Control device for a cooling fan intended for a vehicle

专利摘要:
A cooling-fan control device for a vehicle that increases the cooling capacity of a cooling oil that cools a brake rapidly and inhibits a brake damage in a case where the brake is applied during traveling or, in addition to the above-described problem-to-be-resolved, suppresses engine horsepower consumption and avoids consumption increase, while increasing the cooling capacity of the brake cooling oil. The rotation speed of the cooling fan is controlled to obtain the higher target rotation speed of a first target rotation speed corresponding to a detected cooling oil temperature and a second target rotation speed corresponding to a detected brake operation amount. The present invention is applicable to a vehicle in which an engine power is distributed to a travel power train and a hydraulic pump, drive wheels are operated via the travel power train, and the cooling fan is actuated via the hydraulic pump.
公开号:SE534707C2
申请号:SE0950383
申请日:2007-11-29
公开日:2011-11-22
发明作者:Norihide Mizoguchi；Satoshi Tanaka
申请人:Komatsu Mfg Co Ltd；
IPC主号:

专利说明:

25 30 534 787 2 When the foot brake is used continuously or repeatedly when a dumper goes down a long slope while carrying a heavy load, it is possible that the front wheel brake overheats so that the coefficient of friction decreases, whereby the effect decreases and the braking ability deteriorates. Therefore, when moving downhill, the retarder brake is used by operating the retarder control lever. With the help of the retarder brake, braking is performed only with the help of the rear wheel brake which is cooled with forced cooling with the help of cooling oil, where the heat generated by the rear wheel brake disc is absorbed by the cooling oil so that the occurrence of reduced power or equivalent is avoided.
The capacity of the retarder brake is usually determined by the cooling capacity of the cooling oil and is circulated in a forced manner. For this reason, the cooling capacity of the cooling oil must increase to increase the retarder capacity.
Prior art 1 In conventional control of the speed of the previously mentioned hydraulically driven cooling fan and which has hitherto been used in dumpers, the cooling oil temperature and the engine cooling water temperature are detected by respective sensors installed in the vehicle, wherein the fan speed is adjusted so that the hydraulically driven cooling fan speed increases as the detected cooling oil temperature and cooling water temperature rise, the cooling capacity of the cooling oil rising so that the cooling oil is prevented from overheating.
The patent documents described below relate to speed control of a hydraulically driven cooling fan in other areas of vehicle technology than dump trucks, such as hydraulic excavators and bulldozers.
Prior art 2 Patent document 1 describes an invention having an embodiment provided with an oil cooler which cools hydraulic oil for driving a work machine and a hydraulically driven cooling fan which cools the hydraulic oil passing through the oil cooler, where the temperature of the engine cooling water, the temperature of the hydraulic oil and the speed of the engine are detected by means of the respective sensors, and where the speed of the hydraulically driven cooling fan is regulated in accordance with the values which the sensors detect. Prior art 3 Patent document 2 describes an invention having an embodiment provided with an oil cooler which cools hydraulic oil for driving a work machine and a hydraulic driven cooling fan which cools the hydraulic oil passing through the oil cooler, where the temperature in the engine cooling water, the temperature of the hydraulic oil and the temperature of the intake air are detected by means of the respective sensors, and where the speed of the hydraulically driven cooling fan is regulated in accordance with the values detected by the sensors.
Patent document 1: Japanese published patent application no. 2001-182535 Patent document 2: Japanese published patent application no. SUMMARY OF THE INVENTION Problems to be Solved by the Invention.
According to prior art 1, a retarder brake is in fact actuated after the retarder control lever has been actuated, heat is generated in the rear wheel brake, this heat is transferred to the engine cooling water in the oil cooler, the cooling water temperature and cooling oil temperature rises, this rise in cooling water temperature and cooling oil of sensors, and then increase the speed of the hydraulically driven cooling fan. As a result, there is a time delay from the actuation of the retarder control lever until the speed of the hydraulically driven cooling fan actually increases and the cooling capacity actually increases. The problem is that the cooling oil overheats and that the rear wheel brake can be damaged.
According to prior art 2 and prior art 3, the cooling fan is used for cooling hydraulic oil which has the task of operating a work machine, such as an excavator, and is not used for cooling cooling oil used for cooling the brakes, which is the object of the present invention. In addition, since the regulation of the van / speech of the cooling fan is carried out after the cooling water temperature or the like has been detected by means of a sensor, problems similar to those associated with the above-described prior art 1 arise. the above in mind and a problem that needs to be solved with the aid of the present invention is to be able to quickly increase the cooling capacity of the brake and prevent the brake from being damaged in the event that the brake is applied during movement.
The first aspect of the invention relates to a cooling device for a vehicle intended for a vehicle in which cooling oil supplied to an oil-cooled brake is cooled by means of the cooling fan, comprising: cooling oil temperature detecting means for detecting a temperature of the cooling oil; first target speed setting means for setting a first target speed for the cooling fan, this target speed being intended to be in accordance with the temperature of the cooling oil; braking means for actuating the brake; brake degree detecting means for detecting a degree of operation of the braking means; second target speed setting means for setting a second target speed for the cooling fan, this target speed being intended to be in accordance with the degree of braking; and speed control means for controlling the speed of the cooling fan to obtain the higher target speed of the first target speed, which is in accordance with the detected cooling oil temperature, and the second target speed, which is in accordance with the detected degree of braking.
The second aspect of the invention is the first aspect of the invention applied to a vehicle where an engine power is distributed to a driveline and to a hydraulic pump, drive wheels are actuated via the driveline and the cooling fan is actuated via the hydraulic pump.
The third aspect of the invention is the first aspect of the invention wherein the vehicle stop detecting means for detecting that the vehicle has stopped is arranged, and wherein the speed of the cooling fan is regulated to achieve the higher target speed of the first target speed and the second target speed, provided that the vehicle does not detected as having stopped. 10 15 20 25 30 534 707 5 The fourth aspect of the invention is the first aspect of the invention, wherein the oil-cooled brake is a retarder brake.
The fifth aspect of the invention is the first aspect of the invention, wherein a retarder brake and a foot brake are arranged as the oil-cooled brake at the vehicle; and the cooling fan speed is controlled to achieve the higher target speed of the first target speed corresponding to the detected cooling oil temperature and the second target speed corresponding to the detected braking rate.
The sixth aspect of the invention is the first aspect of the invention, wherein the speed control means regulates the speed of the cooling fan to achieve the higher target speed of the first target speed corresponding to the detected cooling oil temperature and the second target speed corresponding to the detected braking degree provided it has oil oil. detected as maneuvered.
The seventh aspect of the invention is the fifth aspect of the invention, wherein the speed control means regulates the speed of the cooling fan to achieve the higher target speed of the first target speed corresponding to the detected cooling oil temperature and the second target speed corresponding to the detected braking degree provided at least of the retarder brake or foot brake has been operated.
The eighth aspect of the invention relates to a cooling fan control device for a vehicle in which cooling oil supplied to an oil-cooled brake is cooled by means of the cooling fan, comprising: cooling oil temperature detecting means for detecting a temperature of the cooling oil; first target speed setting means for setting a first target speed for the cooling fan, this target speed being intended to be in accordance with the temperature of the cooling oil; inclination angle detecting means for detecting a decreasing degree of inclination; second target speed setting means for setting a second target speed for the cooling fan, this target speed being intended to be in accordance with the decreasing degree of inclination; and speed control means for controlling the cooling fan speed to achieve the higher target speed of the first target speed, which corresponds to the detected cooling oil temperature, and the second target speed, which corresponds to the detected decreasing degree of inclination.
The ninth aspect of the invention is the first aspect of the invention, in which an estimated oil temperature rise width of a brake caliper oil temperature corresponding to the actual braking degree is calculated, and the second target speed is set based on the estimated oil temperature rise width.
The tenth aspect of the invention is the first aspect of the invention, in which a necessary fan speed increase width of the cooling fan speed is calculated, where this speed corresponds to the current braking degree, and the second target speed is set based on the necessary fan speed increase width.
In the vehicle 1 according to the first aspect of the invention, as shown in Fig. 3, the cooling oil supplied to the oil-cooled brake 5 is cooled directly by means of the cooling shaft 32 or by means of cooling water. As shown in Fig. 4, a temperature Tb of the cooling oil is detected by the cooling oil temperature detecting means 52.
In the setting means 61 for the first target speed, as shown in Fig. 5, the first target speed N1 is set for the cooling fan 32 which corresponds to the temperature Tb of the cooling oil. When the oil-cooled brake 5 is operated by means of the braking means 14 as shown in Fig. 2, the degree of operation Sb of the braking means 14 is detected by means of the detecting means 56 for the braking degree, as shown in Fig. 4. In the setting means 62 for the second target speed, in Fig. 5, the second target speed N2 is set for the cooling fan 32 which corresponds to the braking degree Sb.
As shown in Fig. 6, the control means 63 controls the speed N of the cooling fan 32 to achieve the higher target speed of the first target speed N1 corresponding to the detected cooling oil temperature Tb and the second target speed N2 corresponding to the detected braking degree Sb (step 104, see Fig. 5 ). According to the sixth aspect of the invention, the speed N of the cooling fan 32 is regulated in the same way (step 104) provided that the oil-cooled brake 5 has been detected as operated (determination YES in step 101). As a result of this and in case the oil-cooled brake 5 is operated by means of the braking means 14 and if the second target speed N2, which corresponds to the braking degree Sb 10 15 20 25 30 534 707 7 of the oil-cooled brake, exceeds the first target speed, which corresponds to the detected cooling oil temperature Tb, it is determined that the brake cooling capacity must increase as the cooling oil temperature will rise, and the speed N of the hydraulically driven cooling fan 32 is regulated to the second target speed N2 which corresponds to the braking degree Sb. In contrast, even if the oil-cooled brake 5 has been actuated by means of the braking means 14, if the second target speed N2 corresponding to the braking degree Sb of the retarder brake is lower than the first target speed N1, which corresponds to the detected cooler at temperature Tb , it is determined that the cooling oil temperature has already risen and that the braking capacity has increased sufficiently, and the speed N of the cooling fan 32 is regulated to the first target speed N1 which corresponds to the currently detected cooling oil temperature Tb.
According to the present invention, for example, at a time when the retarder control lever (braking means 14) is actuated, it is determined that the brake rinsing capacity must increase. Thereafter, the brake wash capacity can increase in advance before the brake wash oil temperature Tb actually rises.
Therefore, in practice, there is no time delay between the operation of the retarder control lever 14 and the actual increase in the speed of the hydraulically driven cooling fan 32 which results in an increase in the cooling capacity. As a result, a short period of time elapses before the maximum retarder brake capacity is restored, whereby it is possible to avoid a situation where the cooling oil overheats before the maximum retarder brake capacity has been restored or the oil-cooled rear wheel brake 5 is damaged.
In addition, as the brake cooling efficiency increases, it is possible to reduce the capacity of the oil cooler 30 and the hydraulic pump 42 which constitute the brake cooling circuit as shown in Fig. 3.
As a result, a compact brake caliper circuit can be constructed and the degree of freedom to construct the appearance of the brake caliper circuit increases.
According to the second aspect of the present invention, the first aspect of the invention described above is applied to the vehicle 1 in which the power from the engine 2 is distributed, as shown in Fig. 1, to the driveline 3 and the hydraulic pump 40 (41, 42, 43), drive wheels are driven via the driveline 3 and the cooling shaft 32 is driven via the hydraulic pump 40 (43).
For example, the retarder brake is driven almost exclusively during downhill movement or when the vehicle 1 is reduced in speed, for example a dumper. During relocation in 10 15 20 25 30 534 70 8 downhill or at deceleration, a drive torque is fed from the drive wheels 12 to the motor 2 via the drive line 3 and the motor 2 is driven. The energy used to increase the speed N of the cooling fan 32 to the second target speed N2 is therefore consumed as the energy supplied from the drive wheels 12. As a result, the energy yield can increase and the fuel consumption is not affected despite an increase in the brake cooling capacity and a increase in retarder brake capacity.
According to the third aspect of the present invention, as shown in Fig. 4, the vehicle stop detecting means 53 is provided to detect if the vehicle 1 has stopped, and the van / number N of the cooling fan 32 is regulated (step 104 in Fig. 6; regulation below braking) to achieve the higher target speed of the first target speed N1 and the second target speed N2 provided that the vehicle 1 is not detected as stationary (determination NO step 102 in Fig. 6).
A condition in which the oil-cooled rear wheel brake 5 overheats so that the cooling capacity must increase almost always occurs when the vehicle 1 is in motion at the same time as the rear wheel brake 5 is actuated. Even in a situation where, for example, the braking degree Sb is large, in case the vehicle 1 has stopped, the oil-cooled rear wheel brake 5 will not overheat and there is no need to increase the cooling capacity. In addition, the operator sometimes maneuvers the braking means 14 (retarder control lever 14) even if the vehicle 1 has stopped. Conversely, when the control is performed in this position to increase the speed N of the cooling fan 32 to the second target speed N2, the cooling fan 32 is operated unnecessarily and the fuel consumption increases.
According to the third aspect of the present invention, even if the brake has been actuated (determination YES in step 101 in Fig. 6), if the vehicle 1 has stopped (determination YES in step 102 in Fig. 6), the normal adjustment (step 103) is performed. , and the speed of the cooling shaft 32 is not controlled to achieve the higher target speed N of the first target speed N1 and the second target speed N2 (step 104). Therefore, the cooling shaft 32 is not operated unnecessarily and power loss for the motor 2 and a loss of energy can be prevented.
According to the fourth aspect of the present invention, the first aspect described above is applied assuming that the oil-cooled brake 5 is a retarder brake. According to the fifth aspect of the present invention, the vehicle 1 is assumed to be provided with a retarder brake and a foot brake as an oil-cooled brake 5. In addition, the speed N of the cooling shaft 32 is regulated to achieve the higher target speed N of the first target speed N1. , which corresponds to the detected cooling oil temperature Tb, and the second target speed N2, which corresponds to the detected braking degree Sb, Sb '. According to the seventh aspect of the present invention, the speed N of the cooling fan 32 is controlled in a similar manner provided that either the retarder brake or the foot brake has been actuated. In the case of a dumper, for example, the oil-cooled brake is a rear-wheel brake 5. When the retarder brake is affected, the rear-wheel brake 5 is affected, while when the foot brake is affected, the front-wheel brake 13 and the rear-wheel brake 5 are affected.
In other words, when either the retarder brake or the foot brake is actuated, the oil-cooled brake is actuated (rear brake 5). When control similar to that of the first aspect of the present invention is performed in this position, the brake rinsing capacity of the oil-cooled brake 5 can increase rapidly without any time delay after braking, in the same manner as according to the first aspect of the present invention.
According to the first aspect of the present invention, it is determined that the brake rinsing capacity must increase based on the operation of the braking means 14 (retarder control lever 14).
In accordance with the present invention, however, it is possible, instead of detecting that the brake has actually been actuated, to assume that "the brake has been actuated" by detecting a situation in which braking is necessary, namely a downhill movement and carrying out the regulation during braking.
According to the eighth aspect of the present invention, an inclination angle detecting means is used to detect a falling degree of inclination 9 (an inclination angle of the vehicle or an angle of inclination of the road surface), instead of the detecting means of the degree of braking 56 according to the first aspect. In addition, according to the eighth aspect of the present invention, the second target speed N2, which corresponds to the falling degree of inclination 6, is set instead of the second target speed N2, which corresponds to the braking degree Sb according to the first aspect of the invention. It is assumed that the brake is operated with 10 15 20 25 30 534 7D 10 a greater degree of operation as the falling degree of inclination 6 increases. Consequently, a larger value is set for the second target speed N2.
According to the ninth aspect of the present invention, as shown in Fig. 11, an estimated oil temperature rise width ATb is found at a brake caliper oil temperature Tb, which corresponds to the current braking degree Sb, and the second target speed N2 is set based on the estimated oil temperature rising width ATb.
According to the tenth aspect of the present invention, as shown in Fig. 12, a necessary fan speed width AN is obtained for the speed N of the hydraulically driven cooling fan 32, which corresponds to the actual braking degree Sb, and the second target speed N2 is set based on the required fan speed width AN.
BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the control device for a cooling fan intended for a vehicle according to the present invention will be described below with reference to the accompanying drawings.
According to the embodiments, a dumper will be assumed to constitute the vehicle.
Fig. 1 is a block diagram showing the appearance of a driveline 3 of the vehicle 1 according to the embodiments. The design of the dumper 1 is shown with respect to the components relating to the present invention.
As shown in Fig. 1, the vehicle 1 distributes power from a motor 2 to the driveline 3 and to hydraulic pumps 40 (41, 42, 43 ...). Drive wheels 12 are driven via the drive line 3 and, as will be described below, hydraulic oil is fed to a steering mechanism and a lifting mechanism (not shown in the figure) via the hydraulic pumps 40 and the cooling oil is supplied to the rear wheel brake described below.
An output shaft 6 of the engine 2 of the vehicle 1 is connected to a PTO 7. The PTO 7 is connected to a torque converter 8 and is also connected to the hydraulic pumps 40. 10 15 20 25 30 534 707 11 Part of the power from the engine 2 is transmitted to the rear wheels 12 which are drive wheels via the PTO 7, the torque converter 8, a transmission 9, a reducer mechanism (differential gear) 10, and a shaft (rear axle) 11. In addition, the remaining power is transmitted from the engine 2 via the PTO 7 to the hydraulic pumps 40. Shifting of the transmission 9 is performed on the basis of a control signal output from a shift controller 161. The controller 161 inputs an operating signal of a gear lever 28 and generates and outputs a control signal to the transmission 9. The gear lever 28 is provided with gear lever positions, such as Nt ( neutral (neutral), R (reverse), and D (drive); automatic clutch from lowest gear to highest gear). When the vehicle 1 has stopped, the gear lever 28 is operated to the neutral position Nt.
Fig. 2 is a hydraulic circuit diagram showing the design of the brake control circuit of the vehicle 1 according to the embodiments. The design of the dumper 1 is shown with respect to the components relating to the present invention.
The dumper 1 is equipped with a selection of brakes, such as a foot brake, a retarder brake, a parking brake, an exhaust brake and an emergency brake. Fig. 2 shows only the design of the foot brake, the retarder brake and the parking brake which relate to the present invention. The designs for other brakes have been omitted.
A front wheel brake 13 of the dumper 1 consists, for example, of a brake caliper disc. In addition, a rear wheel brake 5 consists of a wet disc. The front wheel brake 13 and the rear wheel brake 5 are hydraulic brakes which are operated by means of hydraulic oil.
The foot brake acts on the front wheel brake 13 and the rear wheel brake 5 in response to the operation of a pedal 4. When the foot brake is actuated, a brake piston 13b of a brake caliper 13a of the front wheel brake 13 is actuated to apply a front wheel brake disc 130, and a brake piston 23 brake adjuster 23 of the rear wheel brake 5 is actuated to apply a pressure to a rear wheel brake disc 5a, whereby the foot brake is operated.
The retarder brake acts on the rear wheel brake 5 in response to the operation of the retarder control lever 14. When the retarder brake is actuated, the brake piston 23a of the brake adjuster 23 of the rear wheel brake 5 is actuated to apply pressure to the rear wheel brake disc 5a.
The parking brake only operates the rear wheel brake 5 in response to the operation of a parking switch 20. When the parking brake is operated, a brake piston 25a of a cylinder chamber 25 of the rear wheel brake 5 operates to apply pressure to the rear wheel brake disc 5a.
The hydraulic pump 41 intended for braking acts as a hydraulic oil supply source and supplies a brake hydraulic oil to the front wheel brake 13 and to the rear wheel brake 5.
A foot brake valve 15 consists of a front wheel actuating valve 116 and a rear wheel actuating valve 17, and the valve position is changed to open position 16a resp. 17a in response to a foot operation of the pedal 4.
When the pedal 4 is depressed, the front wheel actuating valve 16 is actuated to the open position 16a, and pressure oil leaving the hydraulic pump 41 intended for actuation and stored in accumulators 27, 18 is fed via the front wheel actuating valve 16 to the front wheel brake 13. As a result, the brake caliper 13a is driven of the front wheel brake 13 to apply pressure to the front wheel brake disc 13c, and the front wheels 21 of the vehicle 1 are braked. When the pedal 4 is depressed, the rear wheel operating valve 17 is also actuated to the open position 17a, and pressure oil leaving the hydraulic pump 41 intended for braking and stored in accumulators 27, 22 is fed via the rear wheel operating valve 17 and via a slide valve 36 to the brake adjuster 23.
When the hydraulic oil is supplied to the brake adjuster 23, the brake piston 23a of the brake adjuster 23 of the rear wheel brake 5 is driven to apply a pressure to the brake disc 5a and the rear wheels 12 of the vehicle 1 are braked. In the brake adjuster 23, the brake piston 23a operates in such a way that it obtains a constant piston stroke.
When the parking switch 20 is actuated, an actuating valve 24 for parking is actuated to a return position 24a, and the hydraulic oil located in a cylinder chamber 25 of the rear wheel brake 5 returns via the actuating valve 24 intended for parking to a tank 26. As a result, a spring 25 located inside the cylinder chamber 25 to an extended position, where the brake piston 25a is operated to apply a pressure to the rear wheel brake disc 5a, and the rear wheel brakes 12 are braked. When the parking switch 20 is not operated, the parking control control valve 24 is operated to a supply position 24b, and the hydraulic oil leaving the hydraulic pump 41 intended for braking is supplied to the cylinder chamber 25 of the rear wheel brake 5 via the accumulator 27 and the parking control valve 24. As a result, the spring 25 located inside the cylinder chamber 25 is biased to a contracted position, the brake piston 25a is operated to retract from the rear wheel brake disc 5a and the rear wheels 12 are released from the rear wheel brake 5.
When the retarder control lever 14 is operated, an electrical signal corresponding to the braking degree Sb is applied to an electromagnetic proportional pressure reducing valve 35 intended for a retarder brake. where the valve is operated to an open position in which the spring 35a is retracted, and the pressure oil leaving the hydraulic valve 41 for braking and stored in the accumulator 27 is fed to the brake adjuster 23 via the electromagnetic proportional pressure reducing valve 35 intended for the retarder brake and the slide valve 36. When the hydraulic oil is supplied to the brake adjuster 23, the brake piston 23a of the brake adjuster 23 is driven by the rear wheel brake 5 to apply pressure to the rear wheel brake disc 5a and the rear wheel 12 of the vehicle 1 by brakes.
Fig. 3 is a hydraulic circuit diagram showing the components of the rear wheel brake 5 of the cooling circuit which relate to the present invention.
As shown in Fig. 3, the hydraulic oil is fed to the rear wheel brake disc 5a of the rear wheel brake 5 and to an oil cooler 30 by means of a hydraulic pump 42 intended for cooling as a cooling oil supply source. The cooling oil is fed to the rear wheel brake disc 5a of the rear wheel brake 5, is forced to pass around the rear wheel brake disc 5a, and is then supplied to the oil cooler 30. The cooling oil which has passed through the oil cooler 30 returns to a tank 31. The cooling oil located in the tank 31 is sucked in by of the hydraulic pump 42 intended for cooling, and the cooling oil then circulates in a corresponding manner in a rear cooling circuit comprising the rear wheel brake 5 and the oil cooler 30. The oil cooler 30 is an oil-cooled water cooler specially designed for brake cooling. The oil cooler is installed in a lower tank of the cooler 19. The cooling oil passing through the oil cooler 30 is cooled by means of cooling water from the engine 2. Thus, the cooling water is cooled from the engine 2 as it passes through a cooling water passage of the cooler 19, and then passes into the lower tank of the cooler 19 through the cooling water passage of the oil cooler 30 and cools cooling oil passing through the oil cooler 30.
A hydraulically driven cooling fan 32 is located opposite the cooler 19.
When the cooling oil located in the brake cooling circuit is supplied to the rear wheel brake 5, the heat generated by the rear wheel brake disc 5a of the rear wheel brake 5 is absorbed by the cooling oil.
The cooling oil which has absorbed the heat is fed to the oil cooler 30. The engine cooling water is fed to the cooling water passage of the oil cooler 30, heat exchange takes place between the cooling water and the cooling oil, and the heat from the cooling oil is given off. The heat in the cooling water is given off by heat exchange between the radiator 19 and the air that is blown by means of the hydraulically driven cooling fl spout 32.
Fig. 4 shows an embodiment of a device for drive control of the hydraulically driven cooling fan 32.
In the drive control device, the hydraulically driven cooling fan 32 is driven by using a hydraulic pump 43 intended for fan driving with variable displacement as the driving source.
The variable displacement hydraulic pump 43 is driven by means of the motor 2 (see Fig. 1).
A hydraulic motor 33 intended for fan drive is driven by means of pressure oil which leaves the hydraulic pump 43 with variable displacement. The hydraulic motor 33 for fan drive is a hydraulic motor with a fixed displacement. The hydraulically driven cooling fan 32 is driven by means of the hydraulic motor 33 which is intended for genuine driving. As a result, pressure oil is supplied which leaves the hydraulic pump 43, the hydraulic motor 33, whereby the hydraulic motor 33 and the hydraulically driven cooling fan 32 which are connected in series rotate.
A rocker disk 43a of the hydraulic pump 43 is drive controlled by means of a rocker drive 34. The capacity (cc / rev) of the hydraulic pump 43 is controlled by the drive control performed by the rocker drive 34. The rocker drive 34 is actuated by an electrical control signal. When an electric control signal is applied to the rocker drive unit 34, it is driven 10 15 20 25 30 534 70 The wobble disk 43a of the hydraulic pump 43 in response to the electrical control signal and the displacement (cc / rev) of the hydraulic pump 43 demolition changes. As a result, the flow rate of the pressure oil leaving the hydraulic pump 43 changes, the flow rate of the pressure oil fed to the hydraulic motor 33 changes, and the speed N of the hydraulically driven cooling fan 32 changes.
The motor 2 is provided with an engine speed sensor 50 which detects the speed Ne (r / min) of the engine 2.
An engine cooling water temperature sensor 51 which detects a temperature (engine cooling water temperature) Tc (° C) of the engine cooling water is arranged in the cooling water passage of the engine 2.
A brake caliper oil temperature sensor 52 which detects a temperature (brake caliper oil temperature) Tb (° C) of the brake caliper oil is provided in the tank 31 of the rear wheel brake caliper circuit.
The vehicle 1 is provided with a vehicle stop detecting means 53 intended to detect if the vehicle 1 stops.
The vehicle stop detecting means 53 consists, for example, of the parking switch 20, a vehicle speed sensor 54 and a gear position sensor 55.
The vehicle speed sensor 54 detects a speed of the vehicle 1 (vehicle speed) V. The vehicle speed V is calculated, for example, by detecting an outgoing speed of the transmission 9.
The gear position sensor 55 detects the operation of the gear lever 28 to a neutral "Nt" position.
According to the present embodiment, the vehicle 1 is considered to have stopped by means of a combination of detection signals from the parking switch 20, the vehicle speed sensor 54 and the gear position sensor 55.
Examples of determining if the vehicle 1 has stopped are described below. 10 15 20 25 30 534 707 16 (1) First determination example Vehicle 1 is considered to have stopped when one of the following conditions has been met: that the parking switch 20 has been operated to the ON position (parking braking) or that the vehicle speed V is zero or close to zero and that the gear lever 28 is in the neutral position "Nt". (2) Other determination examples Vehicle 1 is considered to have stopped when one of the following conditions is met: that the parking switch 20 is in the ON position (parking braking), that the vehicle speed V is zero or close to zero, or that the gear lever 28 is in the neutral position "Nt ".
The vehicle 1 can also be considered to have stopped based on detection signals from any two sensors among the parking switch 20, the vehicle speed sensor 54, and the gear position sensor 55. In addition, the vehicle can also be considered to have stopped based on a detection signal from any sensor among the parking switch 20, the vehicle speed 54 gear position sensor 55.
The deceleration control lever 14 is provided with a degree of braking sensor 56 which detects the degree of operation Sb (deceleration control shift) of the deceleration control lever 14.
The controller 60 is a control means which, for example, consists of a CPU, a ROM, a RAM or the like. A detection signal Ne from the engine speed sensor 50, a detection signal TC from the engine cooling water temperature sensor 51, a detection signal Tb from the brake oil temperature sensor 52, detection signals from the vehicle stop detecting means 53 (parking switch 20, vehicle speed sensor) and the sensor input to an input of the controller 60.
A control program for executing the "normal control" and "braking control" described below is installed in the ROM of the controller 60. The control program is executed in the CPU of the controller 60, and an electrical control signal for drive control of the wobble drive 34 is generated. The generated electrical control signal is output from an output of re 10 15 20 25 30 534 70 17 the yellowator 60 to the rocker drive 34. The electrical control signal value output to the rocker 34 corresponds to a target speed of the hydraulically driven cooling fan 32.
When the electric control signal is applied to the pulley drive unit 34, the pulley 34a of the hydraulic pump 43 is driven in response to the electric control signal, and the displacement of the hydraulic pump 43 is regulated. As a result, the flow rate of the pressure oil leaving the hydraulic pump 43 is regulated, the flow rate of the pressure oil supplied to the hydraulic motor 33 is regulated and the speed N of the hydraulically driven cooling fan 32 is regulated to the target speed.
The controller 60 includes first target speed setting means 61, second target speed setting means 62 and speed control means 63.
Control according to the first embodiment In the first embodiment, control is carried out under the assumption that the above-described device embodiment shown in Fig. 4 applies.
The detection signal Ne from the engine speed sensor 50, the detection signal Tc from the engine cooling water temperature sensor 51 and the detection signal Tb from the brake cooling oil temperature sensor 52 are supplied to the setting means for the first target speed 61 of the regulator 60, and the first target speed N1 of the fan 32. The detection signal Ne from the speed sensor 50 and the detection signal Sb from the braking degree sensor 56 are input to the setting means for the second target speed 62 of the controller 60, and the second target speed N2 for the fan 32 intended for cooling is set. The detection signal Sb from the brake degree sensor 56, the detection signal from the vehicle stop detecting means 53, the set target speed N1 from the setting means 61 for the first target speed, and the set target speed N2 from the setting means 62 for the second target speed are fed to the speed control means 63. an electrical control signal for performing the normal control or an electrical control signal for performing regulation during braking is generated, and the generated electrical control signal is supplied to the rocker drive 34.
Below, the contents of normal regulation will first be described. 10 15 20 25 30 534 707 18 Normal control is a control corresponding to the above-described prior art 1. According to this control, the target speed N1 (referred to below as the first target speed) is determined for the hydraulically driven cooling fan 32 by means of the engine cooling water temperature Tc, the brake cooling oil temperature Tb and the engine speed Ne, whereby the speed N of the hydraulically driven cooling fan 32 is regulated so that it becomes equal to the first target speed N1.
The normal regulation will be described below with reference to Fig. 5.
Fig. 5 shows a control diagram used to determine the first target speed N1 of the hydraulically driven cooling fan 32 based on the engine cooling water temperature Tc, the brake cooling oil temperature Tb and the engine speed Ne and also to determine the second target speed N2 for the hydraulically driven cooling from the box S2.
The motor 2 rotates within a range from a low idle speed NeL to a high idle speed NeH. A line LNmax is a maximum line indicating the maximum target speed of the hydraulically driven cooling fan 32 corresponding to each motor speed Ne. A line LNmin is a minimum line indicating the minimum target speed of the hydraulically driven cooling fan 32 corresponding to each motor speed Ne. The target speed of the hydraulically driven cooling fan 32 varies within a range located between the maximum line LNmax and the minimum line LNmin.
In normal control, a target line LN1 is set within this range to be a line with a higher target speed when the engine cooling water temperature Tc and the brake cooling oil temperature Tb rise. When the engine cooling water temperature Tc and the brake cooling oil temperature Tb are the lowest temperatures, the minimum line LNmin is set to the line LN1 for the first target speed.
When the engine cooling water temperature Tc and the brake cooling oil temperature Tb are the highest temperatures, the maximum line LNmax is set to a line LN1 for the first target speed.
When the engine cooling water temperature Tc and the brake cooling oil temperature Tb are intermediate temperatures, between the lowest temperatures and the highest temperatures, the line LNmid1, between the minimum line LNmin and the maximum line LNmax, is set to a line LN1 for the first target speed. When there is a difference in temperature between the engine cooling water temperature Tc and the brake cooling oil temperature Tb, the line LN1 for the first target speed is set correspondingly to the higher of the two temperatures. The line LN1 for the first target speed (for example the intermediate line LNmidt) is determined 'so 15 15 25 25 30 534 70 19 is conducted in accordance with the engine cooling water temperature Tc and the brake cooling oil temperature Tb, and the speed N of the hydraulically driven cooling fan 32 is regulated to obtain the first target speed N1 corresponding to the current engine speed Ne1 on the first target speed line LN1) (LN1).
In contrast, the regulation during braking is a regulation that is carried out provided that at least the retarder brake 14 has been operated. In the regulation during braking, a target speed N2 (called second target speed) is determined for the hydraulically driven refrigerator 32 32 of the braking degree Sb, where this second target speed N2 is compared with the first target speed N1, which has been determined in the normal regulation described above, and the speed N for the hydraulically driven cooling fan 32 is regulated to be equal to the target speed which is the higher of the two. In the control during braking, in the same way as for the normal control, the target speed of the hydraulically driven cooling fan 32 varies within an area located between the maximum line LNmax and the minimum line LNmin.
During regulation during braking, a finish line N2 within this range is set to be a line with a higher target speed as the braking degree Sb increases. When the braking degree Sb is the maximum degree of operation, the maximum line LNmax is set to a line LN2 for the second target speed. When the braking degree Sb is the intermediate operating degree, an intermediate line LNmid2, located between the minimum line LNmin and the maximum line LNmax, is set to the line LN2 for the second target speed. As described above, the line LN1 (for example the line LNmid1) is set for the first target speed in the same way as for the engine cooling water temperature Tc and the brake cooling oil temperature Tb. Consequently, the line LN1 (LNmid1) for the first target speed is compared with the line LN2 (LNmid2) for the second target speed, and the line with the higher target speed is selected. In a situation where the line L2 (LNmid2) for the second target speed is higher than the line LN1 (LNtmid) for the first target speed, the speed N of the hydraulically driven cooling fan is regulated to reach the target speed N2 in accordance with the current motor speed Ne2 on the line LN2 LNmid2) for the second target speed.
According to the present embodiment, the target speed LN2 is set in such a way that it forms a line with a higher target speed as the braking degree Sb increases, but corresponding to 10 15 20 25 30 534 70 The ratio of the braking degree Sb and the target speed is not necessarily a proportional ratio but can be set arbitrarily. For example, a corresponding ratio may be such that a large target speed close to the maximum line LNmax is obtained even when the braking degree Sb is extremely small. In addition, the target speed can be set correspondingly regardless of whether the brake has been operated (ON, OFF). For example, the corresponding condition may be such that in a situation where the operation of the retarder control lever 14 assumes an AV position, a small target speed corresponding to the minimum line LNmin is set, but when the operation of the retarder control lever 14 is ON, a large target speed is set to the maximum line LNmax .
The contents of the control performed by the controller 60 will be described below with reference to the fate diagram shown in Fig. 6. According to the first embodiment, control is performed during braking by establishing a condition that the vehicle speed detecting means 53 has not detected that the vehicle 1 has stopped, together with the condition that the retarder control lever 14 has been operated.
First, it is determined whether the retarder control lever 14 has been operated based on the detection signal Sb from the brake degree sensor 56 (step 101). In a situation where the result indicates that the deceleration control lever 14 has not been operated (determination NO in step 101), it is determined that the rear wheel brake 5 has not been operated and that the rear wheel brake 5 cannot be overheated, whereby normal control is executed. Thus, the line LN1 (for example, the intermediate line L1Nmid1) for the first target speed is set in accordance with the engine cooling water temperature Tc and the brake cooling oil temperature Tb, and the speed N of the hydraulically driven cooling fan 32 is regulated to achieve the first target speed N1 corresponding to the actual the engine speed Ne1 on the first target speed line LN1 (LNmid1) (step 103).
In a situation where it is determined that the retarder control lever 14 has been operated (determination YES in step 101), the vehicle 1 (detected) is determined to have stopped based on the detection signals from the vehicle stop detecting means 53 (parking switch 20, vehicle speed sensor 54 and step position sensor 55). As a result, in a situation where the vehicle 1 is considered (detected) to have stopped, (determination YES in step 102), because the rear wheel brake 5 has been actuated while the vehicle 1 is in a stop position, it is judged that the rear wheel brake 5 can not overheating and that the normal control described above is executed (step 103). 10 15 20 25 30 534 707 21 In contrast, in a situation where the vehicle 1 is not considered (has been detected) to have stopped (determination NO in step 102), 5 has been operated at the same time as the vehicle 1 was in motion (was in a different position than the stop position), it is judged that the rear wheel brake 5 can be overheated and that the control during braking is executed. Thus, the line LN2 (for example the line LNmid2) is set for the second target speed in accordance with the braking degree Sb. The line LN1 (for example the line LNmid1) for the first target speed is set in accordance with the engine cooling water temperature Tc and the brake cooling oil temperature Tb. Consequently, the line LN1 (LNmid1) for the first target speed is compared with the line LN2 (LNmid2) for the second target speed, and the line with the higher target speed is selected. In a situation where the line LN2 (LNmid2) for the second target / number is higher than the line LN1 (LNmid1) for the first target speed, the speed N of the hydraulically driven cooling fan 32 is regulated to reach the target speed N2 in accordance with the current motor speed Ne2 on the line LN2 (LNmid2) for the second target speed (step 104). In a situation where the retarder control lever 14 is operated and the second target speed N2, corresponding to the braking degree Sb of the retarder control lever, exceeds the first target speed LN1, corresponding to the brake cooling oil temperature and the like, it is determined that the brake cooling capacity must increase. is regulated to the second target speed N2 corresponding to the braking degree Sb.
In contrast, when the retarder brake 14 has been actuated, but when the second target speed N2 corresponding to the braking degree Sb for the retarder brake is still below the first target speed N1, corresponding to the brake oil temperature Tb and the like, the cooling oil temperature is already considered to have increased and the brake capacity has increased. , and the speed N of the hydraulically driven cooling shaft 32 is regulated to the first target speed N1 corresponding to the current detected cooling oil temperature Tb and the like.
According to the first embodiment, it is determined that the brake rinsing capacity must increase at a time when the retarder brake 14 is actuated, whereby the brake rinsing capacity can increase in advance before the brake rinsing oil temperature Tb actually rises. Therefore, in practice, there is no time lag between when the retarder brake 14 is actuated and when the speed of the hydraulically driven cooling fan 32 actually increases and the cooling capacity actually increases. As a result, a situation where the cooling oil overheats or where the rear wheel brake 5 is damaged can be avoided.
In addition, as the brake cooling efficiency increases, it is possible to reduce the capacity of the oil cooler 30 and the hydraulic pump 42, which constitute the cooling circuit of the rear wheel brake 5.
As a result, a compact cooling circuit for the rear wheel brake 5 can be constructed and the degree of freedom in the construction of the layout of the brake cooling circuit increases.
The first embodiment described above is intended to be applied to the vehicle 1 in which, as shown in Fig. 1, the power from the engine 2 is distributed to the driveline 3 and the hydraulic pump 40 (41, 42, 43 ...), where the drive wheels 2 are operated via the driveline 3 and the hydraulically driven cooling shaft 32 is operated via the hydraulic pump 40 (hydraulic pump 43).
For example, the retarder brake is operated almost exclusively during downhill driving or during braking of the vehicle, for example a dumper. During downhill driving or during braking, a drive torque is fed from the drive wheels 12 to the motor 2 via the drive line 3 and the motor 2 rotates. Therefore, the energy used to increase the speed N of the hydraulically driven cooling fan 32 to the second target speed N2 is consumed as the energy input from the drive wheels 12. As a result, the energy efficiency can increase and the fuel consumption is not affected despite the increase in cooling capacity for the rear wheel brake 5 and the increase in retarder brake capacity.
According to the first embodiment, the vehicle stop detecting means 53 is also arranged which is intended to detect if the vehicle 1 has stopped, where the control during braking is carried out provided that the vehicle 1 has not been detected as stationary, and the speed N of the hydraulically driven cooling fan 32 is regulated to reach the higher the target speed of the first target speed N1 and the second target speed N2.
A situation where the oil-cooled rear wheel brake 5 overheats and the cooling capacity must increase almost always occurs when the vehicle 1 is in motion at the same time as the rear wheel brake 5 is operated. Even if the braking degree Sb is large, but the vehicle 1 is stationary, for example, the oil-cooled rear wheel brake 5 will not overheat and there is no need to increase the cooling capacity. In addition, the operator maneuvers among the retarder control lever 14 even if the vehicle 1 has stopped. Conversely, when the control is performed in this situation to increase the speed N of the hydraulically driven cooling vane 32 to the second target speed N2, the hydraulically driven cooling fan 32 is operated unnecessarily and the fuel consumption increases.
According to the first embodiment, even if the retarder control lever 14 has been operated, if the vehicle 1 has stopped, the normal control is carried out without carrying out the control during braking and the hydraulically driven cooling fan 32 is not operated unnecessarily. As a result, an increase in fuel consumption can be eliminated.
Various modifications can be made to the first embodiment described above, and modification examples where device components are removed or added are also conceivable. In the first embodiment, the use of a water-cooled oil cooler 30 is assumed, but an air-cooled oil cooler which is directly cooled by means of the hydraulically driven cooling shaft 32 can also be used. In the first embodiment, the normal control also sets the first target speed N1 in accordance with the engine cooling water temperature Tc, the brake oil temperature Tb and the engine speed / number Ne, but it is possible to omit sensors to detect the engine cooling water temperature Tc and the engine speed Ne if appropriate. and if the first target speed N1 is set in accordance with at least the brake wash oil temperature Tb.
According to the first embodiment, braking control is performed provided that the vehicle speed detecting means 53 does not detect that the vehicle 1 has stopped and provided that the retarder brake 14 has been actuated, but the braking control can also be performed based only on the condition that the retarder control lever 14 has been actuated. In this case, in the fate diagram shown in Fig. 6, the vehicle stop detection (determination) step 102 is omitted and the control during braking (step 104) or normal control (step 103) is executed in accordance with whether the deceleration control lever 14 has operated (step 101). In the embodiment described above, the second target speed N2, corresponding to the current braking degree Sb, is set directly by the setting means 62 for the second target speed, but it is also possible to find an estimated oil temperature increase width ATb of the brake oil temperature Tb corresponding to the current braking degree Sb and set the second target speed N2 based on the estimated oil temperature increase width ATb.
Fig. 11 is a functional block diagram of the controller 60.
The detection signal Ne from the engine speed sensor 50 and the detection signal Tc from the engine cooling water temperature sensor 51 are input to the setting means 61 for the first target speed of the controller 60 and the first target speed N1 of the fan 32 intended for cooling is set. Consequently, the first target speed N1 is set corresponding to the current engine speed N and the engine cooling water temperature Tc.
The detection signal Ne from the engine speed sensor 50, the detection signal Tb from the brake oil temperature sensor 52 and the detection signal Sb from the brake degree sensor 56 are input to the setting means for the second target speed 62 of the regulator 60, and the second target speed N2 for the fan 32 is intended for cooling. The estimated oil temperature increase width ATb of the brake caliper oil temperature Tb, corresponding to the current engine speed Ne and the current braking degree Sb, is thus calculated. Then, an estimated oil temperature Tb + ATb is estimated by adding the estimated oil temperature increase width ATb and the current brake oil temperature Tb, and the second target speed N2 corresponding to the estimated oil temperature Tb + ATb and the current engine speed Ne is set.
The detection signal Sb from the braking degree sensor 56, the detection signal from the vehicle stop detecting means 53, the set target speed N1 of the setting means 61 for the first target speed and the set target speed N2 of the setting means 62 for the second target speed are input to the speed control means 63; performing the normal control or an electrical signal to perform the control during braking is generated, and the electrical control signal is output to the rocker drive unit 34. In a situation where the brake has not been operated or the vehicle has stopped thus, normal control is executed and the speed N of the hydraulically driven cooling fan 32 is regulated to achieve the first target speed N1. In a situation where the brake has been operated and the vehicle has not stopped, the regulation is further executed during braking and the speed N of the hydraulically driven cooling fan 32 is regulated to achieve the higher target speed of the first target speed N1 and the second target speed N2. In the embodiment described above, the second target speed N2 is set, corresponding to the current braking degree Sb. directly by the setting means for the second target speed 62, but it is also possible to find a necessary fan speed increase width AN for the speed N of the hydraulically driven cooling fan 32 corresponding to the current braking degree Sb and set the second target speed N2 based on the required fan speed increase width AN.
Fig. 12 is a functional block diagram of the controller 60.
The detection signal Ne from the engine speed sensor 50 and the detection signal Tc from the engine cooling water temperature sensor 51 are input to the setting means for the first target speed 61 of the regulator 60 and the first target speed N1 of the fl shaft 32 intended for cooling is set. Thus, the first target speed N1 is set corresponding to the current engine speed Ne and the current engine cooling water temperature Tc.
The detection signal Ne from the engine speed sensor 50, the detection signal Tb from the brake oil temperature sensor 52 and the detection signal Sb from the brake degree sensor 56 are input to the setting means for the second target speed 62 of the controller 60, and the second target speed N2 of the set 32 for cooling. Thus, the required fl speed increase width AN is calculated for the speed N of the hydraulically driven cooling fan 32 and which corresponds to the current motor speed Ne and the current braking degree Sb. A fan target speed Nb corresponding to the current engine speed Ne and the current brake oil temperature Tb is then calculated. The second target speed N2 (= Nb + AN) is set by adding the required fan speed increase width AN and the fan target speed Nb. 10 15 20 25 30 534 70 The detection signal Sb from the braking degree sensor 56, the detection signal from the vehicle stop detecting means 53, the set target speed N1 of the setting means 61 for the first target speed, and the set target speed N2 of the setting means 62 for the second target speed are fed into the control signal to perform normal control or an electrical control signal to perform the control during braking is generated, and the electrical control signal is output to the rocker drive 34. In a situation where the brake has not been operated or the vehicle has stopped, normal regulation and speed N of the hydraulically driven cooling fan are executed. 32 is regulated to achieve the first target speed N1. Furthermore, it is executed in a situation when the brake has been actuated and the vehicle has not stopped the control during braking and the speed N of the hydraulically driven cooling fan 32 is regulated to achieve the higher of the target speeds of the first target speed N1 and the second target speed N2. In the embodiment described above, it is determined in a situation where the brake wash capacity must increase, and the regulation during braking is carried out on the basis of the operation of the deceleration control lever 14. Instead of detecting that the brake has actually been operated, it is also possible to assume that "the brake has been operated" by detecting a situation where braking is necessary, namely downhill skiing and implementing regulation during braking. In this case, an inclination angle detecting means is used to detect a falling degree of inclination 9 (an angle of inclination of the vehicle or an angle of inclination of the road), instead of the degree of braking detection means 56. In addition, the second target speed N2, corresponding to the falling degree of inclination 9, is substituted for the second target speed N2, corresponding to the braking degree Sb. It is assumed that the brake is operated with a greater degree of operation as the degree of inclination 9 increases. Consequently, a larger value is set for the second target speed N2. In the embodiment described above, the second target speed N2 is set uniformly, regardless of whether the vehicle 1 is empty or loaded, but it is also possible to vary the value of the second target speed / number N2 depending on whether the vehicle is empty. or loaded, but it is also possible to vary the value of the second target speed N2 depending on whether the vehicle is empty or loaded.
The vehicle weight is, for example, greater in the loaded condition, where a load is in a cargo space of the dumper than in a situation where the vehicle 1 is empty and no load is in the cargo space of the dumper. As the weight is greater, the amount of heat generated during braking increases and the increase in van / speed of the hydraulically driven cooling shaft 32 must be greater.
Therefore, the second target speed N2 is set in such a way that the second target speed N2, which is set in a situation where the vehicle 1 is loaded, is higher than the second target speed / number N2, which is set in a situation where the vehicle 1 is empty. Whether the vehicle 1 is empty or loaded can be determined, for example, on the basis of a detected value of a cylinder pressure sensor arranged in a suspension cylinder. It is also possible to detect the weight of the vehicle 1 and set the second target speed N2 in such a way that the second target speed N2 increases with the increase in the value of the detected weight.
Fig. 13 is a functional block diagram of the controller 60.
The detection signal Ne from the engine speed sensor 50, the detection signal Tc from the engine cooling water temperature sensor 51 and the detection signal Tb from the brake cooling oil temperature sensor 52 are input to the setting means 61 for the first target speed of the regulator 60 and the first target speed N1 of the cooling shaft 32.
Thus, the first target speed N1 is set, which corresponds to the current engine speed Ne, the current engine cooling water temperature Tc and the current brake cooling oil temperature Tb.
The detection signal Ne from the engine speed sensor 50, the detection signal 9 from the inclination angle detecting means 58 and a detection signal from a sensor 59 for an internal cylinder pressure are input to the setting means 62 for the second target speed of the regulator 60 and the second target speed N2 for the cooling shaft 32. The second target speed 10 15 20 25 30 534 707 28 N2 which corresponds to the current engine speed Ne, the current degree of inclination 6 and the current vehicle weight (empty condition or loaded condition) is thus set. Fig. 14 shows a correspondence relationship between the falling degree of inclination 6, the vehicle weight (empty state or loaded state) and the second target speed N2. A larger value for the second target speed N2 is thus set when the falling degree of inclination 6 is greater and also when the vehicle is loaded.
The detection signal 6 from the inclination angle detecting means 58, the detection signal from the vehicle stop detecting means 53, the set target speed N1 for the setting means 61 for the first target speed and the set target speed N2 for the setting means 62 for the second target speed control means of an electric control signal for carrying out the normal control or an electric control signal for carrying out the control during braking is generated, and the electric control signal is output to the rocker drive unit 34. In a situation where the vehicle 1 does not move downhill (no descending slope) it is thus executed the normal control and the speed N of the hydraulically driven cooling fan 32 are regulated so that it reaches the first target speed N1. In a situation where the vehicle 1 moves downhill, the control is executed during braking and the speed N of the hydraulically driven cooling fan 32 is regulated so that it achieves the higher target speed of the first target speed N1 and the second target speed N2.
Control according to the second embodiment The second embodiment is an embodiment which is implemented by using the device shown in Fig. 7 instead of the one shown in Fig. 4.
The detection signal Ne from the engine speed sensor 50, the detection signal Tc from the engine cooling water temperature sensor 51 and the detection signal Tb from the brake oil temperature sensor 52 are input to the setting means 61 for the first target speed of the regulator 60 and the first target speed N1 of the fan 32.
The detection signal Ne from the engine speed sensor 50 and the detection signal Sb 'from the braking degree sensor 57 are input to the setting means 62 for the second target speed of the controller, and the second target speed N2 of the fan 32 intended for cooling is set. The detection signal Sb 'from the brake degree sensor 57, the detection signal from the vehicle stop detecting means 53, the set target speed N1 from the setting means 61 for the first target speed and the set target speed N2 of the setting means 62 for the second target speed are input to the control means to perform a normal control or an electrical control signal to perform a control during braking is generated, and the electrical control signal is output to the rocker drive 34.
As shown in Fig. 7, according to the second embodiment, the braking degree sensor 57 which detects the degree of operation Sb 'of the pedal 4 for operating the foot brake is provided instead of the sensor 56 which detects the degree of operation Sb of the retarder control lever 14, in which the second target speed N2 is set in accordance with the detection signal Sb 'from the braking degree sensor 57, and the control during braking is performed.
The control is carried out in the same way as in the first embodiment by replacing the degree of operation Sb of the retarder control lever 14 in the description of the first embodiment with the degree of operation Sb 'of the pedal 4.
The second embodiment can be advantageously applied to the vehicle 1, where overheating of the rear wheel brake resulting from actuation of the foot brake is a significant problem regardless of whether the retarder control lever 14 is not provided (retarder brake is not provided) or if the retarder control lever 14 is provided (retarder brake). arranged). In the second embodiment, it is also possible to use an air-cooled oil cooler instead of a water-cooled oil cooler 30 in the same way as in the first embodiment.
In the second embodiment, it is possible to omit sensors for detecting the engine cooling water temperature Tc and the engine speed Ne in an appropriate manner, if the first target speed N1 is set in accordance with at least the brake cooling temperature Tb. In the second embodiment, the adjustment during braking can also be performed only on condition that the pedal 4 has been operated. In this case, in the flow chart shown in Fig. 6, the treatment of the vehicle stop detection (determination) according to step 102 is omitted and the control during braking (step 104) or normal control (step 103) is executed in the same way as if the pedal 4 had been operated ( step 101). 10 15 20 25 30 534 70 In addition, in the second embodiment, the control reminiscent of that described with reference to Fig. 11, Fig. 12, Fig. 13 and Fig. 14 in the first embodiment can also be implemented.
Control according to the third embodiment The third embodiment is an embodiment which is implemented by using the device shown in Fig. 8, instead of the one shown in Fig. 4.
The detection signal Ne from the engine speed sensor 50, the detection signal Tc from the engine cooling water temperature sensor 51 and the detection signal Tb from the brake cooling oil temperature sensor 52 are input to the setting means 61 for the first target speed of the regulator 60 and the first target speed N1 for the set 32. The detection signal Ne from the engine speed sensor 50, the detection signal Sb from the braking degree sensor 56 and the detection signal Sb 'from the braking controller 60 and the second target speed N2 for the 32 32 intended for cooling are set. The detection signal Sb from the braking degree sensor 56, the detection signal Sb 'from the braking degree sensor 57, the detection signal from the vehicle stop detecting means 53, the set target speed N1 from the setting means 61 for the first target speed, and the set target speed N2 from the setting means number the means 63 of the controller 60, wherein an electrical control signal for performing normal control or an electrical control signal for performing the control during braking is generated, and the electrical control signal is output to the rocker drive 34.
As shown in Fig. 8, according to the third embodiment, the braking degree sensor 57 which detects the degree of operation Sb 'of the pedal 4 for actuating the foot brake is provided in addition to the sensor 56 which detects the degree of operation Sb of the retarder control lever 14, where the second target speed N2 is Sb from the braking degree sensor 56 and the detection signal Sb 'from the braking degree sensor 57, wherein the control during braking is performed. The control is thus carried out in the same way as in the first embodiment by replacing the degree of operation Sb of the deceleration control lever 14, in the description according to the first embodiment, with the degree of operation Sb of the deceleration control lever 14 and the degree of operation Sb 'of the pedal 10 15 20 25 30 534 707 31 4. For example, the second target speed N2 is set in accordance with the higher degree of operation of the degree of operation Sb of the retarder control lever 14 and the degree of operation Sb 'of the pedal 4. In addition, in step 101 shown in Fig. 6, it is determined how either the retarder control lever 14 or the pedal 4 has been operated.
The third embodiment can advantageously be applied to the vehicle 1, in which not only overheating of the rear wheel brake 5 as a result of actuation of the retarder brake but also overheating of the rear wheel brake as a result of actuation of the foot brake is a problem. In the third embodiment it is also possible to use an air-cooled cooler, instead of the water-cooled cooler 30 in the same way as in the first embodiment.
In the third embodiment, it is possible to omit sensors for detecting the engine cooling water temperature Tc and the engine speed N1 in an appropriate manner, if the first target speed N1 is set in accordance with at least the brake cooling oil temperature Tb.
In the third embodiment, adjustment during braking can also be performed only on the condition that the deceleration control lever 14 or that the pedal 4 has been operated. In this case, in the flow chart shown in Fig. 6, the processing of the vehicle stop detection (determination) of step 102 is omitted and the control during braking (step 104) or normal control (step 103) is executed according to whether the deceleration control lever 14 or the pedal 4 has been operated (step 101).
In addition, in the third embodiment, the control similar to that explained with reference to Fig. 11, Fig. 12, Fig. 13 and Fig. 14 in the first embodiment can also be implemented. In the above-described embodiment, the speed N of the hydraulically driven cooling fan 32 is controlled by a change in the capacity of the variable displacement hydraulic pump 43 which is intended to drive a fan, but such an embodiment is only an example and an arbitrary hydraulic circuit for controlling the speed N of the hydraulically driven cooling fan 32 can be constructed. As shown in Fig. 9, for example, it is also possible to provide an oil line 38 which bypasses the pressure oil leaving a hydraulic pump 43 'with fixed displacement for driving a till to the tank 37, arranging a flow control valve 39 in the bypass oil line 38, apply an electrical control signal from the controller 60 to the flow control valve 39 and operate the flow control valve 39. When the electrical control signal is applied, from the regulator 60 to the flow control valve 39, the fate control pump valve 39 ' to the tank 37 via the oil line 38 in accordance with the operating position of the flow control valve 39. As a result, the flow rate of the pressure oil fed from the hydraulic pump 43 'to the hydraulic motor 33 for driving a fl genuine and the speed N of the hydraulically driven cooling fan 32 is regulated. regulated to a target speed. In the above description, the use of a hydraulically driven cooling fan 32 is assumed, but the present invention can also be applied to a cooling fan driven by a source other than a hydraulic driving source. For example, the present invention can also be applied to a case where the speed of an electric cooling fan is regulated.
In the above-described embodiment, the first target speed N1 of the hydraulically driven cooling fan 32 and the second target speed N2 of the hydraulically driven cooling fan 32 are determined by means of the control scheme shown in Fig. 5, but the control scheme shown in Fig. 5 is only an example and the present invention is not limited thereto.
For example, the control diagram shown in Fig. 10 can also be used.
Fig. 10 shows an example of another control scheme for finding the target speed of the hydraulically driven cooling fan 32 based on the engine speed Ne, the engine cooling water temperature Tc, the brake cooling oil temperature Tb and the braking degree Sb. As shown in Fig. 10, each line represented by a dashed line is preset so that a higher target speed such as engine speed is obtained as the engine speed Ne increases, even when the brake oil temperature Tb increases as Tb1, Tb2, Tb3 ..., also all since the engine cooling water temperature Tc increases as Tc1, Tc2, Tc3 ..., and as the braking degree Sb increases as Sb1, Sb2, Sb3 ... k with respect to the engine speed Ne and which can be represented by the following formula Nf = k'Ne 10 15 20 25 30 534 707 33 The coefficient k in the formula above, ie the slope of the lines is determined by means of the engine cooling water temperature Tc, the brake oil temperature Tb and the braking degree Sb.
Since the lines shown with dashed lines are set intermittently, the lines (shown in solid lines) that occur between the adjacent dashed lines are calculated using an interpolation method.
As described above, a line LN1 'of the first target speed N1 and a line LN2' of the second target speed N2 are assumed to come from the control scheme shown in Fig. 10, in the same way as for Fig. 5 and the fan target speed is determined from the higher (line LN2 ') of these lines. In the embodiment described above, the description is performed assuming that the rear wheel brake 5 is designed as a wet disc, but the present invention can also be applied to a vehicle where the front brake 13 is also formed of a wet disc in addition to the rear brake 5, and where also the front brake 13 is operated in addition to the rear wheel brake 5 during deceleration braking. In the embodiments described above, the description is also performed assuming that the oil cooler 30 is installed inside a lower tank of the cooler 19, but the oil cooler 30 can also be installed inside the cooling water circulation circuit, separated from the cooler 19. In addition, an air-cooled oil cooler can be arranged opposite the cooling fan. In the embodiments described above, the control during braking is performed on condition that the deceleration control lever 14 has been operated or on condition that the deceleration control lever 14 and the pedal 4 have been operated, but the control during braking can also be executed unconditionally regardless of the condition that braking has been performed. Thus, regulation during braking can be performed unconditionally instead of the normal regulation that is conventionally performed unconditionally. 10 15 20 25 30 534 707 34 BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram showing the configuration of a driveline for moving a vehicle according to the embodiment, and the configuration of a dumper is shown with respect to the components associated with the present invention.
F ig. 2 is a hydraulic circuit diagram showing the design of a brake control circuit of the vehicle according to the embodiments, and the configuration of a dumper is shown with respect to the components relevant to the present invention.
Fig. 3 is a hydraulic circuit diagram illustrating a cooling circuit of a rear wheel brake with respect only to the components relevant to the present invention.
Fig. 4 shows an embodiment of the device for drive control of a hydraulically driven cooling fan.
Fig. 5 is a control diagram used to set the first target speed of the hydraulically driven cooling fan and to set the second target speed of the hydraulically driven cooling fan.
Fig. 6 is a flow chart illustrating the control processing sequence according to the embodiment.
Fig. 7 shows another embodiment of the device for drive control of a hydraulically driven cooling fan.
F ig. 8 shows another embodiment of the device for drive control of a hydraulically driven refrigerator fl genuine.
Fig. 9 is a hydraulic circuit diagram showing another example of a hydraulic circuit for controlling the speed of the hydraulically driven cooling fan. Fig. 10 shows an example of another control scheme for finding the target speed of the hydraulically driven cooling fan based on the engine speed, the engine cooling water temperature, the brake cooling oil temperature and the degree of braking.
F ig. 11 is a functional block diagram of the controller.
Fig. 12 is a functional block diagram of the controller.
F ig. 13 is a functional block diagram of the controller.
Fig. 14 shows the relationship between a falling slope, vehicle load (empty position or loaded position), and the second target speed.

权利要求:
Claims (8)
[1]
Control device (60) for a cooling shaft (32) intended for a vehicle (1) in which cooling oil supplied to an oil-cooled brake (5, 13) is cooled by means of the cooling shaft (32), wherein an engine power is distributed to a driveline (3). ) for pre-surface and to a hydraulic pump (40). where drive wheels (12) are operated via the drive line (3) for pre-och and where the cooling fl (32) is operated via the hydraulic pump (40); comprising: Cooling oil temperature detecting means (52) for detecting a temperature (T b) of the cooling oil; first target speed setting means (61) for setting a first target speed (N1) for the cooling shaft (32), this target speed being intended to be in accordance with the temperature of the cooling oil (T b); braking means (14) for operating the brake (5, 13); brake degree detecting means (56) for detecting an operating degree (Sb) of the braking means (14); second target speed setting means (62) for setting a second target speed (N2) for the cooling shaft (32), this target speed being intended to be in accordance with the braking degree (Sb); and speed control means (63) for controlling the speed of the cooling shaft (32) to obtain the higher target speed of the first target speed (N1), which is in accordance with the detected cooling oil temperature (T b), and the second target speed (N2). , which is in accordance with the detected degree of braking (Sb).
[2]
A control device according to claim 1, wherein a vehicle stop detecting means (53) for detecting if the vehicle (1) has stopped is provided, and wherein the speed of the refrigerator (32) is intended to be controlled to achieve the higher target speed of the first target speed (N1). ) and the second target speed (N2), provided that the vehicle (1) has not been detected as having stopped.
[3]
A control device according to claim 1, wherein the oil-cooled brake (5, 13) is a retarder brake. 10 15 20 25 534 70 51
[4]
A control device according to claim 1, wherein a retarder brake and a foot brake are arranged as the oil-cooled brakes (5, 13) at the vehicle; and wherein the speed of the cooling shaft (32) is intended to be regulated to achieve the higher target speed of the first target speed (N1) corresponding to the detected cooling oil temperature (T b) and the second target speed (N2) corresponding to the detected braking degree (Sb).
[5]
The control device according to claim 1, wherein the speed control means (63) is intended to control the speed of the cooling shaft (32) in order to obtain the higher target speed of the first target speed (N1) corresponding to the detected cooling oil temperature (Tb) and the second target. the speed (N2) corresponding to the detected degree of braking (Sb), provided that the oil-cooled brake (5, 13) is detected as having been operated.
[6]
A control device according to claim 5, wherein the speed control means (63) is intended to control the speed of the cooling shaft (32) in order to obtain the higher target speed of the first target speed (N1) corresponding to the detected cooling oil temperature (Tb) and the second target. the speed (N2) corresponding to the detected degree of braking (Sb), provided that at least one of the retarder brakes or the foot brake has been actuated.
[7]
Control device according to claim 1, wherein an estimated oil temperature rise width (ATb) of a brake caliper oil temperature (T b), corresponding to the actual braking degree (Sb), is intended to be calculated, and the second target speed (N2) is intended to be set based on the estimated oil temperature setting width (ATb).
[8]
Control device according to claim 1, wherein a necessary fl speed increase width (AN) for a speed of the cooling fl (32) is intended to be calculated by means of this water level corresponding to the current braking degree (Sb), and the second target speed (N2) is intended to be set based on the required fl speed increase width (AN).

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同族专利:

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公开号 | 公开日

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US20100064991A1|2010-03-18|

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WO2008069104A1|2008-06-12|

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SE0950383L|2009-08-28|

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CN101541601B|2012-06-06|

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US9551269B2|2017-01-24|

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JPWO2008069104A1|2010-03-18|

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CN101541601A|2009-09-23|

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法律状态:
2021-06-29| NUG| Patent has lapsed|

优先权:

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申请号 | 申请日 | 专利标题

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JP2006324053|2006-11-30|

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PCT/JP2007/073092|WO2008069104A1|2006-11-30|2007-11-29|Control device for cooling fan for vehicle|

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