2012036042A1
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- WIPO (PCT)
- Prior art keywords
- engine
- speed
- rotational speed
- work vehicle
- fuel
- Prior art date
Links
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- 238000002347 injection Methods 0.000 claims abstract description 73
- 239000007924 injection Substances 0.000 claims abstract description 73
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- 230000007935 neutral effect Effects 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 description 2
- 230000008929 regeneration Effects 0.000 description 2
- 238000011069 regeneration method Methods 0.000 description 2
- 230000003584 silencer Effects 0.000 description 2
- MGWGWNFMUOTEHG-UHFFFAOYSA-N 4-(3,5-dimethylphenyl)-1,3-thiazol-2-amine Chemical compound CC1=CC(C)=CC(C=2N=C(N)SC=2)=C1 MGWGWNFMUOTEHG-UHFFFAOYSA-N 0.000 description 1
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Images
Classifications
-
- 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
-
- 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
-
- 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
-
- 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
-
- 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
-
- 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
- B60W2710/0644—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/15—Fork lift trucks, Industrial trucks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/43—Engines
- B60Y2400/432—Diesel Engines
Definitions
- the present invention relates to a drive system (engine or continuously variable transmission) control device for a work vehicle such as an agricultural machine or a construction machine.
- a work vehicle drive system control device including: an engine mounted on a traveling machine body; and a common rail fuel injection device that injects fuel into the engine.
- the rotational speed is limited to only two types.
- the work vehicle drive system control device according to the first aspect further includes a continuously variable transmission that shifts power from the engine, and the rotational speed of the engine is any of the two types.
- the speed ratio of the continuously variable transmission is changed and adjusted so that the vehicle speed of the traveling machine body is not changed before and after the change.
- the fuel injection device adjusts the fuel consumption so as to reduce the amount of fuel consumed when the engine is driven at the rotational speed of each type. It is to be done.
- a work vehicle drive system control device comprising: an engine mounted on a traveling machine body; and a common rail fuel injection device that injects fuel into the engine.
- the minimum rotation speed can be changed within a range in which the minimum rotation speed is higher than the inherent low idle rotation speed.
- the work vehicle drive system control device further includes a continuously variable transmission that shifts power from the engine, and the minimum rotational speed is set to be lower than the low idle rotational speed. Is set to a larger value, the speed ratio of the continuously variable transmission is changed and adjusted so that the minimum vehicle speed of the traveling machine remains unchanged at the low idle rotation speed.
- the drive train control device for a work vehicle when the engine operating point related to the rotational speed and torque of the engine is out of a preset optimum fuel consumption line, the engine The driving point is shifted to the optimum fuel consumption line, and the speed ratio of the continuously variable transmission is changed and adjusted so as not to change the vehicle speed of the traveling machine body.
- a work vehicle including an engine mounted on a traveling machine body and a common rail fuel injection device that injects fuel into the engine
- only two types of engine rotation speeds are provided. Therefore, the engine that does not use a low rotation range with a small output torque can be used, and a high output horsepower can be easily secured as compared with the engine having the same displacement. In other words, the engine can have a lower displacement than that of the engine with the same output horsepower. Therefore, the engine downsizing can be easily realized.
- a continuously variable transmission for shifting the power from the engine is provided as in claim 2, and the traveling vehicle body is changed before and after the change regardless of the rotation speed of the engine.
- the vehicle speed of the traveling machine body can be set to the rotational speed even if the rotational speed is set to the low speed side or the high speed side, for example. It can be maintained as it was before the change. For this reason, there is an effect that the uncomfortable feeling due to the change in the rotation speed of the engine can be eliminated.
- the engine Since the minimum rotation speed of the engine can be changed within a range that is larger than the low idle rotation speed unique to the engine, a high output horsepower can be easily ensured as compared with the engine having the same displacement. In other words, the engine can have a lower displacement than that of the engine with the same output horsepower. Therefore, the engine downsizing can be easily realized. In addition, since a supercharger is not required to secure output horsepower, there is an effect that the cost of parts can be suppressed.
- the continuously variable transmission for shifting the power from the engine is provided, and when the minimum rotational speed is set to a value larger than the low idle rotational speed, Since the speed ratio of the continuously variable transmission is changed and adjusted so that the vehicle speed remains unchanged at the low idle rotational speed, even if the minimum rotational speed is higher than the low idle rotational speed, Thus, the minimum vehicle speed is not increased and can be maintained at the low idle rotation speed. For this reason, at the time of low speed driving
- FIGS. 1 and 2 the schematic structure of a tractor 141 that is an example of a work vehicle will be described with reference to FIGS. 1 and 2.
- the traveling machine body 142 of the tractor 141 is supported by a pair of left and right front wheels 143 and a pair of left and right rear wheels 144.
- the tractor 141 is configured to travel forward and backward by driving the rear wheel 144 and the front wheel 143 with the engine 70 mounted on the front portion of the traveling machine body 142.
- the engine 70 is covered with a hood 146.
- a cabin 147 is installed on the upper surface of the traveling machine body 142.
- the steering handle 149 in the cabin 147 is provided on the steering column 190 located in front of the steering seat 148.
- a throttle lever 197 for setting and maintaining the rotational speed of the engine 70 and a pair of left and right brake pedals 191 for braking the traveling machine body 142 are provided on the right side of the steering column 190.
- a forward / reverse switching lever 198 and a clutch pedal 192 for switching the traveling direction of the traveling machine body 142 between forward and reverse are disposed on the left side of the control column 190.
- a parking brake lever 200 that holds the brake pedal 191 in the depressed position is provided on the back side of the steering column 190.
- Accelerator pedal 199 is disposed on the right side of brake pedal 191 to increase or decrease the rotational speed in the range beyond the rotational speed of engine 70 set by throttle lever 197 as the lower limit rotational speed.
- a work machine lifting lever 193 for manually changing and adjusting the height position of the rotary tiller 164 as a ground work machine On the right column of the control seat 148, a work machine lifting lever 193 for manually changing and adjusting the height position of the rotary tiller 164 as a ground work machine, a PTO speed change lever 194, a main speed change lever 201 for speed change operation, etc. Is arranged.
- a sub-transmission lever 195 is disposed on the left column of the control seat 148, and a differential lock pedal 196 is disposed in front of the left column.
- the traveling aircraft body 142 includes an engine frame 154 having a front bumper 152 and a front axle case 153, and left and right aircraft frames 156 that are detachably fixed to the rear portion of the engine frame 154 with bolts. Consists of.
- a transmission case 157 is connected to the rear part of the body frame 156 for appropriately shifting the driving force of the engine 70 and transmitting it to the rear wheels 144 and the front wheels 143.
- the rear wheel 144 is attached via a rear axle case 158 mounted so as to protrude outward from the outer surface of the mission case 157.
- a continuously variable transmission 159 (see FIGS. 3 and 4) for shifting the driving force from the engine 70 is provided.
- a hydraulic working machine lifting mechanism 160 that lifts and lowers the rotary tiller 164 is detachably attached to the rear upper surface of the mission case 157.
- the rotary cultivator 164 is connected to the rear portion of the mission case 157 via a three-point link mechanism including a pair of left and right lower links 161 and a top link 162.
- a PTO shaft 163 for transmitting a PTO driving force to the rotary tiller 164 protrudes backward.
- a seeder 170 for sowing is attached to the rear side of the rotary tiller 164 so as to be exchangeable with a fertilizer spreader (not shown).
- the seeder 170 includes a tank 171 for putting seeds therein, a feeding unit 172 that feeds seeds in the tank 171 by a fixed amount, and an electric motor 173 that drives a feeding roller (not shown) of the feeding unit 172.
- the seeds in the tank 171 are sowed on the already cultivated ground behind the rotary tiller 164 from the feeding portion 172.
- medical agent) of a fertilizer spreader will be spread on the already cultivated ground behind the rotary tiller 164.
- the hydraulic circuit 210 of the tractor 141 includes a working hydraulic pump 204 and a traveling hydraulic pump 205 that are driven by the rotational power of the engine 70.
- the working hydraulic pump 204 and the traveling hydraulic pump 205 are provided on the front side of the front side wall member 222 in the mission case 157 (see FIG. 4).
- the work hydraulic pump 204 is connected to a control electromagnetic valve 211 for supplying hydraulic fluid to the lift control hydraulic cylinder 215 of the work implement lifting mechanism 160.
- the control solenoid valve 211 is configured to be switchable by operating the work implement lifting lever 193.
- the traveling hydraulic pump 205 supplies hydraulic oil to the continuously variable transmission 159 of the mission case 157 and the hydraulic cylinder 203 for power steering.
- the mission case 17 is also used as a hydraulic oil tank, and the hydraulic oil inside the mission case 157 is supplied to the hydraulic pumps 204 and 205.
- the traveling hydraulic pump 205 is connected to a power steering hydraulic cylinder 203 via a power steering control valve 212, while an automatic brake electromagnetic valve 246 for a brake cylinder 247 for a pair of left and right brake operating mechanisms 245 is provided. Is also connected.
- traveling hydraulic pump 205 is operated by a PTO clutch hydraulic electromagnetic valve 249 that operates the PTO clutch 248 of the PTO transmission mechanism 228, a proportional control valve 213 and a starting electromagnetic valve 217 for the continuously variable transmission 159, and the like.
- a switching valve 214, a high-speed clutch electromagnetic valve 251 for operating the auxiliary transmission hydraulic cylinder 250 of the auxiliary transmission mechanism 227, a forward clutch electromagnetic valve 253 for the forward hydraulic clutch 252 of the forward / reverse switching mechanism 226, and a backward hydraulic clutch 254 are connected to a four-stroke hydraulic solenoid valve 257 for the four-wheel drive hydraulic clutch 256 of the two-wheel drive and four-wheel drive switching mechanism 229, and a double speed hydraulic solenoid valve 259 for the double speed hydraulic clutch 258.
- the PTO clutch hydraulic solenoid valve 249, the forward clutch solenoid valve 253, the reverse clutch solenoid valve 255, the four-wheel drive hydraulic solenoid valve 257, and the double speed hydraulic solenoid valve 259 operate these clutch cylinders by appropriately controlling them.
- the hydraulic clutches 248, 252, 254, 256, and 258 are configured to be switched and driven.
- the hydraulic circuit 210 also includes a relief valve, a flow rate adjustment valve, a check valve, an oil cooler, an oil filter, and the like.
- a front side wall member 222 is fixed to the front surface of the mission case 157 formed in a hollow box shape, and a rear side wall member 223 is detachably fixed to the rear surface.
- the interior of the mission case 157 is divided into a front chamber 224 and a rear chamber 225 by a partition wall 221. Although illustration is omitted, the front chamber 224 and the rear chamber 225 communicate with each other so that the internal hydraulic fluid can move between them.
- a forward / reverse switching mechanism 226 that switches the rotational power from the continuously variable transmission 159 in the forward or reverse direction, and a mechanical type that shifts the rotational power via the forward / backward switching mechanism 226.
- the sub-transmission mechanism 227, the PTO transmission mechanism 228 for appropriately changing the rotational power from the engine 70 and transmitting it to the PTO shaft 163, and the two-wheel drive and four-wheel drive switching mechanism for switching between the two-wheel drive and the four-wheel drive of the front and rear wheels 143 and 144 229 is arranged.
- a continuously variable transmission 159 and a differential gear mechanism 230 that transmits rotational power via the auxiliary transmission mechanism 227 to the left and right rear wheels 144 are disposed.
- the flywheel 231 is attached to the engine output shaft 74 that protrudes backward from the engine 70.
- the flywheel 231 and the main shaft 232 extending rearward therefrom are connected via a main clutch 233 for power transmission.
- the main drive shaft 232 and the main transmission input shaft 234 projecting forward from the transmission case 157 are connected via a power transmission shaft 235 having universal shaft joints at both ends.
- the rotational power of the engine 70 is transmitted from the engine output shaft 74 to the main transmission input shaft 234 via the main driving shaft 232 and the power transmission shaft 235, and then appropriately shifted by the continuously variable transmission 159 and the auxiliary transmission mechanism 227.
- the transmission power is transmitted to the left and right rear wheels 144 via the differential gear mechanism 230. Shift power by the continuously variable transmission 159 and the auxiliary transmission mechanism 227 is also transmitted to the left and right front wheels 153 via the two-wheel drive / four-wheel drive switching mechanism 229 and the differential gear mechanism 236 in the front axle case 153.
- the continuously variable transmission 159 inside the rear chamber 225 is an inline type in which a main transmission output shaft 237 is concentrically arranged on a main transmission input shaft 234, and includes a variable displacement hydraulic pump unit 240 and the hydraulic pressure. And a constant displacement type hydraulic motor unit 241 that operates with high-pressure hydraulic fluid discharged from the pump unit 240.
- the hydraulic pump unit 240 is provided with a pump swash plate 242 that can change the inclination angle with respect to the axis of the main transmission input shaft 234 and adjust the amount of hydraulic oil supplied thereto.
- a main transmission hydraulic cylinder 243 that changes and adjusts the inclination angle of the pump swash plate 242 with respect to the axis of the main transmission input shaft 234.
- the main transmission hydraulic cylinder 243 By changing the inclination angle of the pump swash plate 242 by driving the main transmission hydraulic cylinder 243, the amount of hydraulic oil supplied from the hydraulic pump unit 240 to the hydraulic motor unit 241 is changed and adjusted, and the main transmission of the continuously variable transmission 159 is changed. A speed change operation is performed.
- the inclination angle of the pump swash plate 242 with respect to the axis is changed.
- the pump swash plate 242 of the embodiment adjusts the angle in a range between one (positive) maximum inclination angle and the other (negative) maximum inclination angle with a neutral angle of substantially zero inclination (before and after including zero) interposed therebetween. It is possible to set the angle so that the vehicle body 142 is inclined at one of the lowest vehicle speeds (in this case, it is negative and the inclination angle near the maximum) (see FIG. 5).
- the hydraulic motor unit 241 When the inclination angle of the pump swash plate 242 is substantially zero (neutral angle), the hydraulic motor unit 241 is not driven by the hydraulic pump unit 240 and the main transmission output shaft 237 is driven at substantially the same rotational speed as the main transmission input shaft 234. Rotates.
- the hydraulic pump unit 240 increases the speed of the hydraulic motor unit 241 to operate the main transmission input shaft.
- the main transmission output shaft 237 rotates at a rotational speed faster than H.234. As a result, the rotational speed of the hydraulic motor unit 241 is added to the rotational speed of the main transmission input shaft 234 and transmitted to the main transmission output shaft 237.
- the transmission power (vehicle speed) from the main transmission output shaft 237 is proportional to the inclination angle (positive inclination angle) of the pump swash plate 242. Be changed.
- the traveling machine body 142 reaches the maximum vehicle speed (see the white squares in FIG. 5).
- the hydraulic pump unit 240 operates the hydraulic motor unit 241 to decelerate (reverse) and shift the main transmission.
- the main transmission output shaft 237 rotates at a lower rotational speed than the input shaft 234.
- the rotational speed of the hydraulic motor unit 241 is subtracted from the rotational speed of the main transmission input shaft 234 and transmitted to the main transmission output shaft 237. Therefore, the transmission power from the main transmission output shaft 237 is changed in proportion to the inclination angle (negative inclination angle) of the pump swash plate 242 within the range of the rotation speed lower than the rotation speed of the main transmission input shaft 234.
- the traveling machine body 142 has the minimum vehicle speed (see the white circles in FIG. 5).
- the switching valve 214 when the switching valve 214 is operated with hydraulic fluid from a starting electromagnetic valve 217 that is operated in accordance with a command from a work machine (transmission) controller 271 described later, regardless of the operation position of the main transmission lever 201.
- the main transmission hydraulic cylinder 243 is driven, and accordingly, the inclination angle of the pump swash plate 242 with respect to the axis of the main transmission input shaft 234 is changed.
- the engine 70 is a four-cylinder diesel engine, and includes a cylinder block 75 with a cylinder head 72 fastened on the upper surface.
- An intake manifold 73 is connected to one side of the cylinder head 72, and an exhaust manifold 71 is connected to the other side.
- a common rail device 117 that supplies fuel to each cylinder of the engine 70 is provided below the intake manifold 73 on the side surface of the cylinder block 75.
- An intake pipe 76 connected to the intake upstream side of the intake manifold 73 is connected to an intake throttle device 81 and an air cleaner (not shown) for adjusting the intake pressure (intake amount) of the engine 70.
- a fuel tank 118 is connected to each of the injectors 115 for the four cylinders in the engine 70 via a common rail device 117 and a fuel supply pump 116.
- Each injector 115 is provided with an electromagnetic switching control type fuel injection valve 119.
- the common rail device 117 includes a cylindrical common rail 120.
- a fuel tank 118 is connected to the suction side of the fuel supply pump 116 via a fuel filter 121 and a low pressure pipe 122. The fuel in the fuel tank 118 is sucked into the fuel supply pump 116 via the fuel filter 121 and the low pressure pipe 122.
- the fuel supply pump 116 of the embodiment is disposed in the vicinity of the intake manifold 73.
- a common rail 120 is connected to the discharge side of the fuel supply pump 116 via a high-pressure pipe 123.
- the common rail 120 is connected to injectors 115 for four cylinders via four fuel injection pipes 126.
- the fuel in the fuel tank 118 is pumped to the common rail 120 by the fuel supply pump 116, and high-pressure fuel is stored in the common rail 120.
- Each fuel injection valve 119 is controlled to open and close, whereby high-pressure fuel in the common rail 120 is injected from each injector 115 to each cylinder of the engine 70. That is, by electronically controlling each fuel injection valve 119, the injection pressure, injection timing, and injection period (injection amount) of the fuel supplied from each injector 115 are controlled with high accuracy. Therefore, nitrogen oxide (NOx) from the engine 70 can be reduced, and noise and vibration of the engine 70 can be reduced.
- NOx nitrogen oxide
- the common rail device 117 is configured to execute the main injection A in the vicinity of the top dead center (TDC).
- TDC top dead center
- the common rail device 117 executes a small amount of pilot injection B for the purpose of reducing NOx and noise at a crank angle ⁇ 1 of about 60 ° before the top dead center
- Pre-injection C is executed for the purpose of noise reduction immediately before the crank angle ⁇ 2
- particulate matter hereinafter referred to as PM
- the after-injection D and the post-injection E are executed for the purpose of promoting purification.
- Pilot injection B is a fuel that promotes mixing of fuel and air by being injected at a time when the main injection A is greatly advanced.
- the pre-injection C is performed prior to the main injection A to shorten the ignition timing delay in the main injection A.
- After-injection D is injected at a time close to main injection A, thereby activating diffusion combustion and re-burning PM (reducing PM).
- the post-injection E is supplied to the DPF 50, which will be described later, as unburned fuel without contributing to the actual combustion process by being injected at a timing that is largely retarded with respect to the main injection A.
- the unburned fuel supplied to the DPF 50 reacts on a diesel oxidation catalyst 53 described later, and the exhaust gas temperature in the DPF 50 rises due to the reaction heat.
- the level of the peaks in the graph in FIG. 9 roughly represents the difference in fuel injection amount at each injection stage A to E.
- a fuel supply pump 116 is connected to the fuel tank 118 via a fuel return pipe 129.
- a common rail return pipe 131 is connected to the end of the cylindrical common rail 120 in the longitudinal direction via a return pipe connector 130 that limits the pressure of fuel in the common rail 120. That is, surplus fuel from the fuel supply pump 116 and surplus fuel from the common rail 120 are collected in the fuel tank 118 via the fuel return pipe 129 and the common rail return pipe 131.
- An exhaust pipe 77 connected to the exhaust downstream side of the exhaust manifold 71 includes an exhaust throttle device 82 for adjusting the exhaust pressure of the engine 70 and a DPF 50 (diesel particulate filter) as an example of an exhaust gas purification device. Connected. Exhaust gas discharged from each cylinder to the exhaust manifold 71 is purified through the exhaust pipe 77, the exhaust throttle device 82, and the DPF 50, and then released to the outside.
- an exhaust throttle device 82 for adjusting the exhaust pressure of the engine 70 and a DPF 50 (diesel particulate filter) as an example of an exhaust gas purification device.
- the DPF 50 is for collecting PM and the like in the exhaust gas.
- the DPF 50 according to the embodiment is configured by accommodating a diesel oxidation catalyst 53 such as platinum and a soot filter 54 in series in a substantially cylindrical filter case 52 in a casing 51 made of a heat-resistant metal material.
- a diesel oxidation catalyst 53 is disposed upstream of the filter case 52 and a soot filter 54 is disposed downstream of the exhaust.
- the soot filter 54 has a honeycomb structure having a large number of cells partitioned by porous partition walls that can filter exhaust gas.
- an exhaust introduction port 55 communicating with the exhaust downstream side of the exhaust throttle device 82 in the exhaust pipe 77 is provided.
- One side of the casing 51 and one side of the filter case 52 are closed by a first side wall plate 56 and a second side wall plate 57.
- the other side of the casing 51 is closed by a first lid plate 59 and a second lid plate 60.
- an exhaust sound attenuation chamber 63 communicating with the filter case 52 via a plurality of communication pipes 62 is formed.
- a substantially cylindrical exhaust outlet pipe 61 passes through the second lid plate 60.
- a plurality of communication holes 58 that open toward the exhaust sound attenuation chamber 63 are formed on the outer peripheral surface of the exhaust outlet pipe 61.
- the exhaust outlet pipe 61, the exhaust sound attenuation chamber 63, and the like constitute a silencer 64.
- An exhaust gas introduction pipe 65 is inserted into an exhaust introduction port 55 formed on one side of the casing 51.
- the tip of the exhaust gas introduction pipe 65 projects across the casing 51 to the side surface opposite to the exhaust introduction port 55.
- a plurality of communication holes 66 opening toward the filter case 52 are formed on the outer peripheral surface of the exhaust gas introduction pipe 65.
- a portion of the exhaust gas introduction pipe 65 that protrudes from the side surface opposite to the exhaust introduction port 55 is closed by a lid 67 that is detachably screwed to the portion.
- the DPF 50 is provided with a DPF differential pressure sensor 68 that detects a clogged state of the soot filter 54 as an example of a detection unit.
- the DPF differential pressure sensor 68 detects a pressure difference between the exhaust pressures upstream and downstream of the soot filter 54 in the DPF 50 (exhaust gas differential pressure between the inlet side and the outlet side).
- the upstream exhaust pressure sensor 68 a constituting the DPF differential pressure sensor 68 is attached to the lid 67 of the exhaust gas introduction pipe 65, and the downstream exhaust pressure is interposed between the soot filter 54 and the exhaust sound attenuation chamber 63.
- a sensor 68b is attached.
- the regeneration control of the soot filter 54 is executed by controlling the operation of the intake throttle device 81, the exhaust throttle device 82, or the common rail 120 based on the calculation result of the PM accumulation amount.
- the exhaust gas from the engine 70 enters the exhaust gas introduction pipe 65 through the exhaust introduction port 55, and is ejected into the filter case 52 from each communication hole 66 formed in the exhaust gas introduction pipe 65. Then, the diesel oxidation catalyst 53 and the soot filter 54 are passed through in this order for purification treatment. PM in the exhaust gas is collected by the soot filter 54 (porous partition between each cell). Exhaust gas that has passed through the diesel oxidation catalyst 53 and the soot filter 54 is discharged from the exhaust outlet pipe 61 to the outside through the silencer 64.
- the soot filter 54 When the exhaust gas passes through the diesel oxidation catalyst 53 and the soot filter 54, if the exhaust gas temperature exceeds a reproducible temperature (for example, about 250 to 300 ° C.), the action of the diesel oxidation catalyst 53 causes NO in the exhaust gas. (Nitric oxide) is oxidized to unstable NO 2 (nitrogen dioxide). The PM collecting ability of the soot filter 54 is restored by oxidizing and removing the PM deposited on the soot filter 54 with O (oxygen) released when NO 2 returns to NO. That is, the soot filter 54 (DPF 50) is regenerated.
- a reproducible temperature for example, about 250 to 300 ° C.
- the tractor 141 includes, as control means, an ECU 11 that operates a fuel injection valve 119 for each cylinder in the engine 70, and a work machine (transmission) controller 271.
- the ECU 11 includes a CPU 31 that executes various arithmetic processes and controls, a ROM 32 that stores various data in a fixed manner, an EEPROM 33 that stores control programs and various data in a rewritable manner, and a RAM 34 that temporarily stores control programs and various data.
- the work machine controller 271 also has a CPU 281, a ROM 282, an EEPROM 283, a RAM 284, a timer 285, an input / output interface, and the like, like the ECU 11.
- the ECU 11 and the work machine controller 271 that are the control means are combined and controlled so that the length of the harness of the input / output system equipment is as short as possible. (Omitted).
- the ECU 11 and the work machine controller 271 are electrically connected to each other via a CAN communication bus 272.
- ECU11 of embodiment is arrange
- the work machine controller 271 is disposed, for example, below the control seat 148 in the cabin 147 (see FIG. 2). Note that three or more control means may be connected via a communication bus.
- Each input / output system device to be described later may be connected to any control means.
- Engine speed sensor 14 as a rotational speed detection means to detect, injection setter 15 for detecting and setting the number of fuel injections of the injector 115 (number of times during the fuel injection period of one stroke), intake air for detecting the intake gas temperature of the intake system A temperature sensor 17, an exhaust temperature sensor 18 for detecting the exhaust gas temperature of the exhaust system, a coolant temperature sensor 19 for detecting the coolant temperature of the engine 70, a fuel temperature sensor 20 for detecting the fuel temperature in the common rail 120, and a DPF Differential pressure sensor 68 (upstream exhaust pressure sensor 68a and downstream exhaust pressure sensor 68b Etc. are connected.
- each fuel injection valve 119 for four cylinders of the engine is connected to the output side of the ECU 11. That is, the high-pressure fuel stored in the common rail 120 is injected from the fuel injection valve 119 in a plurality of times during one stroke while controlling the fuel injection pressure, the injection timing, the injection period, and the like, so that nitrogen oxide (NOx ), And complete combustion with reduced generation of soot and carbon dioxide is performed to improve fuel efficiency. Further, on the output side of the ECU 11, an intake throttle device 81 for adjusting the intake pressure (intake amount) of the engine 70, an exhaust throttle device 82 for adjusting the exhaust pressure of the engine 70, and a failure notification of the ECU 11 are notified. An ECU failure lamp 22, an exhaust temperature warning lamp 23 for notifying an abnormally high exhaust gas temperature in the DPF 50, a regeneration lamp 24 that is turned on when the DPF 50 is regenerated, and the like are connected.
- the work machine controller 271 includes various output-related electromagnetic valves, that is, a forward clutch electromagnetic valve 253 for the forward hydraulic clutch 252, a reverse clutch electromagnetic valve 255 for the reverse hydraulic clutch 254, and a sub-shift.
- a high-speed clutch electromagnetic valve 251 for the hydraulic cylinder 250, a proportional control valve 213 for operating the main transmission hydraulic cylinder 243 in proportion to the operation amount of the main transmission lever 201, a four-drive hydraulic electromagnetic valve 257 for the four-drive hydraulic clutch 256, and double speed Hydraulic oil is supplied to the double speed hydraulic solenoid valve 259 for the hydraulic clutch 258, the left and right autobrake solenoid valves 246, the PTO clutch hydraulic solenoid valve 249 for the PTO clutch 248, and the lift control hydraulic cylinder 215 of the work machine lift mechanism 160.
- a control electromagnetic valve 211 and the like are connected.
- the work machine controller 271 includes various sensors and switches related to input, that is, a steering potentiometer 290 that detects the amount of rotation (steering angle) of the steering handle 149, and the forward and backward switch lever 198 from the operation position.
- a steering potentiometer 290 that detects the amount of rotation (steering angle) of the steering handle 149, and the forward and backward switch lever 198 from the operation position.
- a forward / reverse potentiometer 291 that detects the on / off state of the reverse hydraulic clutches 252, 254, a main transmission output shaft rotation sensor 292 that detects the output rotation speed of the main transmission output shaft 237, and a throttle position sensor that detects the operating position of the throttle lever 197 16, a vehicle speed sensor 25 for detecting the rotational speed (vehicle speed) of the front and rear four wheels 143, 144, a four-wheel drive mode switch 293 for switching the four-wheel drive hydraulic solenoid valve 257, and a double speed mode switch 294 for switching the double-speed hydraulic solenoid valve 259 , Brake pedal that detects the presence or absence of depression of the brake pedal 191 A switch 295, an auto brake switch 296 for switching the auto brake solenoid valve 246, a main transmission potentiometer 297 for detecting the operation position of the main transmission lever 201, an auxiliary transmission lever sensor 298 for detecting the operation position of the auxiliary transmission lever 195, and A minimum rotation speed dial 27 and the
- the minimum rotation speed dial 27 changes and adjusts the position of the knob in a continuous (analog) or stepwise (digital) manner so that the minimum rotation speed Na is lower than the low idle rotation speed Nlow inherent to the engine 70. It is configured so that it can be arbitrarily adjusted within a large range.
- the rotation speed N when the throttle lever 197 is operated to the lowest speed side is the lowest rotation speed Na set by the lowest rotation speed dial 27.
- the minimum rotation of the engine 70 is achieved. Since the speed Na can be changed within a range in which the speed Na is larger than the low idle rotational speed Nlow inherent to the engine 70, a higher output horsepower can be easily ensured than the engine 70 having the same displacement. In other words, the engine can have a lower displacement than the engine 70 having the same output horsepower. Therefore, there is an effect that the downsizing of the engine 70 can be easily realized. In addition, since a supercharger is not required to secure output horsepower, there is an effect that the cost of parts can be suppressed.
- an output characteristic map M (see FIG. 10) indicating the relationship between the rotational speed N of the engine 70 and the torque T is stored in advance.
- the output characteristic map M is obtained by experiments or the like.
- the rotational speed N is taken on the horizontal axis and the torque T is taken on the vertical axis.
- the output characteristic map M is a region surrounded by a solid line Tmx drawn upwardly.
- a solid line Tmx is a maximum torque line representing the maximum torque for each rotational speed N.
- the ECU 11 basically obtains the torque T of the engine 70 from the rotational speed detected by the engine speed sensor 14 and the injection pressure / injection period of each injector 115 and uses the torque T and the output characteristic map M to target fuel.
- Fuel injection control for calculating the injection amount and operating the common rail device 117 based on the calculation result is executed.
- the fuel injection amount of the common rail device 117 is adjusted by adjusting the valve opening period of each fuel injection valve 119 and changing the injection period of each injector 115.
- the rotational speed N of the engine 70 is limited to only two types N # 1 and N # 2, and the rotational speed N can be changed to any of the two types N # 1 and N # 2.
- the ECU 11 is configured to execute rotational speed limitation control for changing and adjusting the speed ratio of the continuously variable transmission 159 so that the vehicle speed V of the traveling machine body 142 is not changed before and after the change.
- Rotational speed limitation control is executed as shown in the flowchart of FIG. That is, the detection value of the engine speed sensor 14 is read to determine whether or not the current rotational speed N is the low speed side N # 1 (S201). If it is not the low speed side N # 1 (S201: NO), the fuel injection amount of the common rail device 117 is adjusted so that the rotational speed N of the engine 70 becomes the low speed side N # 1 (S202), and then the process returns to step S201.
- step S201 If it is the low speed side N # 1 in step S201 (S201: YES), the detection value (current torque Tx) of the throttle position sensor 16 is read, and from the rotational speed N # 1, torque Tx and output characteristic map M, A current engine load factor LFx is calculated (S203), and it is determined whether or not the current engine load factor LFx exceeds a predetermined value X (S204).
- the engine load factor means a ratio to the maximum torque T (maximum engine load) at an arbitrary rotational speed N.
- step S204 If the current engine load factor LFx is less than or equal to the predetermined value X (S204: NO), the process returns to step S201. If it exceeds the predetermined value X (S204: YES), the fuel injection amount of the common rail device 117 is adjusted so that the rotational speed N of the engine 70 becomes the high speed side N # 2 (S205). Next, the detected value Vx (vehicle speed) of the vehicle speed sensor 25 is read, and it is determined whether or not the vehicle speed Vx remains before the rotational speed is changed (S206).
- Vx vehicle speed
- step S206 If the vehicle speed Vx has changed (S206: NO), the gear ratio of the continuously variable transmission 159 in the transmission case 157 is changed and adjusted in order to return the vehicle speed of the traveling machine body 142 to before the rotational speed change (S207), and the process goes to step S206. Return.
- step S206 If the vehicle speed Vx is maintained as it was before the rotational speed change in step S206 (S206: YES), then the detected value of the engine speed sensor 14 is read and whether or not the current rotational speed N is the high speed side N # 2. Is determined (S208). If it is not the high speed side N # 2 (S208: NO), the fuel injection amount of the common rail device 117 is adjusted so that the rotational speed N of the engine 70 becomes the high speed side N # 2 (S209), and then the process returns to step S208.
- step S208 If it is the high speed side N # 2 in step S208 (S208: YES), the detected value (current torque Ty) of the throttle position sensor 16 is read, and from the rotational speed N # 2, torque Ty and output characteristic map M, A current engine load factor LFy is calculated (S210), and it is determined whether or not the current engine load factor LFy is less than a predetermined value Y (S211). If the current engine load factor LFy is equal to or greater than the predetermined value Y (S211: NO), the process returns to step S206.
- the fuel injection amount of the common rail device 117 is adjusted so that the rotational speed N of the engine 70 becomes the low speed side N # 1 (S212), and the process returns to step S201.
- the rotational speed N of the engine 70 is Since the engine is limited to only two types, N # 1 and N # 2, the engine 70 does not use a low rotation range with a small output torque, and the output horsepower is higher than that of the engine 70 with the same displacement. Can be secured. In other words, the engine 70 has a lower displacement than that of the engine 70 having the same output horsepower. Therefore, there is an effect that the downsizing of the engine 70 can be easily realized.
- the continuously variable transmission 159 does not change the vehicle speed of the traveling machine body 142 before and after the change. Since the gear ratio is changed and adjusted, for example, even if the rotational speed N is set to the low speed side N # 1 or the high speed side N # 2, the vehicle speed of the traveling machine body can be maintained as it was before the rotational speed change. For this reason, there is an effect that the uncomfortable feeling due to the change in the rotation speed of the engine 70 can be eliminated.
- the output characteristic map M in FIG. 12 shows a series of equal fuel consumption rate curves FL.
- the equal fuel consumption rate curve FL is a curve like a contour line connecting points of equal fuel consumption rates, and represents a so-called good fuel consumption state with less fuel consumption on the inner peripheral side. According to the equal fuel consumption rate curve FL in this case, the best fuel consumption region exists on the high speed and high torque side of the engine 70.
- the equal fuel consumption rate curve FL is indicated by a broken line.
- the output characteristic map M also shows an optimum fuel consumption line FS connecting the points where the fuel efficiency of the engine 70 is the best.
- the optimum fuel consumption line FS is indicated by a one-dot chain line.
- the output characteristic map M also shows a series of equal output lines PL.
- the equal output line PL is a line indicating the relationship between the rotational speed N and the torque T when the output horsepower of the engine 70 is constant. Since the product of the rotational speed N and the torque T is proportional to the output horsepower, the output characteristic map M in FIG. 12 shows the iso-output line PL as an inverse proportional curve. In the output characteristic map M of FIG. 12, the equal output line PL is indicated by a two-dot chain line.
- the ECU 11 sets the minimum vehicle speed Vlow (creep speed) of the traveling machine body 142 at the low idle rotation speed Nlow when the minimum rotation speed Na larger than the low idle rotation speed Nlow is set.
- the minimum vehicle speed control for changing and adjusting the transmission ratio of the continuously variable transmission 159 can be executed.
- the ECU 11 shifts the engine operating point Q to the optimum fuel consumption line FS and does not change the vehicle speed V of the traveling machine body 142.
- the optimum fuel consumption control for changing and adjusting the gear ratio of the continuously variable transmission 159 is also executable.
- the algorithms shown in the flowcharts of FIGS. 13 to 16 are stored in the EEPROM 33. By calling the algorithm to the RAM 34 and processing it by the CPU 31, the minimum vehicle speed control and the optimum fuel efficiency control are executed.
- the minimum vehicle speed control is executed, for example, as follows (see FIG. 13).
- the set value of the minimum rotation speed dial 27 is the minimum rotation speed Na larger than the low idle rotation speed Nlow
- the minimum rotation speed of the engine 70 when the throttle lever 197 is operated to the minimum speed side is the set value Na.
- S01 it is determined whether or not the brake pedal 191 is operating (S01). If it is not operating (S01: NO), the detected value of the engine speed sensor 14 and the low idle rotation stored in advance in the ROM 32 or the EEPROM 33 are determined.
- the minimum vehicle speed Vlow when the speed is Nlow is read (S02).
- the gear ratio control during the minimum vehicle speed control (the gear ratio control in step S05) is executed, for example, as shown in the flowchart of FIG. That is, the current detection value V1 (vehicle speed) of the vehicle speed sensor 25 is read (S101), and if the current vehicle speed V1 is greater than the lowest vehicle speed Vlow read in step S02 (S102: YES), the continuously variable transmission 159. Is reduced (S103), and the process returns to step S102. If the current vehicle speed V1 is smaller than the minimum vehicle speed Vlow (S104: YES), the transmission ratio of the continuously variable transmission 159 is increased (S105), and the process returns to step S102. If the minimum vehicle speed Vlow and the current vehicle speed V1 are the same (S104: NO), the state is maintained and the process returns.
- V1 vehicle speed
- the continuously variable transmission 159 for shifting the power from the engine 70 is provided, and when the minimum rotational speed Na is set to a value larger than the low idle rotational speed Nlow, Since the speed ratio of the continuously variable transmission 159 is changed and adjusted so that the minimum vehicle speed of the traveling body 142 remains unchanged at the low idle rotational speed Nlow (Vlow), the minimum rotational speed Na is set to the low idle speed. Even if the rotational speed is made higher than the low speed Nlow, the minimum vehicle speed (creep speed) of the traveling machine body 142 is not increased, and can be maintained at the low idle rotational speed Nlow (Vlow). For this reason, when traveling at low speed, there is an effect that traveling performance (vehicle speed without a sense of incongruity) that is the same as that of the work vehicle 141 equipped with the engine 70 having the same displacement is obtained.
- the detected value (current rotational speed N1) of the engine speed sensor 14 and the detected value (current torque T1) of the throttle position sensor 16 are read (S11), and the current engine operating point is output using the output characteristic map M.
- Q1 is obtained (S12), and it is determined whether or not the current engine operating point Q1 is on the optimum fuel consumption line FS (S13).
- the current engine operating point Q1 deviates from the optimum fuel consumption line FS (S13: NO), from the relationship between the current engine operating point Q1 and the optimum fuel consumption line FS and the equal output line PL of the output characteristic map M, It is determined whether or not there is a target engine operating point Q2 having the same output horsepower as the current engine operating point Q1 and on the optimum fuel consumption line FS (S14). Since the current engine operating point Q1 and the target engine operating point Q2 have the same output horsepower, they are located on a common iso-output line PL.
- the target engine operating point Q2 is present (S14: YES)
- the current detected value (vehicle speed V1) of the vehicle speed sensor 25 and the rotational speed R1 of the main transmission output shaft 237 are read (S15), and then the common rail device 117
- the fuel injection amount is adjusted to shift the engine operating point from the current Q1 to the target engine operating point Q2 (S16).
- the main transmission hydraulic cylinder 243 is operated to change and adjust the inclination angle of the pump swash plate 242 in the hydraulic pump unit 240,
- the amount of hydraulic oil supplied to the hydraulic motor unit 241 is controlled, and the gear ratio of the continuously variable transmission 159 is changed and adjusted so that the rotational speed R of the main transmission output shaft 237 is maintained at the detection value R1 in step S06.
- the gear ratio refers to the ratio (R / N) of the rotational speed R of the main transmission output shaft 237 to the rotational speed N of the engine 70.
- the gear ratio control during the optimal fuel consumption control (the gear ratio control in step S17) is basically the same mode as the gear ratio control during the minimum vehicle speed control, and is executed, for example, as shown in the flowchart of FIG. That is, the vehicle speed V2 after the transition to the engine operating point Q2 is read (S111), and if the post-transition vehicle speed V2 is larger than the pre-transition vehicle speed V1 read in step S15 (S112: YES), the main transmission output shaft 237 The gear ratio of the continuously variable transmission 159 is decreased so that the rotation speed R becomes the detected value R1 in step S06 (S113), and the process returns to step S112.
- the gear ratio of the continuously variable transmission 159 is set so that the rotational speed R of the main transmission output shaft 237 becomes the detection value R1 in step S15. (S115), and the process returns to step S112. If the vehicle speed V1 before the transition and the vehicle speed V2 after the transition are the same (S114: NO), the state is maintained and the process returns.
- the engine operating point Q related to the rotational speed N and torque T of the engine 70 deviates from the preset optimum fuel consumption line FS
- the engine operating point Q is set to the optimum fuel consumption line. Since the speed ratio of the continuously variable transmission 159 is changed and adjusted so that the vehicle speed V of the traveling machine body 142 is not changed and the vehicle speed V of the traveling machine body 142 is not changed, the rotational speed N It is possible to reliably prevent the fluctuation of the vehicle speed V accompanying the change in the vehicle speed. Therefore, the work vehicle 141 has an effect that stable running performance can be obtained.
- 17 and 18 show another example of fuel injection control.
- the engine load factor LF is reduced by shifting to the target engine operating point Q2 ′ on the high speed low torque side where the output horsepower is the same. Is effectively addressed, and the future exhaust gas regulations will be strengthened properly.
- Another example of fuel injection control is executed as follows, for example (see FIG. 18).
- the engine 70 is subjected to isochronous control that keeps the rotational speed N constant regardless of load fluctuations.
- the rotational speed N is fixed to the rotational speed N1 ′ (see FIG. 17) by the throttle lever 197. It shall be.
- isochronous control when the rotational speed N1 ′ of the engine 70 is determined by the throttle lever 197, the high-speed rotational speed N2 ′ is automatically set correspondingly.
- the detected value (current rotational speed N1 ′) of the engine speed sensor 14 and the detected value (current torque T1 ′) of the throttle position sensor 16 are read (S21), and these detected values N1 and T1 are output.
- a current engine load factor LF1 ′ is calculated using the characteristic map M (S22), and it is determined whether or not the current engine load factor LF1 ′ is equal to or greater than a predetermined value X (S23).
- the detected value (vehicle speed V1 ′) of the vehicle speed sensor 25 and the rotational speed R1 ′ of the main transmission output shaft 237 are read (S25), the fuel injection amount of the common rail device 117 is adjusted, and the engine operating point is set.
- the current engine speed Q1 ' is shifted to the target engine operating point Q2' to increase the rotational speed (N1 ' ⁇ N2', S26).
- the main transmission hydraulic cylinder 243 is operated to change and adjust the inclination angle of the pump swash plate 242 in the hydraulic pump unit 240,
- the amount of hydraulic oil supplied to the hydraulic motor unit 241 is controlled, and the gear ratio of the continuously variable transmission 159 is changed and adjusted so that the rotational speed R of the main transmission output shaft 237 remains at the detection value R1 in step S25. (Gear ratio control, S27).
- the engine 70 can be driven efficiently without being continuously driven when the engine 70 is overloaded or close to it (the engine 70 can be driven with a margin). For this reason, for example, it becomes possible to take an appropriate measure against future exhaust emission regulations such as the next EPA regulations.
- ECU control means
- Engine 117
- Common rail device fuel injection device
- common rail 141
- tractor work vehicle
- traveling machine body 159 continuously variable transmission
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Abstract
Description
まず、図1及び図2を参照しながら、作業車両の一例であるトラクタ141の概略構造について説明する。図1及び図2に示すように、トラクタ141の走行機体142は、左右一対の前車輪143と左右一対の後車輪144とで支持されている。走行機体142の前部に搭載したエンジン70にて後車輪144及び前車輪143を駆動することにより、トラクタ141は前後進走行するように構成される。エンジン70はボンネット146にて覆われる。また、走行機体142の上面にはキャビン147が設置されている。該キャビン147の内部には、操縦座席148と、かじ取りすることによって前車輪143の操向方向を左右に動かす操縦ハンドル149とが設置されている。キャビン147の外側部には、オペレータが乗降するステップ150が設けられ、該ステップ150より内側で且つキャビン147の底部より下側には、エンジン70に燃料を供給する燃料タンク151が設けられている。
次に、主に図3を参照しながら、トラクタ141の油圧回路210構造を説明する。トラクタ141の油圧回路210は、エンジン70の回転動力にて駆動する作業用油圧ポンプ204及び走行用油圧ポンプ205を備えている。作業用油圧ポンプ204及び走行用油圧ポンプ205は、ミッションケース157における前側壁部材222の前面側に設けられている(図4参照)。作業用油圧ポンプ204は、作業機用昇降機構160の昇降制御油圧シリンダ215に作動油を供給するための制御電磁弁211に接続されている。制御電磁弁211は、作業機昇降レバー193の操作にて切り換え作動可能に構成されている。作業機昇降レバー193にて制御電磁弁211を切り換え作動させると、昇降制御油圧シリンダ215が伸縮駆動して、作業機用昇降機構160と左右ロワーリンク161とをつなぐリフトアーム169(図1参照)を昇降回動させる。その結果、ロワーリンク161を介してロータリ耕耘機164が昇降動することになる。
次に、主に図4を参照しながら、トラクタ141の動力伝達系統を説明する。中空箱形に形成されたミッションケース157の前面には前側壁部材222が、後面には後側壁部材223が着脱自在に固定されている。ミッションケース157の内部は仕切壁221によって前室224と後室225とに分けられている。図示は省略するが、前室224と後室225とは内部の作動油が相互に移動し得るように連通している。ミッションケース157の前室224側には、無段変速機159からの回転動力を正転又は逆転方向に切り換える前後進切換機構226と、前後進切換機構226を経由した回転動力を変速する機械式の副変速機構227と、エンジン70からの回転動力を適宜変速してPTO軸163に伝達するPTO変速機構228と、前後車輪143,144の二駆と四駆とを切り換える二駆四駆切換機構229とが配置されている。また、後室225側には、無段変速機159と、副変速機構227を経由した回転動力を左右の後車輪144に伝達する差動ギヤ機構230とが配置されている。
次に、図6及び図7を参照して、エンジン70及びその周辺の構造を説明する。図6に示すように、エンジン70は4気筒型のディーゼルエンジンであり、上面にシリンダヘッド72が締結されたシリンダブロック75を備えている。シリンダヘッド72の一側面には吸気マニホールド73が接続されており、他側面には排気マニホールド71が接続されている。シリンダブロック75の側面のうち吸気マニホールド73の下方には、エンジン70の各気筒に燃料を供給するコモンレール装置117が設けられている。吸気マニホールド73の吸気上流側に接続された吸気管76には、エンジン70の吸気圧(吸気量)を調節するための吸気絞り装置81とエアクリーナ(図示省略)とが接続される。
次に、図7及び図8等を参照しながら、エンジン70の制御関連の構成を説明する。図7及び図8に示すように、トラクタ141は、制御手段として、エンジン70における各気筒の燃料噴射バルブ119を作動させるECU11と、作業機(変速)コントローラ271とを備えている。ECU11は、各種演算処理や制御を実行するCPU31、各種データを予め固定的に記憶させたROM32、制御プログラムや各種データを書換可能に記憶するEEPROM33、制御プログラムや各種データを一時的に記憶するRAM34、時間計測用のタイマ35、及び入出力インターフェイス等を有している。作業機コントローラ271もECU11と同様に、CPU281、ROM282、EEPROM283、RAM284、タイマ285及び入出力インターフェイス等を有している。
次に、図10及び図11を参照しながら、ECU11による燃料噴射制御の第1実施例について説明する。第1実施例では、エンジン70の回転速度Nを2種類N#1,N#2のみに限定していて、回転速度Nを前記2種類N#1,N#2のいずれに変更しても、変更前後で走行機体142の車速Vを変更しないように、無段変速機159の変速比を変更調節する回転速度限定制御を、ECU11が実行する構成になっている。
次に、図12~図16を参照しながら、ECU11による燃料噴射制御の第2実施例について説明する。走行機体142を停止させた状態では原則として、ECU11は、エンジン速度センサ14にて検出された回転速度Nが最低回転速度ダイヤル27にて予め設定された最低回転速度Naと一致するように、コモンレール装置117の燃料噴射量をフィードバック制御している。また、停止状態以外では、ECU11は、エンジン70の回転速度Nがスロットルレバー197の操作位置に対応した回転速度と一致するように、コモンレール装置117の燃料噴射量をフィードバック制御している。
本願発明は、前述の実施形態に限らず、様々な態様に具体化できる。各部の構成は図示の実施形態に限定されるものではなく、本願発明の趣旨を逸脱しない範囲で種々変更が可能である。
70 エンジン
117 コモンレール装置(燃料噴射装置)
120 コモンレール
141 トラクタ(作業車両)
142 走行機体
159 無段変速機
Claims (6)
- 走行機体に搭載されたエンジンと、該エンジンに燃料を噴射するコモンレール式の燃料噴射装置とを備えている作業車両において、
前記エンジンの回転速度を2種類のみに限定している、
作業車両の駆動系制御装置。 - 前記エンジンからの動力を変速する無段変速機を備えており、
前記エンジンの回転速度を前記2種類のいずれに変更しても、変更前後で前記走行機体の車速を変更しないように、前記無段変速機の変速比を変更調節する、
請求項1に記載した作業車両の駆動系制御装置。 - 前記各種類の回転速度で前記エンジンを駆動させるにおいて、燃料消費量を少なくするように前記燃料噴射装置が調整される、
請求項1に記載した作業車両の駆動系制御装置。 - 走行機体に搭載されたエンジンと、該エンジンに燃料を噴射するコモンレール式の燃料噴射装置とを備えている作業車両において、
前記エンジンの最低回転速度が、前記エンジン固有のローアイドル回転速度よりも大きくなる範囲において変更可能になっている、
作業車両の駆動系制御装置。 - 前記エンジンからの動力を変速する無段変速機を備えており、
前記最低回転速度を前記ローアイドル回転速度よりも大きい値に設定した場合は、前記走行機体の最低車速を前記ローアイドル回転速度のときのままで変更しないように、前記無段変速機の変速比を変更調節する、
請求項4に記載した作業車両の駆動系制御装置。 - 前記エンジンの回転速度及びトルクに関するエンジン運転点が予め設定された最適燃費線上から外れている場合は、前記エンジン運転点を前記最適燃費線上に移行させると共に、前記走行機体の車速を変更しないように、前記無段変速機の変速比を変更調節する、
請求項5に記載した作業車両の駆動系制御装置。
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CN201180044415.3A CN103097699B (zh) | 2010-09-16 | 2011-09-07 | 作业车辆的驱动系统控制装置 |
US13/820,628 US9180884B2 (en) | 2010-09-16 | 2011-09-07 | Drive system control device for working vehicle |
EP11825048.9A EP2617969B1 (en) | 2010-09-16 | 2011-09-07 | Drive-type control device for work vehicle |
KR1020137005070A KR101804188B1 (ko) | 2010-09-16 | 2011-09-07 | 작업차량의 구동계 제어장치 |
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US9162566B2 (en) * | 2012-07-24 | 2015-10-20 | Zf Friedrichshafen Ag | PTO with integrated retarder |
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JP6265725B2 (ja) * | 2013-12-16 | 2018-01-24 | 株式会社小松製作所 | 作業車両及び作業車両の制御方法 |
JP6320741B2 (ja) * | 2013-12-16 | 2018-05-09 | 株式会社小松製作所 | 作業車両及び作業車両の制御方法 |
US9242648B1 (en) * | 2014-09-05 | 2016-01-26 | Caterpillar Inc. | Boosting parking brake drive-through torque |
CN104808567A (zh) * | 2015-02-02 | 2015-07-29 | 星光农机股份有限公司 | 一种履带自走式旋耕机的安全电控装置 |
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EP2617969A4 (en) | 2018-05-02 |
US9180884B2 (en) | 2015-11-10 |
EP2617969A1 (en) | 2013-07-24 |
CN103097699B (zh) | 2016-06-15 |
KR101804188B1 (ko) | 2017-12-04 |
KR20130107270A (ko) | 2013-10-01 |
CN103097699A (zh) | 2013-05-08 |
JP2012062835A (ja) | 2012-03-29 |
EP2617969B1 (en) | 2020-11-04 |
US20130332035A1 (en) | 2013-12-12 |
JP5702097B2 (ja) | 2015-04-15 |
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