WO2020032225A1 - 作業車両 - Google Patents

作業車両 Download PDF

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Publication number
WO2020032225A1
WO2020032225A1 PCT/JP2019/031544 JP2019031544W WO2020032225A1 WO 2020032225 A1 WO2020032225 A1 WO 2020032225A1 JP 2019031544 W JP2019031544 W JP 2019031544W WO 2020032225 A1 WO2020032225 A1 WO 2020032225A1
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WO
WIPO (PCT)
Prior art keywords
bus
voltage
work vehicle
electric motor
torque command
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2019/031544
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
金子　悟
昭範 神谷
徳孝 伊藤
浩志 歌代
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Construction Machinery Co Ltd
Original Assignee
Hitachi Construction Machinery Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Construction Machinery Co Ltd filed Critical Hitachi Construction Machinery Co Ltd
Priority to CN201980048819.6A priority Critical patent/CN112469584B/zh
Priority to EP19846604.7A priority patent/EP3835102A4/en
Priority to US17/265,640 priority patent/US11993919B2/en
Publication of WO2020032225A1 publication Critical patent/WO2020032225A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
    • E02F9/2062—Control of propulsion units
    • E02F9/2075—Control of propulsion units of the hybrid type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of fluid gearing
    • 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
    • B60K25/00—Auxiliary drives
    • B60K25/04—Auxiliary drives from static or dynamic pressure or vacuum, developed by the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
    • E02F9/2062—Control of propulsion units
    • E02F9/207—Control of propulsion units of the type electric propulsion units, e.g. electric motors or generators
    • 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
    • E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
    • E02F9/2091—Control of energy storage means for electrical energy, e.g. battery or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a work vehicle that travels while loading a load on a work device.
  • Patent Document 1 discloses a case in which a traveling portion of a dump truck is electrified.
  • a diesel engine drives an AC generator, and the generated electric power drives a traveling electric motor to generate torque to drive the vehicle.
  • a traveling drive system is disclosed. Further, in this prior art, the battery is not connected to the DC bus between the inverter of the AC generator and the inverter of the traveling electric motor.
  • Patent Document 2 discloses that, in a control device for a vehicle-mounted rotating machine, the amount of change in power of a first motor generator (AC generator) and the amount of change in power of a second motor generator (traveling electric motor) are mutually balanced. It is described that a mutual torque correction process for correcting the first command torque and the second command torque in the direction in which the first command torque and the second command torque are performed. Further, in this prior art, a battery is connected in parallel to a DC bus portion between the inverter of the first motor generator and the inverter for the second motor generator (the battery may be connected via a converter). Thus, it is possible to suppress a large amount of power received by the battery at the time of a sudden change in load, and to prevent deterioration of the battery.
  • AC generator AC generator
  • a second motor generator traveling electric motor
  • an object of the present invention is to provide an electric drive system in which a battery is not connected to a DC bus, even when the load of the traveling electric motor suddenly increases, the DC bus voltage falls to or below the operating voltage of the inverter. It is an object of the present invention to provide a work vehicle that can avoid stopping the operation of the work vehicle.
  • the present invention provides an engine, a hydraulic pump driven by the engine, a hydraulic cylinder driven by pressurized oil discharged from the hydraulic pump, and an expansion and contraction operation of the hydraulic cylinder.
  • a working device to be moved a motor generator rotated by the engine to generate electric power, a first inverter controlling the motor generator, a traveling electric motor driven by electric power generated by the motor generator, and the first inverter
  • a working vehicle connected to a DC bus and controlling the output torque of the traveling electric motor, and a controller for controlling the voltage of the DC bus, wherein the controller comprises: When the voltage of the DC bus drops below a first threshold with increasing load, A configuration for reducing the output torque of the serial driving electric motor.
  • the DC bus voltage decreases to the operating voltage of the inverter or lower, and the operation of the inverter operates. Can be prevented from stopping.
  • FIG. 1 is a diagram illustrating an appearance of a wheel loader that is an example of a work vehicle according to the present invention. It is a figure which shows the driving
  • FIG. 7 is a diagram illustrating a driving system of a traveling device of a conventional wheel loader as a comparative example.
  • 1 is a diagram illustrating a configuration of a drive system of a traveling device according to the present embodiment. 3 shows a control block of DC bus voltage control performed by an M / G inverter. It is a figure showing the outline of the V character excavation operation which is the basic operation of the wheel loader.
  • FIG. 9 is a diagram illustrating a modification of the torque command gain generation unit of the DC bus voltage drop prevention device.
  • FIG. 11 is a diagram illustrating another modification of the torque command gain generation unit of the DC bus voltage drop prevention device.
  • FIG. 13 is a diagram illustrating still another modification of the torque command gain generation unit of the DC bus voltage drop prevention device.
  • FIG. 13 is a diagram illustrating a further modified example of the torque command gain generation unit of the DC bus voltage drop prevention device.
  • FIG. 13 is a diagram illustrating a further modified example of the torque command gain generation unit of the DC bus voltage drop prevention device.
  • FIG. 1 is a diagram showing an appearance of a wheel loader which is an example of a work vehicle according to the present invention.
  • the wheel loader includes a vehicle body 51 and a working device 52 attached to a front portion of the vehicle body 51 so as to be vertically swingable.
  • the vehicle body 51 includes a traveling device 54 including a front wheel (tire) 53a and a rear wheel (tire) 53b, a driver's cab 55, an engine room 56, and the like.
  • the working device 52 has a pair of left and right lift arms 58 and a bucket 59.
  • the pair of left and right lift arms 58 are attached to the front of the vehicle body 51 so as to be rotatable in the vertical direction. Is mounted so as to be rotatable vertically.
  • a pair of left and right lift arm cylinders 60 is mounted between the pair of left and right lift arms 58 and the vehicle body 51, and the lift arm cylinders 60 are driven by pressurized oil from the hydraulic pump 4 (see FIG. 2). It is driven vertically with respect to the vehicle body 51.
  • the bucket 59 is linked to a bucket cylinder 61 attached to the vehicle body 51 via a bell crank 62.
  • the bell crank 62 rotates by the expansion and contraction of the bucket cylinder 61, and the direction of the bucket 59 moves up and down.
  • the bucket cylinder 61 is driven by pressure oil from the hydraulic pump 4 (see FIG. 2).
  • FIG. 2 is a diagram showing a traveling device 54 of the wheel loader, a driving system of the working device 52, and a driving system of the traveling device 54.
  • a traveling device 54 includes a front wheel (tire) 53a and a rear wheel (tire) 53b, a front wheel propeller shaft 8a that transmits rotational power to the front wheel 53a via a differential gear, and a rear wheel via a differential gear. And a rear wheel propeller shaft 8b for transmitting rotational power to the shaft 53b.
  • reference numeral 100 denotes a drive system of the working device 52
  • reference numeral 110 denotes a drive system of the traveling device 54.
  • the drive system 100 of the working device 52 includes the hydraulic pump 4 driven by the engine 1, the lift arm cylinder 60 and the bucket cylinder 61 described above, the steering cylinder 64, and the lift arm cylinder 60, the bucket cylinder 61 and the hydraulic pump 4.
  • the drive system 110 of the traveling device 54 includes an M / G (motor generator) 6 that is connected to the output shaft of the engine 1, is directly connected to the rotation shaft of the engine 1, and is rotated by the engine 1 to generate power, and the M / G 6.
  • An M / G inverter 7 (first inverter) to be controlled; a traveling electric motor 9 driven by electric power from an M / G (motor generator) 6 to rotationally drive the propeller shafts 8a and 8b of the traveling device 54;
  • a drive motor inverter 10 (second inverter) connected to the / G inverter 7 via a DC bus (DC bus) 130 for controlling the drive electric motor 9 and a vehicle control device 15 for controlling the entire system as a whole.
  • DC bus DC bus
  • the drive system 100 of the working device 52 is configured as a hydraulic drive system, and the working device 52 is hydraulically driven by the engine 1.
  • the drive system 110 of the traveling device 54 is configured as an electric drive system, and the traveling device 54 is electrically driven by the engine 1.
  • Engine 1, which is a common drive source, is a diesel engine.
  • the drive system 110 of the traveling device 54 includes an accelerator sensor 140a that detects an operation amount of the accelerator pedal 140 and generates an accelerator signal, and a brake sensor 142a that detects an operation amount of the brake pedal 142 and generates a brake signal.
  • An FNR position sensor 144a for detecting an operating position of a forward / reverse (FNR) lever 144 to generate a forward / reverse lever signal (FNR signal); and detecting a rotational speed (vehicle speed) of the traveling electric motor 9 to detect a vehicle speed signal.
  • an acceleration signal, a brake signal, an FNR signal, and a vehicle speed signal are input to the vehicle control device 15.
  • the vehicle controller 15 receives a DC bus voltage Vdc signal as an internal signal from the M / G inverter 7 through CAN communication (see FIG. 4).
  • the vehicle control device 15 performs predetermined arithmetic processing based on those signals, and controls the drive system 110 in an integrated manner.
  • FIG. 3 is a diagram showing a driving system of a traveling device of a conventional wheel loader as a comparative example, and the same components as those shown in FIG. 2 are denoted by the same reference numerals.
  • a driving system of a conventional traveling device connects a torque converter (torque converter) 2 and a transmission (T / M) 3 to an engine 1 and transfers the power of the engine 1 to a torque converter (torque converter) 2 and a transmission (T / M).
  • the vehicle travels by transmitting to the front wheel 53a and the rear wheel 53b via 3). Further, by driving the lift arm cylinder 60 and the bucket cylinder 61 with the pressure oil from the hydraulic pump 4, the lift arm 58 and the bucket 59 are driven to excavate and transport earth and sand.
  • the traveling operation of the vehicle is performed by driving the traveling electric motor 9 using the electric power generated by the M / G 6 by the power of the engine 1.
  • the drive system targeted in the present embodiment is characterized in that it does not include a power storage device such as a battery or an electric double-layer capacitor connected to the M / G 6.
  • the voltage of 130 is controlled (described later).
  • the power transmission efficiency of the torque converter 2 is inferior to the power transmission efficiency of the electric drive.
  • the power transmission efficiency from the engine 1 can be improved by electrifying the drive system 110 of the traveling device as shown in FIG.
  • the running operation of starting and stopping is frequently repeated, so that when the running device is electrified, recovery of regenerative power during braking from the running electric motor 9 can be expected. Fuel consumption can be reduced.
  • FIG. 4 is a diagram showing a configuration of the drive system 110 of the traveling device 54 in the present embodiment.
  • the M / G 6 is rotationally driven by the diesel engine 1 to generate power. Further, the electric power is used to generate torque in the traveling electric motor 9 to rotate the propeller shafts 8a and 8b.
  • FIG. 5 shows a control block of the voltage control of the DC bus 130 performed by the inverter 7 of the M / G 6.
  • feedback control of the voltage Vdc of the DC bus 130 is performed by the M / G inverter 7.
  • the method of controlling the voltage Vdc of the DC bus 130 is not particularly limited. In the present embodiment, a general feedback control configuration is described.
  • the M / G inverter 7 first calculates the difference between the bus voltage command Vdc * input from the vehicle control device 15 and the detected value of the bus voltage Vdc obtained by the voltage sensor 135 by the differentiator 7a.
  • the (deviation) is input to a controller 7b configured by a proportional integral calculation or the like, and a current command Ig * of the M / G 6 is calculated.
  • the detected value Ig of the output current of the M / G 6 is fed back to the current command Ig *, and the difference between the current command Ig * and the detected value Ig is calculated by the differentiator 7c.
  • a controller 7d constituted by a proportional integral calculation or the like, and finally, an inverter voltage command Vinvg * of the M / G 6 is calculated.
  • the M / G inverter 7 performs switching based on the voltage command Vinvg *, and controls the charge amount Pg of the smoothing capacitor 11.
  • the inverter 7 of the M / G 6 that performs power generation controls the voltage Vdc of the DC bus 130 to be a predetermined voltage value (bus voltage command Vdc *), thereby being consumed by the traveling electric motor 9.
  • the generated power of the M / G 6 can be accurately output with respect to the load power.
  • control gain is set so that the response characteristics are as high as possible.
  • the control gain is set so that the response of the current control system of the M / G 6 as the inner loop is several times larger than the response of the voltage control system of the DC bus 130 of the outer loop.
  • the voltage control system of the DC bus 130 By constructing the voltage control system of the DC bus 130 as described above, it is possible to accurately output the power generated by the M / G 6 with respect to the load power required for driving the vehicle, which is exerted by the traveling electric motor 9. become.
  • the response of the voltage control of the DC bus 130 by the M / G inverter 7 described above has a large time constant with respect to the load variation of the traveling electric motor 9, for example, the generated power Pg of the M / G 6 Therefore, a difference occurs between the load powers Pm of the traveling electric motors 9, and as a result, the voltage Vdc of the DC bus 130 may fluctuate greatly.
  • the most typical basic operation of a wheel loader is a V-shaped excavation operation.
  • the outline of this V-shaped excavation work is shown in FIG.
  • the wheel loader first moves forward with respect to an excavation target such as a gravel pile, and loads a conveyed object such as gravel into a bucket 59 in such a manner as to plunge into the excavation target.
  • the vehicle moves backward to return to the original position, and moves forward toward a transport vehicle such as a dump truck while operating the steering wheel and raising the front bucket portion.
  • a transport vehicle such as a dump truck
  • the vehicle moves backward again, and the vehicle returns to the original position.
  • the vehicle repeats this work while drawing a V-shaped trajectory as described above.
  • the wheel loader performs an operation in which the operator depresses the accelerator pedal 140 and thrusts into an excavation target such as earth and sand when loading a load into the bucket 59. Further, in order to load more cargo into the bucket 59, the bucket 59 is pushed into the earth and sand while depressing the accelerator pedal 140 to generate the tractive force of the vehicle (output torque of the traveling electric motor 9). At this time, if the bucket 59 is pushed too much, the tire may slip due to the excess torque. While this slip phenomenon is an extra operation, the tire accelerates momentarily while the operator depresses the accelerator pedal 140, so that the output of the traveling electric motor 9 sharply increases.
  • the second operation in which the voltage Vdc of the DC bus 130 may be significantly reduced is a modulation operation.
  • the modulation operation refers to an operation in which the vehicle moves backward with the load loaded in the bucket 59 in the above-described V-shaped excavation operation, and then moves forward again when loading into the dump truck.
  • the operator normally switches the forward / backward (FNR) lever 144 from R (reverse) to F (forward) while depressing the accelerator pedal 140. Therefore, when the vehicle moves forward after moving backward (when switching back and forth between forward and backward), the regenerative operation is performed because the traveling electric motor 9 is in the braking state during the reverse movement. Thereafter, when shifting to the forward movement, the power required for starting the vehicle is rapidly required. At this time, a case where the voltage Vdc of the DC bus 130 is greatly reduced may be considered.
  • the M / G inverter 7 performs the feedback control of the voltage Vdc of the DC bus 130 as described above.
  • the M / G 6 is operated so as to converge to (bus voltage command Vdc *).
  • such a feedback control system can be designed so that the response speed to a command is on the order of several milliseconds, but the response to a load change is one or two orders of magnitude slower than the command value response time constant. Show. Therefore, when the slip at the time of the excavation operation or the sudden start at the time of the modulation operation as described above occurs (when the load of the traveling electric motor 9 fluctuates), the load power Pm is the power generated by the M / G 6.
  • the case where the voltage Vdc of the DC bus 130 is greatly reduced with an increase in the load of the traveling electric motor 9 is limited to the above two cases (slip during excavation operation and sudden start during modulation operation). I can't.
  • the voltage Vdc of the DC bus 130 decreases with a decrease in the power generation amount of the M / G 6, so that the accelerator pedal is released from such a state.
  • the voltage Vdc of the DC bus 130 may drop significantly due to a response delay of the power generation operation of the M / G 6.
  • the drive system 110 is capable of changing the torque at the highest speed among the drive systems 110 shown in FIG. It detects a sudden change in load and operates to avoid a voltage drop in the DC bus 130 due to insufficient power generation. Therefore, the drive system 110 further includes a controller 16 for controlling the voltage of the DC bus.
  • the vehicle control device 15 also serves as the controller 16, and the controller 16 causes the voltage of the DC bus 130 to exceed the first threshold V1 (described later) with an increase in the load on the traveling electric motor 9. In the case of a decrease, it functions as a DC bus voltage drop prevention device that reduces the output torque of the traveling electric motor 9.
  • the controller 16 is also configured as the vehicle control device 15, but an independent controller 16 may be provided. Further, the controller of the M / G inverter 7 or the traveling motor inverter 10 may be used as the controller 16.
  • the DC bus voltage drop prevention device is denoted by reference numeral 16 and further described.
  • FIG. 7 is a diagram showing the configuration of the DC bus voltage drop prevention device 16
  • FIG. 8 is a flowchart showing the operation of the DC bus voltage drop prevention device 16. The configuration and operation of the DC bus voltage drop prevention device 16 will be described below with reference to FIGS.
  • the DC bus voltage drop prevention device 16 has a traveling motor torque command generation unit 16a, a torque command gain generation unit 16b, and a traveling motor torque command correction unit (multiplier) 16c. .
  • the DC bus voltage drop prevention device 16 receives an accelerator signal, a brake signal, an FNR signal, and a vehicle speed signal (S99), and calculates a torque command of the traveling electric motor 9 in the traveling motor torque command generation unit 16a (S99). S100).
  • the DC bus voltage drop prevention device 16 corrects the torque command according to a change in the voltage Vdc of the DC bus 130. That is, the DC bus voltage drop prevention device 16 receives the voltage Vdc signal of the DC bus 130 (S101), and the torque command gain generation unit 16b calculates the torque command gain according to the magnitude of the voltage Vdc of the DC bus 130.
  • the traveling motor torque command correction unit 16c corrects the torque command of the traveling electric motor 9 by multiplying the torque command of the traveling electric motor 9 by the torque command gain, and corrects the corrected torque of the traveling electric motor 9 (S102 to S106).
  • the command is output to the traveling motor inverter 10 (S107).
  • the controller 16 controls the engine based on an accelerator signal of an accelerator sensor 140a for detecting an operation amount of an accelerator pedal 140 or a torque command of the traveling electric motor 9 generated by the traveling motor torque command correction unit 16c. 1, the control unit of the engine 1 controls the rotation speed and the torque of the engine 1 based on the target rotation speed.
  • the torque command gain generator 16b has a command gain characteristic as shown in the frame of the torque command gain generator 16b.
  • the horizontal axis of this characteristic is the voltage Vdc of the DC bus 130, and the vertical axis is the torque command gain.
  • the generated torque command gain is 1 (no reduction in the torque command gain), and the voltage Vdc of the DC bus 130 becomes the first threshold value V1.
  • the torque command gain characteristic is set so that the torque command gain becomes zero.
  • the torque command gain generation unit 16b when the determination unit in S102 determines that the magnitude of the voltage Vdc of the DC bus 130 is larger than the first threshold value V1, the torque command gain generation unit 16b generates a torque command gain 1 in S103. (No reduction in torque command gain). At this time, the traveling motor torque command correction unit 16c multiplies the torque command of the traveling electric motor 9 from the traveling motor torque command generation unit 16a by the torque command gain in S107, but since the torque command gain is 1, Is the same as before the processing.
  • the torque command gain generating unit 16b determines in S105 that the DC bus 130
  • the traveling motor torque command correction unit 16c generates a torque command gain smaller than 1 according to the magnitude of the voltage Vdc of 130 (reduces the torque command gain).
  • the torque command of the traveling electric motor 9 is multiplied by a gain smaller than 1 and the torque command of the traveling electric motor 9 is corrected so as to decrease as the voltage Vdc of the DC bus 130 decreases.
  • the torque command gain generating unit 16b determines that the voltage Vdc of the DC bus 130 has dropped below the second threshold value V2 in the determination unit of S104, the torque command gain is set to zero in S106, In S107, the motor torque command correction unit 16c multiplies the torque command of the traveling electric motor 9 from the traveling motor torque command generation unit 16a by zero, and sets the corrected torque command to zero.
  • the first threshold value V1 is, for example, a value stored and set in advance in a memory of the controller 16, and is higher than the second threshold value V2 and lower than a voltage used during traveling of the wheel loader. This is the lowest voltage value at which the traveling motor inverter 10 can output power according to the command value.
  • the second threshold value V2 is, for example, a value previously stored in a memory of the controller 16 and set to a value higher than the voltage V0 of the DC bus 130 at which the operation of the traveling motor inverter 10 stops.
  • the DC bus voltage drop prevention device 16 reduces the output torque of the traveling electric motor 9 when the voltage of the DC bus 130 drops below the first threshold value V1.
  • the DC bus voltage drop prevention device 16 reduces the output torque of the traveling electric motor 9 according to the amount of decrease in the voltage of the DC bus 130 when the voltage of the DC bus 130 falls below the first threshold V1. Let it.
  • the DC bus voltage drop prevention device 16 reduces the output torque of the traveling electric motor 9 to zero when the voltage of the DC bus 130 drops below the second threshold V2 lower than the first threshold V1. Let it.
  • the DC bus voltage drop prevention device 16 reduces the output torque of the traveling electric motor 9 when the voltage of the DC bus 130 drops below the first threshold V1. Control. For this reason, even when the load of the traveling electric motor 9 suddenly increases, the voltage of the DC bus 130 drops below the operating voltage of the traveling motor inverter 10, thereby preventing the operation of the traveling motor inverter 10 from stopping. be able to. This makes it possible to continue the excavation work or the modulation operation without stopping the traveling electric motor 9 when the load on the traveling electric motor 9 suddenly increases.
  • the DC bus voltage drop prevention device 16 reduces the output torque of the traveling electric motor 9 according to the amount of decrease in the voltage of the DC bus 130 when the voltage of the DC bus 130 falls below the first threshold V1. Therefore, the output torque of the traveling electric motor 9 can be smoothly reduced.
  • the DC bus voltage drop prevention device 16 reduces the output torque of the traveling electric motor 9 to zero when the voltage of the DC bus 130 drops below the second threshold V2 lower than the first threshold V1. Therefore, the voltage Vdc of the DC bus 130 can be quickly restored.
  • FIG. 9 is a diagram illustrating a drive system of a traveling device in a work vehicle according to another embodiment of the present invention.
  • the drive system 210 of the traveling device of the present embodiment includes the discharge resistor 12 connected between the PNs of the DC bus 130.
  • FIGS. 10, 11, 12, and 13 are diagrams showing a modification of the torque command gain generation unit 16b of the DC bus voltage drop prevention device 16 shown in FIG. 7 as another embodiment.
  • the torque command gain generation unit 16b sets the torque command gain characteristic such that the torque command of the traveling electric motor 9 becomes zero when the voltage of the DC bus 130 falls below the second threshold value V2.
  • the torque command of the traveling electric motor 9 does not need to be strictly zero.
  • the torque command gain generation unit 16b1 when the voltage Vdc of the DC bus 130 falls below the second threshold V2, the wheel loader maintains a stopped state on level ground.
  • the characteristic of the torque command gain may be set to a value within a range (a small value that does not start moving on a flat ground).
  • the DC bus voltage drop prevention device 16 reduces the output torque of the traveling electric motor 9 to the wheel loader (operation (Vehicle) is controlled to decrease to a value within a range of a size that maintains a stopped state on level ground. Even in the case of such control, the output torque of the traveling electric motor 9 has a small value close to zero, so that the voltage Vdc of the DC bus 130 can be quickly returned.
  • torque command gain generating section 16b reduces the torque command gain as voltage Vdc of DC bus 130 decreases.
  • the torque command gain generating section 16b2 sets the output of the traveling electric motor 9 when the voltage Vdc of the DC bus 130 decreases to the first threshold value V1, as shown in FIG.
  • the characteristic of the torque command gain may be set so that the torque becomes zero.
  • the DC bus voltage drop prevention device 16 reduces the output torque of the traveling electric motor 9 to zero when the voltage of the DC bus 130 decreases to the first threshold value V1.
  • the characteristic of the torque command gain may be set so that the loader has a value within a range in which the loader maintains a stopped state on level ground.
  • FIG. 13 is a diagram showing a configuration of the torque command gain generation unit 16b4 in such a case.
  • a torque command gain generator 16b4 includes a torque command gain generator 16b shown in FIG. 7 and a torque command gain generator 16b2 shown in FIG. 11, and includes a DC bus voltage Vdc change rate calculator 16d. It includes a DC bus voltage Vdc change rate determination unit 16e and a switch 16f.
  • the DC bus voltage Vdc change rate calculation unit 16d calculates the change rate of the voltage Vdc of the DC bus 130, and the DC bus voltage Vdc change rate determination unit 15e determines whether the change rate of the voltage Vdc is larger than a preset value. I do. Further, when the change rate of the voltage Vdc is equal to or less than a preset value, the DC bus voltage Vdc change rate determination unit 16e holds the switch 16f at the connection position on the upper side in the drawing, and the change rate of the voltage Vdc is preset. When the value is larger than the value, the switch 16f is switched to the lower connection position in the figure.
  • the DC bus voltage Vdc signal is input as a feedback slit to the torque command gain generator 16b, and the torque command gain is generated by the torque command gain generator 16b.
  • the DC bus voltage Vdc signal is input to the torque command gain generator 16b2, and the torque command gain generator 16b2 generates a torque command gain.
  • the DC bus voltage drop prevention device 16 controls the traveling electric motor 9
  • the output torque is reduced in accordance with the decrease amount of the DC bus voltage Vdc, and when the rate of change of the DC bus voltage Vdc is larger than a preset value, the output torque of the traveling electric motor 9 is reduced to zero or the wheel loader is turned to a flat ground. To a value within the range that maintains the stopped state.
  • the output of the traveling electric motor 9 is changed as in the first embodiment.
  • the torque can be reduced according to the amount of decrease in the voltage of the DC bus 130, and the output torque of the traveling electric motor 9 can be smoothly reduced.
  • the degree of change of the voltage Vdc of the DC bus 130 is large (the rate of change is larger than a preset value)
  • the output torque of the traveling electric motor is responsively reduced, and the voltage Vdc of the DC bus 130 is quickly restored. Can be done.
  • the torque command gain generator 16b4 may have the torque command gain generator 16b1 shown in FIG. 10 instead of the torque command gain generator 16b, or may have the torque command gain generator 16b2 shown in FIG. May be provided.
  • FIG. 14 is a diagram illustrating a configuration of the torque command gain generation unit 16b5 in such a case.
  • the torque command gain generation unit 16b5 determines that the bus voltage Vdc has recovered after the voltage of the DC bus 130 has dropped below the second threshold value V2 and the torque command of the traveling electric motor 9 has been reduced to zero (minimum value).
  • the torque command gain is increased and the torque command gain is restored to a normal torque command value, the torque command gain starts increasing when the voltage of the DC bus 130 increases to a value larger than the second threshold value V2. It has a configuration in which the gain has hysteresis characteristics. Thus, control oscillation due to a measurement error of the bus voltage Vdc is suppressed, and stable motor torque control can be performed.
  • the torque command gain generator 16b shown in FIG. 7 has hysteresis characteristics, but the torque command gain generators shown in FIGS. 10 to 13 have the same hysteresis characteristics. You may have it.

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  • Engineering & Computer Science (AREA)
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  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
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  • Structural Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Civil Engineering (AREA)
  • Mining & Mineral Resources (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
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  • Operation Control Of Excavators (AREA)
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PCT/JP2019/031544 2018-08-10 2019-08-09 作業車両 Ceased WO2020032225A1 (ja)

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EP3835102A1 (en) 2021-06-16
US11993919B2 (en) 2024-05-28
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CN112469584A (zh) 2021-03-09
EP3835102A4 (en) 2022-05-11
CN112469584B (zh) 2024-04-05
JP2020026175A (ja) 2020-02-20

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