WO2016043222A1 - ホイールローダ及びその制御方法 - Google Patents
ホイールローダ及びその制御方法 Download PDFInfo
- Publication number
- WO2016043222A1 WO2016043222A1 PCT/JP2015/076287 JP2015076287W WO2016043222A1 WO 2016043222 A1 WO2016043222 A1 WO 2016043222A1 JP 2015076287 W JP2015076287 W JP 2015076287W WO 2016043222 A1 WO2016043222 A1 WO 2016043222A1
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- WIPO (PCT)
- Prior art keywords
- mode
- control
- traction force
- vehicle
- wheel loader
- Prior art date
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Classifications
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2253—Controlling the travelling speed of vehicles, e.g. adjusting travelling speed according to implement loads, control of hydrostatic transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
- F16H61/421—Motor capacity control by electro-hydraulic control means, e.g. using solenoid valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
- F16H61/431—Pump capacity control by electro-hydraulic control means, e.g. using solenoid valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/46—Automatic regulation in accordance with output requirements
- F16H61/472—Automatic regulation in accordance with output requirements for achieving a target output torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/40—Special vehicles
- B60Y2200/41—Construction vehicles, e.g. graders, excavators
- B60Y2200/415—Wheel loaders
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F3/00—Dredgers; Soil-shifting machines
- E02F3/04—Dredgers; Soil-shifting machines mechanically-driven
- E02F3/28—Dredgers; Soil-shifting machines mechanically-driven with digging tools mounted on a dipper- or bucket-arm, i.e. there is either one arm or a pair of arms, e.g. dippers, buckets
- E02F3/34—Dredgers; Soil-shifting machines mechanically-driven with digging tools mounted on a dipper- or bucket-arm, i.e. there is either one arm or a pair of arms, e.g. dippers, buckets with bucket-arms, i.e. a pair of arms, e.g. manufacturing processes, form, geometry, material of bucket-arms directly pivoted on the frames of tractors or self-propelled machines
-
- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F3/00—Dredgers; Soil-shifting machines
- E02F3/04—Dredgers; Soil-shifting machines mechanically-driven
- E02F3/28—Dredgers; Soil-shifting machines mechanically-driven with digging tools mounted on a dipper- or bucket-arm, i.e. there is either one arm or a pair of arms, e.g. dippers, buckets
- E02F3/34—Dredgers; Soil-shifting machines mechanically-driven with digging tools mounted on a dipper- or bucket-arm, i.e. there is either one arm or a pair of arms, e.g. dippers, buckets with bucket-arms, i.e. a pair of arms, e.g. manufacturing processes, form, geometry, material of bucket-arms directly pivoted on the frames of tractors or self-propelled machines
- E02F3/3417—Buckets emptying by tilting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H2059/0221—Selector apparatus for selecting modes, i.e. input device
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H2059/366—Engine or motor speed
Definitions
- the present invention relates to a wheel loader and a control method thereof.
- the wheel loader of Patent Document 1 includes a traction control switch.
- the operator can select the traction control mode by turning on the traction control switch.
- the operator can cancel the traction control mode and select the normal mode by turning off the traction control switch.
- the maximum traction force of the vehicle is reduced from the maximum traction force in the normal mode. Therefore, the operator turns on the traction control switch on a road surface where the tire is slippery, such as soft ground. Thereby, the slip of the tire can be suppressed by reducing the traction force. Further, the operator can work in the normal mode with a large traction force by turning off the traction control switch in the normal state.
- the control mode is selected according to the state of the traction control switch. That is, if the traction control switch is turned on when the vehicle is started, the control mode is the traction control mode. However, if the traction control switch is off when the vehicle is started, the control mode is the normal mode.
- An object of the present invention is to improve fuel efficiency in a wheel loader.
- the wheel loader includes a traveling wheel, a drive system, a work implement, a mode selection unit, and a control unit.
- the drive system includes an engine, a power transmission device, and a work machine pump.
- the power transmission device rotationally drives the traveling wheels by the driving force from the engine.
- the work implement pump is driven by the engine.
- the work machine is driven by hydraulic oil discharged from the work machine pump.
- the mode selection unit generates an operation signal indicating a control mode selected from a plurality of modes including a predetermined first mode and a second mode for controlling the traction force to be smaller than the first mode.
- a control part acquires the operation signal from a mode selection part, and controls a drive system according to the selected control mode.
- the control unit starts control of the drive system in the second mode when the vehicle is started.
- the wheel loader even when the first mode is selected, when the next vehicle is started, control of the drive system is started in the second mode. Since the traction force in the second mode is smaller than the traction force in the first mode, the fuel efficiency is better in the second mode than in the first mode. Therefore, when the vehicle is started, the drive system can be controlled in the second mode with good fuel efficiency without the operator performing an operation to return the control mode to the second mode. Thereby, fuel consumption can be improved.
- the wheel loader control method includes the following steps.
- an operation signal indicating a control mode selected from a plurality of modes including a predetermined first mode and a second mode for controlling the traction force to be smaller than that in the first mode is acquired.
- the drive system is controlled according to the selected control mode.
- control of the drive system is started in the second mode when the vehicle is started.
- the wheel loader control method even when the first mode is selected, when the next vehicle is started, control of the drive system is started in the second mode. Since the traction force in the second mode is smaller than the traction force in the first mode, the fuel efficiency is better in the second mode than in the first mode. Therefore, when the vehicle is started, the drive system can be controlled in the second mode with good fuel efficiency without the operator performing an operation to return the control mode to the second mode. Thereby, fuel consumption can be improved.
- FIG. 1 is a side view of a wheel loader 1 according to the embodiment.
- the wheel loader 1 includes a vehicle body 2, a work machine 3, a plurality of traveling wheels 4, and a cab 5.
- the work machine 3 is attached to the front portion of the vehicle body 2.
- the work machine 3 includes a boom 31, a bucket 32, a lift cylinder 33, and a bucket cylinder 34.
- the boom 31 is rotatably attached to the vehicle body 2.
- the boom 31 is driven by a lift cylinder 33.
- the bucket 32 is rotatably attached to the tip of the boom 31.
- the bucket 32 is dumped and tilted by a bucket cylinder 34.
- the cab 5 is placed on the vehicle body 2.
- FIG. 2 is a block diagram showing the configuration of the drive system 6 and the control system 7 mounted on the wheel loader 1.
- the drive system 6 mainly includes an engine 11, a work machine pump 12, and a power transmission device 13.
- the control system 7 includes an engine controller 14 and a vehicle body controller 15.
- the power transmission device 13 rotationally drives the traveling wheels 4 with the driving force from the engine 11.
- the power transmission device 13 is a so-called HST (Hydro Static Transmission).
- the power transmission device 13 includes a travel pump 16, a travel motor 17, and a drive hydraulic circuit 18.
- the traveling pump 16 is driven by the engine 11 to discharge hydraulic oil.
- the travel motor 17 is driven by the hydraulic oil discharged from the travel pump 16.
- the wheel loader 1 travels when the traveling motor 17 rotationally drives the traveling wheels 4 described above.
- the engine 11 is a diesel engine, and output torque generated by the engine 11 is transmitted to the work machine pump 12, the traveling pump 16, and the like.
- the drive system 6 is provided with an engine rotation speed sensor 19 that detects the actual rotation speed of the engine 11.
- a fuel injection device 20 is connected to the engine 11.
- the engine controller 14 controls the output torque of the engine 11 (hereinafter referred to as “engine torque”) and the rotation speed by controlling the fuel injection device 20 in accordance with the set throttle opening.
- the traveling pump 16 discharges hydraulic oil when driven by the engine 11.
- the traveling pump 16 is a variable displacement hydraulic pump.
- the hydraulic oil discharged from the travel pump 16 is sent to the travel motor 17 through the drive hydraulic circuit 18.
- the drive hydraulic circuit 18 includes a first drive circuit 18a and a second drive circuit 18b.
- the hydraulic oil is supplied from the traveling pump 16 to the traveling motor 17 via the first drive circuit 18a, so that the traveling motor 17 is driven in one direction (for example, the forward direction).
- the hydraulic oil is supplied from the traveling pump 16 to the traveling motor 17 via the second drive circuit 18b, whereby the traveling motor 17 is driven in the other direction (for example, the reverse direction).
- the drive hydraulic circuit 18 is provided with a drive circuit pressure detector 21.
- the drive circuit pressure detector 21 detects the pressure of hydraulic fluid (hereinafter referred to as “drive circuit pressure”) supplied to the travel motor 17 via the first drive circuit 18a or the second drive circuit 18b.
- the drive circuit pressure detection unit 21 includes a first drive circuit pressure sensor 21a and a second drive circuit pressure sensor 21b.
- the first drive circuit pressure sensor 21a detects the hydraulic pressure of the first drive circuit 18a.
- the second drive circuit pressure sensor 21b detects the hydraulic pressure of the second drive circuit 18b.
- the first drive circuit pressure sensor 21 a and the second drive circuit pressure sensor 21 b send detection signals to the vehicle body controller 15.
- the pump capacity controller 22 is connected to the traveling pump 16.
- the pump capacity control unit 22 includes, for example, a servo cylinder and an electromagnetic control valve that controls hydraulic oil supplied to the servo cylinder.
- the pump capacity control unit 22 is controlled based on a control signal from the vehicle body controller 15.
- the pump capacity control unit 22 changes the displacement angle of the traveling pump 16 to change the capacity of the traveling pump 16. Further, the pump capacity control unit 22 changes the discharge direction of the traveling pump 16.
- a charge pump 24 is connected to the drive hydraulic circuit 18 via a charge circuit 23.
- the charge pump 24 is a pump that is driven by the engine 11 and supplies hydraulic oil to the drive hydraulic circuit 18.
- hydraulic pressure of the first drive circuit 18a becomes lower than the hydraulic pressure of the charge circuit 23
- hydraulic oil from the charge pump 24 is supplied to the first drive circuit 18a via the charge circuit 23.
- hydraulic pressure of the second drive circuit 18b becomes lower than the hydraulic pressure of the charge circuit 23
- hydraulic oil from the charge pump 24 is supplied to the second drive circuit 18b via the charge circuit 23.
- the drive hydraulic circuit 18 When the hydraulic pressure of the drive hydraulic circuit 18 becomes higher than a predetermined relief pressure, the drive hydraulic circuit 18 is connected to the hydraulic oil tank via the charge circuit 23. Thus, the hydraulic pressure of the drive hydraulic circuit 18 is prevented from exceeding the relief pressure.
- the work machine pump 12 is driven by the engine 11.
- the hydraulic fluid discharged from the work implement pump 12 is supplied to the lift cylinder 33 via the work implement hydraulic circuit 25. Thereby, the work machine 3 is driven.
- the pump capacity control unit 26 is connected to the work machine pump 12.
- the pump capacity control unit 26 includes, for example, a servo cylinder and an electromagnetic control valve that controls hydraulic oil supplied to the servo cylinder.
- the pump capacity control unit 26 is controlled based on a control signal from the vehicle body controller 15.
- the pump capacity control unit 26 changes the capacity of the work implement pump 12 by changing the tilt angle of the work implement pump 12.
- the discharge pressure of the work machine pump 12 is detected by a discharge pressure sensor 27.
- the discharge pressure sensor 27 sends a detection signal to the vehicle body controller 15.
- the work machine hydraulic circuit 25 is provided with a work machine control valve 28.
- the work implement control valve 28 is driven according to the operation amount of the work implement operation member 41.
- the work implement control valve 28 controls the flow rate of the hydraulic oil supplied to the lift cylinder 33 in accordance with the pilot pressure applied to the pilot port (hereinafter referred to as “PPC pressure”).
- the PPC pressure applied to the pilot port of the work implement control valve 28 is controlled by the pilot valve 41a of the work implement operating member 41.
- the pilot valve 41 a applies a PPC pressure corresponding to the operation amount of the work implement operating member 41 to the pilot port of the work implement control valve 28.
- the lift cylinder 33 is controlled according to the operation amount of the work implement operation member 41.
- the PPC pressure applied to the pilot port of the work implement control valve 28 is detected by a PPC pressure sensor 42.
- the pressure of the hydraulic oil supplied to the lift cylinder 33 (hereinafter referred to as “cylinder pressure”) is detected by a cylinder pressure sensor 29.
- the PPC pressure sensor 42 and the cylinder pressure sensor 29 send detection signals to the vehicle body controller 15.
- the boom cylinder 33 is provided with a boom angle detector 35.
- the boom angle detection unit 35 detects a boom angle described later.
- the boom angle detection unit 35 is a sensor that detects the rotation angle of the boom 31.
- the boom angle detection unit 35 sends a detection signal to the vehicle body controller 15.
- the bucket cylinder 34 is also controlled by a control valve in the same manner as the lift cylinder 33, but is not shown in FIG.
- the traveling motor 17 is a variable displacement hydraulic motor.
- the traveling motor 17 is driven by the hydraulic oil discharged from the traveling pump 16 and generates a driving force for traveling.
- the travel motor 17 is provided with a motor capacity control unit 36.
- the motor capacity control unit 36 includes, for example, a servo cylinder and an electromagnetic control valve that controls hydraulic oil supplied to the servo cylinder.
- the motor capacity control unit 36 is controlled based on a control signal from the vehicle body controller 15.
- the motor capacity control unit 36 changes the capacity of the traveling motor 17 by changing the tilt angle of the traveling motor 17.
- the drive system 6 is provided with a vehicle speed sensor 37.
- the vehicle speed sensor 37 detects the vehicle speed.
- the vehicle speed sensor 37 sends a vehicle speed signal to the vehicle body controller 15.
- the vehicle speed sensor 37 detects the vehicle speed, for example, by detecting the rotational speed of the drive shaft of the traveling wheel 4.
- the wheel loader 1 includes a start switch 43, an accelerator operation member 44, a forward / reverse switching operation member 45, a mode selection unit 46, an input device 47, and a display device 48.
- the start switch 43, the accelerator operation member 44, the forward / reverse switching operation member 45, the mode selection unit 46, and the input device 47 are disposed in the cab 5.
- the start switch 43 is a switch for starting the engine 11.
- the start switch 43 is, for example, a key switch.
- the engine 11 is started when the operator turns on the start switch 43. Further, when the operator turns on the start switch 43, the control system 7 of the wheel loader 1 is activated. The engine 11 is stopped when the operator turns off the start switch 43. Further, when the operator turns off the start switch 43, the control system 7 of the wheel loader 1 is shut down.
- the start switch 43 generates an operation signal indicating the operation of the start switch 43 and sends the operation signal to the vehicle body controller 15.
- the accelerator operation member 44 is a member for the operator to set the throttle opening.
- the accelerator operation member 44 is an accelerator pedal, for example, and is operated by an operator.
- the accelerator operation member 44 is connected to an accelerator operation amount sensor 44a.
- the accelerator operation amount sensor 44a is composed of a potentiometer or the like.
- the accelerator operation amount sensor 44 a generates an opening signal indicating the accelerator operation amount of the accelerator operation member 44 and sends it to the engine controller 14. The operator can control the rotation speed of the engine 11 by adjusting the accelerator operation amount.
- the forward / reverse switching operation member 45 is operated by an operator and is switched to a forward position, a reverse position, and a neutral position.
- the forward / reverse switching operation member 45 sends an operation signal indicating the position of the forward / reverse switching operation member 45 to the vehicle body controller 15.
- the operator can switch between forward and backward movement of the wheel loader 1 by operating the forward / reverse switching operation member 45.
- the mode selection unit 46 is operated by an operator and is operated to select a control mode by traction control described later.
- the mode selection unit 46 generates an operation signal indicating the selection position of the mode selection unit 46 and sends it to the vehicle body controller 15.
- the input device 47 is operated by an operator, and is operated to perform various settings in traction control described later.
- the input device 47 is, for example, a touch panel device.
- the input device 47 generates an operation signal indicating the set content and sends it to the vehicle body controller 15.
- the display device 48 displays information related to the wheel loader 1.
- the display device 48 displays, for example, the engine rotation speed, the remaining amount of fuel, and the oil temperature. Note that the input device 47 and the display device 48 may be provided integrally.
- the engine controller 14 is an electronic control unit having an arithmetic device such as a CPU and various memories.
- the engine controller 14 is programmed to control the engine 11.
- the engine controller 14 controls the engine 11 so as to obtain a target rotational speed corresponding to the set throttle opening.
- Fig. 3 shows the engine torque line.
- the engine torque line indicates the relationship between the rotational speed of the engine 11 and the maximum engine torque that the engine 11 can output at each rotational speed.
- a solid line L100 indicates an engine torque line when the accelerator operation amount is 100% in a state where the control for setting the upper limit of the throttle opening (to be described later) is not performed (hereinafter referred to as “normal state”). Is shown.
- the engine torque line L100 corresponds to, for example, the rating of the engine 11 or the maximum power output.
- the accelerator operation amount of 100% means that the accelerator operation member 44 is operated to the maximum.
- a broken line L75 indicates an engine torque line when the accelerator operation amount is 75% in the normal state.
- the engine controller 14 controls the output of the engine 11 so that the engine torque is equal to or less than the engine torque line.
- the control of the output of the engine 11 is performed, for example, by controlling the upper limit value of the fuel injection amount to the engine 11.
- the vehicle body controller 15 is an electronic control unit having an arithmetic device such as a CPU and various memories.
- the vehicle body controller 15 acquires information such as the engine rotation speed by communicating with the engine controller 14.
- the vehicle body controller 15 is programmed to control the capacity of the work implement pump 12.
- the vehicle body controller 15 controls the capacity of the work implement pump 12 based on the operation amount of the work implement operation member 41 and the like.
- the vehicle body controller 15 is programmed to control the capacity of the traveling pump 16 and the capacity of the traveling motor 17.
- the vehicle body controller 15 controls the capacity of the travel pump 16 and the capacity of the travel motor 17 by electronically controlling the pump capacity control unit 22 and the motor capacity control unit 36 based on output signals from the respective detection units.
- the vehicle body controller 15 outputs a command signal to the pump displacement control unit 22 based on the engine rotation speed detected by the engine rotation speed sensor 19. This defines the relationship between the pump capacity and the drive circuit pressure.
- FIG. 4 shows an example of pump capacity-drive circuit pressure characteristics.
- the pump capacity-drive circuit pressure characteristic indicates the relationship between the pump capacity and the drive circuit pressure.
- L11 to L16 in the figure are lines indicating the pump displacement-drive circuit pressure characteristics that are changed according to the engine speed.
- the vehicle body controller 15 controls the pump displacement control unit 22 based on the engine rotation speed, whereby the pump displacement / drive circuit pressure characteristic is changed to L11 to L16.
- the pump capacity is controlled to correspond to the engine speed and the drive circuit pressure.
- the vehicle body controller 15 processes output signals from the engine rotation speed sensor 19 and the drive circuit pressure detection unit 21 and outputs a motor capacity command signal to the motor capacity control unit 36.
- the vehicle body controller 15 refers to the motor capacity-drive circuit pressure characteristics stored in the vehicle body controller 15 and sets the motor capacity from the value of the engine rotation speed and the value of the drive circuit pressure.
- the vehicle body controller 15 outputs a tilt angle change command corresponding to the set motor capacity to the motor capacity controller 36.
- Fig. 5 shows an example of the motor capacity-drive circuit pressure characteristics.
- a solid line L21 in the figure is a line that defines the motor capacity with respect to the drive circuit pressure in a state where the engine speed is a certain value.
- the motor capacity here corresponds to the tilt angle of the traveling motor 17.
- the motor capacity is minimum (Min) until the drive circuit pressure is below a certain value. Thereafter, as the drive circuit pressure increases, the motor capacity gradually increases (inclined portion L22 indicated by a solid line). After the motor capacity reaches the maximum (Max), the motor capacity maintains the maximum capacity Max even if the drive circuit pressure increases.
- the inclined portion L22 defines the target pressure of the drive circuit pressure. That is, the vehicle body controller 15 increases the capacity of the traveling hydraulic motor when the drive circuit pressure becomes larger than the target pressure. Further, when the drive circuit pressure becomes smaller than the target pressure, the capacity of the traveling hydraulic motor is reduced.
- the target pressure is determined according to the engine speed. That is, the inclined portion L22 shown in FIG. 5 is set so as to rise and fall according to the increase and decrease of the engine speed. Specifically, when the engine speed is low, the inclined portion L22 is controlled so that the motor capacity increases from a state where the drive circuit pressure is lower and reaches the maximum capacity when the drive circuit pressure is lower (see FIG. 5) (see the lower broken slope portion L23 in FIG. 5). On the contrary, if the engine speed is high, the minimum capacity Min is maintained until the drive circuit pressure becomes higher, and is controlled so as to reach the maximum capacity Max in a state where the drive circuit pressure is higher (indicated by the upper broken line in FIG. 5). (Refer to the inclined part L24).
- the wheel loader 1 can change the traction force and the vehicle speed steplessly, and can automatically shift the vehicle speed from zero to the maximum speed without shifting operation.
- the vehicle speed-traction force characteristics Lmax, L1 to L5, and Ls shown in FIG. 6 are all vehicle speed-traction force characteristics when the accelerator operation amount is fully open.
- the operator can select a control mode related to traction force control by the mode selection unit 46.
- FIG. 7 shows control modes that can be selected by the mode selection unit 46. As shown in FIG. 7, the operator can select the MAX mode (first mode), the traction control mode (second mode), and the S mode (third mode) by the mode selection unit 46. On the display device 48 described above, information indicating the control mode selected by the mode selection unit 46 is displayed.
- the traction force of the vehicle is controlled so as to follow the vehicle speed-traction force characteristic Lmax shown in FIG.
- the maximum traction force in the MAX mode is the largest among all control modes. That is, the maximum traction force in the MAX mode is the maximum traction force that can be used in the vehicle. Therefore, in the MAX mode, the fuel consumption is inferior compared to other control modes, but it is possible to work at a high output.
- the maximum traction force Lmax is smaller than the maximum traction force in the MAX mode. Thereby, generation
- the traction force in the traction control mode is smaller than the traction force in the MAX mode.
- the predetermined low speed region is a region where the vehicle speed is 0 or more and less than the speed VPth.
- the predetermined low-speed area is a speed area used at the time of work such as excavation or loading. The speed VPth may vary depending on the level of traction force.
- Traction force in the traction control mode is the same as the traction force in the MAX mode in the medium / high speed region of the speed VPth or higher.
- the traction force in the traction control mode may not be completely the same as the traction force in the MAX mode or may be slightly different in the medium / high speed region of the speed VPth or higher.
- the upper limit of the motor capacity is set smaller than that in the MAX mode. Accordingly, for the same vehicle speed, the pump discharge amount in the traction control mode may be smaller than the pump discharge amount in the MAX mode. Therefore, the engine rotational speed in the traction control mode is smaller than the engine rotational speed in the MAX mode for the same vehicle speed. Thereby, in the traction control mode, fuel consumption can be improved compared to the MAX mode. Further, as will be described later, the fuel consumption can also be improved by controlling the capacity of the traveling pump 16.
- Traction control mode has level selection mode and auto mode.
- the input device 47 includes a traction control setting unit 51 (hereinafter referred to as “TC setting unit 51”).
- the TC setting unit 51 sets one of the level selection mode and the auto mode as a control mode in the traction control mode. That is, the operator can set the control mode executed when the traction control mode is selected by the mode selection unit 46 to either the level selection mode or the auto mode.
- the maximum traction force is controlled so as to have a preset magnitude from the maximum traction force of a plurality of levels.
- the input device 47 includes a traction force setting unit 52 that sets the magnitude of the maximum traction force.
- the vehicle body controller 15 sets the maximum traction force to the magnitude set by the traction force setting unit 52.
- FIG. 8 is an operation screen of the traction force setting unit 52 displayed on the input device 47.
- the tractive force setting unit 52 can set the maximum tractive force in five levels from the first level to the fifth level.
- the vehicle body controller 15 sets the upper limit of the motor capacity to M1, which is smaller than Max, as shown in FIG. Thus, the traction force of the vehicle is controlled so as to follow the vehicle speed-traction force characteristic L1 shown in FIG. Similarly, when the second to fifth levels are set, the vehicle body controller 15 sets the upper limit of the motor capacity to M2 to M5 shown in FIG. 5, respectively. Thus, the traction force of the vehicle is controlled so as to follow the vehicle speed-traction force characteristics L2 to L5 shown in FIG.
- the vehicle body controller 15 determines the work phase of the vehicle and controls the maximum traction force according to the determined work phase. For example, when all of the following determination conditions (a1) to (a4) are satisfied, the vehicle body controller 15 determines that the slip is likely to occur during excavation, and reduces the maximum traction force.
- the condition (a1) indicates that the load on the traveling motor 17 is large.
- Condition (a2) indicates that the vehicle is stopped or traveling at an extremely low speed.
- Condition (a3) indicates that the position of the boom 31 is low.
- Condition (a4) indicates that a large load is applied to the work machine 3. Satisfying the condition (a1) and the condition (a2) indicates a state where the vehicle is about to travel by driving the travel motor 17 but the vehicle can hardly proceed. Satisfying the condition (a3) and the condition (a4) indicates that the work by the work implement 3 is being performed in a state where the boom 31 is disposed at a low position, that is, excavation is being performed. ing.
- the vehicle body controller 15 reduces the upper limit of the capacity of the travel motor 17 so as to automatically reduce the maximum traction force in the above situation.
- the vehicle body controller 15 may reduce the upper limit of the throttle opening. That is, the vehicle body controller 15 may reduce the traction force by reducing the throttle opening to be smaller than the throttle opening set by operating the accelerator operation member 44.
- the vehicle body controller 15 is in a situation where the vehicle is traveling without using the work implement 3 when all of the following determination conditions (b1) to (b3) are satisfied.
- Judge that there is. (B1) Boom angle ⁇ predetermined angle threshold d2 (B2) Cylinder pressure ⁇ predetermined pressure threshold p3 (B3) PPC pressure ⁇ predetermined pressure threshold p4 Condition (b1) indicates that the position of the boom 31 is low.
- the condition (b2) indicates that the load applied to the boom 31 is small.
- the condition (b3) indicates that the work implement operating member 41 is not operated or is hardly operated.
- the vehicle body controller 15 increases the capacity of the traveling pump 16 so that the absorption torque line of the traveling pump 16 is changed from LPmax to LP1, as shown in FIG.
- LPmax indicates the absorption torque of the traveling pump 16 in the MAX mode.
- the absorption torque line LP1 can obtain the same traction force even when the engine speed is lower than that of the absorption torque line LPmax. Thereby, it can drive
- the vehicle body controller 15 may control the drive system 6 in the MAX mode when it is determined that the work phase is “pick up”. “Raising” means an operation of raising and lifting the boom 31 while loading a load on the bucket 32. The vehicle body controller 15 determines that the work phase is “scraping up” when the excavation conditions (a1), (a2), and (a4) are satisfied and the boom angle is larger than a predetermined angle threshold. .
- the traction force of the vehicle is controlled so as to follow the vehicle speed-traction force characteristic Ls shown in FIG.
- the traction force when the vehicle speed is the speed VP5 is smaller than the maximum traction force in the traction control mode.
- the speed VP5 is a speed at which the traction force becomes maximum in the vehicle speed-traction force characteristic L5 in the traction control mode.
- the vehicle body controller 15 performs control to increase the maximum capacity of the travel motor 17 as the vehicle speed decreases in a low speed region where the vehicle speed is equal to or less than a predetermined threshold.
- a predetermined threshold value Va the maximum capacity of the travel motor 17 is assumed to be constant at Ma.
- the threshold value Va is a value that approximates the speed at which the traction force becomes maximum, such as the speed VP5 described above.
- a vehicle speed-traction force characteristic Ls that decreases substantially monotonously can be obtained.
- the speed at which the traction force is maximum is zero or near zero.
- the speed near zero is, for example, about 1 km / h.
- Such a vehicle speed-traction force characteristic Ls can suppress the occurrence of slip immediately after starting to move. Thereby, the slip suppression effect in the situation where the traveling wheels 4 are likely to slip, such as on snow, can be further improved.
- the capacity of the traveling pump 16 may be controlled by electronically controlling the capacity of the traveling pump 16. Alternatively, the capacity of the traveling pump 16 may be controlled by limiting the upper limit of the throttle opening.
- FIG. 11 is a perspective view of the mode selection unit 46.
- the mode selection unit 46 is a switch that can be operated at three positions. More specifically, the mode selection unit 46 selects the MAX mode selection position (hereinafter referred to as “MAX position”), the traction control mode selection position (hereinafter referred to as “TC position”), and the S mode selection position. (Hereinafter referred to as “S position”).
- the mode selection unit 46 is provided to be swingable between the MAX position and the S position with the TC position as the center.
- the mode selection unit 46 is a momentary operation type switch. That is, as indicated by an arrow in FIG. 12A, while the operator is pressing the MAX position, the selection position of the mode selection unit 46 is maintained at the MAX position. However, if the operator does not press the MAX position, the selection position of the mode selection unit 46 automatically returns from the MAX position to the TC position as shown in FIG.
- the mode selection unit 46 is an alternate operation type switch. That is, when the operator presses the S position, the selection position of the mode selection unit 46 is held at the S position as shown in FIG. When the operator presses the TC position, the selection position of the mode selection unit 46 is held at the TC position as shown in FIG. 12B even if the TC position is not pressed thereafter. Thus, in the mode selection unit 46, the selected position is selectively held at either the TC position or the S position.
- the vehicle body controller 15 starts control of the drive system 6 in the traction control mode. That is, the vehicle body controller 15 starts control of the drive system 6 in the traction control mode when the vehicle is started. Therefore, even if the control mode when the start switch 43 was previously turned off is the MAX mode, the control mode is set to the traction control mode when the start switch 43 is turned on next time.
- the input device 47 has a mode holding setting unit 53.
- the mode hold setting unit 53 sets the control mode selected by the mode selection unit 46 to be held when the vehicle is started.
- FIG. 13 is an operation screen of the mode holding setting unit 53 displayed on the input device 47.
- the mode holding setting unit 53 can set ON / OFF of the selection holding function of the control mode. When the control mode selection hold function is set to OFF, the control mode when the start switch 43 was previously turned off is the MAX mode, but when the start switch 43 is turned on next time, the control is performed. The mode is set to the traction control mode.
- control mode selection hold function When the control mode selection hold function is set to ON, the control mode when the start switch 43 was previously turned off is maintained. That is, when the control mode when the start switch 43 is turned off last time is the MAX mode, the control mode is set to the MAX mode when the start switch 43 is turned on next time. If the control mode when the start switch 43 was previously turned off is the traction control mode, the next time the start switch 43 is turned on, the control mode is set to the traction control mode. The control mode when the start switch 43 was turned off last time is stored in the memory of the vehicle body controller 15.
- the vehicle body controller 15 switches the control mode according to the operation signal from the mode selection unit 46. That is, the vehicle body controller 15 acquires an operation signal from the mode selection unit 46 and controls the drive system 6 according to the control mode selected by the mode selection unit 46.
- the control mode is switched from the traction control mode to the MAX mode.
- the mode selection unit 46 is automatically returned to the TC position after being operated to the MAX position, but the control mode is maintained in the MAX mode.
- the control mode is switched from the MAX mode to the traction control mode.
- the control mode is alternately switched between the traction control mode and the MAX mode each time the mode selection unit 46 is operated to the MAX position.
- the vehicle body controller 15 switches the control mode to the S mode.
- the start switch 43 is turned on and the selection position of the mode selection unit 46 is the S position
- the vehicle body controller 15 starts control of the drive system 6 in the S mode.
- the mode selection unit 46 is operated from the S position to the TC position after the vehicle is started, the vehicle body controller 15 switches the control mode from the S mode to the traction control mode.
- the traction control mode is either the level selection mode or the auto mode. That is, when the auto mode is set by the TC setting unit 51, the auto mode is executed as the traction control mode. When the level selection mode is set by the TC setting unit 51, the level selection mode is executed as the traction control mode.
- the control mode selection hold function cannot be used. That is, when the start switch 43 is turned off last time and the control mode is the level selection mode, the next time the start switch 43 is turned on, the drive system 6 is controlled in the level selection mode. Be started.
- FIG. 14 is a flowchart showing a process for switching the control mode when the vehicle is started. In the following description, it is assumed that the auto mode is selected as the traction control mode.
- step S ⁇ b> 101 the vehicle body controller 15 acquires an operation signal from the mode selection unit 46.
- step S102 the vehicle body controller 15 determines whether or not the selection position of the mode selection unit 46 is the TC position. When the selection position of the mode selection unit 46 is the TC position, the process proceeds to step S103.
- step S103 the vehicle body controller 15 determines whether or not the control mode selection holding function is off.
- step S104 the vehicle body controller 15 sets the control mode to the traction control mode.
- step S105 the vehicle body controller 15 sets the control mode to the control mode when the vehicle was previously stopped. That is, the vehicle body controller 15 sets the control mode to the control mode when the start switch 43 is turned off.
- the vehicle body controller 15 sets the control mode to the S mode in step S106. .
- FIG. 15 is a flowchart showing a process for switching the control mode after the vehicle is started. Here, it is assumed that the control of the drive system 6 is started in the traction control mode.
- step S201 the vehicle body controller 15 acquires an operation signal from the mode selection unit 46.
- step S202 the vehicle body controller 15 determines whether or not the selection position of the mode selection unit 46 is a TC position. When the selection position of the mode selection unit 46 is the TC position, the process proceeds to step S203.
- step S203 the vehicle body controller 15 determines whether or not the mode selection unit 46 has been operated to the MAX position.
- the control mode is switched in step S204.
- the control mode is alternately switched between the traction control mode and the MAX mode.
- step S202 when the selection position of the mode selection unit 46 is not the TC position, that is, when the selection position of the mode selection unit 46 is the S position, in step S205, the vehicle body controller 15 switches the control mode to the S mode.
- the control of the drive system 6 is performed in the traction control mode when the next vehicle starts after the vehicle is stopped. Is started. That is, the traction control mode is set as a default control mode when the vehicle is started. Therefore, the drive system 6 can be controlled in the traction control mode with good fuel efficiency even if the operator does not operate the mode selection unit 46 when starting the vehicle. Thereby, fuel consumption can be improved.
- turning on the control mode selection holding function may start the vehicle operation in the control mode when the start switch 43 was previously turned off. it can. Therefore, for example, when the operator wants to always use the MAX mode, the control mode selection holding function may be turned on. Thus, the operation of the vehicle can be started in the MAX mode without operating the mode selection unit 46 when the vehicle is started.
- the maximum traction force is adjusted according to the work situation. Further, during work requiring high output such as “scraping up”, the maximum traction force is automatically increased to the same level as in the MAX mode. As a result, fuel efficiency can be improved during work that does not require a large output, and a large output can be easily obtained when necessary.
- HST is cited as an example of the power transmission device 13.
- the power transmission device is not limited to HST but may be different.
- the power transmission device 13 may include a torque converter 61 and a transmission 62 that transmit driving force from the engine 11 to the traveling wheels 4.
- the transmission 62 may have a plurality of hydraulic clutches and a plurality of transmission gears.
- the speed stage of the power transmission device 13 may be controlled by controlling the plurality of hydraulic clutches by the vehicle body controller 15.
- the maximum traction force may be adjusted by controlling the engine 11.
- the maximum traction force may be adjusted by changing the engine torque characteristics, controlling the engine rotation speed, or controlling the maximum throttle opening.
- the configuration of the HST is not limited to that of the above embodiment, and may be changed.
- the HST may have two traveling motors.
- the start of the vehicle means the time when the start switch 43 is turned on.
- the vehicle may be started when the engine 11 is started.
- the vehicle may be started when the control system 7 of the wheel loader 1 is activated.
- the stoppage of the vehicle may mean that the start switch 43 is turned off.
- stopping the operation of the vehicle may mean that the engine 11 is stopped.
- the operation stop of the vehicle may mean that the control system 7 of the wheel loader 1 is shut down.
- the MAX mode is exemplified as the first mode
- the traction control mode is exemplified as the second mode.
- the first mode and the second mode are not limited to these control modes, and may be changed.
- the first mode may be a control mode in which the maximum traction force is smaller than the maximum.
- the S mode is exemplified as the third mode, but a different mode may be used. Alternatively, the S mode may be omitted.
- the traction control mode has an auto mode and a level selection mode, but it may be only one of them.
- the mode holding setting unit 53 may be omitted.
- the configuration of the mode selection unit 46 is not limited to that of the above embodiment, and may be changed.
- the mode selection unit 46 may be an alternate operation type switch.
- the mode selection unit 46 may be configured by a plurality of switches.
- a switch operable at the MAX position and the TC position and a switch capable of turning on / off the S position may be provided separately.
- the control mode may be the first mode immediately after the start of the vehicle, and may be switched to the second mode after a predetermined time has elapsed.
- the start of the vehicle in which the control of the drive system is started in the second mode may be the start of traveling of the vehicle.
- the start of the vehicle in which the control of the drive system is started in the second mode may be at the start of the operation of the work implement 3.
- fuel efficiency can be improved in a wheel loader.
Abstract
Description
(a1)駆動回路圧>所定の圧力閾値p1
(a2)車速<所定の速度閾v1
(a3)ブーム角<所定の角度閾値d1
(a4)シリンダ圧>所定の圧力閾値p2
条件(a1)は、走行モータ17への負荷が大きいことを示している。条件(a2)は、車両が停止しているか或いは極低速で走行していることを示している。条件(a3)は、ブーム31の位置が低いことを示している。条件(a4)は、作業機3に大きな負荷がかかっていることを示している。条件(a1)及び条件(a2)を満たすことは、車両が走行モータ17を駆動して走行しようとしているが、車両がほとんど進むことができない状態を示している。また、条件(a3)及び条件(a4)を満たすことは、ブーム31が低い位置に配置された状態で、作業機3による作業が行われていること、すなわち掘削が行われていることを示している。
(b1)ブーム角<所定の角度閾値d2
(b2)シリンダ圧<所定の圧力閾値p3
(b3)PPC圧<所定の圧力閾値p4
条件(b1)は、ブーム31の位置が低いことを示している。条件(b2)は、ブーム31に掛かっている負荷が小さいことを示している。条件(b3)は、作業機操作部材41が操作されていない、或いは殆ど操作されていないことを示している。
Claims (13)
- 走行輪と、
エンジンと、前記エンジンからの駆動力によって前記走行輪を回転駆動する動力伝達装置と、前記エンジンによって駆動される作業機ポンプと、を有する駆動系と、
前記作業機ポンプから吐出される作動油によって駆動される作業機と、
所定の第1モードと、前記第1モードよりも牽引力を小さく制御する第2モードとを含む複数のモードから選択された制御モードを示す操作信号を生成するモード選択部と、
前記モード選択部からの前記操作信号を取得し、選択された前記制御モードに従って前記駆動系を制御し、車両の始動時には前記第2モードにて前記駆動系の制御を開始する制御部と、
を備えるホイールローダ。 - 前記第1モードでの最大牽引力は、全ての前記制御モードのなかで最も大きい、
請求項1に記載のホイールローダ。 - 前記制御部は、前記車両の作業局面を判定し、
前記制御モードが前記第2モードである場合、前記制御部は、判定された前記作業局面に応じて、前記最大牽引力を制御する、
請求項1又は2に記載のホイールローダ。 - 最大牽引力の大きさを設定する牽引力設定部をさらに備え、
前記制御モードが前記第2モードである場合、前記制御部は、前記最大牽引力を、前記牽引力設定部によって設定された大きさとする、
請求項1又は2に記載のホイールローダ。 - 前記エンジンを始動するための始動スイッチをさらに備え、
前記制御部は、前記始動スイッチがオンされたときに、前記第2モードにて前記駆動系の制御を開始する、
請求項1から4のいずれかに記載のホイールローダ。 - 前記モード選択部によって選択された前記制御モードが前記車両の始動時に保持されるように設定するモード保持設定部をさらに備える、
請求項1から5のいずれかに記載のホイールローダ。 - 前記第2モードでは、車速が所定の第1速度であるときに牽引力が最大となり、
前記複数のモードは、第3モードをさらに含み、
車速が前記第1速度であるときの前記第3モードでの牽引力は、前記第2モードでの最大牽引力より小さく、
前記モード選択部によって前記第3モードが選択されているときには、前記制御部は、前記車両の始動時に前記第3モードにて前記駆動系の制御を開始する、
請求項1から6のいずれかに記載のホイールローダ。 - 前記モード選択部は、前記第1モードの選択位置と前記第2モードの選択位置と前記第3モードの選択位置とに切り換え可能なスイッチであり、前記第1モードの選択位置から前記第2モードの選択位置に自動的に復帰し、前記第2モードの選択位置と前記第3モードの選択位置とのいずれかに選択的に保持される、
請求項7に記載のホイールローダ。 - 前記モード選択部は、前記第1モードの選択位置と前記第2モードの選択位置とに切り換え可能なスイッチであり、前記第1モードの選択位置から前記第2モードの選択位置に自動的に復帰する、
請求項1から7のいずれかに記載のホイールローダ。 - 前記動力伝達装置は、
前記エンジンによって駆動される走行ポンプと、
前記走行ポンプから吐出された作動油によって駆動され、前記走行輪を回転駆動する油圧モータと、
を有する、
請求項1から9のいずれかに記載のホイールローダ。 - 前記動力伝達装置は、前記エンジンからの駆動力を前記走行輪に伝達するトルクコンバータ及び変速機を有する、
請求項1から9のいずれかに記載のホイールローダ。 - 所定の車速未満の速度領域において、前記第2モードの牽引力は、前記第1モードの牽引力よりも大きく、
前記所定の車速以上の速度領域において、前記第2モードの牽引力は、前記第1モードの牽引力と同じである、
請求項1から11のいずれかに記載のホイールローダ。 - 所定の第1モードと、前記第1モードよりも牽引力を小さく制御する第2モードとを含む複数のモードから選択された制御モードを示す操作信号を取得するステップと、
選択された前記制御モードに従って、駆動系を制御するステップと、
車両の始動時には前記第2モードにて前記駆動系の制御を開始するステップと、
を備えるホイールローダの制御方法。
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EP15785044.7A EP3273110B1 (en) | 2015-09-16 | 2015-09-16 | Wheel loader, and control method for same |
JP2015549887A JP6198846B2 (ja) | 2015-09-16 | 2015-09-16 | ホイールローダ及びその制御方法 |
PCT/JP2015/076287 WO2016043222A1 (ja) | 2015-09-16 | 2015-09-16 | ホイールローダ及びその制御方法 |
CN201580000730.4A CN106133409B (zh) | 2015-09-16 | 2015-09-16 | 轮式装载机及其控制方法 |
US14/889,489 US9631345B2 (en) | 2015-09-16 | 2015-09-16 | Wheel loader and control method thereof |
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