• 专利附录
  • 专利说明
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    • 专利摘要:
    28GRAWING UP The gross output power of an engine (12) distributed to at least the main engine (14) and an auxiliary engine (15) or more is controlled to achieve adequate performance from the main engine, and also to prevent deterioration of engine fuel consumption (12). A total load value calculation unit (222) calculates the value of the lost power consumed by the auxiliary machine (15), and calculates the value of a total load power, which is the total power that must be applied to the main machine (14) and to the auxiliary machine (15). by adding to this value lost power a measured value for the main output power of said motor (12) to be distributed to the main machine (14). And a control unit (223) pre-output value controls the value of gross output power so that the value of interrupt output power is equal to the value of the total load power when the value of the total load power is less than a predetermined threshold value, and so that the value of the gross output power is equal to the total output value. above-described threshold value.
    公开号:SE536765C2
    申请号:SE1150780
    申请日:2010-01-15
    公开日:2014-07-22
    发明作者:Masaru Shizume；Yukio Sugano
    申请人:Komatsu Mfg Co Ltd；
    IPC主号:
    专利说明:

    Accordingly, the object of the present invention is to, with an engine power control device controlling the power output of an engine, prevent deterioration of fuel consumption of the engine and at the same time ensure the engine power required for it to operate.
    The means for solving the problems According to an embodiment of the present invention, in a device for controlling a motor which simultaneously drives at least one main machine and an auxiliary machine or more, there is arranged a calculation unit for total load value which calculates the lost power consumed by said auxiliary machine. and calculates a total load value, which is the total power that must be applied to said main machine and to said auxiliary machine, by adding a target value for the main power output of said motor distributed to said main machine to the value of said lost power, a gross power output value controller controlling the value of gross power take-off output from said motor in accordance with the value of said total load power, and a motor operation control unit controlling the operation of said motor in accordance with controlling the value of said gross power take-off by means of said gross power take-off value control unit. Said unit of gross power output value determines in which of a predetermined position power range and a high power range the value of said total power is located, and controls the value of said gross power output of said engine so that the value of said gross power output of said engine does not become less than the value of said total load power is in said predetermined position power range, while controlling the value of said gross power output so that the value of said gross power output becomes less than said total load power when the value of said total load power is in said high power range.
    In accordance with the structure described above, so when the value of the total load power described above is in the predetermined position power range, the value is controlled by gross power output (in other words, the sum of the value of the lost power consumed by the auxiliary machine and the main power output. distributed to the main machine 10 15 20 25 30 536 765 machine) so as not to be less than the value of the total load power. This leads to the fact that even if the value of the lost power consumed by the auxiliary machine can fluctuate, it is still possible to maintain the value of the main power outlet supplied to the main machine at the target value described above. If the target value described above is suitably set in advance, it is possible for the main machine to exhibit the desired performance. In addition, when the value of said above-described total load power is in the high-power range, the value of the gross power output is controlled to be less than the value of the above-described total load power. Consequently, the gross power consumption is never too large and it is possible to prevent deterioration of fuel consumption.
    In a preferred embodiment of the present invention, when the value of the total load power described above is in the high power range, no particular limitation is introduced in the operation of the auxiliary machine. As a result, it is possible for the auxiliary machine to exhibit sufficient performance and it is possible to prevent problems arising from performance deficiencies of the auxiliary machine, such as overheating of an engine or the like.
    In a preferred embodiment of the present invention, said gross power output value control unit has a threshold value set within a range of variation of the value of the gross power output, and has said high power range in the range where the value of said total load power is greater than the threshold value. of said total load power is less than said threshold value. Accordingly, when the value of said above-described total load power exceeds said threshold value, the value of the gross power output of the motor is attenuated to become less than the value of said total load power. By setting the threshold value in an appropriate manner, it is possible to reduce problems such as reduction of the main power take-off arising from the above-mentioned attenuation of the gross power take-off to a level which can be ignored in practice.
    In a preferred embodiment of the present invention, said gross power take-off value controller controls the value of said gross power take-off to be equal to said threshold value when the value of said total load power is in said high power range. Accordingly, if said threshold value is suitably set in accordance with the desired value of engine fuel consumption, even if the lost power becomes high due to the auxiliary engine, the problem of gross power consumption exceeding the above desired threshold value and of deteriorating fuel consumption below the desired value is still prevented.
    In a preferred embodiment of the present invention, said gross power output value controller controls the value of said gross power output to be equal to said value of said total load power when the value of said total load power is in said position power range. Accordingly, when the value of said total load power is small and the fuel consumption is not bad, it is possible to distribute sufficient power to the main engine and to the auxiliary engine, and it is possible for both the main engine and the auxiliary engine to exhibit their desired performance.
    In a preferred embodiment of the present invention, said total load value calculation unit changes said target value for said main power outlet in accordance with the rotational speed of said motor. By suitably changing the above-mentioned measured value in accordance with the rotational speed of the motor, it is possible to control in a suitable manner the value of the main power outlet supplied to the main machine in accordance with the rotational speed of the motor.
    In a preferred embodiment of the present invention, said total load value calculator, from a plurality of sensors detecting the respective state value of two or more of said auxiliary machines, inputs signals specifying said two or more state values, determines two or more candidate values for the power consumed by said auxiliary machines based on said two or more respective state values specified by said signals being input, and selecting the maximum value from said two or more candidate values which has been determined as the value of lost power consumed by said auxiliary machines. In this way, the maximum consumed power value is selected from different values of power consumed by these auxiliary machines, each calculated from the state values of different types relating to these auxiliary machines, and is used in the calculation of the above-mentioned value of total load effect. In this way, the fear of calculating the value of the lost power (ie the power consumed) as less than it actually is due to the auxiliary machines is reduced in the control calculation. Furthermore, the control of the gross power consumption of the engine is better.
    Brief Description of the Drawings Fig. 1 is a block diagram schematically showing the overall structure of a dumper, Fig. 2 is a flow chart showing a procedure for controlling the gross power output in accordance with this embodiment, Fig. 3 is a figure showing a ratio between the gross power output, the main power output and the lost power of an engine, when gross power output control in accordance with this embodiment is performed, Fig. 4 is an explanatory figure for explaining a method for calculating the lost power, Fig. 5 is a figure showing an example of specification of lost power, Fig. 6 is a figure showing a control map used to determine a target rotation speed of a radiator fl true, and Fig. 7 is a figure showing how the motor gross power take-off and the main power take-off change with the motor rotational speed when lost the power consumed by parts of auxiliary machinery changes.
    Embodiments of Implementing the Invention An embodiment of the present invention will now be explained with reference to the drawings, by showing by way of example, a case where the invention is applied to a dumper which is a construction machine. However, this embodiment can also be applied to a construction machine of a type other than a dumper, or to a work machine.
    Fig. 1 shows a block diagram schematically illustrating an example of the overall structure of a dumper. This dumper 1 comprises, for example, a motor 12, a transmission 14 for propelling the dumper, hydraulic pumps 151 to 155 of various types, an air conditioner 156, and a power take-off pin 13 which distributes the power take-off of the motor 12 to the transmission. 14 and to the hydraulic pumps 151 to 155. The transmission 14, the hydraulic pumps 151 to 155, and the air conditioner 156 are driven by the power outlet of the motor 12.
    For the purposes of this description, the terms "main engine", "auxiliary engine", "gross power take-off", "lost power" and "main power outlet" have the following meanings. In this embodiment, among the devices of different types driven by the power take-off of motor, for example devices 14, 151 to 155, and 156 as described above, the propulsion device 14 is a machine which provides the principal function of "propulsion".
    The device which performs this principal function (in this embodiment the transmission 14) is called the "main engine". Devices in addition to the main engine which are driven by the power take-off of the engine, ie. in this embodiment the hydraulic pumps 151 to 155 (devices driven by these hydraulic pumps can also be included) and their air conditioner 156, are machines which provide the dumper 1 with auxiliary functions in addition to its principal function.
    These devices which provide auxiliary functions (in this embodiment the devices 151 to 155 and 156) are called "auxiliary machines" 15.
    The power output that the engine 12 itself outputs is called the "gross power output".
    The power distributed from the motor 12 to the auxiliary machines 15 (in this embodiment to the hydraulic pumps 151 to 155 and to the air conditioner 156) and consumed by those auxiliary machines 15 corresponds to the loss of power output from the main machine 14, and consequently the power consumed by the auxiliary machines the machines "lost power". The power obtained by subtracting the lost power from the gross power output of the engine 12, in other words the power output distributed to the main engine (in this embodiment the transmission 14), is called the "main power output". The transmission 14 comprises, for example, a torque converter (T / C) 141, a gearbox 142, a shaft 143 and wheels 144. The power from the motor 12 distributed to the transmission 14 is supplied to the wheels 144 via the torque converter 141, the gearbox 142 and the shaft 143.
    The hydraulic pumps of different types 151 to 155 may be a radiator fan pump 151, a aftercooler fan pump 152, a transmission pump 153, a control pump 154, and a brake cooling pump 155. In this embodiment, the radiator fan pump 151 and the aftercooler fan pump 152 may be hydraulic capacitor pumps. In this embodiment, on the other hand, the transmission pump 153, the control pump 154 and the brake cooling pump 155 can be, for example, hydraulic pumps with fixed varying capacities.
    The transmission pump 153 is a hydraulic pump for supplying working hydraulic fluid to the torque converter 141 and to the gearbox 142.
    The control pump 154 is a hydraulic pump for supplying working hydraulic fluid to a control mechanism (not shown in the drawings) and to an elevator mechanism (not shown in the drawings) for a load carrier. The brake cooling pump 155 is a hydraulic pump for supplying brake cooling fluid to a brake 16 (ie a retarder brake). The radiator fl pump 151 is a hydraulic pump for supplying working hydraulic fluid to a radiator fan 157, which cools the radiator 17. This radiator 17 is a device for cooling the cooling water for the engine 12. The cooling water not only cools the engine 12 but also cools the brake cooling hydraulic fluid, the working hydraulic fluid 141 and the gearbox 142 (hereinafter referred to as "T / C working hydraulic fluid"), and the working hydraulic fluid for the steering mechanism and the elevator mechanism (hereinafter referred to as the "steering working hydraulic fluid"). (not shown in the drawings).
    The aftercooler fan pump 152 is a hydraulic pump for supplying working hydraulic fluid to an aftercooler fan 158 for cooling an aftercooler 18. This aftercooler 18 is a device for reducing the temperature of the compressed air from a turbocharger 19 and inserted into the engine 12, and 536 765 thus to increase the efficiency of feeding oxygen into the cylinders of the engine 12.
    The brake 16 is actuated as a foot brake under the action of the brake pedal 161, and also as a retarder brake in accordance with the amount of action of a retarder lever 162.
    This dumper 1 is, for example, equipped with two control devices, a motor control device 21 (hereinafter referred to as “motor CTL”) and a transmission control device 22 (hereinafter referred to as “transmission CTL”). Said motor CTL 21 performs in principle control of the motor 12 while said transmission CTL in principle performs control of the gearbox 142. In this embodiment, in addition to performing control of the gearbox 142, said transmission CTL 22 also performs main information processing to control the gross power output of the motor 12 However, this is just one example.
    It would also be acceptable to arrange for main information processing to control the gross power take-off to be carried out by means of said motor CTL 21, or to further arrange a further control device for carrying out this information processing. Each of the control devices 21 and 22 is constructed as an electronic circuit which comprises, for example, a processor and a memory.
    By executing a predetermined program stored in the memory of said motor CTL 21, the processor of said motor CTL 21 functions as a control unit 211 for motor operation. The engine operation control unit 211 is a device for controlling the operation of the engine 12. In this embodiment, for example, the engine operation control unit 211 controls the amount of fuel injection for the engine 12 by transmitting a signal commanding a fuel injection amount to a fuel injection device provided to the engine 12. .
    As a result, the power take-off torque and the rotational speed of the motor 12 are adjusted (in other words, the gross power take-off of the motor 12 is adjusted).
    This engine operation controller 211 adjusts the amount of fuel injection for the engine 12 based on a command output from a gross power take-off controller 223 as a result of controlling the gross power take-off value of the engine 12 which will be described below. By executing a predetermined program stored in the memory of said transmission CTL 22, the processor of said transmission CTL functions as a control unit 221 for speed state operation, a calculation unit 222 for total load value, and a control unit 223 for gross power output value. The control of the gearbox 142 is performed by means of the control unit 221 for speed state operation. In concrete terms, the speed state drive controller 221 controls gear state speed changes 142 by transmitting a signal commanding a gear state speed state 142. Controlling the gross power output of the engine 12 in accordance with the theory of the present invention (hereinafter referred to as "gross power output control"). ) is performed by means of the calculation unit 222 for total load value and the control unit 223 for gross power output value of said transmission CTL, and by means of the previously described control unit 221 for motor operation of said motor CTL. Details of this gross power take-off control will be described below.
    Different sensors 31 to 36 are arranged to the dumper 1 in order to sense in real time different downtime values of the different loaders described above which are driven by the motor 12 (in particular the auxiliary machines 15). The various state values detected by these sensors 31 to 36 are used in the control of the gross power output by means of said transmission CTL 22.
    As an example, there is provided a cooling water temperature sensor 31 which detects the temperature of the cooling water (hereinafter referred to as the "cooling water temperature"), a T / C working hydraulic fluid temperature sensor 32 which detects the temperature of the T / C working hydraulic fluid (hereinafter referred to as "T / C working hydraulic fluid"). ), a brake fluid hydraulic fluid temperature sensor 33 which detects the temperature of the brake fluid hydraulic fluid (hereinafter referred to as the "brake fluid hydraulic fluid temperature"), a control working hydraulic fluid temperature sensor 34 which detects the temperature of the control hydraulic fluid sensor, hereinafter referred to as "hydraulic fluid and a retarder lever actuation amount sensor 36 which detects the amount of actuation of the retarder lever 162. The various state values detected by these sensors 31 to 36 are input as electrical signals to said transmission C TL 22, which is indicated by the respective arrows (1) to (6).
    Further, as shown by the arrow (7), the value of the rotational speed of the motor 12 (number of revolutions per unit time), measured by said motor CTL, is input as an electrical signal to said transmission CTL 22 from said motor CTL 21. In addition, as shown by the arrow (8), a state value indicating the ON / OFF state of the air conditioner 156 is input from the air conditioner 156. These input signals are also used for gross power take-off control.
    The total load value calculation unit 222 and the gross power output value control unit 223 of said transmission CTL and the motor operation control unit 211 of the motor CTL perform control of the gross power output based on these state values of different types input as electrical signals (1) to (8). In the following paragraphs, gross power take-off control in accordance with this embodiment will be described in concrete terms.
    Fig. 2 is a flow chart showing information processing for controlling the gross power take-off in accordance with this embodiment. This information processing is performed in such a way that it is performed continuously at substantially all times (for example, it can be repeated in a short cycle, such as once every 0.01 second).
    First, the total load value calculation unit 222 (step S1) calculates a value of lost power (the power consumed by the auxiliary machines 15) based on the state values of different types input as electrical signals (1) to (8) in Fig. 1. In this embodiment is the total sum of the values of the power consumed by the hydraulic pumps 151 to 155 and by the air conditioner 156 the value of the lost power. The method by which this value of lost power is calculated will be explained hereinafter with reference to Fig. 4.
    Thereafter, the total load value calculation unit 222 (step 2) determines a provisional value of the gross challenge power of the motor 12 (hereinafter referred to as the "provisional power take-off value"). In concrete terms, for example, the total load value calculation unit 222 calculates a value which is the sum of the engine power values that need to be distributed 10 10 15 20 25 30 536 765 to each of the different loaders (hereinafter referred to as "total load value"), and determines this total load value which has been calculated as if it were the provisional power take-off value described above.The total load value described above is a value obtained by taking the total values of power that must be distributed to the main engine 14 and to each of the auxiliary machines 15. Among these values, the value of the lost power calculated in step 1 is used as a value of the power that must be distributed to the auxiliary machines 15 (ie the power currently consumed by the auxiliary machines 15). power take-off value ”), which is determined in advance, as the value of the power that must be distributed s to the main engine 14 (in this embodiment the transmission).
    The target power output value is thus determined to satisfy the following requirements. This requirement is that if the value of the main power take-off distributed to the main engine (hereinafter referred to as the "main power take-off") is equal to the target main power take-off value, the main engine should be able to perform its function satisfactorily (eg transmission 14 should be capable of adequate propulsion performance).
    In summary, the target main power output value is the value desired for the main power output. This target power output value is determined as a function of the rotational speed of the motor 12 and changes in accordance with the rotational speed of the motor 12 (see Fig. 7). The target power output value is stored, for example, in the memory of the transmission CTL 22.
    Accordingly, the total load value calculation unit 222 determines the value of the total load, in other words the provisional power take-off value, by obtaining the total sum of the value of lost power calculated in step 1 and the target main power take-off value corresponding to the current rotational speed stored in memory.
    It should be appreciated that it would also be acceptable for the target head power take-off value described above to be set variably according to various operating conditions (such as the type of work currently being performed, such as digging or excavating, boom lifting, bucket dumping or the like) of the main machine. the main machine is the transmission 14 in this embodiment, which is a dumper, but with a construction machine of another type such as an excavator or wheel loader or the like, the main machine can be both a working device such as a boom or bucket which used for work, and a propulsion machine).
    Thereafter, the gross power take-off value control unit 223 decides (step S3) whether the provisional power take-off value determined in step 2 is less than or equal to the upper limit of an adjusted power take-off value set within the variation range of the power take-off output from the motor 12, to satisfy the following requirement. This requirement is that if the main power take-off value of the engine 12 is less than or equal to the upper limit of the adjusted power take-off value, the fuel consumption of the engine 12 shall be less than or equal to a predetermined value. This upper limit of this adjusted power take-off value is stored, for example, in the memory of said transmission CTL.
    If the provisional power take-off value is less than or equal to the upper limit of the adjusted power take-off value (YES in step S3), the control unit 223 for gross power take-off value sets the provisional power take-off value as the gross power take-off value after adjustment (hereinafter referred to as "adjusted power take-off value").
    If the provisional power output value is greater than the upper power output value of the adjusted power output value (NO in step S3), the gross power output value control unit 223 sets the upper power output value of the adjusted power output value as the adjusted power output value (step S5). Due to step S4 and step S5, the adjusted power take-off value does not exceed the upper limit of the adjusted power take-off value and is set variably according to the total load value, within the range of being less than or equal to the upper limit of the adjusted power take-off value.
    Thereafter, the amount of fuel injection to the engine 12 (step S6) is controlled so that the actual gross power output value output from the engine 12, the adjusted power output value is set in step S4 or step S5. In concrete terms, the gross power take-off control unit 223 transmits a signal to the motor operation control unit 211 which commands it to perform control so that the actual gross power take-off value of the motor becomes equal to the adjusted power take-off value set. Upon receiving this signal, the control unit 12 10 15 20 25 30 536 765 211 controls the fuel injection device and adjusts the amount of fuel injection to the engine 12, and as a result, the actual gross power output value of the engine 12 is adjusted so that it is equal to the adjusted power output value set. in.
    The above is the overall flow of gross power take-off control. It will be appreciated from this flowchart that with the control of gross power take-off according to this embodiment, when the above-described total load value (= above-described provisional power take-off value) which is the total of the value of lost power consumed by the various auxiliary machines , is less than the upper limit of the adjusted power output value set in advance (hereinafter this type of total load value range will be called "low power range"), then the value is controlled by the gross power output of the motor 12 so that it is equal to this total load value. power for the various auxiliary machines 15 has fluctuated, as a result, the main power take-off value distributed to the main machine (e.g. the transmission 14) is maintained at the target main power take-off value set in advance. nneha (for example, the propulsion performance of the transmission 14).
    On the other hand, when the total load value (the sum of the value of the lost power and the target main power output value) is greater than the upper limit of the adjusted power output value (hereinafter this type of total load value range will be called "high power range"), the value of the gross power output of the engine 12 the upper limit of the power take-off value. As a result, even if the value of the lost power, due to various auxiliary machines 15, becomes extremely large, the gross power output value of the motor 12 will still not be an excessively large value exceeding the upper limit of the adjusted power output value. Due to this, deterioration of the fuel consumption of the engine 12 is prevented.
    In this embodiment, even in the high power range, no limit will be introduced when the auxiliary machines 15 are operated. Due to this, the desired operation of the auxiliary machines 15 is maintained. As a result, it is possible to prevent problems which may arise due to deteriorated performance of the auxiliary machines 15, such as, for example, overheating and so on.
    Fig. 3 is a figure showing the relationship between the gross power output value and the main power output value of the motor 12 (along the vertical axis) and the value of lost power (along the horizontal axis) when gross power output control in accordance with this embodiment is performed. The solid line in Fig. 3 shows how the gross power output value is controlled in accordance with the value of the lost power. Furthermore, the dotted broken line in Fig. 3 shows how the main power output value changes in accordance with the value of the lost power, how the total load value (total sum of the value of lost power and the target main power output value) changes in accordance with the value of the lost power. It should be noted that in Fig. 3 it is assumed that the rotational speed of the motor 12 is kept constant (when the rotational speed of the motor 12 changes to the target main power take-off value, as shown in Fig. 7).
    In the low power range (the range in which the total load value is less than the upper limit of the adjusted power output value), the gross power output value is adjusted to equal the total load value, as shown by the solid line in Fig. 3. As the power lost increases, similar way. Due to this, as shown by the dotted broken line in Fig. 3, the main power output value distributed to the main machine (for example, the transmission 14) is kept at a value at which the performance of the main machine is sufficiently high. In other words, the main power output value is kept at the target main power output value and has no relation to the value of the lost power.
    When the lost power increases further, the total load value increases further in a similar manner and eventually becomes larger than the upper limit of the adjusted power output value (high power range). In the high power range, the gross power output value is kept at a fixed value (the upper limit of the adjusted power output value) and has no relation to the increase or decrease in the value of the lost power. In other words, the gross power output value is kept down to a smaller value than the total load value shown by the dotted line in the figure. Due to this, deterioration of the fuel consumption of the engine 12 is prevented. On the other hand, the main power output value becomes smaller when the lost power becomes larger, as shown by the dotted broken line. In this way, in this embodiment, the main power output value distributed to the main engine (e.g. the transmission 14) decreases to a certain extent as a compensation to prevent deterioration of the fuel consumption.
    However, by setting the upper limit of the adjusted power take-off value and the target main power take-off values to appropriate values, even if the main power take-off value decreases, it is still possible for the main engine (eg transmission 14) to have a performance level (eg a propulsion performance level). .
    Furthermore, since the desired operation of the auxiliary machines 15 is maintained, it is possible to prevent problems which would occur due to a reduction in their performance, such as overheating or the like.
    Fig. 4 shows an exemplary figure for explaining a calculation method of the lost power.
    In this embodiment, the power lost (i.e., the power consumed by the various auxiliary machines 15) is the total of the power consumed by the radiator fan pump 151, the power consumed by the aftercooler fan pump 152, the power consumed by the transmission pump 153, the power consumed by the control pump 154 , the power consumed by the brake cooling pump 155 and the power consumed by the air conditioner 156. In this connection, a specification of the power consumption of these parts may, for example, look as in Fig. 5. It should be noted that the example shown in Fig. 5 is an example in which the engine rotation speed is 2000 [rpm], and, in this example, the power consumed by the air conditioner 156 is omitted from the figure after it is comparatively low.
    As described before, the transmission pump 153, the control pump 154 and the brake cooling pump 155 are fixed capacity hydraulic pumps in this embodiment. Values of the power consumed by means of such a hydraulic pump down fixed capacity are determined in principle by the rotational speed of the motor 12. Calculation unit 222 for total load value is capable of calculating the value of the power consumed by the transmission pump 153, values of the power consumed by the control pump 154, and the value of the power consumed by the brake cooling pump 155 based on the rotational speed of the motor 12 input as an electrical signal (7) in Fig. 1. On the other hand, as described above, the radiator fan pump 151 and the aftercooler fan pump 152 are hydraulic variable capacity pumps.
    Accordingly, the values of the power consumed by the radiator fan pump 151 and the radiator fan pump 152 are determined in principle based on the rotational speeds of the springs driven by these hydraulic pumps 151 and 152 (in other words by rotational speeds of the radiator fan 157 and the radiator fan counter speed 158). 12.
    The reference to the rotational speed of the motor 12 is due to the fact that one should consider the efficiency of the transmission of power from the motor 12 to the pumps 151 and 152, which changes in accordance with the rotational speed of the motor 12.
    Here, for each of the fans 157 and 158, a target value for the rotational speed of that fan (hereinafter referred to as "target rotational speed") is determined based on a current state value (for example a temperature value) of the blank cooled by that fan (if it so that a plurality of substances are cooled by either all or part of them), and the rotational speed of that fan is controlled to be equal to its target rotational speed. for example, the temperature values) of the blanks cooled by the springs 157 and 158, and calculates the power consumed by the radiator fan pump 151 and the aftercooler fan pump 162 based on these target rotational speeds which have been calculated and the rotational speed of the motor 12 input as an electrical signal (7) in FIG.
    Now, the procedure for determining the target rotational speed of the radiator 15 157 will be explained. The radiator 17, which is cooled by the radiator fan 157, together with the cooling of the cooling water, also cools the brake cooling hydraulic fluid, the T / C working hydraulic fluid, and the control working hydraulic fluid via the cooling water. In other words, not only does the radiator fan 157 directly cool but also indirectly cools the cooling water, the brake cooling hydraulic fluid, the T / C working hydraulic fluid, and the control working hydraulic fluid. Accordingly, the substances cooled by the radiator fan 157 are the radiator 17, the cooling water, the brake cooling hydraulic fluid, the T / C working hydraulic fluid, and the control working hydraulic fluid. temperature, T / C working hydraulic fluid temperature, and control working hydraulic fluid temperature (which are input as electrical signals (1) to (4) in Fig. 1). Furthermore, the brake cooling hydraulic fluid temperature is raised by the operation of the retarder brake. Accordingly, it would also be acceptable to adapt the total load value calculator 222 to calculate the target rotation speed by referring to the deceleration lever actuation amount (which is input as an electrical signal (6) in Fig. 1) instead of brake cooling hydraulic fluid temperature, or in addition to brake cooling hydraulic fluid temperature. A condenser of the air conditioner 156 is further located in the vicinity of the radiator 17, and this condenser is cooled by the radiator fan 157. It is necessary for this condenser of the air conditioner 156 to be cooled when the air conditioner 156 is turned on. Accordingly, it would also be acceptable to adapt the total load value calculation unit 222 to calculate the target rotation speed while referring to the electrical signal specifying the ON or OFF state of the air conditioner (8) in Fig. 1. In the following paragraphs, the state values used as basis for determining the target rotation speed of the radiator fan 157 “ground state values”. In this embodiment, the temperature of the cooling water being cooled, the brake cooling hydraulic fluid temperature, the T / C working hydraulic fluid temperature, the control working hydraulic fluid temperature, the retarder lever actuation amount, and the condition of the air conditioner (ON / OFF) are the basic condition values. Now, the way in which the target rotation speed of the radiator fan 157 is determined, based on these basic state values, will be explained in concrete terms with reference to Fig. 6.
    Fig. 6 is a figure showing a control map used to determine the target rotation speed of the radiator fan 157.
    The motor 12 rotates in the range from the low idle rotational speed NeL to the high idle rotational speed NeH. An upper limit of the rotational speed S is an upper limit of the rotational speed (radiator fan 157 shall not be rotated at a rotational speed greater than or equal to the upper limit S of the rotational speed) set by the design of the radiator 15 157 (in terms of mechanical strength). The maximum rotational speed line LNmax shown by the thick solid line is control data giving the rotational speed of the radiator fan 157 when the capacity of the radiator fan pump 151 is maintained at a maximum capacity preset to control the pump 151 (this is normally less than the capacity of the pump 151), and this is defined as a function of the motor rotation speed Ne. The maximum rotational speed line LNmax corresponds to the above-described upper limit of the rotational speed S in the range in which the motor rotational speed Ne is higher than a predetermined threshold value Neth. In the range below the above-mentioned threshold value Neth, the maximum rotational speed line has a value below the upper limit of the rotational speed S as described above, and is an increasing function of the motor rotational speed Ne.
    The minimum rotational speed line LNmin shown by the second thick solid line is data for control which gives the rotational speed of the radiator fan 157 when the capacity of the radiator fan pump 151 is kept to a minimum capacity preset to control that pump 151 (it is normally the same as the minimum capacity that the pump 151 itself possesses), and this is also defined by an increasing function of the motor rotational speed Ne. The area surrounded by the maximum rotational speed line LNmax and the minimum rotational speed line LNmin (ie the shaded area) will be called the operating range R of this auxiliary machine (in this example it is the radiator fan pump 151). 18 10 15 20 25 30 536 765 within the operating range R of the radiator fan pump 151, the target rotation speed of the radiator fan is determined in accordance with the above-mentioned one or more basic condition values. For example, if the motor rotational speed is Ne1, the target rotational speed is determined within a range from a point A which is a point on the maximum rotational speed line LNmax to a point B which is a point on the minimum rotational speed line LNmin. Similarly, if the target rotational speed is Ne2, the target rotational speed is determined within a range from a point C which is a point on the maximum rotational speed line LNmax to a point D which is a point on the minimum rotational speed line LNmin.
    In the example of Fig. 6, only the three state values of the cooling water temperature, the brake cooling hydraulic fluid, and the retarder lever actuation amount are shown as basic state values for determining the target rotation speed of the radiator fan 157, but in this embodiment, shown in Fig. 4, other state values The C working hydraulic fluid temperature, the control working hydraulic fluid temperature, and the ON / OFF state of the air conditioner) are also used.
    As shown in Fig. 6, one-to-one correspondences are determined between the values of the ground state values in their ranges of variation (for example, from the highest temperature value to the lowest temperature value or from the value of the maximum impact amount to the value of the minimum impact amount), and the values of the rotational speed within the operating range R from the maximum value of rotational speed (the upper limit of the rotational speed S) to the minimum value of rotational speed (the lower limit of the rotational speed T). Higher rotational speed values correspond to higher values of the ground state values. By using these correspondences between the values of the ground state values and the target rotational speed, the target rotational speed within the operating range R is determined based on the current values of one or more state values and the motor rotational speed. In this case, the target rotational speed can be determined within the allowable range A-B within the operating range R corresponding to this current motor rotational speed 19 10 15 20 25 30 536 765 Ne1. If the current value of the brake cooling hydraulic fluid temperature is W, then the rotational speed corresponding to this value is W instead. the current value of the brake cooling hydraulic fluid temperature is then the rotational speed corresponding to this value S is instead F. Since this value F is outside the above-mentioned permissible range AB (the value F is greater than the value A), it is not possible to select the value F as the target rotational speed. The value A which is closest to the value F within the permissible range A-B is thus selected as a candidate for the target rotation speed based on the brake cooling hydraulic fluid temperature.
    By a similar method, candidates are also determined for the target rotation speed based on the other basic state values, for example for the cooling water temperature and for the retarder actuation amount. For example, when the current engine rotation speed is Ne1, the current value of the brake cooling hydraulic fluid temperature is W, the current value of the cooling water temperature is Y, and it is assumed that the current value of the deceleration lever actuation amount is Z, then each of the rotational speed value E is selected. the value G corresponding to the value Y, and the rotational speed value H corresponding to the value Z as a candidate for the target rotational speed.
    By doing so, based on different ground state values, different rotational speed values are selected as candidates for the target rotational speed.
    A target rotation speed is then determined based on these different target rotation speed candidate values. The maximum value among the various target rotation speed candidate values is typically selected as the target rotation speed.
    By controlling the operation of the auxiliary machines (in this example the radiator fl marriage pump 151) in this way by using the maximum target value, the bonus effect is achieved that it is possible to more effectively prevent problems that may occur due to deficiencies in the performance of the auxiliary machines, such as overheating . 20 10 15 20 25 30 536 765 In order to determine the target value for operating speed of the auxiliary machines (eg target rotation speed of the radiator fan 157) in the example above, not only the state values of the substance on which the functions of this auxiliary machine are used (eg brake fluid hydraulic fluid temperature and cooling water temperature on which the cooling function of the radiator fl shaft 157 is used), but also state values which later become causes for future changes of the state values of this substance (for example the amount of action of the retarder lever to adjust the braking effect of the retarder brake). By using condition values of this type, the advantageous aspect arises that it is possible to control the operation of the auxiliary machines in a predictable manner and thus in advance prevent the occurrence of inconveniences.
    The following paragraph refers back to Fig. 4. Now, the manner in which the target rotation speed of the aftercooler 158 is determined will be explained.
    As described above, the aftercooler 18 cooled by the aftercooler fan 158 cools the compressed air. In other words, the aftercooler fan 158 not only directly cools the aftercooler 158 but also indirectly the compressed air. Accordingly, the blank cooled by the aftercooler fan 158 is the aftercooler and the compressed air. For example, the total load value calculation unit 222 calculates the target rotation speed of the aftercooler fan 158 based on the temperature of the compressed air input as an electrical signal (5) in Fig. 1. In a similar manner to the radiator fan 157, the target rotation speed of the aftercooler fan 158 is also determined the one shown in Fig. 6.
    The power consumed by the air conditioner 156 is determined based on the operating condition of the air conditioner (in other words, if it is ON or OFF). Accordingly, the total load value calculation unit 222 can calculate the power consumed by the air conditioner 156 based on the state value specifying whether the air conditioner is ON or OFF, which is input as an electrical signal (8) in Fig. 1.
    When the target values for the operating states of the various auxiliary machines are determined, the operation of each of the auxiliary machines is controlled so that the actual operating state becomes its respective target value. The power which is further consumed by means of each of the auxiliary machines is calculated by means of a calculation unit 222 for total load value based on the respective target value for the operating condition of that auxiliary machine. The lost power is determined by the total load value calculation unit 222 which takes the total sum of these calculated effects consumed by the auxiliary machines.
    Fig. 7 is a figure showing how the gross power output and the main power output of the engine change with the engine rotation speed, when the lost power consumed by the auxiliary machines 15 such as the pumps 151 to 155 and the air conditioner 156 and so on has changed.
    In Fig. 7, the thin solid line shows the total load value (in other words, this is the sum of the lost power and the target main power take-off value, and this is also the provisional power take-off value shown in Fig. 2) when the lost power is at its minimum value (with in other words when the power consumed by the various auxiliary machines is at its minimum).
    In this case, the total load value is not greater than the upper limit of the previously described adjusted power take-off value. Due to this, the gross power output value of the motor 12 is controlled to a value that corresponds to the total load value above. As a result, as shown by this thin dotted line in Fig. 7, the main power output of the motor 12 distributed to the main machine (for example, the transmission 14) is controlled to a value obtained by eliminating the value of the lost power from the total load value, and this is equal with the target power output value. Similarly, when the lost power is small and the total load value is less than or equal to the upper limit of the adjusted power output value (this is the low power range), the main power output of the motor 12 is controlled to match the target main power output value. The main machine (for example the transmission 14) is consequently capable of exhibiting sufficient performance.
    In Fig. 7, the dotted broken line shows the total load value (in other words, this is the sum of the lost power and the target main power take-off value, and this is also the provisional power take-off value shown in Fig. 2) when it the lost power is at its maximum value (in other words when the power consumed by the auxiliary machines of different types is at its maximum). In this case, in an area in which the motor rotation speed is higher than a value V, the total load value exceeds the previously described predetermined adjusted power take-off value. Due to this, when the motor rotation speed is larger than V, the gross power output value of the motor 12 is limited to the lower limit of the adjusted power output value. Fig. 7 shows the gross power output value which is limited in this way by means of the thick solid line. As shown by the thick dotted line, the main power output value of the motor 12 distributed to the main engine (for example, the transmission 14) is controlled to a value equal to this limited gross power output value minus the value of the maximum power lost, and this is slightly less than the target main power output value shown by the thin dotted line (ie the main power output value at the low power range). Since the width by which the main power take-off value falls below the target main power take-off value is not particularly large, the reduction in performance of the main machine (for example the transmission 14) is so small that it can in practice be ignored. By a similar procedure, if the lost power is high and the total load value exceeds the upper limit of the adjusted power output value (ie is in the high power range), then the gross power output value is limited to the upper limit of the adjusted power output value. Due to this, deterioration of the fuel consumption below the desired value is prevented.
    The embodiment of the present invention described above is only an example of the invention. Accordingly, the scope of protection should not be limited by this embodiment. Provided that the essence of the present invention is maintained, the invention may be implemented in a variety of ways.
    In this embodiment, the propulsion machine 14 was the main engine.
    However, it would also be acceptable for machines other than the transmission 14 (for example, the control pump 154 which supplies working hydraulic fluid to the elevator mechanism, or the like) to constitute the main machine. However, it would also be acceptable to take into account other auxiliary machines 15 which are used to calculate the lost power and it would also be acceptable not to take into account those auxiliary machines whose power consumption is relatively small (for example the air conditioner 156) in the calculation of the lost effect.
    In this embodiment, in the low power range, the gross power output value is adjusted to the value of total load, and in the high power range, the gross power output value is adjusted to the upper limit of the adjusted power output value. As a further example, it would also be acceptable, for example, in the low power range to adjust the gross power output value to a value greater than or equal to the value of total load power, and in the high power range to adjust the gross power output value to a value less than or equal to the adjusted power output value. It is further possible in the low power range to maintain the main power output at a value sufficient for the main engine to maintain its performance (eg greater than or equal to the target main power output), while in the high power range it is possible to prevent deterioration of fuel consumption. 24 10 15 536 765 Explanation of reference numerals 1: dumper, 12: motor, 13: PTO, 14: transmission, 141: torque converter, 142: gearbox, 341: axle, 144: wheels, 15: auxiliary machine, 151: radiator fan pump, 157: radiator fan, 152: aftercooler fan pump, 158: aftercooler fan, 153: transmission pump, 154: steering pump, 155: brake cooling pump, 156: air conditioner, 16: brake, 161: brake pedal, 162: retarder lever, 17: radiator, 18: after turbocharger, 21: engine CTL, 211: control unit for engine operation, 22: transmission CTL, 222: unit of calculation for total load value, 223: control unit for gross power output value, 31: cooling water temperature sensor, 32: T / C working hydraulic fluid temperature sensor, 33: hydraulic hydraulic sensor 34: control working hydraulic fluid temperature sensor, 35: temperature sensor for compressed air, 36: retarder lever actuation quantity sensor. 25
    权利要求:
    Claims (3)
    [1]
    An engine power control device (1) which controls a motor (12) simultaneously driving at least one main engine (14) and an auxiliary engine (15) or more, comprising a total load value calculation unit (222) arranged to calculate a value of lost power consumed. by said auxiliary machine (15), and calculates a value of total load power, which is the total power that must be applied to said main machine (14) and to said auxiliary machine (15), by adding a target value for main power outlet of said motor (12) distributed to said main engine (14) to the value of said lost power, a gross power output value control unit (223) arranged to control the value of gross power output output from said motor (12) according to the value of said total load power, and a motor drive control unit (221) arranged controlling the operation of said motor (12) in accordance with controlling the value of said gross power take-off by means of said gross power take-off control unit (223) value, said motor power control device (1) is arranged to distribute said gross power output output from said motor (12) between said main machine (14) and said auxiliary machine (15), said gross power output value control unit (223) having a threshold value set within the range of said gross power output, and is arranged to control the value of said gross power output to be equal to the value of said total load power when the value of said total load power is less than said threshold value, while said control unit (223) is arranged to control said value gross power output to be equal to said threshold value when the value of said total load power is greater than said threshold value, and wherein said motor power control device (1) is arranged to supply a subset of said gross power output corresponding to a requested power from said auxiliary machine (15). 15). 26 10 15 536 765
    [2]
    The motor power control device according to claim 1, wherein said total load value calculation unit (222) is arranged to change said target value for said main power outlet in accordance with the rotational speed of said motor (12).
    [3]
    An engine power take-off control device according to claim 1 or 2, wherein said total load value calculation unit (222) is arranged to input signals specifying said two or more state values from a plurality of sensors (31, 32, 33, 34, 35, or 36) which are arranged to detect respective state values of two or more of said auxiliary machines (15), determine two or more candidate values for the power consumed by said auxiliary machines (15) based on said two or more respective state values specified by said signals being input, and select the maximum value from said two or fl your candidate values which have been determined as the value of lost power consumed by said auxiliary machines (15). 27
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    同族专利:
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    CN102301112B|2014-07-02|
    JP5124656B2|2013-01-23|
    CN102301112A|2011-12-28|
    US20110251775A1|2011-10-13|
    US9719433B2|2017-08-01|
    SE1150780A1|2011-08-30|
    JPWO2010087237A1|2012-08-02|
    WO2010087237A1|2010-08-05|
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    PCT/JP2010/050394|WO2010087237A1|2009-01-30|2010-01-15|Engine output control device|
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