WO2016084974A1 - 作業車両の原動機制御装置 - Google Patents
作業車両の原動機制御装置 Download PDFInfo
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- WO2016084974A1 WO2016084974A1 PCT/JP2015/083558 JP2015083558W WO2016084974A1 WO 2016084974 A1 WO2016084974 A1 WO 2016084974A1 JP 2015083558 W JP2015083558 W JP 2015083558W WO 2016084974 A1 WO2016084974 A1 WO 2016084974A1
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- speed
- mode
- speed ratio
- rotational speed
- prime mover
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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
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
- B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
- B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
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- 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
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
- B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
- B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
- B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
- F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
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- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/0205—Circuit arrangements for generating control signals using an auxiliary engine speed control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H59/70—Inputs being a function of gearing status dependent on the ratio established
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/74—Inputs being a function of engine parameters
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
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- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2023/00—Signal processing; Details thereof
- F01P2023/08—Microprocessor; Microcomputer
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
- F02D2200/501—Vehicle speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/604—Engine control mode selected by driver, e.g. to manually start particle filter regeneration or to select driving style
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/12—Engine control specially adapted for a transmission comprising a torque converter or for continuously variable transmissions
Definitions
- the present invention relates to a prime mover control device used for a work vehicle.
- the engine speed limiting device described in Patent Document 1 has a state in which the engine speed is largely limited and a state in which the restriction is relaxed, and switches between two states according to a predetermined condition.
- a prime mover control device for a work vehicle is a prime mover control device for a work vehicle that transmits the rotation of the prime mover to a wheel via a torque converter and a transmission, according to an operation amount of an accelerator pedal.
- a speed control unit that controls the speed of the prime mover, a speed ratio calculation unit that calculates a speed ratio between the input shaft and the output shaft of the torque converter, and a speed ratio calculated by the speed ratio calculation unit in advance
- the maximum speed of the prime mover is set to the maximum speed when the speed ratio is larger and the speed ratio is smaller than the preset speed ratio range.
- the maximum speed of the prime mover is changed to a maximum speed that is higher than the limited maximum speed that is limited to be lower by the speed limiter.
- the maximum engine speed suitable for the traveling load can be set.
- FIG. 1 is a side view of a wheel loader that is an example of a work vehicle to which the prime mover control device according to the present embodiment is applied.
- the wheel loader 100 includes a front vehicle body 110 having an arm 111, a bucket 112, tires 6 and the like, and a rear vehicle body 120 having a driver's cab 121, an engine compartment 122, tires 6 and the like.
- the front vehicle body 110 and the rear vehicle body 120 are rotatably connected to each other by a center pin 101, and the front vehicle body 110 is refracted left and right with respect to the rear vehicle body 120 by expansion and contraction of a steering cylinder (not shown).
- the bucket 112 is moved up and down by the lift arm cylinder 114 and rotated by the bucket cylinder 115.
- FIG. 2 is a block diagram relating to speed control and shift control of the wheel loader 100.
- the wheel loader 100 shifts the output of the torque converter 2, the controller 10 which is the center of control, the engine 1 whose rotational speed is controlled by the controller 10, the torque converter 2 which transmits the power of the engine 1 to the transmission 3.
- a transmission 3, a transmission control device 11 that controls the speed stage of the transmission 3, and an axle 5 and a propeller shaft 4 that apply driving force to the tire 6 by the output of the transmission 3 are provided.
- the controller 10 includes an accelerator pedal angle sensor 12a for detecting the depression angle of the accelerator pedal 12, a brake pedal angle sensor 13a for detecting the depression angle of the brake pedal 13, and a shift mode selection switch 7 for switching between automatic shift and manual shift.
- the shaft speed sensor 15 and the vehicle speed sensor 16 are connected by a signal line, and signals are input from these devices.
- the controller 10 includes a CPU, a ROM, a flash memory, and a RAM.
- the ROM stores a mode determination program 10a, a rotation speed determination program 10b, and a restriction mode that can be rewritten as needed by the mode determination program 10a.
- the restriction mode is any one of modes A to C, and the restriction mode is set to A immediately after the controller 10 is activated.
- the controller 10 executes the mode determination program 10a and the rotation speed determination program 10b every predetermined time, for example, every second, and controls the rotation speed of the engine 1.
- the mode determination program 10a refers to the outputs of the torque converter input shaft rotational speed sensor 14 and the torque converter output shaft rotational speed sensor 15 to grasp the operation state of the wheel loader 100, and sets the limit mode to any one of A to C. Determine and write to the RAM of the controller 10.
- the rotational speed determination program 10b uses the accelerator pedal angle sensor 12a, the limit selection switch 18, the output of the torque converter input shaft rotational speed sensor 14, the output of the torque converter output shaft rotational speed sensor 15, and the limiting mode stored in the RAM. Thus, the target rotational speed of the engine 1 is calculated.
- the engine 1 is controlled in its rotational speed by the controller 10 and transmits the engine output to the torque converter 2.
- the rotational speed of the engine 1 is measured by the engine rotational speed sensor 1 a and the measured value is output to the controller 10.
- the torque converter 2 is a fluid clutch including an impeller, a turbine, and a stator, and the rotation of the engine 1 is transmitted to the transmission 3 via the torque converter 2.
- the torque converter 2 has a function of increasing the output torque with respect to the input torque.
- the torque converter speed ratio also represents the magnitude of the load. For example, when the traveling load increases due to the wheel loader 100 starting to climb a hill with the engine speed being constant, the output shaft speed, that is, the vehicle speed is reduced. However, the torque converter speed ratio becomes small.
- Detection signals from the torque converter input shaft rotational speed sensor 14 that measures the input shaft rotational speed Ni and the torque converter output shaft rotational speed sensor 15 that measures the output shaft rotational speed Nt are output to the controller 10.
- the transmission 3 is an automatic transmission having a solenoid valve corresponding to each speed stage, and shifts the output of the torque converter 2 and transmits it to the propeller shaft 4. These solenoid valves are driven by the transmission control device 11, and the speed stage is changed between the first speed to the second speed and the reverse speed.
- the propeller shaft 4 transmits the output of the transmission 3 to the tire 6 via the axle 5, and the wheel loader 100 travels.
- the rotation speed of the propeller shaft 4, that is, the vehicle speed is measured by the vehicle speed sensor 16 and output to the controller 10.
- the accelerator pedal 12 is operated by an operator, and the amount of depression is measured by the accelerator pedal angle sensor 12a and output to the controller 10.
- the forward / reverse selector switch 9 is operated by an operator and transmits a change in the traveling direction of the wheel loader 100 to the controller 10.
- the shift switch 8 is operated by an operator and transmits an instruction to change the speed stage of the transmission 3 by the operator to the transmission control device 11 through the controller 10.
- the transmission mode selection switch 7 is operated to be “automatic” or “manual” by the operator, and outputs to the controller 10 whether the speed stage of the transmission 3 is changed by the controller 10 or the shift switch 8.
- the restriction selection switch 18 is operated to “normal” or “restricted” by the operator, and outputs to the controller 10 whether or not to limit the rotational speed of the engine 1.
- the controller 10 controls the engine speed in accordance with the depression angle detected by the accelerator pedal angle sensor 12a.
- the limit selection switch 18 outputs “limited”, the maximum speed calculated by the speed determination program 10b.
- the rotation speed is set as the upper limit.
- the transmission control device 11 changes the speed stage of the transmission 3 based on the control command received from the controller 10.
- FIG. 3 is a diagram schematically showing the shift control by the controller 10.
- the horizontal axis in FIG. 3 represents the torque converter speed ratio e, and the vertical axis represents the speed stage. The higher the speed stage, the faster the operation is possible. However, when the speed stage becomes higher, the torque may decrease and the required driving force may not be obtained.
- the speed stage is the first speed
- the torque converter speed ratio reaches a predetermined value eu, for example, 0.8
- the speed stage is increased to the second speed. Since the torque decreases when the speed stage is increased, the torque converter speed ratio decreases to eu0, for example, 0.35.
- the speed stage is 2nd speed and the torque converter speed ratio decreases to a predetermined value ed, for example, 0.3
- the speed stage is lowered to 1st speed.
- the torque increases, and the torque converter speed ratio increases to ed0, for example, 0.75.
- the difference between the torque converter speed ratio immediately after increasing the speed stage, that is, eu0, and the predetermined torque converter speed ratio ed that serves as a reference for decreasing the speed stage should not be too small. And ed values are set.
- the rotational speed determination program 10b is the highest engine 1 based on the torque converter speed ratio calculated from the outputs of the torque converter input shaft rotational speed sensor 14 and the torque converter output shaft rotational speed sensor 15 and the restriction mode stored in the RAM of the controller 10.
- the rotational speed (hereinafter referred to as “maximum rotational speed”) is determined as follows.
- the engine speed shown below has a relationship of R4 ⁇ R3 ⁇ R2 ⁇ R1, and the torque converter speed ratio has a relationship of 0 ⁇ e1 ⁇ e2 ⁇ e23 ⁇ e3 ⁇ 1.
- ed and eu shown in FIG. 3 have a relationship of ed ⁇ e1 ⁇ e2 ⁇ eu.
- the range of e1 ⁇ e ⁇ e2 in which the torque converter speed ratio e is set in advance corresponds to the time when the wheel loader 100 is climbing a slope.
- the range where the torque converter speed ratio e is smaller than the previously set speed ratio range (e1 ⁇ e ⁇ e2) and 0 ⁇ e ⁇ e1 corresponds to the time of excavation work or dosing work of the wheel loader 100.
- the range in which the torque converter speed ratio e is larger than the preset speed ratio range (e1 ⁇ e ⁇ e2) and e3 ⁇ e ⁇ 1 corresponds to the case where the wheel loader 100 travels on a flat road at a high speed. .
- FIGS. 4A and 4B are diagrams showing the relationship between the torque converter speed ratio and the maximum rotation speed when the limit selection switch 18 is set to “limited”.
- FIG. 4A shows mode A
- FIG. 4B shows mode B
- (C) shows mode C
- (d) shows the correlation of each mode. 4A to 4D
- the horizontal axis represents the torque converter speed ratio
- the vertical axis represents the maximum rotational speed.
- the maximum rotational speed is constant at N0 when the torque converter speed ratio e is in the range of 0 ⁇ e ⁇ e1
- the maximum rotational speed is when the torque converter speed ratio e is in the range of e1 ⁇ e ⁇ e2.
- the torque converter speed ratio e is larger than the maximum speed N0 of the engine 1 when the small torque converter speed ratio e is in the range of 0 ⁇ e ⁇ e1 and the preset speed ratio range (e1 ⁇ e ⁇ e2).
- the maximum engine speed R4 of the engine 1 is set so as to be lower than the maximum engine speed R2 of the engine 1 when e3 ⁇ e ⁇ 1. Since the rotational speed N0 is adjusted according to the characteristics of the individual wheel loader 100, the magnitude relationship with R3 and R4 varies from individual to individual. The reason why the maximum rotational speed is constant in the range of e3 ⁇ e is to prevent the rotational speed of the engine 1 from fluctuating due to slight load fluctuations when traveling at a constant high speed. .
- the maximum rotational speed is constant at N0 when the torque converter speed ratio e is in the range of 0 ⁇ e ⁇ e1, and the maximum rotational speed is when the torque converter speed ratio e is in the range of e1 ⁇ e ⁇ e23.
- Is constant at R3 and when the torque converter speed ratio e is in the range of e23 ⁇ e ⁇ e3, the maximum rotational speed increases from R3 to R2 as the torque converter speed ratio increases, and is highest in the range of the torque converter speed ratio e of e3 ⁇ e ⁇ 1.
- the rotation speed is constant at R2. As shown in FIG.
- the maximum rotational speed is constant at N0 when the torque converter speed ratio e is in the range of 0 ⁇ e ⁇ e1, and the maximum rotational speed is when the torque converter speed ratio e is in the range of e1 ⁇ e ⁇ 1. Is constant at R1.
- FIG. 4D shows the correlation of each mode. Characteristics common to mode A and mode A and other modes are indicated by solid lines, characteristics of only mode B are indicated by two-dot chain lines, and characteristics of only mode C are indicated by one-dot chain lines.
- the torque converter speed ratio e is in the range of 0 ⁇ e ⁇ e1
- the maximum rotational speed is constant at N0 regardless of the mode.
- the torque converter speed ratio e is in the range of e1 ⁇ e ⁇ e23
- the maximum rotation speed of mode B is higher than the maximum rotation speed of mode A
- the maximum rotation speed of mode C is higher than the maximum rotation speed of mode B
- e e23
- the maximum number of revolutions in mode A and mode B is the same R3.
- the torque converter speed ratio e When the torque converter speed ratio e is in the range of e23 ⁇ e, the highest rotational speeds of mode A and mode B are the same, and the highest rotational speed of mode C is higher than that of modes A and B.
- R0 higher than R1 is the maximum rotation speed regardless of the torque converter speed ratio.
- the torque converter speed ratio e4 has a relationship of e3 ⁇ e4 and is used when the mode is changed.
- the controller 10 sets the maximum rotational speed to R4. Since the torque converter speed ratio becomes equal to or greater than e2 at time t3, the maximum rotational speed also increases after time t3. Since the torque converter speed ratio reaches e3 at time t4, the controller 10 sets the maximum rotational speed to R2, which is the highest rotational speed in mode A. Although the torque converter speed ratio increases after time t4, the maximum rotational speed is constant at R2.
- the controller 10 When the wheel loader 100 starts to climb uphill at time t5, the traveling load increases and the torque converter speed ratio starts to decrease.
- the controller 10 successively changes the maximum rotation speed from R2 to a smaller value.
- the maximum rotational speed is set to R4.
- the controller 10 enters the limit mode at time t8 when Ta has elapsed from time t7. A is changed to mode B. Accordingly, the maximum rotation speed is changed to R3.
- the controller 10 After the maximum rotational speed is set to R3, if the torque converter speed ratio continues and the state of e1 or more and less than e2 continues for a predetermined time Tb, the controller 10 enters the limit mode at time t9 when Tb has elapsed from time t8. From B to mode C, the maximum rotational speed is changed to R1. After time t9, the torque converter speed ratio repeatedly increases and decreases, but since the mode remains C, the maximum rotation speed is not changed from R1.
- the controller 10 After the torque converter speed ratio reaches e4 at time t10, if the torque converter speed ratio continues to be equal to or greater than e4 until a predetermined time Tc elapses, at time t11 when Tc has elapsed from time t10, the controller 10 The mode is changed from C to A. Accordingly, the maximum rotational speed is changed to R2. After time t11, the torque converter speed ratio is greater than e3 and less than e4, so the maximum rotational speed is not changed from R2.
- the controller 10 determines the maximum number of rotations using the limit mode and torque converter speed ratio stored in the RAM.
- the relationship between the torque converter speed ratio and the maximum rotational speed for each mode is as shown in FIG.
- mode A when the operation state in which the torque converter speed ratio e is e1 ⁇ e ⁇ e2 continues for a predetermined time Ta, the controller 10 changes the mode from A to B and accordingly changes the maximum rotational speed from R4 to R3. To do. That is, the controller 10 determines that the travel load is high and the engine output is insufficient because the low torque converter speed ratio continues for a predetermined time, and increases the maximum engine speed to increase the output of the engine 1.
- the controller 10 changes the mode from B to C and accordingly increases the maximum rotational speed. Change from R3 to R1. That is, when the state where the torque converter speed ratio is low continues, the controller 10 changes the mode from A to B and from B to C, raises the maximum rotational speed, increases the output of the engine 1, and finishes the work in a short time.
- the mode determination program 10a determines a restriction mode necessary for calculating the target rotational speed of the engine 1.
- the mode determination program 10a is stored in the ROM of the controller 10, and is expanded in the RAM of the controller 10 and executed by the CPU every predetermined time, for example, every second.
- the execution subject of each step described below is the CPU of the controller 10.
- step S201 the controller 10 reads the state of the restriction selection switch 18 operated by the operator, and determines whether or not “restricted” is set. If the controller 10 determines that “limited” is set, the process proceeds to step S202. If the controller 10 determines that it is not set to “restricted”, that is, is set to “normal”, the program whose operation is represented by FIG. 6 is terminated.
- step S202 the controller 10 reads the current mode stored in the RAM and determines which mode it is. If it is determined that the mode is A, the process proceeds to step S203. If it is determined that the mode is B, the process proceeds to step S209. If it is determined that the mode is C, the process proceeds to step S214. In step S203, the controller 10 starts counting by a timer and proceeds to step S204. In step S204, the controller 10 reads the outputs of the torque converter input shaft rotational speed sensor 14 and the torque converter output shaft rotational speed sensor 15, calculates the torque converter speed ratio, and proceeds to step S205.
- step S205 the controller 10 determines whether or not the torque converter speed ratio e calculated in step S204 satisfies e1 ⁇ e ⁇ e2. If it is determined that e1 ⁇ e ⁇ e2 is satisfied, the process proceeds to step S206.
- step S206 the controller 10 determines whether or not the timer t that has started counting from step S203 has elapsed for a time Ta, for example, 3 seconds or more. If the controller 10 determines that the time Ta or more has elapsed, the process proceeds to step S207.
- step S207 the controller 10 changes the restriction mode stored in the RAM from mode A to mode B, and proceeds to step S208.
- step S208 the controller 10 ends the time count started from step S203, S209, or S214, and ends the program whose operation is represented by the flowchart of FIG.
- step S205 if the controller 10 determines that the torque converter speed ratio e does not satisfy e1 ⁇ e ⁇ e2, the controller 10 ends the timer in step S208 and ends the program whose operation is represented by the flowchart of FIG.
- step S206 when the controller 10 determines that the timer t that has started counting from step S203 is less than the time Ta, the controller 10 returns to step S204.
- Steps S209 to S213 and steps S214 to S218 are steps that are executed when the restriction mode is determined to be mode B and mode C in step S202, respectively, and these processes are similar to the processes in steps S203 to S207. .
- Step S212 is different in that the threshold value in step S206 is changed to Tb.
- Step S213 is different in that the restriction mode is changed from mode B to mode C.
- Step S216 differs from Step S205 in that it determines whether the torque converter speed ratio e is equal to or greater than e4.
- Step S217 is different in that the threshold value in step S206 is changed to Tc.
- Step S218 is different in that the restriction mode is changed from mode C to mode A.
- the rotation speed determination program 10b for calculating the target rotational speed of the engine 1 will be described with reference to FIG.
- the rotation speed determination program 10b is stored in the ROM of the controller 10, and is expanded in the RAM of the controller 10 and executed by the CPU every predetermined time, for example, every second.
- the execution subject of each step described below is the CPU of the controller 10.
- step S301 the controller 10 reads the output of the accelerator pedal angle sensor 12a and proceeds to step S302.
- step S302 the controller 10 calculates the target engine speed Na of the engine 1 from the output of the accelerator pedal angle sensor 12a, and proceeds to step S303.
- the controller 10 reads the output of the restriction selection switch 18 operated by the operator, and determines whether it is “with restriction” or “normal”. If it is determined that it is “limited”, the process proceeds to step S304, and if it is determined that it is “normal”, the process proceeds to step S320.
- step S304 the controller 10 reads the outputs of the torque converter input shaft rotational speed sensor 14 and the torque converter output shaft rotational speed sensor 15, calculates the torque converter speed ratio, and proceeds to step S305.
- step S305 the controller 10 evaluates the magnitude of the torque converter speed ratio calculated in step S304. If it is determined that it is less than e1, the process proceeds to step S306. If it is determined that e1 is less than e2, the process proceeds to step S307. If it is determined that e2 is less than e3, the process proceeds to step S311. If YES, the process proceeds to step S315. For example, e1 to e4 are 0.4, 0.7, 0.9, and 0.95.
- step S306 the controller 10 assigns a predetermined constant N0 to the variable Nmax, and proceeds to step S318. If it is determined that the torque converter speed ratio is greater than or equal to e1 and less than e2, in step S307, the controller 10 reads the limit mode stored in the RAM and determines which limit mode it is. If it is determined that the restriction mode is mode A, the process proceeds to step S308. If it is determined that it is mode B, the process proceeds to step S309. If it is determined that it is mode C, the process proceeds to step S310.
- step S308 the controller 10 assigns a predetermined constant R4 to the variable Nmax, and proceeds to step S318.
- step S309 the controller 10 assigns a predetermined constant R3 to the variable Nmax, and proceeds to step S318.
- step S310 the controller 10 substitutes a predetermined constant R1 for the variable Nmax, and proceeds to step S318. If it is determined that the torque converter speed ratio is greater than or equal to e2 and less than e3, in step S311, the controller 10 reads the limit mode stored in the RAM and determines which limit mode it is. If it is determined that the restriction mode is mode A, the process proceeds to step S312, if it is determined that it is mode B, the process proceeds to step S313, and if it is determined that it is mode C, the process proceeds to step S314.
- step S312 the controller 10 substitutes the calculation result of the function f (e) for the variable Nmax, and proceeds to step S318.
- f (e) is an expression representing a straight line connecting (e2, R4) and (e3, R2) on a two-dimensional plane.
- step S313 the controller 10 substitutes the larger one of R3 or f (e) for the variable Nmax, and proceeds to step S318.
- step S314 the controller 10 substitutes a predetermined constant R1 for the variable Nmax, and proceeds to step S318.
- step S315 the controller 10 reads the mode stored in the RAM and determines which of the limit modes it is. If it is determined that the restriction mode is mode A or B, the process proceeds to step S316. If it is determined that the restriction mode is mode C, the process proceeds to step S317. In step S316, the controller 10 assigns a predetermined constant R2 to the variable Nmax, and proceeds to step S318. In step S317, the controller 10 substitutes a predetermined constant R1 for the variable Nmax, and proceeds to step S318.
- step S3108 the controller 10 determines whether or not the target rotational speed Na calculated in step S302 is larger than Nmax into which the value is substituted in steps S306 to S317.
- the process proceeds to step S319, and when it is determined that Nmax is equal to or less than Na, the process proceeds to step S320.
- step S319 the controller 10 substitutes Nmax for the target rotational speed N of the engine 1 and ends the program whose operation is represented by FIG.
- step S320 the controller 10 substitutes Na for the target rotational speed N of the engine 1 and ends the program whose operation is represented by FIG.
- the mode determination program 10a executed by the controller 10 calculates the torque converter speed ratio, determines the restriction mode as one of modes A to C, and stores it in the RAM.
- the restriction on the maximum rotational speed is relaxed in mode B than in mode A, and the restriction on the maximum rotational speed is relaxed in mode C than in mode B.
- the limit mode is changed to mode B if the torque converter speed ratio e continues for a predetermined time Ta or longer for e1 ⁇ e ⁇ e2.
- the limit mode is changed to mode C if the torque converter speed ratio e continues for a predetermined time Tb or longer for e1 ⁇ e ⁇ e2.
- the rotational speed determination program 10b executed by the controller 10 limits the maximum rotational speed of the engine 1 from the read restriction mode and the calculated torque converter speed ratio. Even if the torque converter speed ratio is constant, when the limit mode is changed from mode A to mode B and from mode B to mode C, the limitation on the rotational speed is relaxed. That is, when the torque converter speed ratio e satisfies e1 ⁇ e ⁇ e2 over a predetermined time or more, it is determined that the engine output is insufficient compared to the traveling load, and the engine 1 is changed by changing the limit mode. Relax the maximum speed limit.
- the controller 10 of the wheel loader 100 includes a rotation speed control unit (step S302 in FIG. 7) that controls the rotation speed of the engine 1 according to the operation amount of the accelerator pedal 12, and an input shaft and an output shaft of the torque converter 2.
- a speed ratio calculation unit (step S304 in FIG. 7) that calculates the speed ratio of the engine 1 and a rotation speed limiting unit (step S319 in FIG. 7) that limits the maximum rotation speed of the engine 1.
- the controller 10 takes modes A to C having different characteristics, that is, one of the first to third limiting states, and in mode A, that is, the first limiting state, the calculated speed ratio of 1 or less is
- Mode B that is, the second limit state
- Mode B the operation state in which the calculated speed ratio is greater than or equal to e1 and less than e2
- Mode C that is, the third limit state.
- the mode A when the operation state in which the calculated speed ratio is e4 or more continues for a predetermined time or longer, the mode A is changed to the mode A (step S202 in FIG. 6). S218).
- R3 which is the highest speed in mode B
- R4 which is the highest speed in mode A
- R2 which is the highest speed in mode C
- the controller 10 causes the speed ratio to exceed e2 in a short time if the traveling load is small, and therefore the controller 10 is allowed to travel without changing the restriction mode from mode A while the restriction on the rotational speed of the engine 1 is large. As the traveling load increases, the speed ratio is less likely to increase.
- the controller 10 changes the limit mode to mode B or mode C and relaxes the maximum speed limit. That is, the controller 10 can set the maximum rotational speed suitable for the traveling load in order to relax the limitation on the maximum rotational speed as time passes. Further, the amount of fuel consumption is small compared to the case where the maximum rotational speed is not limited, and the same work, for example, the climbing work, can be completed in a short time compared to the case where the maximum rotational speed is uniformly limited.
- the controller 10 In the operation state in which the calculated speed ratio is equal to or greater than e2, the controller 10 has a maximum rotational speed in mode B that is equal to or higher than the maximum rotational speed in mode A, and the maximum rotational speed in mode C is the maximum rotational speed in mode B. It is more than a number. Therefore, according to the limit mode in which the torque converter speed ratio e is determined in the range of e1 ⁇ e ⁇ e2, the maximum rotation speed is determined even in the region where the torque converter speed ratio is e2 or more, and the maximum rotation speed is not unnecessarily increased. . In other words, even in a region where the torque converter speed ratio is e2 or more, it is possible to set the maximum rotational speed suitable for the traveling load.
- the controller 10 does not depend on the magnitude of the calculated speed ratio, that is, in any operating state where the calculated speed ratio is equal to or greater than e3, in any of the restricted states of modes A to C. Regardless of how much the speed ratio is greater than e3, the maximum engine speed is constant. Therefore, in a state where the speed ratio is larger than e3 and the vehicle is traveling at a high speed, the maximum rotation speed of the engine 1 can be kept constant even if the traveling load slightly changes due to road surface undulations.
- the controller 10 In the operating state where the calculated speed ratio is equal to or greater than e1, the controller 10 continuously changes the maximum engine speed when the speed ratio changes in the same mode. Therefore, the operator does not feel discomfort or discomfort due to a sudden change in the rotational speed of the engine 1.
- the maximum rotational speed of the engine 1 in the operating state where the speed ratio e is e1 ⁇ e ⁇ e2 in the mode C is higher than the maximum rotational speed of the engine 1 in any speed ratio in the mode A. Therefore, in mode C where the traveling load is high, the maximum rotational speed of the engine 1 is greatly reduced, and the time required for work can be reduced, thereby reducing the burden on the operator.
- the restriction mode is changed only from mode A to B, mode B to C, and mode C to A, and not changed from mode B to A.
- the change of the restriction mode is not limited to this.
- the limit mode is mode B
- the limit mode may be changed to mode A if the state where the torque converter speed ratio is larger than a predetermined threshold continues for a predetermined time or longer.
- the controller 10 changes to the mode A when the operation state in which the calculated speed ratio is e23 or more continues for a predetermined time or more.
- the threshold value of the torque converter speed ratio for changing the limit mode from mode B to A may be at least larger than e2. In particular, if the threshold value is greater than or equal to e23, the maximum rotational speed takes a continuous value when the restriction mode is changed from mode B to mode A, and the operator may feel uncomfortable with changes in the rotational speed of the engine 1. Absent.
- FIG. 8 is a diagram illustrating an operation when the controller 10 uses the vehicle speed to control the speed stage.
- the horizontal axis in FIG. 8 represents the vehicle speed, and the vertical axis represents the speed stage.
- the controller 10 issues a command to the transmission control device 11 to set the speed stage to the second speed.
- the controller 10 issues a command for setting the speed stage to the first speed to the transmission control device 11.
- the controller 10 may control the speed stage using both the torque converter speed ratio and the vehicle speed.
- the controller 10 may issue a command to change the speed stage to the transmission control device 11 when the torque converter speed ratio satisfies a predetermined condition and the vehicle speed satisfies a predetermined condition.
- the controller 10 may issue a command to change the speed stage to the transmission control device 11 when the torque converter speed ratio satisfies a predetermined condition or when the vehicle speed satisfies a predetermined condition.
- FIG. 9 is a flowchart showing the operation of the program executed by the controller 10 instead of the program whose operation is shown in FIG. 7 in the embodiment described above in the third modification.
- the flowchart shown in FIG. 9 is different in that step S401 is newly provided between step S303 and step S304 of the flowchart shown in FIG.
- step S401 the controller 10 evaluates the current speed stage of the transmission 3, and if it is determined that the speed stage is 3rd speed or higher, the process proceeds to step S320, and if it is determined that the speed stage is 2nd speed or lower, step S401 is performed. The process proceeds to S304. That is, when the speed stage is set to the third speed or higher, the restriction selection switch 18 may always be regarded as being set to “normal” and processed.
- Mode 4 In the above-described embodiment, three restriction modes, modes A to C, are provided, but the number of restriction modes is not limited to this.
- the limiting mode is changed every time a predetermined time elapses, and the maximum rotational speed of the engine 1 is gradually limited. It may be made smaller.
- Controller motor control device
- Mode determination program rotation speed limiter
- rotational speed determination program rotational speed controller, speed ratio calculator, rotational speed limiter
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- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Transmission Device (AREA)
- Operation Control Of Excavators (AREA)
Abstract
Description
図1は、本実施の形態に係る原動機制御装置が適用される作業車両の一例であるホイールローダの側面図である。ホイールローダ100は、アーム111、バケット112、タイヤ6等を有する前部車体110と、運転室121、エンジン室122、タイヤ6等を有する後部車体120とで構成される。前部車体110と後部車体120はセンタピン101により互いに回動自在に連結され、ステアリングシリンダ(不図示)の伸縮により後部車体120に対し前部車体110が左右に屈折する。バケット112は、リフトアームシリンダ114により昇降され、バケットシリンダ115により回動される。
モード決定プログラム10aは、トルクコンバータ入力軸回転数センサ14およびトルクコンバータ出力軸回転数センサ15の出力などを参照してホイールローダ100の動作状態を把握し、制限モードをA~Cのいずれかに決定し、コントローラ10のRAMに書き込む。
エンジン1は、コントローラ10によりその回転数を制御され、トルクコンバータ2にエンジン出力を伝達する。エンジン1の回転数は、エンジン回転数センサ1aにより測定されて測定値がコントローラ10に出力される。
トランスミッション3は、各速度段に対応したソレノイド弁を有する自動変速機であり、トルクコンバータ2の出力を変速してプロペラシャフト4に伝達する。これらのソレノイド弁は、トランスミッション制御装置11によって駆動され、1速~2速、および後進の間で速度段が変更される。
アクセルペダル12は、オペレータにより操作され、その踏込量はアクセルペダル角度センサ12aにより測定されてコントローラ10に出力される。
前後進切り替えスイッチ9は、オペレータにより操作されホイールローダ100の進行方向の変更をコントローラ10に伝達する。
変速モード選択スイッチ7は、オペレータにより「自動」または「手動」に操作され、トランスミッション3の速度段の変更をコントローラ10とシフトスイッチ8のいずれにより行うかを、コントローラ10に出力する。
トランスミッション制御装置11は、コントローラ10から受信する制御指令に基づきトランスミッション3の速度段を変更する。
オペレータにより変速モード選択スイッチ7が「自動」に設定されると、トランスミッション3の速度段はコントローラ10により、ホイールローダ100の動作状態に基づき制御される。速度段の制御には、トルコン速度比を用いる方法と車速を用いる方法があるが、本実施の形態では以下のようにトルコン速度比を用いる。
図3は、コントローラ10による変速制御を模式的に表した図である。図3の横軸はトルコン速度比eを、縦軸は速度段を表している。速度段が高いほど高速な動作が可能であるが、速度段が高くなるとトルクが減少し必要な駆動力が得られない恐れがある。そのため、速度段が1速の場合にトルコン速度比が所定の値eu、たとえば0.8に達すると速度段を2速に上げる。速度段を上げるとトルクが減少するので、トルコン速度比はeu0、たとえば0.35まで減少する。速度段が2速の場合にトルコン速度比が所定の値ed、たとえば0.3にまで減少すると速度段を1速に下げる。速度段を下げるとトルクが増加し、トルコン速度比がed0、たとえば0.75に増加する。
変速のハンチング現象を防止するために、速度段を上げた直後のトルコン速度比、すなわちeu0と、速度段を下げる基準となる所定のトルコン速度比edとの差が小さくなりすぎないように、euとedの値が設定されている。
オペレータにより制限選択スイッチ18が「制限あり」に設定されると、エンジン1の回転数はホイールローダ100の動作状態に基づき以下のように制限される。回転数決定プログラム10bは、トルクコンバータ入力軸回転数センサ14およびトルクコンバータ出力軸回転数センサ15の出力から算出されるトルコン速度比と、コントローラ10のRAMに保存される制限モードからエンジン1の最高回転数(以下、「最高回転数」と呼ぶ)を以下のように決定する。
以下に示すエンジン回転数は、R4<R3<R2<R1の関係を有し、トルコン速度比は0<e1<e2<e23<e3<1の関係を有する。なお、図3に示したedおよびeuとは、ed<e1<e2<euの関係を有する。トルコン速度比eが予め設定したe1≦e<e2の範囲は、ホイールローダ100が坂道を登っている時などが該当する。上記予め設定した速度比の範囲(e1≦e<e2)に比べて小さいトルコン速度比eが0≦e<e1の範囲は、ホイールローダ100の掘削作業時やドージング作業時などが該当する。上記予め設定した速度比の範囲(e1≦e<e2)に比べて大きいトルコン速度比eがe3≦e≦1の範囲は、ホイールローダ100が平坦な道路を高速に走行する時などが該当する。
図4(a)に示すようにモードAでは、トルコン速度比eが0≦e<e1の範囲では最高回転数はN0で一定、トルコン速度比eがe1≦e<e2の範囲では最高回転数はR4で一定、トルコン速度比eがe2≦e<e3の範囲では最高回転数はトルコン速度比の増加に伴いR4からR2まで増加し、トルコン速度比eがe3≦e≦1の範囲では最高回転数はR2で一定である。このように、後述する回転数決定プログラム10bにおいては、トルコン速度比eが予め設定したe1≦e<e2の範囲にあるときには、上記予め設定した速度比の範囲(e1≦e<e2)に比べて小さいトルコン速度比eが0≦e<e1の範囲にあるときのエンジン1の最高回転数N0及び上記予め設定した速度比の範囲(e1≦e<e2)に比べて大きいトルコン速度比eがe3≦e≦1の範囲にあるときのエンジン1の最高回転数R2と比較して、エンジン1の最高回転数R4を低くなるように制限して設定してある。回転数N0は、ホイールローダ100の個体の特性に合わせて調整するため、R3およびR4との大小関係は個体ごとに異なる。e3≦eの範囲において最高回転数が一定となっているのは、高速に一定速で走行している際にわずかな負荷の変動によりエンジン1の回転数が変動することを防止するためである。
図4(c)に示すようにモードCでは、トルコン速度比eが0≦e<e1の範囲では最高回転数はN0で一定、トルコン速度比eがe1≦e≦1の範囲では最高回転数はR1で一定である。
なお、ここまでの説明において登場していないが、トルコン速度比e4はe3<e4の関係にありモード変更の際に使用される。
図5を用いて、制限選択スイッチ18が「制限あり」、変速モード選択スイッチ7が「自動」に設定されている場合の、最高回転数、トルコン速度比、モード、速度段の遷移を説明する。いずれのグラフも横軸は時間の進行を表しており、縦の点線で示す各グラフの時刻は一致している。
時刻t0において、ホイールローダ100は、ed<e<e1を満たすトルコン速度比、2速の速度段、モードAの制限モードにて動作している。トルコン速度比がe1未満なので、コントローラ10により最高回転数はN0に設定される。
最高回転数がR4に設定された後、トルコン速度比が継続してe1以上かつe2未満の状態が所定時間Ta継続すると、時刻t7からTaが経過した時刻t8において、コントローラ10により制限モードがモードAからモードBに変更される。それにともない最高回転数がR3に変更される。
時刻t9以降トルコン速度比は増減を繰り返すが、モードがCのままなので最高回転数はR1から変更されない。
図6を用いて、モード決定プログラム10aの動作を説明する。モード決定プログラム10aは、エンジン1の目標回転数の算出に必要な制限モードを決定する。モード決定プログラム10aは、コントローラ10のROMに格納されており、コントローラ10のRAMに展開されてCPUにより所定の時間ごと、たとえば1秒ごとに実行される。以下で説明する各ステップの実行主体は、コントローラ10のCPUである。
ステップS203において、コントローラ10は、タイマーによるカウントを開始させてステップS204に進む。
ステップS204において、コントローラ10は、トルクコンバータ入力軸回転数センサ14、およびトルクコンバータ出力軸回転数センサ15の出力を読み取り、トルコン速度比を算出してステップS205に進む。
ステップS206において、コントローラ10は、ステップS203からカウントを開始したタイマーtが時間Ta未満であると判断するとステップS204に戻る。
ステップS212は、ステップS206における閾値をTbに変更した点が異なる。ステップS213は、制限モードをモードBからモードCに変更する点が異なる。ステップS216は、トルコン速度比eがe4以上であるかを判断する点がステップS205と異なる。ステップS217は、ステップS206における閾値をTcに変更した点が異なる。ステップS218は、制限モードをモードCからモードAに変更する点が異なる。
図7を用いて、エンジン1の目標回転数を算出する回転数決定プログラム10bの動作を説明する。回転数決定プログラム10bは、コントローラ10のROMに格納されており、コントローラ10のRAMに展開されてCPUにより所定の時間ごと、たとえば1秒ごとに実行される。以下で説明する各ステップの実行主体は、コントローラ10のCPUである。
ステップS301において、コントローラ10は、アクセルペダル角度センサ12aの出力を読み込みステップS302に進む。
ステップS303において、コントローラ10は、オペレータにより操作される制限選択スイッチ18の出力を読み込み、「制限あり」であるか「通常」であるかを判断する。「制限あり」であると判断するとステップS304に進み、「通常」であると判断するとステップS320に進む。
ステップS305において、コントローラ10は、ステップS304において算出したトルコン速度比の大きさを評価する。e1未満であると判断する場合はステップS306に進み、e1以上e2未満であると判断する場合はステップS307に進み、e2以上e3未満であると判断する場合はステップS311に進み、e3以上であると判断する場合はステップS315に進む。たとえば、e1~e4は、0.4、0.7、0.9、0.95である。
トルコン速度比がe1以上e2未満であると判断するとステップS307では、コントローラ10は、RAMに保存されている制限モードを読み込み、いずれの制限モードであるかを判別する。制限モードがモードAであると判断する場合はステップS308に進み、モードBであると判断する場合はステップS309に進み、モードCであると判断する場合はステップS310に進む。
トルコン速度比がe2以上e3未満であると判断するとステップS311では、コントローラ10は、RAMに保存されている制限モードを読み込み、いずれの制限モードであるかを判別する。制限モードがモードAであると判断する場合はステップS312に進み、モードBであると判断する場合はステップS313に進み、モードCであると判断する場合はステップS314に進む。
ステップS316において、コントローラ10は、変数Nmaxに所定の定数R2を代入してステップS318に進む。ステップS317において、コントローラ10は、変数Nmaxに所定の定数R1を代入してステップS318に進む。
ステップS319において、コントローラ10は、エンジン1の目標回転数NにNmaxを代入して図7により動作が表されるプログラムを終了する。
ステップS320において、コントローラ10は、エンジン1の目標回転数NにNaを代入して図7により動作が表されるプログラムを終了する。
コントローラ10により実行されるモード決定プログラム10aは、トルコン速度比を算出して制限モードをモードA~Cのいずれかに決定し、RAMに保存する。モードAよりもモードBの方が最高回転数の制限が緩和されており、モードBよりもモードCの方が最高回転数の制限が緩和されている。制限モードがモードAに設定されている場合に、トルコン速度比eがe1≦e<e2を満たす状態が所定の時間Ta以上継続されると、制限モードがモードBに変更される。制限モードがモードBに設定されている場合に、トルコン速度比eがe1≦e<e2を満たす状態が所定の時間Tb以上継続されると、制限モードがモードCに変更される。
すなわち、トルコン速度比eが所定の時間以上にわたってe1≦e<e2に該当する場合は、走行負荷に比べてエンジンの出力が不足していると判断し、制限モードを変更することによってエンジン1の最高回転数の制限を緩和する。
(1)ホイールローダ100のコントローラ10は、アクセルペダル12の操作量に応じてエンジン1の回転数を制御する回転数制御部(図7のステップS302)と、トルクコンバータ2の入力軸と出力軸の速度比を算出する速度比算出部(図7のステップS304)と、エンジン1の最高回転数を制限する回転数制限部(図7のステップS319)とを備える。コントローラ10は、特性の異なるモードA~C、すなわち第1乃至第3の制限状態のいずれかの制限状態をとり、モードA、すなわち第1の制限状態において、算出された1以下の速度比がe1以上かつe2未満である動作状態が所定時間以上継続するとモードB、すなわち第2の制限状態に変更し、モードBにおいて、算出された速度比がe1以上かつe2未満である動作状態が所定時間以上継続するとモードC、すなわち第3の制限状態に変更し、モードCにおいて、算出された速度比がe4以上である動作状態が所定時間以上継続するとモードAに変更する(図6のステップS202~S218)。算出された速度比がe1以上かつe2未満である動作状態では、モードBにおける最高回転数であるR3はモードAにおける最高回転数であるR4より大きく、モードCにおける最高回転数であるR2はモードBにおける最高回転数であるR3より大きい。
そのため、トルコン速度比eがe1≦e<e2の範囲において決定された制限モードに応じて、トルコン速度比がe2以上の領域においても最高回転数を決定し、不必要に最高回転数を上げない。すなわち、トルコン速度比がe2以上の領域においても走行負荷に適した最高回転数に設定することができる。
そのため、速度比がe3よりも大きく、高速に走行している状態において、路面の起伏などにより走行負荷が多少変化してもエンジン1の最高回転数を一定に保つことができる。
そのため、オペレータがエンジン1の回転数が急激に変化することによる違和感や不快感を感じることがない。
(5)モードCにおいて速度比eがe1≦e<e2である動作状態のエンジン1の最高回転数は、モードAにおいていずれの速度比である場合のエンジン1の最高回転数よりも高い。
そのため、走行負荷が高いモードCではエンジン1の最高回転数を大きく緩和し、作業に要する時間を削減することで、オペレータの負担を軽減できる。
上述した実施の形態では、制限モードはモードAからB、モードBからC、モードCからAにのみ変更し、モードBからAへは変更しなかった。しかし制限モードの変更はこれに限定されない。制限モードがモードBの場合に、トルコン速度比が所定の閾値よりも大きい状態が所定の時間以上継続すると、制限モードをモードAに変更してもよい。
この変形例1によれば、以下の作用効果を奏する。
(1)コントローラ10は、モードBにおいて、算出された速度比がe23以上である動作状態が所定時間以上継続するとモードAに変更する。
制限モードをモードBからAに変更するトルコン速度比の閾値は少なくともe2より大きければよい。特に閾値がe23以上の値であれば、制限モードがモードBからAに変更された際に最高回転数が連続な値をとるので、オペレータがエンジン1の回転数の変化に違和感を感じることがない。
上述した実施の形態では、変速モード選択スイッチ7がオペレータにより「自動」に設定されていると、コントローラ10は、トルコン速度比の大きさを評価して速度段を制御したが、速度段の制御方法はこれに限定されない。
コントローラ10は、車速センサ16の測定する車速を用いて速度段を制御してもよい。図8は、コントローラ10が速度段の制御に車速を用いる場合の動作に表した図である。図8の横軸は車速を、縦軸は速度段を表している。コントローラ10は、速度段が1速に設定されている場合に車速センサ16の測定する車速が所定の速度V12を超えると、トランスミッション制御装置11に速度段を2速とする指令を出す。コントローラ10は、2速の場合に車速センサ16の測定する車速が所定の速度V21未満になると、トランスミッション制御装置11に速度段を1速とする指令を出す。
上述した実施の形態では、トランスミッション3の速度段は1速または2速しか設定できなかったが、3速以上に設定可能でもよい。さらに、コントローラ10の回転数決定プログラム10bの動作を図9に示すように変更してもよい。
図9は、変形例3において上述した実施の形態における図7で動作が表されるプログラムに代わって、コントローラ10により実行されるプログラムの動作を表すフローチャートである。図9に示すフローチャートは、図7に示すフローチャートのステップS303とステップS304の間に新たにステップS401が設けられている点が異なる。ステップS401において、コントローラ10はトランスミッション3の現在の速度段を評価し、速度段が3速以上であると判断する場合はステップS320に進み、速度段が2速以下であると判断する場合はステップS304に進む。
すなわち、速度段が3速以上に設定されている場合には、常に制限選択スイッチ18が「通常」に設定されているとみなしても処理してもよい。
上述した実施の形態では、制限モードをモードA~Cの3とおり設けたが、制限モードの数はこれに限定されない。4つ以上の制限モードを設けて、トルコン速度比eがe1≦e<e2に該当する場合は、所定の時間が経過するごとに制限モードを変更し、エンジン1の最高回転数の制限を徐々に小さくしてもよい。
上記では、種々の実施の形態および変形例を説明したが、本発明はこれらの内容に限定されるものではない。本発明の技術的思想の範囲内で考えられるその他の態様も本発明の範囲内に含まれる。
上記実施の形態では、速度比eが予め設定した速度比の範囲内(たとえばe1≦e<e2)にある状態が継続した場合に、エンジン1の最高回転数をR4から順にR3,R1に変更する例を示したが、本発明は、速度比eが予め設定した速度比の範囲内(たとえばe1≦e<e2)にある状態が継続した場合に、エンジン1の最高回転数をR4からR3に変更する例も含まれる。
日本国特許出願2014年第241570号(2014年11月28日出願)
10a … モード決定プログラム(回転数制限部)
10b … 回転数決定プログラム(回転数制御部、速度比算出部、回転数制限部)
100 … ホイールローダ(作業車両)
Claims (5)
- 原動機の回転をトルクコンバータおよびトランスミッションを介して車輪に伝達する作業車両の原動機制御装置であって、
アクセルペダルの操作量に応じて前記原動機の回転数を制御する回転数制御部と、
前記トルクコンバータの入力軸と出力軸の速度比を算出する速度比算出部と、
前記速度比算出部により算出された速度比が、予め設定した速度比の範囲内にあるときに、前記原動機の最高回転数を、前記予め設定した速度比の範囲に比べて速度比が大きい範囲及び速度比が小さい範囲にあるときの最高回転数に比べて、低くなるように制限する回転数制限部とを備え、
前記回転数制限部は、
前記速度比算出部により算出された速度比が、前記予め設定した速度比の範囲内にある状態が所定時間継続した場合に、前記原動機の最高回転数を、前記回転数制限部により低くなるように制限された前記制限した最高回転数に比べて高い最高回転数に変更することを特徴とする作業車両の原動機制御装置。 - 請求項1に記載の作業車両の原動機制御装置において、
回転数制限部は、特性の異なる第1乃至第3のモードのいずれかのモードを有し、
前記回転数制限部は、
前記原動機の最高回転数が前記低くなるように制限した最高回転数に設定される前記第1のモードにおいて、算出された1以下の速度比が、第1の所定値以上かつ前記第1の所定値よりも大きい第2の所定値未満である動作状態が所定時間以上継続した場合に、前記低くなるように制限した最高回転数に比べて高い最高回転数に設定される前記第2のモードに変更し、
前記第2のモードにおいて、算出された1以下の速度比が、前記第1の所定値以上かつ前記第2の所定値未満である動作状態が所定時間以上継続すると前記第2のモードにおける最高回転数に比べて高い最高回転数に設定される前記第3のモードに変更することを特徴とする作業車両の原動機制御装置。 - 請求項2に記載の作業車両の原動機制御装置において、
前記回転数制限部は、
前記第2のモードにおいて、算出された1以下の速度比が、前記第2の所定値より大きく第3の所定値より小さい第4の所定値以上である動作状態が所定時間以上継続すると前記第1のモードに変更することを特徴とする作業車両の原動機制御装置。 - 請求項2に記載の作業車両の原動機制御装置において、
前記第3のモードにおいて、算出された1以下の速度比が、前記第2の所定値よりも大きい第3の所定値以上である動作状態が所定時間以上継続すると前記第1のモードに変更することを特徴とする作業車両の原動機制御装置。 - 請求項2に記載の作業車両の原動機制御装置において、
前記回転数制限部は、
算出された1以下の速度比が、前記第2の所定値以上である動作状態では、前記第2のモードにおける前記原動機の最高回転数は、前記第1のモードにおける前記原動機の最高回転数以上であり、前記第3のモードにおける前記原動機の最高回転数は、前記第2のモードにおける前記原動機の最高回転数より高いことを特徴とする作業車両の原動機制御装置。
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JP2014241570A JP6189280B2 (ja) | 2014-11-28 | 2014-11-28 | 作業車両の原動機制御装置 |
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EP (1) | EP3225822B1 (ja) |
JP (1) | JP6189280B2 (ja) |
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JP6555592B2 (ja) * | 2016-09-28 | 2019-08-07 | 日立建機株式会社 | 作業車両 |
DE102017214838A1 (de) * | 2017-08-24 | 2019-02-28 | Zf Friedrichshafen Ag | Verfahren zum Betreiben eines Antriebsstranges eines Kraftfahrzeugs |
US10427687B2 (en) * | 2017-10-05 | 2019-10-01 | Deere & Company | Speed ratio based governor selection |
US11112005B2 (en) * | 2018-03-28 | 2021-09-07 | Cnh Industrial America Llc | Transmission system for a work vehicle |
US10518779B2 (en) * | 2018-03-29 | 2019-12-31 | Caterpilliar Inc. | Inhibiting high speed directional shifts based on whether controlled throttle shifting is enabled or disabled |
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WO2009054499A1 (ja) * | 2007-10-24 | 2009-04-30 | Tcm Corporation | 作業車両の原動機制御装置 |
JP2011002049A (ja) * | 2009-06-19 | 2011-01-06 | Tcm Corp | 作業車両の原動機制御装置 |
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US6511399B2 (en) * | 2001-04-25 | 2003-01-28 | General Motors Corporation | Torque and power control in a powertrain |
CN101529128B (zh) * | 2006-11-30 | 2014-05-14 | 日立建机株式会社 | 工业车辆的变速控制装置 |
JP4466880B2 (ja) * | 2007-05-15 | 2010-05-26 | 三菱自動車工業株式会社 | 車両の制御装置 |
JP2010180848A (ja) * | 2009-02-09 | 2010-08-19 | Tcm Corp | 作業車両の原動機制御装置 |
JP5164933B2 (ja) * | 2009-06-19 | 2013-03-21 | 日立建機株式会社 | 作業車両の制御装置 |
KR20120036846A (ko) * | 2009-06-19 | 2012-04-18 | 히다찌 겐끼 가부시키가이샤 | 작업 차량의 원동기 제어 장치 |
US8406971B2 (en) * | 2010-09-03 | 2013-03-26 | Paccar Inc. | Speed control management systems and methods |
US8442732B1 (en) * | 2011-10-27 | 2013-05-14 | Eaton Corporation | Method and system for determining a driveline ratio for a powertrain having an auxiliary transmission |
IN2014DN10273A (ja) * | 2012-06-20 | 2015-08-07 | Toyota Motor Co Ltd | |
JP6183304B2 (ja) * | 2014-07-01 | 2017-08-23 | トヨタ自動車株式会社 | 車両制御装置 |
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WO2009054499A1 (ja) * | 2007-10-24 | 2009-04-30 | Tcm Corporation | 作業車両の原動機制御装置 |
JP2011002049A (ja) * | 2009-06-19 | 2011-01-06 | Tcm Corp | 作業車両の原動機制御装置 |
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KR20170034412A (ko) | 2017-03-28 |
CN106574558B (zh) | 2019-10-08 |
US10071629B2 (en) | 2018-09-11 |
CN106574558A (zh) | 2017-04-19 |
JP2016102458A (ja) | 2016-06-02 |
KR101909844B1 (ko) | 2018-10-18 |
EP3225822A4 (en) | 2018-07-04 |
EP3225822A1 (en) | 2017-10-04 |
US20170274770A1 (en) | 2017-09-28 |
EP3225822B1 (en) | 2020-05-06 |
JP6189280B2 (ja) | 2017-08-30 |
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