WO2016027463A1 - Système d'entraînement de pompe hydraulique - Google Patents

Système d'entraînement de pompe hydraulique Download PDF

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Publication number
WO2016027463A1
WO2016027463A1 PCT/JP2015/004127 JP2015004127W WO2016027463A1 WO 2016027463 A1 WO2016027463 A1 WO 2016027463A1 JP 2015004127 W JP2015004127 W JP 2015004127W WO 2016027463 A1 WO2016027463 A1 WO 2016027463A1
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WIPO (PCT)
Prior art keywords
torque
injection amount
fuel injection
change
actual
Prior art date
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PCT/JP2015/004127
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English (en)
Japanese (ja)
Inventor
博英 松嶋
孝志 陵城
英泰 村岡
陽治 弓達
和也 岩邊
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川崎重工業株式会社
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Publication of WO2016027463A1 publication Critical patent/WO2016027463A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • 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
    • 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
    • F02D29/04—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 peculiar to engines driving pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a drive system for a hydraulic pump that rotates a rotating shaft by an engine and an electric motor to drive the hydraulic pump.
  • Construction machines and the like are provided with a hydraulic pump, and a hydraulic actuator such as a hydraulic cylinder is operated by pressure oil discharged from the hydraulic pump to move an arm, a boom, and the like.
  • the hydraulic pump is connected to the engine and the electric motor via a rotating shaft, and is rotated by the engine and the electric motor.
  • a construction machine configured in this way, for example, a construction machine disclosed in Patent Document 1 is known.
  • the engine is controlled by a control device so that the engine speed becomes a rotation speed command.
  • the hydraulic pump such as when a hydraulic actuator is driven
  • the engine speed is increased.
  • the number drops.
  • the control device moves the electric motor to assist the engine power.
  • the engine speed is kept constant (specifically, the engine speed command).
  • the control device reduces the amount of charge of the power storage device that supplies electric power to the motor after the motor is operated, and increases the deviation between the charge amount and the charge amount command, while limiting the rate of time change and the target torque of the engine Is supposed to increase.
  • the torque adjustment by the electric motor is not performed until the deviation actually occurs (in other words, the torque adjustment by the electric motor is performed after the deviation is actually calculated).
  • the torque adjustment may not be performed immediately and the engine speed may decrease excessively.
  • the present invention provides a hydraulic pump operating system that can be assisted by an electric motor so that the rotational speed of the engine does not decrease excessively.
  • a hydraulic pump drive system includes an engine that rotationally drives a rotary shaft of a hydraulic pump, an electric motor that can assist in the rotational drive of the rotary shaft, and a rotational speed sensor that detects the rotational speed of the rotary shaft.
  • a control device for controlling the electric motor comprising: a target fuel injection amount calculation unit; an injection amount restriction unit; an actual torque calculation unit; a target torque calculation unit; a differential torque calculation unit; A control unit, wherein the target fuel injection amount calculation unit calculates a target fuel injection amount based on the actual rotational speed and the target rotational speed detected by the rotational speed sensor, and the injection amount restriction unit Has a function of increasing the actual fuel injection amount step by step up to the target fuel injection amount when calculating the actual fuel injection amount based on the target fuel injection amount.
  • a fuel injection amount is determined, and the actual torque calculation unit calculates an actual torque output from the engine based on the actual rotation speed and the actual fuel injection amount determined by the injection amount limiting unit;
  • the target torque calculation unit calculates a target torque to be applied to the rotating shaft based on the actual rotational speed and the target fuel injection amount, and the differential torque calculation unit calculates the actual torque with respect to the target torque.
  • the deficient differential torque is calculated, and the drive control unit controls the electric motor to output the differential torque.
  • the output torque of the engine becomes insufficient by limiting the time change rate of the actual fuel injection amount, but the insufficient output torque is calculated in advance as a differential torque.
  • the torque output from the entire hydraulic pump drive system can be brought close to the target torque even if the actual fuel injection amount is limited, and the torque output from the entire hydraulic pump drive system can be reduced.
  • the decrease can be suppressed.
  • the amount of change in output torque due to the time rate of change being limited is estimated in advance, and the shortage of torque is output to the motor to deal with it. It is possible to suppress an excessive decrease in the engine speed as compared with the case where the torque is adjusted according to the number deviation. Thereby, it is possible to suppress a decrease in fuel consumption of the engine due to an excessive decrease in the engine speed.
  • the injection amount limiting unit may set the target fuel injection amount as the actual fuel injection amount when the target fuel injection amount is decreased.
  • the actual fuel injection amount is calculated by the injection amount limiting unit, and when the target fuel injection amount is decreasing, the target fuel injection amount is set as the actual fuel injection amount.
  • the actual torque and the target torque calculated by each of the actual torque calculation unit and the target torque calculation unit are the same or substantially the same, and the differential torque calculated by the differential torque calculation unit is zero. Therefore, it is possible to eliminate regeneration of the electric motor using the output torque of the engine, and it is possible to improve the fuel consumption of the engine.
  • the injection amount limiting unit when the target fuel injection amount is increasing, changes the proportion in proportion to the elapsed time.
  • the actual fuel injection amount may be increased stepwise based on a change rule.
  • the injection amount limiting unit delays a primary delay with respect to an elapsed time.
  • the actual fuel injection amount may be changed stepwise based on a change rule.
  • the control device includes a torque change estimation unit and a change torque calculation unit, and the torque change estimation unit is configured to output the engine based on the actual fuel injection amount and the actual rotational speed. Estimating a change amount of torque, the change torque calculating unit calculates a change torque so as to assist the rotational drive of the rotary shaft based on the change amount of the output torque calculated by the torque change estimating unit; The drive control unit may control the electric motor to output a torque obtained by adding the change torque to the differential torque.
  • the change amount (decrease amount) of the output torque due to the change in the actual fuel injection amount is estimated in advance, and the change torque to be assisted is calculated based on the estimated change amount.
  • the calculated change torque is output from the electric motor with differential torque added.
  • the output torque of the engine can be assisted by the electric motor, and when the output torque changes, the change can be assisted by the electric motor.
  • the above configuration causes the output torque due to the change in the actual fuel injection amount. A decrease and an excessive decrease in the engine speed can be prevented. Thereby, the fall of operativity by the fall of the hydraulic pump discharge flow accompanying the engine speed falling too much can be suppressed.
  • the torque change estimation unit estimates a rate of change of the output torque per unit revolution number of the engine based on the actual fuel injection amount, and the actual torque calculated by the actual torque calculation unit The amount of change in the output torque may be calculated based on the rate of change.
  • the change in the actual fuel injection amount affects the combustion state not only at the time of combustion immediately after the supply but also over several subsequent combustions. That is, the influence on the combustion state due to the change in the actual fuel injection amount is reduced by passing the number of combustions instead of the time, and the combustion state of the engine changes according to the number of combustions (that is, the number of revolutions) rather than the time. .
  • the rate of change of the output torque for each unit revolution of the engine with respect to the change of the actual fuel injection amount is calculated, and the amount of change of the output torque for each unit revolution is calculated based on this rate of change and the actual torque. It can be calculated.
  • the amount of change in output torque is calculated not in time units but in rotation speed units, it is possible to estimate the decrease in output torque more accurately than in the case of calculation in time units.
  • the engine can be assisted based on the amount of change in the output torque, so that the engine speed can be prevented from excessively decreasing.
  • the torque change estimation unit includes a pseudo-differential calculation unit including a first-order lag element whose time constant can be changed, and a time constant calculation unit that calculates a time constant of the first-order lag element according to the actual rotational speed.
  • the pseudo-differential calculation unit calculates a rate of change of the actual fuel injection amount per unit revolution of the engine by pseudo-differentiation using the time constant calculated by the time-constant calculation unit, and the real fuel injection
  • the torque change estimation unit may estimate the amount of change in the output torque per unit revolution of the engine based on the rate of change in the amount.
  • the change torque calculation unit may set the change torque to zero when the change rate of the actual fuel injection amount is less than zero.
  • the drive system for the hydraulic pump includes an engine that rotationally drives a rotary shaft of the hydraulic pump, an electric motor that can assist the rotational drive of the rotary shaft, and a rotational speed sensor that detects the actual rotational speed of the rotary shaft.
  • a control device for controlling the movement of the electric motor wherein the control device includes an actual fuel injection amount calculation unit, a torque change estimation unit, an assist torque calculation unit, and a drive control unit,
  • the actual fuel injection amount calculation unit calculates an actual fuel injection amount based on the actual rotational speed and the target rotational speed
  • the torque change estimation unit calculates the actual fuel injection amount based on the actual fuel injection amount and the actual rotational speed.
  • An amount of change in engine output torque is estimated, the change torque calculation unit calculates a change torque that assists the rotational drive of the rotating shaft based on the amount of change in the output torque, and the drive control unit Torque output And controls the electric motor so that.
  • the change amount (decrease amount) of the output torque due to deterioration of the combustion state of the engine due to the change in the actual fuel injection amount should be estimated in advance, and assisted based on the estimated change amount Calculate the change torque.
  • the calculated change torque is output from the electric motor.
  • the output torque of the engine can be assisted by the electric motor, and when the output torque changes, the change can be assisted by the electric motor.
  • the above configuration causes a decrease in output torque and excessive rotation speed. Can be prevented.
  • the fall of operativity by the fall of the discharge flow volume of the hydraulic pump accompanying rotation number falling too much can be suppressed.
  • the control device includes an actual torque calculation unit, and the actual torque calculation unit is output from the engine based on the actual rotation speed detected by the rotation speed sensor and the actual fuel injection amount.
  • the torque change estimating unit estimates a change rate of the output torque per unit revolution number of the engine based on the actual fuel injection amount, and based on the actual torque and the change rate. Then, the amount of change in the output torque may be calculated.
  • the change rate of the output torque for each unit speed with respect to the change in the actual fuel injection amount is calculated, and the change amount of the output torque for each unit speed is calculated based on the change rate and the actual torque. can do.
  • the amount of change in the output torque is calculated not in time units but in rotation speed units, it is possible to estimate the torque drop more accurately than in the case of calculation in time units.
  • the engine can be assisted based on the amount of change in the output torque, so that the engine speed can be prevented from excessively decreasing.
  • the torque change estimation unit includes a pseudo-differential calculation unit including a first-order lag element whose time constant can be changed, and a time constant calculation unit that calculates a time constant of the first-order lag element according to the actual rotational speed. And the pseudo-differential calculation unit calculates the rate of change of the actual fuel injection amount per unit rotational speed of the engine using pseudo-differentiation by pseudo-differentiation using the time constant calculated by the time constant calculation unit.
  • the torque change estimation unit may estimate the change amount of the output torque per unit revolution of the engine based on the change rate of the actual fuel injection amount.
  • the motor when a load is applied to the hydraulic pump and the engine speed decreases, the motor can assist the engine speed so that the engine speed does not decrease excessively.
  • FIG. 1 is a block diagram showing a hydraulic pump drive system according to an embodiment of the present invention.
  • FIG. 2 is a functional block diagram illustrating functions of a control device provided in the hydraulic pump drive system of FIG. 1 as blocks.
  • FIG. 3 is a functional block diagram illustrating a part of the control device of FIG. 2 in more detail. It is a graph which shows the time-dependent change of various values when the hydraulic pump drive system of FIG. 1 is driven. It is a graph which shows the time-dependent change of various values when the hydraulic pump drive system of other embodiment is driven.
  • Construction machines are equipped with various attachments such as buckets, loaders, blades and hoisting machines, and are moved by hydraulic actuators such as hydraulic cylinders and hydraulic motors (electro-hydraulic motors).
  • a hydraulic excavator that is a kind of construction machine includes a bucket, an arm, and a boom, and can perform operations such as excavation while moving these three members.
  • Each of the bucket, arm, and boom is provided with hydraulic cylinders 11 to 13, and the bucket, arm, and boom are moved by supplying pressure oil to each cylinder 11-13.
  • the hydraulic excavator has a traveling device, and a revolving body is mounted on the traveling device so as to be capable of turning.
  • a boom is attached to the revolving structure so as to be swingable in the vertical direction.
  • a hydraulic turning motor 14 is attached to the turning body, and the turning body is turned by supplying pressure oil to the turning motor 14.
  • a hydraulic traveling motor 15 is attached to the traveling device, and the traveling device 15 moves forward or backward by supplying pressure oil to the traveling motor 15.
  • the hydraulic actuators 11 to 15 (that is, the hydraulic cylinders 11 to 13 and the hydraulic motors 14 and 15) are connected to the hydraulic supply device 16 and are operated by receiving the supply of pressure oil from the hydraulic supply device 16. Yes.
  • the hydraulic pressure supply device 16 has a hydraulic pump 17 and a control valve 18.
  • the hydraulic pump 17 is a swash plate pump, for example, and has a rotating shaft 17a, and discharges pressure oil by rotating the rotating shaft 17a.
  • the discharged pressure oil is guided to the control valve 18, and the control valve 18 controls the flow of the discharged pressure oil.
  • the hydraulic excavator is provided with a plurality of operating tools (for example, operating levers and operating buttons) in association with the hydraulic actuators 11 to 15, and the control valve 18 is operated when the operating tools are operated.
  • Pressure oil is allowed to flow through the hydraulic actuators 11 to 15 corresponding to the operation tools. By flowing the pressure oil in this manner, the hydraulic actuators 11 to 15 are operated according to the operation of the operation tool, and the bucket, arm, boom, and the like are moved.
  • the rotary shaft 17a of the hydraulic pump 17 is connected to the hydraulic pump drive system 1, and the rotary shaft 17a is driven to rotate by the hydraulic pump drive system 1.
  • the hydraulic pump drive system 1 is a hybrid drive system including an engine E and an electric motor 20, and both the engine E and the electric motor 20 are connected to a rotating shaft 17 a of the hydraulic pump 17.
  • the engine E is, for example, a diesel engine having a plurality of cylinders, and a fuel injection device 21 is provided in association with each cylinder.
  • the fuel injection device 21 includes, for example, a fuel pump and an electromagnetic control valve, and injects an amount of fuel corresponding to an input injection command into the combustion chamber of the corresponding cylinder.
  • the engine E burns the fuel injected from the fuel injection device 21 and reciprocates a piston (not shown) to rotate the rotating shaft 17a and discharge the hydraulic oil from the hydraulic pump 17.
  • the engine E is a diesel engine.
  • the engine E is not necessarily a diesel engine and may be a gasoline engine.
  • the rotating shaft 17a is provided with an electric motor 20 that assists in driving the engine E.
  • the electric motor 20 is an AC motor, for example, and is connected to the inverter 22.
  • the inverter 22 which is a driving device is connected to a battery (not shown), and converts a direct current supplied from the battery into an alternating current and supplies the alternating current to the electric motor 20. Further, the inverter 22 supplies an alternating current having a frequency and voltage according to the input torque command to the electric motor 20 so that the torque corresponding to the torque command (assist torque described later) is output from the electric motor 20 to the rotating shaft 17a. It has become.
  • a rotation speed sensor 23 is attached to the rotation shaft 17a.
  • the rotation speed sensor 23 outputs a signal corresponding to the rotation speed of the rotation shaft 17a.
  • the rotation speed sensor 23 is electrically connected to the control device 30 together with the inverter 22 and the electromagnetic control valve of the fuel injection device 21.
  • the control device 30 calculates the actual rotational speed of the rotating shaft 17a based on the signal input from the rotational speed sensor 23, and calculates the difference between the calculated actual rotational speed and the target rotational speed.
  • the target rotational speed is a rotational speed that is input from an input means (a dial, a button, a touch panel, or the like) or is set in advance.
  • the control device 30 calculates a target fuel injection amount to be injected from the fuel injection device 21 based on the difference between the actual rotational speed and the target rotational speed. Further, the control device 30 calculates an actual fuel injection amount by a method to be described later based on the target fuel injection amount, and causes the fuel injection device 21 to inject this actual fuel injection amount.
  • the control device 30 calculates the actual rotation speed and the target fuel injection amount at predetermined intervals. Further, the control device 30 assists the engine E by driving the electric motor 20 when only the torque from the engine E is insufficient.
  • the function of the control device 30 will be described in more detail with reference to FIGS. 2 and 3.
  • the control device 30 has a functional part that calculates various values (a first assist torque and a second assist torque described later). If the functional part that calculates various values is divided into blocks, the target fuel injection will be described.
  • An amount calculation unit 38, a target torque calculation unit 31, an injection amount restriction unit 32, an actual torque calculation unit 33, and a first assist torque calculation unit 34 are provided.
  • the target fuel injection amount calculation unit 38 calculates a target fuel injection amount to be injected from the fuel injection device 21 based on the difference between the actual rotational speed and the target rotational speed.
  • the target torque calculator 31 calculates the target torque using the target torque map.
  • the target torque map is a map in which the target torque to be output by the entire hydraulic pump drive system 1 is associated with the target fuel injection amount and the actual rotational speed.
  • the target torque calculation unit 31 calculates the target torque from the target torque map based on the calculated target fuel injection amount and actual rotation speed.
  • the target fuel injection amount calculated by the target fuel injection amount calculation unit 38 is used for the injection amount restriction unit 32 to calculate the actual fuel injection amount to be actually injected by the fuel injection device 21.
  • the injection amount limiting unit 32 (actual fuel injection amount calculation unit) has a rate limit function with an increase rate limitation and without a decrease rate limitation, and the actual fuel injection amount based on the target fuel injection amount by this rate limit function. Is calculated. More specifically, when the target fuel injection amount increases and the increase rate of the target fuel injection amount exceeds a predetermined value, the injection amount limiting unit 32 sets the change rate or the change amount based on a predetermined change rule. The actual fuel injection amount is changed stepwise up to the target fuel injection amount while limiting. On the other hand, when the target fuel injection amount decreases, the injection amount limiting unit 32 sets the target fuel injection amount as the actual fuel injection amount without limiting the reduction rate.
  • the injection amount restriction unit 32 internally holds (that is, stores) the target fuel injection amount calculated by the target fuel injection amount calculation unit 38, and calculates immediately after the held target fuel injection amount. The target fuel injection amount thus made is compared.
  • the target fuel injection amount immediately after the held target fuel injection amount is small, that is, when the target fuel injection amount is decreasing, the target fuel injection amount is calculated as the actual fuel injection amount.
  • the rate of increase is It is determined whether or not a predetermined value is exceeded. If it is less than the predetermined value, the target fuel injection amount is calculated as the actual fuel injection amount.
  • the actual fuel injection amount is gradually increased to the target fuel injection amount while limiting the increase rate based on a change rule that sets the increase rate to a predetermined value or less. That is, when it exceeds the predetermined value, the actual fuel injection amount is increased stepwise to the target fuel injection amount in proportion to the time based on a proportional constant equal to or less than the predetermined value.
  • the injection amount limiting unit 32 may be a filter, and may increase the target fuel injection amount based on, for example, a transfer function having a first-order lag element (that is, a lag element). The actual fuel injection amount calculated in this way is used together with the actual rotational speed in order to calculate the actual torque by the actual torque calculation unit 33.
  • the actual torque calculator 33 calculates the actual torque using the actual torque map.
  • the actual torque is an output torque output from the engine E when the fuel injection device 21 injects the actual fuel injection amount into the engine E.
  • the actual torque map is a map in which the actual torque is associated with the actual fuel injection amount and the actual rotational speed.
  • the actual torque calculation unit 33 calculates actual torque from the actual torque map based on the calculated actual fuel injection amount and actual rotation speed. In the present embodiment, the same map is used as the actual torque map and the target torque map. The calculated actual torque is used together with the target torque so that the first assist torque calculator 34 calculates the first assist torque to be output by the electric motor 20.
  • the first assist torque calculation unit 34 (difference torque calculation unit) is a shortage torque obtained by subtracting the actual torque from the target torque based on the actual torque calculated from one target fuel injection amount and the target torque. One assist torque (difference torque) is calculated. More specifically, the first assist torque calculator 34 subtracts the actual torque from the target torque, and calculates the first assist torque that is insufficient to generate the target torque from the hydraulic pump drive system 1.
  • control device 30 is configured to limit the rate of increase of the actual fuel injection amount when the target fuel injection amount suddenly increases. By limiting the increase rate in this way, it is possible to prevent deterioration of the combustion state of the engine E due to a rapid increase in the target fuel injection amount, and to improve fuel efficiency.
  • the first assist torque corresponding to the shortage is calculated in order to cause the motor 20 to output the shortage. is doing.
  • the control device 30 has a function of estimating the reduced output torque and calculating the second assist torque (change torque) so as to supplement the reduced output torque with the electric motor 20.
  • the control device 30 includes a torque change estimation unit 35, a second assist torque calculation unit 36, and a drive control unit 37 in order to calculate the second assist torque.
  • the torque change estimator 35 estimates the amount of change in torque output from the engine E based on the calculated actual rotational speed and actual fuel injection amount.
  • the combustion state becomes unstable due to a change in the actual fuel injection amount, and a response delay occurs in the output torque.
  • the combustion state of the engine E changes every revolution (in the case of a 4-stroke engine, every cycle of intake-compression-expansion-exhaust), and the unstable state of the combustion state improves as the number of combustions increases. Is done. Accordingly, as the actual rotational speed is larger, the number of combustions per unit time is increased, so that the instability of the combustion state of the engine E is improved more quickly, and the decrease in the torque of the engine E is reduced.
  • the torque change estimation unit 35 calculates a decrease in the output torque at every unit rotation speed (preferably every rotation) of the engine E. It is supposed to be.
  • the torque change estimating unit 35 numerically models the engine E using a transfer function including a pseudo-derivative described later to estimate the change in the output torque of the engine E, and further includes a first-order lag element included in the pseudo-differential. The time constant is changed according to the actual rotational speed. Thereby, it is possible to artificially calculate the output torque drop for each unit rotation speed.
  • the output torque characteristic of the engine E in which the response delay of the torque changes according to the actual rotational speed can be estimated by the above-described transfer function.
  • the torque change estimator 35 that estimates the amount of change in the output torque will be described in more detail below with reference to FIG. 3 in addition to FIG.
  • the torque change estimator 35 includes a time constant calculator 41, a pseudo-differential calculator 42, a torque change coefficient calculator 44, a torque change rate calculator 45, and a correction coefficient as functional parts for estimating a change in output torque.
  • a calculation unit 46 and a torque change amount calculation unit 47 are provided.
  • the time constant calculation unit 41 calculates a time constant from the actual rotational speed calculated by the control device 30 using the time constant map.
  • the time constant map is a map in which the time constant is associated with the actual rotation.
  • the correspondence between the time constant of the time constant map and the actual rotation is set based on data obtained from experiments and the like.
  • the displacement of the engine E, accessories (supercharger, EGR, etc.), and structure It depends on the pipe diameter and length.
  • the correspondence is different for each model of the engine E, and is set for each model of the engine E with reference to the experimental result.
  • the correspondence relationship may be set not only for each model but also for each individual.
  • the time constant calculated by the time constant calculating unit 41 is used together with the actual fuel injection amount by the pseudo-differential calculating unit 42 in order to calculate a differential value of the actual fuel injection amount.
  • the pseudo-differential calculation unit 42 calculates a differential value of the actual fuel injection amount by a transfer function obtained by numerically modeling the engine E.
  • the fuel injection amount corresponds to the torque
  • the differential value of the actual fuel injection amount corresponds to the rate of change of the torque. ing.
  • the pseudo differential operation unit 42 will be described in more detail.
  • the transfer function of the pseudo differential operation unit 42 includes a pseudo differential (also referred to as incomplete differentiation) including a first-order lag element. A differential value of the actual fuel injection amount is calculated using this transfer function.
  • the pseudo-differentiation, the Laplace variable and s, the differential gain and T D, when the constant is T time represented by the following formula (1).
  • the differential value of the actual fuel injection amount by the pseudo differential including the first-order lag element a value corresponding to the rate of change of the output torque considering the response delay due to the deterioration of the combustion state (that is, the actual fuel injection)
  • the differential value of the quantity is calculated.
  • the time constant calculated by the time constant calculation unit 41 is used as the time constant T of the first-order lag element included in the pseudo differentiation. That is, the pseudo-differential calculation unit 42 calculates the differential value of the actual fuel injection amount by changing the time constant every time it is calculated.
  • the rate of change of the output torque for each unit rotation speed (preferably for each rotation speed) is simulated. Can be calculated.
  • the differential value of the actual fuel injection amount calculated in this way corresponds to the rate of change per unit rotational speed of the output torque of the engine E, and the torque change coefficient described later is calculated by the torque change coefficient calculating unit 44. Used for.
  • the torque change coefficient calculation unit 44 calculates a torque change coefficient based on the differential value of the actual fuel injection amount calculated by the pseudo-differential calculation unit 42.
  • the torque change coefficient is a coefficient indicating how much the torque changes with respect to the actual torque.
  • the torque change coefficient calculating unit 44 first calculates the absolute value of the differential value of the actual fuel injection amount, and then uses the torque change coefficient map 44a shown in FIG. 3 to change the torque change from the absolute value of the differential value of the actual fuel injection amount. Calculate the coefficient.
  • the torque change coefficient map 44a is a map in which the absolute value of the differential value of the actual fuel injection amount is associated with the torque change coefficient. For example, the torque change coefficient map 44a is set so that the torque change coefficient increases as the absolute value of the differential value increases. Has been.
  • the correspondence between the absolute value of the differential value of the actual fuel injection amount of the torque change coefficient map 44a and the torque change coefficient is set based on data obtained from experiments or the like, and the time constant map and Similarly, it is set for each model of the engine E.
  • the correspondence relationship between the absolute value of the differential value of the actual fuel injection amount and the torque change coefficient is not necessarily the correspondence relationship as shown in FIG.
  • the torque change coefficient calculation unit 44 calculates a torque change coefficient based on the torque change coefficient map 44a and the absolute value of the differential value of the actual fuel injection amount, and the calculated torque change coefficient indicates the torque change rate as the torque change rate. It is used for calculation by the calculation unit 45.
  • the rate of change in torque is the ratio of torque that changes (specifically decreases) as the combustion state deteriorates, etc., relative to the actual torque that is output when fuel of the actual fuel injection amount is injected into the engine E. This is the value shown.
  • the torque change coefficient and the torque change rate basically correspond to each other, but the torque change coefficient is a value set so as to be uniquely derived from the absolute value of the differential value of the actual fuel injection amount.
  • the torque change rate takes into account not only the absolute value of the differential value of the actual fuel injection amount (that is, the torque change coefficient) but also the effects of the actual rotational speed and the actual fuel injection amount.
  • the torque change rate is corrected by the torque change coefficient calculated by the torque change coefficient calculating unit 44, and the correction coefficient for correction is calculated by the correction coefficient calculating unit 46. is doing.
  • the correction coefficient calculation unit 46 calculates a correction coefficient based on the actual rotational speed calculated by the control device 30 and the actual fuel injection amount calculated by the injection amount limiting unit 32.
  • the correction coefficient is a coefficient for correcting the torque change coefficient calculated by the torque change coefficient calculating unit 44 according to the actual rotational speed and the actual fuel injection amount. More specifically, the correction coefficient calculator 46 calculates the first correction coefficient from the actual rotational speed using the first correction coefficient map 46a as shown in FIG. 3, and the second correction coefficient as shown in FIG. A second correction coefficient is calculated from the actual fuel injection amount using the map 46b.
  • the first correction coefficient map 46a is a map in which the actual rotational speed and the first correction coefficient are associated with each other, and the second correction coefficient map 46b is in association with the actual fuel injection amount and the second correction coefficient. It is a map. In each of the correction coefficient maps 46a and 46b, for example, the correction coefficient is set to be smaller as the actual rotational speed and the actual fuel injection amount are increased.
  • the two correction coefficient maps 46a and 46b are set based on data obtained from experiments or the like, and are different for each model of the engine E as in the other maps. Further, each of the correspondence relationship between the actual rotational speed and the first correction coefficient and the correspondence relationship between the actual fuel injection amount and the second correction coefficient is not necessarily the correspondence relationship as shown in FIG. Further, the correction coefficient calculator 46 multiplies the calculated first and second correction coefficients by the correction coefficient multiplier 46c to calculate a torque correction coefficient. The calculated torque correction coefficient is used together with the torque change coefficient in order to calculate the torque change rate by the torque change rate calculating unit 45.
  • the torque change rate calculator 45 calculates the torque change rate based on the torque change coefficient calculated by the torque change coefficient calculator 44 and the correction coefficient calculated by the correction coefficient calculator 46.
  • the torque change rate is a value indicating the ratio of torque that changes (increases or decreases) with respect to the actual torque as described above.
  • the torque change rate calculating unit 45 calculates the torque change rate by multiplying the calculated torque change coefficient and the correction coefficient. The calculated torque change coefficient is used together with the actual torque in order to calculate the torque change amount by the torque change amount calculation unit 47.
  • the torque change amount calculation unit 47 is based on the torque change rate calculated by the torque change rate calculation unit 45 and the actual torque calculated by the actual torque calculation unit 33, and the torque of the engine E caused by the change in the actual fuel injection amount.
  • the amount of change is calculated.
  • the amount of change in torque is the amount of change in torque that changes according to the combustion state of the engine E when the actual fuel injection amount calculated by the injection amount restriction unit 32 is injected into the engine E (that is, the amount of decrease or increase in torque). ).
  • the torque change amount calculation unit 47 multiplies the torque change rate and the actual torque calculation unit 33 to calculate the torque change amount.
  • the torque change estimation unit 35 estimates the torque change amount in this way.
  • the estimated torque change amount is used for calculating the second assist torque by the second assist torque calculator 36.
  • the second assist torque calculation unit 36 (change torque calculation unit) is a second torque corresponding to the shortage of torque to compensate for the shortage of torque that has decreased with the change in the actual fuel injection amount with the output torque of the electric motor 20. Assist torque (change torque) is calculated. The calculation method will be described in detail.
  • the second assist torque calculator 36 first determines whether or not the differential value of the actual fuel injection amount calculated by the pseudo-differential calculator 42 is less than 0 (zero). If it is determined that the differential value of the actual fuel injection amount is less than zero, the second assist torque calculator 36 selects zero as the multiplication coefficient.
  • predetermined value 1
  • the drive control unit 37 calculates an assist torque to be output from the electric motor 20 based on the first assist torque and the second assist torque. That is, the drive control unit 37 calculates the assist torque by adding the first assist torque and the second assist torque. Further, the drive control unit 37 controls the inverter 22 so that the electric motor 20 outputs an assist torque.
  • the control device 30 configured in this way causes the electric motor when the load on the hydraulic pump 17 increases and the rotational speed of the engine E decreases, and when the target fuel injection amount of the engine E increases to compensate for the decreased rotational speed. 20 is driven to assist the engine E.
  • the operation of the hydraulic pump drive system 1 when the load on the hydraulic pump 17 is increased by operating any of the hydraulic actuators 11 to 15 will be described with reference to the graph of FIG.
  • the pump load load of the hydraulic pump 17
  • engine speed actual speed
  • target fuel injection amount actual fuel injection amount
  • actual fuel injection amount actual fuel injection amount
  • first assist torque differential torque
  • change torque the change over time of the assist torque
  • the horizontal axis represents time
  • the vertical axis represents various values.
  • the hydraulic pump 17 When the operation tool is operated and the control valve 18 is activated, the hydraulic pump 17 is switched from the unload state to the on-load state, and a large load acts on the hydraulic pump 17 (see time t1 in the pump load graph of FIG. 4). ).
  • the load on the hydraulic pump 17 increases, the actual rotational speed of the engine E becomes lower than the target rotational speed, and a difference occurs between the actual rotational speed of the engine E and the target rotational speed.
  • the target fuel injection amount calculation unit 38 calculates the target fuel injection amount from the difference between the actual rotation speed and the target rotation speed, and the injection amount restriction unit 32 of the control device 30 sets the calculated target fuel injection amount. Based on this, the actual fuel injection amount is calculated.
  • the injection amount limiting unit 32 limits the actual fuel injection amount, and the actual fuel injection amount is proportional to the time until the target fuel injection amount. (See times t1 to t2 in the graph of actual fuel injection amount in FIG. 4).
  • the actual fuel injection amount calculated by the injection amount restriction unit 32 is used by the actual torque calculation unit 33, and the actual torque calculation unit 33 is based on the actual rotational speed and the actual fuel injection amount calculated by the control device 30.
  • the actual torque output from the engine E is calculated.
  • the target torque calculator 31 calculates the target torque based on the target fuel injection amount and the actual rotational speed.
  • the first assist torque calculator 34 calculates a shortage of torque obtained by subtracting the actual torque from the target torque, that is, the first assist torque, based on the calculated target torque and actual torque. Since the actual fuel injection amount is limited, as shown in the graph of the first assist torque in FIG.
  • the first assist torque becomes the largest when the load of the hydraulic pump 17 increases rapidly, It decreases as the actual fuel injection amount increases (see times t1 to t2 in the graph of the first assist torque in FIG. 4). When the actual fuel injection amount reaches the target fuel injection amount, the first assist torque becomes zero (see time t2 in the graph of the first assist torque in FIG. 4).
  • the control device 30 calculates in advance a first assist torque that is a torque that is insufficient by limiting the fuel injection amount. By outputting the first assist torque from the electric motor 20, the torque output from the entire hydraulic pump drive system 1 can be brought close to the target torque even if the actual fuel injection amount is limited. Thereby, it can suppress that the torque output as the hydraulic pump drive system 1 whole falls.
  • the amount of change in the output torque is estimated in advance and the torque is output to the electric motor 20, and the engine is compared with the case where the torque is adjusted according to the deviation in the rotational speed. It can suppress that the rotation speed of E falls too much.
  • the torque change estimation unit 35 of the control device 30 calculates a torque change coefficient based on the calculated actual rotational speed and the actual fuel injection amount, and further calculates a torque change amount (second assist torque). That is, in the torque change estimation unit 35, the time constant calculation unit 41 calculates a time constant from the actual rotational speed using the time constant map 41a, and the pseudo-differential calculation unit 42 uses the calculated time constant to calculate the actual fuel injection amount. The derivative value of is calculated. Next, the torque change coefficient calculation unit 44 calculates the absolute value of the differential value of the actual fuel injection amount, and the torque change coefficient calculation unit 44 further uses the torque change coefficient map 44a to calculate the absolute value of the differential value of the actual fuel injection amount.
  • the torque change coefficient is calculated from Since the calculated torque change coefficient is calculated based on the value including the element of the first-order lag calculated by the pseudo-differential calculation unit 42, the first-order lag as shown in the torque change coefficient graph of FIG. (See times t1 to t2 in the graph of the torque change coefficient in FIG. 4).
  • the calculated torque change coefficient is expressed as a positive value.
  • the torque change coefficient changes with a first-order lag response.
  • the pseudo differential calculation unit 42 calculates the rate of change of the actual fuel injection amount for each unit speed by changing the time constant for each calculation, and the torque change amount calculation unit 47 calculates the change rate and the actual torque. Based on the above, the amount of change in the output torque for each unit speed is calculated. This is because the change in the actual fuel injection amount affects the combustion state of the engine E not only at the time of combustion immediately after supply but also over several subsequent combustions. That is, the influence on the combustion state due to the change in the actual fuel injection amount is reduced by passing the number of combustions instead of the time.
  • the pseudo-differential calculation unit 42 calculates the rate of change of the actual fuel injection amount for each unit speed. In addition, by using a pseudo-differential when calculating the rate of change of the actual fuel injection amount, the rate of change of the actual fuel injection amount becomes zero from zero even after the actual fuel injection amount reaches the target fuel injection amount and becomes constant.
  • the torque change estimation unit 35 takes into account the torque change coefficient and the torque change amount after the actual fuel injection amount reaches the target fuel injection amount and becomes constant.
  • the change in the output torque is calculated not in time units but in rotation speed units, it is possible to estimate the decrease in output torque of the engine E more accurately than in the case of calculation in time units. As a result, it is possible to prevent the rotational speed from excessively decreasing due to a decrease in output torque due to deterioration in combustion, and to suppress a decrease in fuel consumption of the engine that accompanies it. Since the torque change coefficient is calculated not according to the time but according to the number of combustions in the engine E, the time interval between times t2 and t3 is based on the value of the actual rotational speed.
  • the torque change estimation unit 35 can estimate a more accurate torque change coefficient and torque change amount.
  • the correction coefficient calculation unit 46 calculates the correction coefficient in parallel with the calculation of the torque change coefficient. That is, the correction coefficient calculator 46 calculates the first correction coefficient and the second correction coefficient based on the calculated actual rotational speed and actual fuel injection amount, respectively, and further calculates the first correction coefficient and the second correction coefficient. Based on this, a correction coefficient is calculated.
  • the torque change rate calculation unit 45 calculates the torque change rate based on the calculated correction coefficient and torque change coefficient, and the torque change amount calculation unit 47 calculates the torque change amount based on the torque change rate and the actual torque. .
  • the torque change amount calculated in this way increases with time as shown in the torque change amount in FIG. 4 and peaks at time t2, and the combustion state in the engine E improves from time t2 to time t3.
  • the torque change amount of FIG. 4 represents the torque amount to reduce as positive.
  • the torque change estimation unit 35 estimates the torque change amount, and the estimated torque change amount is used by the second assist torque calculation unit 36.
  • the second assist torque calculator 36 calculates the second assist torque based on this torque change amount.
  • the second assist torque calculation unit 36 selects a first predetermined value (for example, 1) as a multiplication coefficient when the differential value of the actual fuel injection amount calculated by the pseudo-differential calculation unit 42 is zero or more. When the differential value of the fuel injection amount is less than zero, a second predetermined value (for example, 0) is selected as the multiplication coefficient.
  • the second assist torque calculator 36 calculates the second assist torque by multiplying the torque change amount by this multiplication coefficient.
  • the drive control unit 37 calculates the assist torque by adding the calculated first assist torque and second assist torque.
  • the calculated assist torque changes as shown in the assist torque graph of FIG. 4, and further compensates for the shortage of the target torque (difference torque corresponding to the shortage of the target torque minus the actual torque).
  • a torque change amount (a change torque corresponding to a shortage of torque that decreases with a change in the actual fuel injection amount) is also compensated. Therefore, it becomes the largest when the load of the hydraulic pump 17 suddenly increases, and decreases as the actual fuel injection amount increases (see the times t1 to t2 in the graph of the torque change amount in FIG. 4).
  • the change torque (second assist) from time t2 to time t3 in order to compensate for the change in output torque caused by the transition of the combustion state of the engine E. Torque) is calculated as the assist torque.
  • the control device 30 controls the inverter 22 based on the calculated assist torque so that the electric motor 20 outputs the assist torque.
  • the hydraulic pump drive system 1 preliminarily estimates the amount of change in the output torque due to the transition of the combustion state of the engine E caused by the change in the actual fuel injection amount by the torque change estimation unit 35, and the estimated change
  • the engine E can be assisted by outputting the second assist torque corresponding to the amount from the electric motor 20. That is, a decrease in the output torque of the engine E can be estimated in advance, and the decrease can be assisted by the electric motor.
  • the hydraulic pump 17 when the hydraulic pump 17 is loaded, it is possible to prevent the output torque from being reduced due to the transition of the combustion state and the rotational speed from being excessively decreased, and the hydraulic pump associated with the excessive decrease in the rotational speed can be prevented.
  • a decrease in operability due to a decrease in the discharge flow rate can be suppressed.
  • the injection amount limiting unit 32 determines that the increase rate of the target fuel injection amount is not equal to or greater than the predetermined value, and calculates the target fuel injection amount as the actual fuel injection amount (time t4 in the graph of the actual fuel injection amount in FIG. 4). To t5). Thereby, the target torque and the actual torque calculated by each of the target torque calculation unit 31 and the actual torque calculation unit 33 coincide with each other, and the first assist torque calculation unit 34 calculates the first assist torque to be zero. (See time t4 to t5 in the graph of the first assist torque in FIG. 4).
  • the torque change estimation unit 35 estimates the torque change coefficient and the torque change amount based on the calculated actual rotational speed and the actual fuel injection amount as in the case where the operation tool is operated (torque change in FIG. 4). (Refer to times t4 to t5 in the graph of coefficient and torque change amount).
  • the second assist torque calculator 36 selects zero as the multiplication coefficient.
  • the second assist torque calculator 36 calculates the second assist torque by multiplying the torque change amount by this multiplication coefficient, so the second assist torque becomes zero.
  • the multiplication coefficient in the second assist torque calculator 36 is set to zero so that assist torque is not generated when the load is released. Thereby, when the output torque is reduced by the engine, it is possible to prevent wasteful consumption of energy by the electric motor.
  • the first assist torque calculating unit 34 sets the first assist torque to zero. Therefore, regenerative power is not generated in the electric motor, and the fuel efficiency of the engine E can be improved.
  • the injection amount limiting unit 32 has a rate limit function that does not limit the decrease rate, and the second assist torque is zero when the differential value of the actual fuel injection amount is less than zero.
  • the second assist torque calculator 36 has a function of Below, operation
  • the configuration of the hydraulic pump drive system 1A is the same as that of the hydraulic pump drive system 1 except for the functions described above, and therefore, FIG. 1 to FIG. 3 are referred to. In FIG. 5, similarly to FIG.
  • the pump load load of the hydraulic pump 17
  • the engine speed actual speed
  • the target fuel injection amount the actual fuel injection amount
  • the first assist torque the torque in order from the paper surface.
  • a change coefficient, a torque change amount, and an assist torque change with time are shown.
  • the horizontal axis represents time
  • the vertical axis represents various values.
  • the change of various values when the load is applied is the same as that of the hydraulic pump drive system 1, and the change of the various values when the load is removed is different from the hydraulic pump drive system 1.
  • the actual fuel injection amount and the first assist torque in the hydraulic pump drive system 1A change as shown in FIG. That is, when the load is lost, the actual fuel injection amount decreases stepwise in proportion to the time (see times t6 to t7 of the actual fuel injection amount in FIG. 5), and the first assist torque is calculated as the regenerative force. (Refer to times t6 to t7 of the first assist torque in FIG. 5).
  • the second assist torque calculator 36 calculates the second assist torque based on the torque change amount estimated by the torque change estimator 35 to compensate for this.
  • the first assist torque and the second assist torque calculated in this way are added by the drive control unit 37.
  • the second assist torque is output in order to compensate for the torque drop due to the transition of the fuel state of the engine E when the actual fuel injection amount is reduced when the load is released. Therefore, the output torque of the engine E is unnecessarily assisted although it is desired to quickly reduce the pump load.
  • the injection amount limiting unit 32 has a rate limiting function without limiting the reduction rate, and the second assist torque calculating unit 36 takes into account the differential value of the actual fuel injection amount.
  • the second assist torque is calculated.
  • the amount of change in torque per unit revolution (for example, torque per revolution) is simulated by changing the time constant of pseudo differentiation based on the actual revolution. Has been calculated.
  • a pseudo differential calculation may be actually performed for each unit rotation speed, and the amount of torque change for each unit rotation may be actually obtained. That is, as the actual rotational speed increases, the interval for calculating the torque change amount becomes shorter, and as the actual rotational speed decreases, the interval for calculating the torque change amount becomes longer. Thereby, the amount of change in torque per unit rotation speed can be estimated.
  • the first assist torque and the second assist torque are calculated and added to obtain the assist torque, but only one of the first assist torque and the second assist torque is used as the assist torque. It is good. That is, the hydraulic pump drive systems 1 and 1A do not necessarily have the function of calculating both the first assist torque and the second assist torque, and include the target torque calculation unit 31 and the first assist torque calculation unit 34. It does not have to be.
  • the target torque calculating unit 31, the injection amount limiting unit 32, and the first assist torque calculating unit 34 are not provided, the target fuel injection amount calculating unit 38 functions as an actual fuel injection amount calculating unit.
  • the torque change estimation unit 35 is not limited to the estimation method as described above, and any method that can estimate the change in the output torque of the engine E due to the change in the actual fuel injection amount may be used.
  • the construction machine on which the hydraulic pump drive systems 1 and 1A are mounted is not limited to a hydraulic excavator, and may be another construction machine such as a crane or a dozer, as long as it is a construction machine provided with a hydraulic actuator. Good.
  • the hydraulic pump is described as an example of the hydraulic pump.
  • the hydraulic pump is not limited to the hydraulic pump and may be a pump that discharges liquid such as water.

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Abstract

L'invention porte sur un système d'entraînement de pompe hydraulique qui assiste un moteur par la commande d'un moteur électrique à l'aide d'un dispositif de commande, ainsi que la rotation et l'entraînement de l'arbre de rotation d'une pompe hydraulique. Le dispositif de commande calcule une quantité d'injection de carburant cible à l'aide d'une unité de calcul de quantité d'injection de carburant cible, et détermine une quantité d'injection de carburant effective de telle manière que le taux de changement, au cours du temps, de la quantité d'injection de carburant effective, lorsque celle-ci augmente, à l'aide d'une unité de restriction de quantité d'injection, est inférieur ou égal à une valeur prescrite. De plus, le dispositif de commande calcule le couple effectif et le couple cible, à l'aide d'une unité de calcul de couple effectif et d'une unité de calcul de couple cible, et calcule un couple différentiel, qui est la quantité de couple qui manque au couple effectif par rapport au couple cible, à l'aide d'une première unité de calcul de couple d'assistance. En outre, le dispositif de commande commande le mouvement du moteur électrique de façon à fournir un couple différentiel, à l'aide d'une unité de commande d'entraînement.
PCT/JP2015/004127 2014-08-20 2015-08-19 Système d'entraînement de pompe hydraulique WO2016027463A1 (fr)

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