Patent Grant
10287751
The present invention relates, in general, to hydraulic drive systems for working machines including track devices of crawler type and, in particular, to a hydraulic drive system for a working machine that easily achieves straight line traveling stability during traveling.
A known hydraulic drive system for an actuator in a working machine including a track device of crawler type, for example, a hydraulic excavator controls a delivery flow rate of a hydraulic pump (main pump) such that a delivery pressure of the hydraulic pump is higher by a target differential pressure than a maximum load pressure of a plurality of actuators. Such a hydraulic system is called a load sensing system. The load sensing system uses a pressure compensating valve that maintains a differential pressure across each of a plurality of flow control valves at a predetermined value. The load sensing system thereby ensures that hydraulic fluid can be supplied at a ratio corresponding to an opening area of each flow control valve during a combined operation that simultaneously drives multiple actuators, regardless of the magnitude of the load pressure of each actuator.
Patent document 1, for example, discloses one type of such a load sensing system. The load sensing system disclosed in patent document 1 includes a differential pressure reducing valve that outputs a differential pressure (hereinafter referred to as a differential pressure PLS) between a delivery pressure of a hydraulic pump and a maximum load pressure of a plurality of actuators as an absolute pressure. The output pressure of the differential pressure reducing valve is then introduced to a plurality of pressure compensating valves. A target compensating differential pressure for each of the pressure compensating valves is then set using the differential pressure PLS and control is performed such that the differential pressure across the flow control valve is maintained at the differential pressure PLS. This permits the following. Specifically, if a saturation condition develops in which the hydraulic pump delivers a short supply of the delivery flow rate during the combined operation that simultaneously drives multiple actuators as described earlier, the differential pressure PLS decreases according to the degree of saturation, so that the target compensating differential pressure of the pressure compensating valve, specifically, the differential pressure across the flow control valve becomes small. The delivery flow rate of the hydraulic pump can thereby be redistributed according to the ratio of flow rate required by each actuator.
In the hydraulic drive systems for working machines including track devices of crawler type, a hydraulic system called an open circuit system that includes an open center type directional control valve (flow control valve) is widely used. Such an open circuit system is typically arranged such that hydraulic fluid is supplied independently from two hydraulic pumps to right and left track motors to thereby enable traveling, as disclosed in patent document 2. In the hydraulic drive system disclosed in patent document 2, two hydraulic fluid supply lines that supply hydraulic fluid to two directional control valves for tracks from two hydraulic pumps are connected via a skew correction circuit. When right and left track control levers are operated all the way in a direction for either a forward or reverse travel, a valve device included in the skew correction circuit is placed from a closed position in a throttled open position and, at other timing, the valve device is retained in the closed position. This prevents operability at timings other than straight line traveling operation from being aggravated and allows skew traveling to be corrected for straight line traveling during the straight line traveling operation.
Patent Document 1: JP,A 2001-193705
Patent Document 2: JP,A 2006-82767
In the hydraulic drive system in the working machine including the crawler type track device, for example, a hydraulic mini-excavator, whether it be a load sensing system as disclosed in patent document 1 or an open circuit system as disclosed in patent document 2, a rated track speed determined by an engine speed and a pump delivery flow rate is determined by the opening area of the flow control valve and the capacity of the track motor. The right and left flow control valves and the right and left track motors are set to have identical specifications. In this case, a difference in actual speed between the right and left track motors (difference in revolutions per minute) is affected by the opening area of the flow control valve and displacement efficiency of the track motor. In actual applications, machining errors in products or manufacturing errors involved in the opening area of the flow control valve or in the track motor are taken into consideration. In rare cases, however, the machining errors in products or the manufacturing errors involved in the opening area of the flow control valve or in the track motor may result in a difference in speed between the right and left track motors during straight line traveling operation. When a difference in speed between the right and left track motors occurs, the vehicle body skews and is unable to travel in a straight-ahead direction as intended.
To address such problems, measures are currently taken in which the products are subjected to inspection upon, for example, shipment from factories and, should such a fault be found, a faulty track motor or other part is replaced with a good one. Meanwhile, after shipment, the same also applies to a fault that occurs during operation performed by users. The track motor is, however, large in size and requires an excessive amount of cost and work for its replacement. Additionally, the level of certainty is low.
The hydraulic drive system disclosed in patent document 2 includes two hydraulic fluid supply lines that are connected with the skew correction circuit. This circuit configuration allows skew traveling to be corrected for straight line traveling even with manufacturing errors involved in the opening area of the flow control valve or in the track motor. However, to connect the two hydraulic fluid supply lines to which hydraulic fluid is supplied from each of the two hydraulic pumps with the skew correction circuit is to reconfigure a main circuit of the hydraulic drive system. Such a circuit reconfiguration cannot be directly applied to an adjustment that assumes use of the existing main circuit as is.
An object of the present invention is to provide a hydraulic drive system for a working machine that includes a track device of crawler type and that travels with hydraulic fluid supplied from at least one hydraulic pump to right and left track motors, the hydraulic drive system being capable of easily correcting skew traveling for straight line traveling without having to replace a track motor or other large-size device and without having to specially modify a main circuit.
To solve the foregoing problem, an aspect of the present invention provides a hydraulic drive system for a working machine including a track device of crawler type. The hydraulic drive system includes an engine; a variable displacement type main pump driven by the engine; a plurality of actuators including first and second track hydraulic motors driven by a hydraulic fluid delivered from the main pump; a plurality of flow control valves including first and second track flow control valves for controlling a flow rate of the hydraulic fluid supplied from the main pump to the actuators; and left and right crawlers driven through rotation of the first and second track hydraulic motors, respectively. The hydraulic drive system includes a flow rate correction device for limiting a maximum flow rate output from at least either one of the first and second track flow control valves to a predetermined flow rate.
The following two methods are available for correcting skew traveling using the flow rate correction device according to the aspect of the present invention having an arrangement as described above. In one method, the flow rate correction device is mounted for making adjustments when a skew traveling fault is found during, for example, a pre-shipment inspection of the working machine. In the other, the flow rate correction device is mounted on the hydraulic drive system of the working machine in advance and the adjustments are made as soon as a skew traveling fault is thereafter found. In the former case, which one of the track hydraulic motors associated with the first or second track flow control valve is faster (or slower) in speed is known and the flow rate correction device needs to be mounted only on one side of the first and second track flow control valves. In the latter case, however, whether the skew traveling fault exists is unknown when the flow rate correction device is mounted, which requires that the flow rate correction devices be mounted on both the first and second track flow control valves.
In either case, the flow rate correction device is mounted and an adjustment is made so that the maximum flow rate supplied to the first hydraulic motor equals the maximum flow rate supplied to the second hydraulic motor, which allows the skew traveling to be corrected for straight line traveling. This allows the skew traveling to be easily corrected for straight line traveling without having to replace a track motor or other large-size device, and having to modify specially a main circuit.
In addition, the method of mounting the flow rate correction device when the skew traveling fault is found requires only one flow rate correction device, which is economical.
The method of mounting the flow rate correction device in advance and making adjustments when the skew traveling fault is found eliminates the need for mounting the flow rate correction device when the adjustments are to be made. This enables prompt correction of skew traveling for straight line traveling. Additionally, the flow rate correction devices are mounted on both of the first and second track flow control valves. This broadens a range of correction of skew traveling for straight line traveling.
Preferably, the hydraulic drive system for a working machine including a track device of crawler type further includes: a plurality of pressure compensating valves including first and second track pressure compensating valves, each controlling a differential pressure across each of the flow control valves; and a pump control unit for performing load sensing control of a displacement volume of the main pump such that a delivery pressure of the main pump is higher by a target differential pressure than a maximum load pressure of the actuators, the pressure compensating valves controlling the differential pressure across each of the flow control valves such that the differential pressure across each of the flow control valves is held at a differential pressure between the delivery pressure of the main pump and the maximum load pressure of the actuators. In this hydraulic drive system, the flow rate correction device includes a target compensating differential pressure adjusting device for correcting a target compensating differential pressure of the track pressure compensating valve associated with the track flow control valve of the first and second track pressure compensating valves.
Through the foregoing arrangement, in a what-is-called load sensing system, an opening in the track pressure compensating valve is corrected in an opening direction or a closing direction to thereby make the maximum flow rate supplied to the first hydraulic motor equal to the maximum flow rate supplied to the second hydraulic motor. This corrects skew traveling for straight line traveling. This allows the skew traveling to be easily corrected for straight line traveling without having to replace a track motor or other large-size device, and having to modify specially a main circuit.
Preferably, in the hydraulic drive system for a working machine, the target compensating differential pressure adjusting device includes an adjusting mechanism-mounted plug including an adjusting pin for adjusting a biasing force of a spring that sets the target compensating differential pressure of the track pressure compensating valve.
Additionally, preferably, in the hydraulic drive system for a working machine, the target compensating differential pressure adjusting device includes a pressure reducing valve unit including a pressure reducing valve for correcting the target compensating differential pressure of the track pressure compensating valve by reducing a pressure of a pilot hydraulic fluid source.
Additionally, preferably, the hydraulic drive system for a working machine further includes a track operating device including a remote control valve that generates a control pilot pressure for operating the track flow rate control valve. The flow rate correction device includes a pressure control valve unit including a pressure control valve disposed between the remote control valve of the track operating device and the track flow rate control valve, the pressure control valve for reducing the control pilot pressure of the remote control valve.
Additionally, preferably, the hydraulic drive system for a working machine further includes a track operating device including a remote control valve that generates a control pilot pressure for operating the track flow rate control valve. The flow rate correction device includes a pressure reducing valve unit including a pressure reducing valve disposed between the remote control valve of the track operating device and the track flow rate control valve, the pressure reducing valve for reducing the control pilot pressure of the remote control valve.
In the aspect of the present invention, the skew traveling can be easily corrected for straight line traveling without having to replace a track motor or other large-size device, and having to modify specially a main circuit.
<Hydraulic Excavator>
Referring to
The hydraulic drive system of this embodiment includes an engine 1, a main pump 2, a pilot pump 3, a plurality of actuators 5, 6, 7, 8, 9, 10, 11, 12, and a control valve 4. Specifically, the main pump 2 is driven by the engine 1. The pilot pump 3 is operatively associated with the main pump 2 and driven by the engine 1. The actuators 5, 6, 7, 8, 9, 10, 11, 12 are driven by hydraulic fluid delivered from the main pump 2.
The working machine including the track device of crawler type according to this embodiment is, for example, a hydraulic mini-excavator. The actuator 5 is, for example, the swing motor of the hydraulic excavator, the actuators 6, 8 are the left and right track motors of the hydraulic excavator, the actuator 7 is the blade cylinder of the hydraulic excavator, the actuator 9 is the swing cylinder of the hydraulic excavator, and the actuators 10, 11, 12 are the boom cylinder, the arm cylinder, and the bucket cylinder, respectively, of the hydraulic excavator.
The control valve 4 includes a plurality of valve sections 13, 14, 15, 16, 17, 18, 19, 20, a plurality of shuttle valves 22a, 22b, 22c, 22d, 22e, 22f, 22g, a main relief valve 23, a differential pressure reducing valve 24, and an unloading valve 25. Specifically, the valve sections 13, 14, 15, 16, 17, 18, 19, 20 are connected to a supply line 2a of the main pump 2 and control directions and flow rates of hydraulic fluid supplied from the main pump 2 to respective actuators. The shuttle valves 22a, 22b, 22c, 22d, 22e, 22f, 22g select the highest load pressure (hereinafter referred to as a maximum load pressure) PLmax of load pressures of the actuators 5, 6, 7, 8, 9, 10, 11, 12 and output the maximum load pressure Plmax to a signal line 21. The main relief valve 23 is disposed in the supply line 2a of the main pump 2a and limits a maximum delivery pressure (maximum pump pressure) of the main pump 2. The differential pressure reducing valve 24 outputs a differential pressure PLS between a delivery pressure (pump pressure) Pd of the main pump 2 and the maximum load pressure PLmax of the main pump 2 as an absolute pressure. The unloading valve 25 returns part of the hydraulic fluid delivered by the main pump 2 to a tank 0 when the differential pressure PLS between the pump pressure Pd and the maximum load pressure PLmax exceeds a predetermined value set by a spring 25a, thereby maintaining the differential pressure PLS at the predetermined value set by the spring 25a or lower. The unloading valve 25 and the main relief valve 23 have outlet sides connected to a tank line 29 within the control valve 2 and to the tank 0.
The valve section 13 includes a flow control valve 26a and a pressure compensating valve 27a. The valve section 14 includes a flow control valve 26b and a pressure compensating valve 27b. The valve section 15 includes a flow control valve 26c and a pressure compensating valve 27c. The valve section 16 includes a flow control valve 26d and a pressure compensating valve 27d. The valve section 17 includes a flow control valve 26e and a pressure compensating valve 27e. The valve section 18 includes a flow control valve 26f and a pressure compensating valve 27f. The valve section 19 includes a flow control valve 26g and a pressure compensating valve 27g. The valve section 20 includes a flow control valve 26h and a pressure compensating valve 27h.
The flow control valves 26a to 26h control directions and flow rates of hydraulic fluid supplied from the main pump 2 to the respective actuators 5 to 12. The pressure compensating valves 27a to 27h control differential pressures across the respective flow control valves 26a to 26h.
The pressure compensating valves 27a to 27h have valve opening-side pressure receiving portions 28a, 28b, 28c, 28d, 28e, 28f, 28g, 28h for setting target differential pressures. An output pressure of the differential pressure reducing valve 24 is introduced to each of the pressure receiving portions 28a to 28h and a target compensating differential pressure is set using the absolute pressure of the differential pressure PLS between the hydraulic pump pressure Pd and the maximum load pressure PLmax (hereinafter referred to as an absolute pressure PLS). By controlling to bring the differential pressures across the flow control valves 26a to 26h to the same differential pressure PLS value, the pressure compensating valves 27a to 27h control such that the differential pressures across the flow control valves 26a to 26h equal the differential pressure PLS between the hydraulic pump pressure Pd and the maximum load pressure PLmax. This allows, during a combined operation that simultaneously drives multiple actuators, the delivery flow rate of the main pump 2 to be distributed according to the opening area ratio of the flow control valves 26a to 26h regardless of the magnitude of the load pressure of each of the actuators 5 to 12, thus achieving good combined operation performance. If a saturation condition develops in which the main pump 2 delivers a short supply of delivery flow rate that falls short of a required flow rate, the differential pressure PLS decreases according to the degree of the short supply. Then, the differential pressures across the flow control valves 26a to 26h controlled by the pressure compensating valves 27a to 27h are accordingly reduced at the same rate, so that flow rates through the flow control valves 26a to 26h decreases at the same rate. In this case, too, the delivery flow rate of the main pump 2 is distributed according to the opening area ratio of the flow control valves 26a to 26h, so that good combined operation performance can be achieved.
The hydraulic drive system further includes an engine speed detecting valve device 30, a pilot hydraulic fluid source 33, and control lever devices (control devices) 34a, 34b, 34c, 34d, 34e, 34f, 34g, 34h. Specifically, the engine speed detecting valve device 30 is connected to a supply line 3a of the pilot pump 3 and outputs an absolute pressure according to the delivery flow rate of the pilot pump 3. The pilot hydraulic fluid source 33 is connected downstream of the engine speed detecting valve device 30 and includes a pilot relief valve 32 that maintains a constant pressure of a pilot line 31. The control lever devices 34a, 34b, 34c, 34d, 34e, 34f, 34g, 34h are connected to the pilot line 31. The control lever devices 34a, 34b, 34c, 34d, 34e, 34f, 34g, 34h include remote control valves that generate control pilot pressures a, b, c, d, e, f, g, h, i, j, k, l, m, o, p for operating the flow control valves 26a to 26h using the hydraulic pressure of the pilot hydraulic fluid source 33 as a source pressure.
The engine speed detecting valve device 30 includes a hydraulic line 30e, a throttle element (fixed throttle) 30f, a flow rate detecting valve 30a, and a differential pressure reducing valve 30b. Specifically, the hydraulic line 30e connects the supply line 3a of the pilot pump 3 to the pilot line 31. The throttle element 30f is disposed in the hydraulic line 30e. The flow rate detecting valve 30a is connected in parallel with the hydraulic line 30e and the throttle element 30f. The flow rate detecting valve 30a has an inlet side connected to the supply line 3a of the pilot pump 3 and an outlet side connected to the pilot line 31. The flow rate detecting valve 30a includes a variable throttle portion 30c that increases the opening area with an increasing flow rate therethrough. The hydraulic fluid delivered from the pilot pump 3 flows through both the throttle element 30f and the variable throttle portion 30c of the flow rate detecting valve 30a to the side of the pilot line 31. At this time, a differential pressure that increases with an increasing passing flow rate is produced across the throttle element 30f and the variable throttle portion 30c of the flow rate detecting valve 30a. The differential pressure reducing valve 30b outputs the differential pressure across the throttle element 30f and the variable throttle portion 30c as an absolute pressure Pa. The delivery flow rate of the pilot pump 3 varies according to the speed of the engine 1. Thus, detecting the differential pressure across the throttle element 30f and the variable throttle portion 30c allows the delivery flow rate of the pilot pump 3 to be detected, so that the speed of the engine 1 can be detected. In addition, the variable throttle portion 30c increases the opening area with an increasing flow rate therethrough (with an increasing differential pressure thereacross). The variable throttle portion 30c is therefore configured such that the more the passing flow rate, the milder the rate of increase in the differential pressure thereacross.
The main pump 2 is a variable displacement hydraulic pump and includes a pump control unit 35 for controlling its tilting angle (capacity). The pump control unit 35 includes a horsepower control tilting actuator 35a, an LS control valve 35b, and an LS control tilting actuator 35c.
The horsepower control tilting actuator 35a decreases the tilting angle of the main pump 2 when the delivery pressure of the main pump 2 increases, thereby ensuring that the input torque of the main pump 2 does not exceed a predetermined maximum torque. Horsepower consumption of the main pump 2 is thereby limited and the engine 1 is prevented from being stalled (engine stall) by overload.
The LS control valve 35b has pressure receiving portions 35d, 35e that face each other. The absolute pressure Pa (a first specified value) generated by the differential pressure reducing valve 30b of the engine speed detecting valve device 30 is introduced via a hydraulic line 40 to the pressure receiving portion 35d as a target differential pressure (target LS differential pressure) for load sensing control. The absolute pressure PLS generated by the differential pressure reducing valve 24 is introduced to the pressure receiving portion 35e. When the absolute pressure PLS is higher than the absolute pressure Pa (PLS>Pa), the pressure of the pilot hydraulic fluid source 33 is introduced to the LS control tilting actuator 35c to thereby reduce the tilting angle of the main pump 2. When the absolute pressure PLS is lower than the absolute pressure Pa (PLS<Pa), the LS control tilting actuator 35c is brought into communication with a tank T to thereby increase the tilting angle of the main pump 2. A tilting amount (a displacement volume) of the main pump 2 is controlled such that the delivery pressure Pd of the main pump 2 is thereby higher by the absolute pressure Pa (target differential pressure) than the maximum load pressure PLmax. The LS control valve 35b and the LS control tilting actuator 35c constitute load sensing pump control means that controls tilting of the main pump 2 such that the delivery pressure Pd of the main pump 2 is higher by the target differential pressure for load sensing control than the maximum load pressure PLmax of the actuators 5, 6, 7, 8, 9, 10, 11, 12.
It is here noted that the absolute pressure Pa varies according to the engine speed. Control of actuator speed according to the engine speed can therefore be performed by using the absolute pressure Pa as the target differential pressure for load sensing control and setting the target compensating differential pressure of the pressure compensating valves 27a to 27h using the absolute pressure PLS of the differential pressure between the delivery pressure Pd of the main pump 2 and the maximum load pressure PLmax. In addition, the variable throttle portion 30c of the flow rate detecting valve 30a of the engine speed detecting valve device 30 is configured such that the more the passing flow rate, the milder the rate of increase in the differential pressure thereacross as described earlier. This improves a saturation phenomenon according to the engine speed and good fine operability can be achieved when the engine speed is set low.
The spring 25a of the unloading valve 25 has a resilience that is set to higher than the absolute pressure Pa (the target differential pressure for load sensing control) generated by the differential pressure reducing valve 30b of the engine speed detecting valve device 30 when the engine 1 runs at its rated maximum speed.
The hydraulic drive system shown in
The flow rate correction device 39 (target compensating differential pressure adjusting device) will be described in detail with reference to
Referring to
The pressure compensating valve 27d for the right track is arranged similarly, including a valve element 61d, a valve closing-side pressure receiving portion 62d and a valve opening-side pressure receiving portion 63d for feedback, the valve opening-side pressure receiving portion 28d for setting the target differential pressure, a pressure receiving chamber 64d, a plug 65d, and a target compensating differential pressure adjusting spring 36d.
The target compensating differential pressure adjusting springs 36b, 36d supply hydraulic fluid preferentially to the track motors 6, 8 during the combined operation for traveling to thereby stabilize traveling. In this embodiment, the target compensating differential pressure adjusting springs 36b, 36d are used for correcting the target compensating differential pressure of the pressure compensating valve 27b in the flow rate correction device 39. It is noted that some types of pressure compensating valves do not include the target compensating differential pressure adjusting springs 36b, 36d, in which case, a target compensating differential pressure adjusting spring dedicated to the purpose may be newly incorporated.
Referring to
Functions of this embodiment will be described below.
In this embodiment, the ordinary pressure compensating valve 27b not having the flow rate correction device 39 shown in
Actuator load pressures of the left and right track motors 6, 8 introduced to the valve opening-side pressure receiving portions 28b, 28d of the pressure compensating valves 27b, 27d for the left and right tracks are, by their nature, equal to each other at the time. In rare cases, however, machine weight balance or manufacturing errors involved in the track motors may result in different actuator load pressures, so that a difference in speed occurs between the left and right track motors 6, 8, causing skew to occur.
A traveling test upon shipment from the factory is conducted through the operation described above. If skew occurs, the following corrections are to be made.
The plug 65b mounted on the side of the valve opening-side pressure receiving portion 28b (or 28d) of the pressure compensating valve 27b (or 27d) for the track corresponding to a slower speed is removed. As shown in
As described heretofore, this embodiment allows skew traveling to be easily corrected for straight line traveling without having to replace a track motor or other large-size device. Skew traveling can also be easily corrected for straight line traveling without having to modify specially the main circuit.
In the first embodiment, the flow rate correction device 39 (target compensating differential pressure adjusting device) is mounted for making adjustments, if a fault is found during the pre-shipment inspection. In the second embodiment, by contrast, flow rate correction devices 39A, 39B (target compensating differential pressure adjusting devices) are mounted in advance, in a hydraulic drive system for a working machine as a product for immediate shipment, in valve housings on the side of both of valve opening-side pressure receiving portions 28b, 28d of pressure compensating valves 27b, 27d for left and right tracks, so that an immediate adjustment can be made whenever necessary. The flow rate correction devices 39A, 39B (target compensating differential pressure adjusting devices) include adjusting mechanism-mounted plugs 37A, 37B, respectively, for adjusting biasing forces of target compensating differential pressure adjusting springs 36b, 36d, respectively. The adjusting mechanism-mounted plugs 37A, 37B are configured similarly to the adjusting mechanism-mounted plug 37 in the flow rate correction device 39 (target compensating differential pressure adjusting device) according to the first embodiment.
Other arrangements are similar to those in the first embodiment.
Functions of the second embodiment will be described below.
Initially, adjusting pins 37b, 37b (see
Actuator load pressures of the left and right track motors 6, 8 introduced to the valve opening-side pressure receiving portions 28b, 28d of the pressure compensating valves 27b, 27d for the left and right tracks are, by their nature, equal to each other at the time. In rare cases, however, machine weight balance or manufacturing errors involved in the track motors may result in different actuator load pressures, so that a difference in speed (difference in revolutions per minute) occurs between the left and right track motors 6, 8, causing skew to occur.
A traveling test upon shipment from the factory is conducted through the operation described above. If skew occurs, the following corrections are to be made.
The adjusting pin 37b of the adjusting mechanism-mounted plug 37A (or 37B) mounted on the pressure compensating valve 27b (or 27d) for track whichever is lower in speed is operated to be moved in the right direction as described earlier to thereby strengthen the biasing force of the target compensating differential pressure adjusting spring 36b (or 36d). The opening in the pressure compensating valve 27b (or 27d) is thereby corrected in the opening direction, so that the flow rate to the left track motor 6 (or 8) is equalized to that to the right track motor 8 (or 6). This allows skew traveling to be corrected for straight line traveling.
In this embodiment, the flow rate correction devices 39A, 39B that include the adjusting mechanism-mounted plugs 37A, 37B for adjusting the biasing forces of the target compensating differential pressure adjusting springs 36b, 36d are mounted in advance on the pressure compensating valves 27b, 27d for the left and right tracks. This eliminates the need for replacing the ordinary plug 65b (or 65d) with the adjusting mechanism-mounted plug in the pressure compensating valve that has caused skew to occur. This enables prompt correction of skew traveling for straight line traveling. Additionally, the flow rate correction devices 39A, 39B are mounted on both of the pressure compensating valves 27b, 27d for the left and right tracks. This broadens a range of correction of skew traveling for straight line traveling.
As described heretofore, the same effects as in the first embodiment can be achieved also in this embodiment. Additionally, in this embodiment, there is no need to mount the flow rate correction device at the very time of making adjustments. This permits prompt correction of skew traveling for straight line traveling. Additionally, the flow rate correction devices 39A, 39B are mounted on both of the pressure compensating valves 27b, 27d for the left and right tracks. This broadens the range of correction of skew traveling for straight line traveling.
In the first embodiment, the flow rate correction device 39 (target compensating differential pressure adjusting device) includes the adjusting mechanism-mounted plug 37 for adjusting the biasing force of the target compensating differential pressure adjusting spring 36b or 36d. In contrast, in this embodiment, a flow rate correction device 69 (target compensating differential pressure adjusting device) includes a pressure reducing valve unit 140 including a pressure reducing valve 40 that corrects a target compensating differential pressure of a pressure compensating valve 27b for the left track (or a pressure compensating valve 27d for the right track) by reducing pressure of a pilot hydraulic fluid source 33. The pressure reducing valve 40 includes an adjusting device (adjusting mechanism 73) for adjusting a maximum flow rate of a flow control valve 26b for the left track (or a flow control valve 26d for the right track).
Specifically, the hydraulic drive system shown in
Similarly to the adjusting mechanism-mounted plug 37 shown in
Other arrangements are the same as those of the first embodiment.
Functions of the third embodiment will be described below.
When the control levers of the control lever devices 34b, 34d for the tracks are operated all the way in the right direction shown in the figures with an intention of traveling in a straight-ahead direction, control pilot pressures d, h for operating the flow control valves 26b, 26d are generated from the hydraulic fluid of the pilot hydraulic fluid source 33 and introduced to the flow control valves 26b, 26d. The hydraulic fluid delivered from a main pump 2 is introduced to the left and right track motors 6, 8 via the pressure compensating valves 27b, 27d and the flow control valves 26b, 26d.
Actuator load pressures of the left and right track motors 6, 8 introduced to the valve opening-side pressure receiving portions 28b, 28d of the pressure compensating valves 27b, 27d for the left and right tracks are, by their nature, equal to each other at this time. In rare cases, however, machine weight balance or manufacturing errors involved in the track motors may result in different actuator load pressures, so that a difference in speed (difference in revolutions per minute) occurs between the left and right track motors 6, 8, causing skew to occur.
A traveling test upon shipment from the factory is conducted through the operation described above. If skew occurs, the pressure reducing valve unit 140 is connected to the side on which the valve opening-side pressure receiving portion 28b (or 28d) of the pressure compensating valve 27b (or 27d) for track whichever is lower in speed is disposed. An arrangement is thus established in which the hydraulic fluid from the hydraulic line 39 is subjected to reduction in pressure by the pressure reducing valve 40 before being introduced to the correction pressure receiving portion 66b (or 66d). The adjusting pin of the adjusting mechanism 73 of the pressure reducing valve 40 is then operated to thereby strengthen the biasing force of the spring 72. The output pressure is thus increased and the opening in the pressure compensating valve 27b (or 27d) is corrected in the opening direction. The flow rate to the left track motor 6 (or 8) is thus adjusted so as to be equal to the flow rate to the right track motor 8 (or 6). This corrects skew traveling for straight line traveling.
As described heretofore, the same effects as in the first embodiment can be achieved also in this embodiment.
In the third embodiment, the pressure reducing valve unit 140 as the flow rate correction device 69 (target compensating differential pressure adjusting device) is connected for making adjustments, if a fault is found during the pre-shipment inspection. In the fourth embodiment, by contrast, pressure reducing valve units 140A, 140B as flow rate correction devices 69A, 69B (target compensating differential pressure adjusting devices) are connected in advance, in the hydraulic drive system for a working machine as a product for immediate shipment, in valve housings on the side of both of valve opening-side pressure receiving portions 28b, 28d of pressure compensating valves 27b, 27d for left and right tracks, so that an immediate adjustment can be made whenever necessary. The pressure reducing valve units 140A, 140B are configured similarly to the pressure reducing valve unit 140 of the third embodiment and include pressure reducing valves 40b, 40d and lines 71b, 71d in which the pressure reducing valves 40b, 40d are disposed, respectively. The lines 71b, 71d have upstream sides connected to a hydraulic line 39 that introduces the hydraulic fluid from a pilot hydraulic fluid source 33 to a differential pressure reducing valve 24. The lines 71b, 71d have downstream sides connected to correction pressure receiving portions 66b, 66d disposed additionally on the side on which valve opening-side pressure receiving portions 28b, 28d for setting the target differential pressure of pressure compensating valves 27b, 27d are disposed. The pressure reducing valves 40b, 40d include, as the adjusting device for adjusting the maximum flow rate of flow control valves 26b, 26d, adjusting mechanisms 73b, 73d that adjust biasing forces of springs 72b, 72d for setting pressure reducing valve output pressures.
Other arrangements are the same as those of the third embodiment.
Functions of the fourth embodiment will be described below.
Initially, the springs 72b, 72d of the pressure reducing valves 40b, 40d are set to zero to thereby set the output pressure of the pressure reducing valves 40b, 40d at the tank pressure. When, under this condition, control levers of control lever devices 34b, 34d for tracks are operated all the way in the right direction shown in the figures with an intention of traveling in a straight-ahead direction, control pilot pressures d, h for operating the flow control valves 26b, 26d are generated from the hydraulic fluid of the pilot hydraulic fluid source 33 and introduced to the flow control valves 26b, 26d. The hydraulic fluid delivered from a main pump 2 is introduced to left and right track motors 6, 8 via the pressure compensating valves 27b, 27d and the flow control valves 26b, 26d.
Actuator load pressures of the left and right track motors 6, 8 introduced to the valve opening-side pressure receiving portions 28b, 28d of the pressure compensating valves 27b, 27d for the left and right tracks are, by their nature, equal to each other at this time. In rare cases, however, machine weight balance or manufacturing errors involved in the track motors may result in different actuator load pressures, so that a difference in speed (difference in revolutions per minute) occurs between the left and right track motors 6, 8, causing skew to occur.
A traveling test upon shipment from the factory is conducted through the operation described above. If skew occurs, the adjusting pin is operated of the adjusting mechanism 73b (or 73d) of the pressure reducing valve 40b (or 40d) of the pressure reducing valve unit 140A (or 140B) that is connected to the side on which the valve opening-side pressure receiving portion 28b (or 28d) of the pressure compensating valve 27b (or 27d) for track whichever is lower in speed is disposed. The biasing force of the spring 72b (or 72d) is thereby strengthened. The output pressure is thus increased and the opening in the pressure compensating valve 27b (or 27d) is corrected in the opening direction. The flow rate to the left track motor 6 (or 8) is thus adjusted so as to be equal to the flow rate to the right track motor 8 (or 6). This allows skew traveling to be corrected for straight line traveling.
In this embodiment, the pressure reducing valve units 140A, 140B are mounted in advance on both of the pressure compensating valves 27b, 27d for the left and right tracks, which eliminates the need for additionally mounting a pressure reducing valve unit when skew occurs. This enables prompt correction of skew traveling for straight line traveling. Additionally, the pressure reducing valve units 140A, 140B (flow rate correction device or target compensating differential pressure adjusting device) are mounted on both of the pressure compensating valves 27b, 27d for the left and right tracks. This broadens a range of correction of skew traveling for straight line traveling.
As described heretofore, the same effects as in the first embodiment can be achieved also in this embodiment. Additionally, in this embodiment, there is no need to mount the flow rate correction device at the very time of making adjustments. This permits prompt correction of skew traveling for straight line traveling. Additionally, the pressure reducing valve units 140A, 140B (flow rate correction device or target compensating differential pressure adjusting device) are mounted on both of the pressure compensating valves 27b, 27d for the left and right tracks. This broadens the range of correction of skew traveling for straight line traveling.
In the first to fourth embodiments, the flow rate correction devices 39, 69 are configured with the respective target compensating differential pressure adjusting devices. In this embodiment, in contrast, a flow rate correction device 79 is configured with a pressure control valve unit 142 that is disposed between a remote control valve of a control lever device 34b (or 34d) for track and a flow control valve 26b (or 26d) and includes a pressure control valve 42 for reducing a control pilot pressure of the remote control valve. The pressure control valve 42 includes an adjusting device (an adjusting mechanism 83) for adjusting a maximum flow rate of the flow control valve 26b for the left track (or the flow control valve 26d for the right track).
Specifically, the hydraulic drive system shown in
Similarly to the adjusting mechanism-mounted plug 37 shown in
Other arrangements are the same as those of the first embodiment.
Functions of the fifth embodiment will be described below.
When the control levers of control lever devices 34b, 34d for tracks are operated all the way in the right direction shown in the figures with an intention of traveling in a straight-ahead direction, control pilot pressures d, h for operating the flow control valves 26b, 26d are generated from the hydraulic fluid of a pilot hydraulic fluid source 33 and introduced to the flow control valves 26b, 26d. The hydraulic fluid delivered from a main pump 2 is introduced to the left and right track motors 6, 8 via pressure compensating valves 27b, 27d and the flow control valves 26b, 26d.
Actuator load pressures of the left and right track motors 6, 8 introduced to valve opening-side pressure receiving portions 28b, 28d of the pressure compensating valves 27b, 27d for the left and right tracks are, by their nature, equal to each other at this time. In rare cases, however, machine weight balance or manufacturing errors involved in the track motors may result in different actuator load pressures, so that a difference in speed (difference in revolutions per minute) occurs between the left and right track motors 6, 8, causing skew to occur.
A traveling test upon shipment from the factory is conducted through the operation described above. If skew occurs, the pressure control valve unit 142 is connected across the line that introduces the control pilot pressure d (or h) for operating the flow rate control valve whichever is higher in speed to the flow control valve 26b (or 26d) and the tank line. The adjusting pin of the adjusting mechanism 83 of the pressure control valve 42 is then operated in order to weaken the biasing force of the spring 82. The control pilot pressure d (or h) is thereby reduced and the stroke of the flow control valve 26b (or 26d) is thus restricted, so that the output flow rate of the flow control valve 26b (or 26d) is adjusted. This allows skew traveling to be corrected for straight line traveling.
As described heretofore, the same effects as in the first embodiment can be achieved also in this embodiment.
In the fifth embodiment, the flow rate correction device 79 is configured with the pressure control valve unit 142 that is disposed between the remote control valve of the control lever device 34b (or 34d) for track and the flow control valve 26b (or 26d) and includes the pressure control valve 42 for reducing the control pilot pressure of the remote control valve. In this embodiment, in contrast, a flow rate correction device 89 is configured with a pressure reducing valve unit 143 that is disposed between a remote control valve of a control lever device 34b (or 34d) for track and a flow control valve 26b (or 26d) and includes a pressure reducing valve 43 that reduces a control pilot pressure of the remote control valve. The pressure reducing valve 43 includes an adjusting device (an adjusting mechanism 93) for adjusting a maximum flow rate of the flow control valve 26b for the left track (or the flow control valve 26d for the right track).
Specifically, the hydraulic drive system shown in
Similarly to the adjusting mechanism-mounted plug 37 shown in
Other arrangements are the same as those of the first embodiment.
Functions of the sixth embodiment will be described below.
When the control levers of the control lever devices 34b, 34d for tracks are operated all the way in the right direction shown in the figures with an intention of traveling in a straight-ahead direction, control pilot pressures d, h for operating the flow control valves 26b, 26d are generated from the hydraulic fluid of a pilot hydraulic fluid source 33 and introduced to the flow control valves 26b, 26d. The hydraulic fluid delivered from a main pump 2 is introduced to the left and right track motors 6, 8 via pressure compensating valves 27b, 27d and the flow control valves 26b, 26d.
Actuator load pressures of the left and right track motors 6, 8 introduced to valve opening-side pressure receiving portions 28b, 28d of the pressure compensating valves 27b, 27d for the left and right tracks are, by their nature, equal to each other at this time. In rare cases, however, machine weight balance or manufacturing errors involved in the track motors may result in different actuator load pressures, so that a difference in speed (difference in revolutions per minute) occurs between the left and right track motors 6, 8, causing skew to occur.
A traveling test upon shipment from the factory is conducted through the operation described above. If skew occurs, the pressure reducing valve unit 143 is connected to the line that introduces the control pilot pressure d (or h) for operating the flow rate control valve whichever is higher in speed to the flow control valve 26b (or 26d). The adjusting pin of the adjusting mechanism 93 of the pressure reducing valve 43 is then operated in order to weaken the biasing force of the spring 92. The control pilot pressure d (or h) is thereby reduced and the stroke of the flow control valve 26b (or 26d) is thus restricted, so that the output flow rate of the flow control valve 26b (or 26d) is adjusted. This allows skew traveling to be corrected for straight line traveling.
As described heretofore, the same effects as in the first embodiment can be achieved also in this embodiment.
Referring to
The working machine including a track device of crawler type according to this embodiment is, for example, a hydraulic mini-excavator. The actuator 5 is, for example, a swing motor of the hydraulic excavator, the actuators 6, 8 are left and right track motors of the hydraulic excavator, the actuator 7 is a blade cylinder of the hydraulic excavator, the actuator 9 is a swing cylinder of the hydraulic excavator, and the actuators 10, 11, 12 are a boom cylinder, an arm cylinder, and a bucket cylinder, respectively, of the hydraulic excavator.
The control valve 49 includes a plurality of flow control valves that are connected to hydraulic fluid supply lines 45a, 46a, 47a of the main pumps 45, 46, 47 and control directions and flow rates of the hydraulic fluid supplied from the main pumps 45, 46, 47 to respective actuators.
Flow control valves 50a to 50h control directions and flow rates of the hydraulic fluid supplied from the main pumps 45, 46, 47 to the respective actuators 5 to 12.
When the flow control valves 50b, 50d are operated to change their positions, the hydraulic fluid delivered from delivery ports of the two hydraulic pumps 45, 46 is introduced to the respective track motors 6, 8 via a meter-in flow path (incoming flow path) 50b1 or 50b2; 50d1 or 50d2 of the flow control valves 50b, 50d. Return fluid from the track motors 6, 8 is returned to a tank 0 via a meter-out flow path (outgoing flow path) 50b3 or 50b4, 50d3 or 50d4 of the flow control valves 50b, 50d.
The hydraulic pumps 45, 46 are a variable displacement type. By controlling a tilting position, a volume (displacement volume) is varied to thereby increase or decrease the delivery flow rate. Typically, a horsepower control actuator 51 is provided as means for controlling the hydraulic pumps 45, 46. The tilting position is controlled such that, when the delivery pressure of the hydraulic pumps 45, 46 increases, the flow rate is reduced accordingly.
The flow control valves 50b, 50d are an open center type (center bypass type) and include center bypass flow paths 50b5, 50d5 that connect to center bypass lines 52, 53. When the flow control valves 50b, 50d are at their neutral positions (not operated positions), the center bypass flow paths 50b5, 50d5 are fully open and the meter-in flow paths 50b1, 50b2; 50d1, 50d2 are fully closed, so that the delivery fluid from the hydraulic pumps 45, 46 is returned to the tank via tank lines 54, 55 through the hydraulic fluid supply lines 45a, 46a connected to delivery ports of the hydraulic pumps 45, 46, the center bypass lines 52, 53, and the center bypass flow paths 50b5, 50d5. When the flow control valves 50b, 50d are operated from their neutral positions to operated positions, the center bypass flow paths 50b5, 50d5 decrease their opening areas according to operation amounts of the flow control valves 50b, 50d and are fully closed immediately before maximum changeover positions (full stroke positions) of the flow control valves 50b, 50d. Meanwhile, the meter-in flow paths 50b1, 50b2; 50d1, 50d2 of the flow control valves 50b, 50d increase their opening areas according to the operation amounts of the flow control valves 50b, 50d and are fully open immediately before the maximum changeover positions (full stroke positions) of the flow control valves 50b, 50d. This results in the flow rate varying according to the operation amounts of the flow control valves 50b, 50d being supplied to the track motors 6, 8, so that the speed of the track motors 6, 8 is controlled. A main relief valve (not shown) that serves as safety means for restricting the maximum delivery pressure of the hydraulic pumps 45, 46 is disposed in the hydraulic fluid supply lines 45a, 46a.
The flow control valves 50b, 50d are hydraulic changeover valves including hydraulic pilot portions 50b6, 50b7 and 50d6, 50d7. The flow control valves 50b, 50d are operated by a control pilot pressure generated by remote control valves of control lever devices 34b, 34d for tracks. A delivery pressure of the pilot pump 48 is introduced as a primary pressure to the remote control valves of the control lever devices 34b, 34d for tracks. The hydraulic pumps 45, 46 and the pilot pump 48 are driven by the engine 44. The delivery pressure of the pilot pump 48 is maintained at a predetermined value by a pilot relief valve 56.
With control levers of the control lever devices 34b, 34d for tracks placed in the neutral position, the hydraulic pilot portions 50b6, 50b7 and 50d6, 50d7 of the flow control valves 50b, 50d communicate with the tank 0 via the remote control valves of the control lever devices 34b, 34d for tracks. When the control levers of the control lever devices 34b, 34d for tracks are operated, the corresponding remote control valve of the control lever devices 34b, 34d for tracks is pressurized and the resultant pressure (output pressure) is introduced as the control pilot pressure to the corresponding hydraulic pilot portions 50b6, 50b7 and 50d6, 50d7 of the flow control valves 50b, 50d. This changes the position of the flow control valves 50b, 50d, so that the hydraulic fluid is supplied to the track motors 6, 8 to rotate the track motors 6, 8.
The hydraulic drive device of this embodiment includes the same flow rate correction device 79 (pressure control valve unit 142) as that incorporated in the hydraulic drive device of the fifth embodiment.
Specifically, the hydraulic drive system shown in
Similarly to the adjusting mechanism-mounted plug 37 shown in
Functions of the seventh embodiment will be described below.
When the control levers of the control lever devices 34b, 34d for tracks are operated all the way in the right direction shown in the figure with an intention of traveling in a straight-ahead direction, the control pilot pressures d, h for operating the flow control valves 50b, 50d are generated from the hydraulic fluid of the pilot pump 48 and introduced to the flow control valves 50b, 50d. The hydraulic fluid delivered from the main pumps 45, 46 is introduced to the left and right track motors 6, 8 via the flow control valves 50b, 50d.
Flow rates introduced to the left and right track motors 6, 8 are, by their nature, equal to each other at this time. In rare cases, however, manufacturing errors involved in the main pumps 45, 46 and the track motors may result in different flow rates, so that a difference in speed (difference in revolutions per minute) occurs between the left and right track motors 6, 8, causing skew to occur.
A traveling test upon shipment from the factory is conducted through the operation described above. If skew occurs, the pressure control valve unit 142 is connected across the line that introduces the control pilot pressure d (or h) for operating the flow rate control valve whichever is higher in speed to the flow control valve 50b (or 50d) and the tank line. The adjusting pin of the adjusting mechanism 83 of the pressure control valve 42 is then operated in order to weaken the biasing force of the spring 82. The control pilot pressure d (or h) is thereby reduced and the stroke of the flow control valve 50b (or 50d) is thus restricted, so that the output flow rate of the flow control valve 50b (or 50d) is adjusted. This allows skew traveling to be corrected for straight line traveling.
As described heretofore, the same effects as in the first embodiment can be achieved also in this embodiment.
The hydraulic drive system of this embodiment includes the same flow rate correction device 89 (pressure reducing valve unit 143) as that incorporated in the hydraulic drive system of the sixth embodiment.
Specifically, the hydraulic drive system shown in
Similarly to the adjusting mechanism-mounted plug 37 shown in
Other arrangements are the same as those of the seventh embodiment.
Functions of the eighth embodiment will be described below.
When the control levers of the control lever devices 34b, 34d for tracks are operated all the way in the right direction shown in the figure with an intention of traveling in a straight-ahead direction, the control pilot pressures d, h for operating the flow control valves 50b, 50d are generated from the hydraulic fluid of a pilot pump 48 and introduced to the flow control valves 50b, 50d. The hydraulic fluid delivered from main pumps 45, 46 is introduced to the left and right track motors 6, 8 via the flow control valves 50b, 50d.
Flow rates introduced to the left and right track motors 6, 8 are, by their nature, equal to each other at this time. In rare cases, however, manufacturing errors involved in the main pumps 45, 46 and the track motors may result in different flow rates, so that a difference in speed (difference in revolutions per minute) occurs between the left and right track motors 6, 8, causing skew to occur.
A traveling test upon shipment from the factory is conducted through the operation described above. If skew occurs, the pressure reducing valve unit 143 is connected to the line that introduces the control pilot pressure d (or h) for operating the flow rate control valve whichever is higher in speed to the flow control valve 50b (or 50d). The adjusting pin of the adjusting mechanism 93 of the pressure reducing valve 43 is then operated in order to weaken the biasing force of the spring 92. The control pilot pressure d (or h) is thereby reduced and the stroke of the flow control valve 50b (or 50d) is thus restricted, so that the output flow rate of the flow control valve 50b (or 50d) is adjusted. This allows skew traveling to be corrected for straight line traveling.
As described heretofore, the same effects as in the first embodiment can be achieved also in this embodiment.
<Miscellaneous>
Although the present invention has been described with respect to specific embodiments in which the present invention is applied to the hydraulic excavator, the invention is not to be duly limited to those illustrative embodiments set forth herein. For example, the fifth to eighth embodiments have been described for cases in which the flow rate correction device is mounted for making adjustments when a skew traveling fault is found during the pre-shipment inspection of the working machine. The flow rate correction device may nonetheless be mounted in advance on the hydraulic drive system of the working machine, as in the second and fourth embodiments, and the adjustments may be made after the skew traveling fault is thereafter found.
The foregoing embodiments have been described for cases in which the working machine is a hydraulic excavator. The similar effects can still be achieved by applying the present invention to any type of working machines (e.g. a hydraulic crane and a bulldozer) other than the hydraulic excavator as long as the working machine includes a track device of crawler type.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2011-001422 | Jan 2011 | JP | national |
This application is a continuation application of U.S. application Ser. No. 13/976,232, filed Jun. 26, 2013, the entirety of the contents and subject matter of all of the above is incorporated herein by reference.
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| Number | Date | Country | |
|---|---|---|---|
| 20160376769 A1 | Dec 2016 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 13976232 | US | |
| Child | 15262500 | US |
