WO2020039861A1 - Engin de chantier hybride - Google Patents

Engin de chantier hybride Download PDF

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Publication number
WO2020039861A1
WO2020039861A1 PCT/JP2019/029926 JP2019029926W WO2020039861A1 WO 2020039861 A1 WO2020039861 A1 WO 2020039861A1 JP 2019029926 W JP2019029926 W JP 2019029926W WO 2020039861 A1 WO2020039861 A1 WO 2020039861A1
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WO
WIPO (PCT)
Prior art keywords
engine
load factor
motor generator
target engine
engine load
Prior art date
Application number
PCT/JP2019/029926
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English (en)
Japanese (ja)
Inventor
圭史 山中
愼吾 江口
直裕 原
達也 藤森
寺島　淳
健佑 金田
Original Assignee
ヤンマー株式会社
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Publication date
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Publication of WO2020039861A1 publication Critical patent/WO2020039861A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid construction machine.
  • Patent Document 1 describes a hybrid construction machine, in which a work mode selected this time according to a work output of a past hydraulic pump with respect to the same work mode as a work mode selected from a plurality of work modes. Discloses a construction machine for setting a target output of an engine.
  • Patent Literature 2 discloses a hybrid construction machine, in which when a specific mode is selected from a plurality of work modes, the engine speed is controlled along a target engine operation line, and the curve is plotted on an equal fuel consumption curve. A technique for driving at a point close to the minimum fuel consumption range is disclosed.
  • the magnitude of the engine output can be suitably set for each work mode selected in accordance with the operation of the driver.
  • Patent Literature 2 it is possible to achieve work with high fuel efficiency according to the load.
  • the engine speed is greatly increased
  • the present invention can realize a plurality of operation modes without adding a new sensor or the like when retrofitting an existing construction machine to a hybrid specification, and can also perform engine rotation due to a change in load.
  • An object of the present invention is to provide a hybrid construction machine capable of suppressing a large fluctuation in the number.
  • the hybrid construction machine of the present invention includes an upper rotating body, A lower traveling body that supports the upper revolving body in a freely rotatable manner; An engine housed inside the upper rotating body, A hydraulic pump driven by the engine; A hydraulic actuator operated by hydraulic oil from the hydraulic pump, A motor generator capable of assisting driving of the engine in combination with the engine; A battery that charges or discharges power generated by the motor generator, A load factor calculation unit that calculates an engine load factor that is a ratio to a maximum output at an arbitrary engine speed of the engine; A motor generator control unit that controls the output of the motor generator according to a work mode selected from a plurality of work modes set in advance, The motor generator control unit includes a plurality of association data in which a target engine speed and a target engine load factor corresponding to each work mode are associated with each other, and the association data to be used according to the selected work mode is provided. Determined, using the determined association data, determines a target engine load factor corresponding to the set target engine speed, and determines the target engine load factor and the engine
  • the target engine load factor may be set based on a target value of the SOC of the battery.
  • the plurality of work modes include a first mode in which the target engine load factor is set such that the discharge amount of the battery is equal to the charge amount, and a first mode in which the discharge amount of the battery is larger than the charge amount. And a second mode in which the target engine load factor is set.
  • the output of the motor generator can be determined using a rotation speed sensor and a load factor calculation unit conventionally mounted on the engine, so that a new sensor or the like for a hybrid is not added.
  • Multiple working modes can be realized.
  • the target engine load factor corresponding to the set target engine speed is determined using the association data, and the target engine load factor and the actual engine load factor are determined.
  • the output of the motor generator is determined by comparison.
  • the engine load can be maintained at the target engine load ratio by the assist and the power generation by the motor generator, so that a large rotation fluctuation of the engine does not occur and the operator of the construction machine due to a change in the behavior of the working machine or the like is not provided to the operator. The discomfort given can be eliminated.
  • FIG. 3 is a block diagram illustrating a configuration of a controller.
  • FIG. 7 is a diagram illustrating an example of association data. It is a flowchart which shows the procedure of the output control of a motor generator.
  • the backhoe 1 includes a lower traveling body 11, a work implement 12, and an upper revolving superstructure 13.
  • the lower traveling unit 11 is driven by receiving power from the engine 2 housed inside the upper revolving unit 13, and causes the backhoe 1 to travel.
  • the lower traveling body 11 includes a pair of left and right crawlers 11a, 11a and a pair of left and right traveling motors 11b, 11b.
  • the left and right traveling motors 11b, 11b which are hydraulic motors, drive the left and right crawlers 11a, 11a, respectively, so that the backhoe 1 can move forward and backward.
  • the lower traveling body 11 is provided with a blade 11c and a blade cylinder 11d for rotating the blade 11c in a vertical direction.
  • the work machine 12 is driven by receiving power from the engine 2 to perform excavation work such as earth and sand.
  • the work machine 12 includes a boom 12a, an arm 12b, and a bucket 12c, and enables excavation work by independently driving these.
  • the boom 12a, the arm 12b, and the bucket 12c each correspond to a working unit, and the backhoe 1 has a plurality of working units.
  • One end of the boom 12a is supported by a front portion of the upper swing body 13, and is rotated by a boom cylinder 12d which is movable in a stretchable manner.
  • the arm 12b has one end supported by the other end of the boom 12a, and is rotated by an arm cylinder 12e that is movable in a stretchable manner.
  • One end of the bucket 12c is supported by the other end of the arm 12b, and the bucket 12c is rotated by a bucket cylinder 12f that is movable in a retractable manner.
  • the upper swing body 13 is configured to be swingable with respect to the lower traveling body 11 via a swing bearing (not shown).
  • a cabin 131, a bonnet 132, a counterweight 133, a swing motor 134, an engine 2, and the like are arranged on the upper swing body 13.
  • the upper swing body 13 swings through a swing bearing (not shown) by the driving force of the swing motor 134.
  • the motor generator 3 driven by the engine 2 and the hydraulic pump 4 are disposed on the upper swing body 13.
  • the hydraulic pump 4 supplies hydraulic oil to each hydraulic motor and each cylinder.
  • the driver's seat 131a is arranged in the cabin 131.
  • a pair of operation levers (not shown) are disposed on the left and right sides of the driver's seat 131a, and a pair of traveling levers 131b, 131b are disposed in front of the driver's seat 131a.
  • the operator controls the engine 2, each hydraulic motor, each hydraulic cylinder, and the like by sitting on the driver's seat 131a and operating the work operation levers, travel levers 131b, 131b, etc., and performs travel, turning, work, and the like. be able to.
  • a bonnet 132 and a counter weight 133 are vertically arranged.
  • the counter weight 133 is provided upright at the rear end of the upper revolving unit 13 and covers the engine 2.
  • the bonnet 132 extends upward from the upper end of the counterweight 133 to reach the lower end of the rear wall of the cabin 131, and covers the engine 2 together with the counterweight 133.
  • the rear end of the upper swing body 13 is formed in an arc shape in a plan view, and the bonnet 132 and the counterweight 133 are formed to be curved along the rear end of the upper swing body 13.
  • the backhoe 1 of the present embodiment is of a so-called small backward turning type.
  • the engine 2 is a so-called horizontal engine in which the crankshaft is arranged in the left-right direction of the upper revolving unit 13, and is arranged below the driver's seat 131a. Further, the engine 2 is arranged at the rear center of the upper revolving unit 13 in plan view.
  • the engine 2 includes an engine ECU 21.
  • the engine ECU 21 is for performing control of the engine speed and other various controls.
  • An accelerator dial 61 is electrically connected to the engine ECU 21 and generates a control signal based on an electric signal input from the accelerator dial 61.
  • the accelerator dial 61 is an instruction device that instructs the engine ECU 21 on the target engine speed of the engine 2. Further, the engine ECU 21 can detect an actual rotation speed of the engine 2 (referred to as an actual engine rotation speed).
  • the operator sets the engine speed of the engine 2 by operating the accelerator dial 61.
  • the engine speed set by the accelerator dial 61 (referred to as a set engine speed) is instructed to the engine ECU 21 as the target engine speed of the engine 2.
  • the accelerator dial 61 is electrically connected to the engine 2 via the engine ECU 21.
  • the engine ECU 21 generates a control signal based on the electric signal from the accelerator dial 61 and sends the generated control signal to the engine 2.
  • Output That is, engine ECU 21 is a device that controls the output of engine 2, and engine ECU 21 can control the engine speed of engine 2 based on the operation of accelerator dial 61 by the operator.
  • the engine ECU 21 can calculate an engine load ratio, which is a ratio to the maximum output of the engine 2 at an arbitrary engine speed. That is, the engine ECU 21 functions as the load factor calculation unit of the present invention. Normally, since the hydraulic pump 4 is driven by the engine 2, the engine load ratio varies depending on the work content.
  • the engine load factor can be calculated by various methods. For example, the engine load factor is calculated using the relationship between the engine speed and the fuel injection amount. The engine load factor is calculated using, for example, the relationship between the engine speed and the fuel injection amount stored in advance in the storage unit of the engine ECU 21.
  • the engine ECU 21 obtains the maximum fuel injection amount and the no-load fuel injection amount at the actual engine speed from the actual engine speed and the relationship between the engine speed and the fuel injection amount. Then, the engine ECU 21 can calculate the ratio of the difference between the actual fuel injection amount and the no-load fuel injection amount to the difference between the maximum fuel injection amount and the no-load fuel injection amount as the engine load factor.
  • the motor generator 3 is connected to one end of the crankshaft of the engine 2.
  • the motor generator 3 is also called a motor generator, and operates as a generator during regeneration, and operates as an electric motor when it is necessary to assist the driving torque of the engine 2.
  • the motor generator 3 is controlled by the hybrid controller 5 via the inverter / converter 31.
  • the motor generator 3 is connected to the battery 32 via the inverter / converter 31.
  • the battery 32 stores regenerative energy generated in the motor generator 3 and supplies driving energy to the motor generator 3.
  • the battery 32 is disposed on the right side of the cabin 131 as shown in FIG.
  • the inverter / converter 31 controls the motor generator 3 and the battery 32. Inverter / converter 31 discharges electric power of battery 32 to drive motor generator 3 based on an assist command from hybrid controller 5 to assist the output of engine 2. Further, inverter / converter 31 charges battery 32 with electric power generated by motor generator 3 based on a charge command from hybrid controller 5.
  • the hydraulic pump 4 is connected to the motor generator 3.
  • a plurality of hydraulic pumps 4 may be provided.
  • a control valve 41 is connected to the hydraulic pump 4.
  • the control valve 41 switches the direction and flow rate of hydraulic oil supplied from the hydraulic pump 4 to each hydraulic actuator 42 (the traveling motors 11b, 11b, the boom cylinder 12d, the arm cylinder 12e, the bucket cylinder 12f, etc.).
  • the engine ECU 21, the eco mode switch 62, and the foot switch 63 are connected to the hybrid controller 5.
  • the actual engine speed, the engine load factor, and the set engine speed are input from the engine ECU 21 to the hybrid controller 5.
  • the eco-mode switch 62 is turned on when the operator selects a fuel-efficient mode that emphasizes fuel efficiency from among a plurality of work modes.
  • a work mode switching command is output to the hybrid controller 5.
  • the low fuel consumption mode will be described later.
  • the foot switch 63 is turned on when the operator selects a high power mode in which the operation speed is emphasized from a plurality of operation modes.
  • a work mode switching command is output to the hybrid controller 5.
  • the high power mode will be described later.
  • the hybrid controller 5 includes a motor generator control unit 51 and a storage unit 52.
  • the motor generator control unit 51 can control the output of the motor generator 3 according to a work mode selected from a plurality of work modes set in advance.
  • the motor generator control unit 51 includes a plurality of pieces of association data in which a target engine speed and a target engine load factor corresponding to each work mode are associated.
  • the association data is stored in the storage unit 52.
  • FIG. 4 shows an example of the association data.
  • three working modes a high power mode, a power mode, and a low fuel consumption mode, as shown in FIG. 4, are set.
  • the high power mode is a work mode in which the work speed is emphasized, and only while the eco mode switch 62 is turned off and the foot switch 63 is turned on, the motor generator 3 is temporarily maintained at a high speed while maintaining the engine speed.
  • the working speed can be improved by 30%, and the excavation efficiency can be improved by 30%.
  • the power mode is a work mode that is normally used.
  • the work speed can be improved by 15%.
  • the low fuel consumption mode is a work mode in which fuel efficiency is emphasized, and the motor generator 3 assists the engine 2 while the engine speed is kept low while the eco mode switch 62 is turned on. Can be reduced by 10%.
  • the motor generator control unit 51 determines the association data to be used according to the selected work mode. That is, when the eco mode switch 62 is turned off and the foot switch 63 is turned on to select the high power mode, the motor generator control unit 51 determines to use the association data corresponding to the high power mode. When the eco mode switch 62 is turned off and the foot switch 63 is turned off to select the power mode, the motor generator control unit 51 determines to use the association data corresponding to the power mode. When the eco-mode switch 62 is turned on to select the low fuel consumption mode, the motor generator control unit 51 determines to use the association data corresponding to the low fuel consumption mode.
  • the motor generator control unit 51 determines a target engine load factor corresponding to the set target engine speed using the determined association data.
  • the set speed is the set engine speed of the engine 2 set by the accelerator dial 61. In this example, 1900, 1700, 1500, 1300, and 1200 rpm can be set.
  • the target engine speed is a target engine speed newly set by the hybrid controller 5 according to the set engine speed, and corresponds to the target engine speed set in the present invention.
  • Hybrid controller 5 instructs target engine speed to engine ECU 21.
  • the engine ECU 21 controls the rotation speed of the engine 2 based on the target rotation speed.
  • the target engine speed set by the hybrid controller 5 may be the same as or different from the engine speed set by the accelerator dial 61.
  • the high power mode is configured to be temporarily selectable only while the set engine speed is set to 1900 rpm and the foot switch 63 is turned on.
  • the set engine speed is 1900 rpm
  • the target engine speed is also set to 1900 rpm
  • the target engine load factor is A at the set target engine speed.
  • the set engine speed set by the accelerator dial 61 is set as the target engine speed.
  • the target engine load factor is B.
  • the target engine load factor A in the high power mode is smaller than the target engine load factor B in the power mode.
  • the target engine speed is set to 1500 rpm regardless of the set engine speed set by the accelerator dial 61.
  • the target engine load factor is B.
  • the target engine load factor is set based on a target value of the SOC (Status of Charge) of the battery 32. For example, by setting the target engine load factor such that the target value of the SOC of the battery 32 is set to a value at which the charging and discharging of the battery 32 are balanced, the required output is maintained during the operation while maintaining a favorable fuel efficiency. You can continue to do.
  • SOC Status of Charge
  • the target engine load factor is set to B so that the discharge amount of the battery 32 is substantially equal to the charge amount, and in the high power mode, the discharge amount of the battery 32 is The target engine load factor is set to A so as to be larger.
  • the target engine load factor A is lower than the target engine load factor B in the power mode, so that the motor generator 3 can assist the engine load factor from a state where the engine load factor is not so high.
  • the motor generator control unit 51 determines the output of the motor generator 3 by comparing the target engine load factor with the engine load factor calculated by the engine ECU 21. More specifically, when the actual engine load factor calculated by engine ECU 21 is equal to or more than the target engine load factor, motor generator control unit 51 outputs an assist command to inverter / converter 31 to The electric power is discharged to drive the motor generator 3. Further, the motor generator control unit 51 can determine the magnitude of the output of the motor generator 3 and adjust the discharge amount of the battery 32 according to the difference between the actual engine load factor and the target engine load factor. .
  • motor generator control unit 51 when the actual engine load factor calculated by engine ECU 21 becomes smaller than the target engine load factor, motor generator control unit 51 outputs a charge command to inverter / converter 31 and motor generator 3 generates electric power.
  • the battery 32 is charged with the generated power.
  • the motor generator control unit 51 can determine the magnitude of the output of the motor generator 3 and adjust the charge amount of the battery 32 according to the difference between the actual engine load factor and the target engine load factor. .
  • step S1 it is determined whether or not the eco mode switch 62 is turned on.
  • the eco mode switch 62 is turned on (Yes in step S1), the process proceeds to the next step S2.
  • the hybrid controller 5 outputs a command for the target engine speed to the engine 2 (engine ECU 21).
  • the engine 2 engine ECU 21
  • 1500 rpm is set as the target engine speed.
  • the motor generator control unit 51 determines a target engine load factor (B%) corresponding to the set target engine speed (1500 rpm) using the association data of the low fuel consumption mode.
  • the output of the motor generator 3 is determined by comparing the target engine load factor with the engine load factor calculated by the engine ECU 21.
  • step S4 it is determined whether or not the foot switch 63 is turned on. When the foot switch 63 is turned on (Yes in step S4), the process proceeds to the next step S5.
  • next step S5 it is determined whether or not the set engine speed of the engine 2 set by the accelerator dial 61 is the maximum (1900 rpm). If the set engine speed set by the accelerator dial 61 is the maximum (YES in step S5), the process proceeds to the next step S6.
  • the motor generator control unit 51 determines the target engine load factor (A%) corresponding to the set target engine speed (1900 rpm) by using the association data of the high power mode.
  • the output of the motor generator 3 is determined by comparing the target engine load factor with the engine load factor calculated by the engine ECU 21.
  • step S7 it is determined whether or not an arbitrary set engine speed is set with the accelerator dial 61. If an arbitrary set engine speed is set by the accelerator dial 61 (YES in step S7), the process proceeds to the next step S8.
  • the motor generator control unit 51 uses the power mode association data to set the target engine load corresponding to the set target engine speed (1900, 1700, 1500, 1300, or 1200 rpm).
  • the engine load ratio is determined by comparing the target engine load ratio with the engine load ratio calculated by the engine ECU 21.
  • an example of a table form as shown in FIG. 4 is shown as the association data in which the target engine speed and the target engine load factor are associated with each other.
  • a map may be used in which the value of the target engine load factor is continuously set by calculation. For example, in the power mode, it is not always necessary to set all target engine load factors to B for each target engine speed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Operation Control Of Excavators (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne une pelle rétrocaveuse (1) comprenant un moteur (2), un générateur de puissance (3) apte à assister le moteur (2), une batterie (32) qui charge et décharge la puissance générée par le générateur (3), une UCE de moteur (21) qui calcule un facteur de charge de moteur, et une unité de commande de générateur de puissance (51). L'unité de commande de générateur de puissance (51) se voit fournir des données associées dans lesquels une vitesse de moteur cible correspondant à chaque mode de fonctionnement est associée à un facteur de charge de moteur cible, et l'unité de commande de générateur de puissance (51) détermine les données associées utilisées conformément à un mode de fonctionnement sélectionné, utilise les données associées pour déterminer le facteur de charge de moteur cible correspondant à une vitesse de moteur cible, et compare le facteur de charge de moteur cible calculé par l'UCE de moteur (21) pour déterminer la puissance du générateur de puissance (3).
PCT/JP2019/029926 2018-08-21 2019-07-31 Engin de chantier hybride WO2020039861A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018-154740 2018-08-21
JP2018154740A JP2020029790A (ja) 2018-08-21 2018-08-21 ハイブリッド建設機械

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WO2020039861A1 true WO2020039861A1 (fr) 2020-02-27

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004150307A (ja) * 2002-10-29 2004-05-27 Komatsu Ltd エンジンの制御装置
JP2005009402A (ja) * 2003-06-19 2005-01-13 Hitachi Constr Mach Co Ltd 作業機の油圧駆動装置
JP2016041924A (ja) * 2014-08-19 2016-03-31 日立建機株式会社 建設機械用エンジン制御装置

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