EP2633129B1 - Hydraulic circuit - Google Patents

Hydraulic circuit Download PDF

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Publication number
EP2633129B1
EP2633129B1 EP11776751.7A EP11776751A EP2633129B1 EP 2633129 B1 EP2633129 B1 EP 2633129B1 EP 11776751 A EP11776751 A EP 11776751A EP 2633129 B1 EP2633129 B1 EP 2633129B1
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EP
European Patent Office
Prior art keywords
hydraulic
pressure
control
line
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11776751.7A
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German (de)
French (fr)
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EP2633129A1 (en
Inventor
Mario Seebode
Thilo Kazimiers
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deere and Co
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Deere and Co
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Publication of EP2633129A1 publication Critical patent/EP2633129A1/en
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Publication of EP2633129B1 publication Critical patent/EP2633129B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
    • F15B21/04—Special measures taken in connection with the properties of the fluid
    • F15B21/042—Controlling the temperature of the fluid
    • F15B21/0427—Heating
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2221—Control of flow rate; Load sensing arrangements
    • E02F9/2232—Control of flow rate; Load sensing arrangements using one or more variable displacement pumps
    • E02F9/2235—Control of flow rate; Load sensing arrangements using one or more variable displacement pumps including an electronic controller
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives
    • E02F9/2278—Hydraulic circuits
    • E02F9/2296—Systems with a variable displacement pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/04—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/16—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors
    • F15B11/161—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors with sensing of servomotor demand or load
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/16—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors
    • F15B11/161—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors with sensing of servomotor demand or load
    • F15B11/165—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors with sensing of servomotor demand or load for adjusting the pump output or bypass in response to demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
    • F15B2211/205—Systems with pumps
    • F15B2211/20507—Type of prime mover
    • F15B2211/20523—Internal combustion engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
    • F15B2211/205—Systems with pumps
    • F15B2211/2053—Type of pump
    • F15B2211/20546—Type of pump variable capacity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/405—Flow control characterised by the type of flow control means or valve
    • F15B2211/40553—Flow control characterised by the type of flow control means or valve with pressure compensating valves
    • F15B2211/40569—Flow control characterised by the type of flow control means or valve with pressure compensating valves the pressure compensating valve arranged downstream of the flow control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/42—Flow control characterised by the type of actuation
    • F15B2211/426—Flow control characterised by the type of actuation electrically or electronically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/50—Pressure control
    • F15B2211/505—Pressure control characterised by the type of pressure control means
    • F15B2211/50509—Pressure control characterised by the type of pressure control means the pressure control means controlling a pressure upstream of the pressure control means
    • F15B2211/50518—Pressure control characterised by the type of pressure control means the pressure control means controlling a pressure upstream of the pressure control means using pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/61—Secondary circuits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/63—Electronic controllers
    • F15B2211/6303—Electronic controllers using input signals
    • F15B2211/633—Electronic controllers using input signals representing a state of the prime mover, e.g. torque or rotational speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/665—Methods of control using electronic components

Definitions

  • the invention relates to a hydraulic arrangement with at least one hydraulic consumer, a load pressure controlled hydraulic pump, a hydraulic tank and a hydraulic control connected to the hydraulic control circuit, with which a funded by the hydraulic pump flow is variable, wherein the hydraulic control circuit is a pressure relief valve and an electronically controllable control valve includes, as in WO 2008/023516 A1 disclosed. Furthermore, the invention relates to an agricultural vehicle with such a hydraulic arrangement.
  • Such hydraulic control circuits for engine load increase usually include a pressure relief valve, which in conjunction with one of an electronic control unit controlled switching valve is switchable, so that an additional volume flow dissipated and thus a volume flow increase is achieved on the hydraulic pump, wherein the connection of the pressure relief valve or the control of the switching valve takes place when the electronic control unit provides a corresponding signal indicative of an excessively low exhaust gas temperature at Close diesel particulate filter.
  • Said hydraulic control circuit is designed such that an activation of the control circuit, ie a connection of the pressure relief valve or a control of the switching valve, the hydraulic supply hydraulic priority systems, such as a hydraulic brake system, hydraulically assisted steering, etc., is not affected. However, it is usually different in hydraulic secondary systems or consumers.
  • the hydraulic supply of a connected to the hydraulic arrangement secondary consumer be it an additional hydraulic motor, a hydraulic hitch with power lift, a front loader or the like, interrupted or temporarily suspended.
  • a prioritization of the secondary hydraulic systems or the secondary hydraulic consumer does not take place, which can lead to sudden power fluctuations or temporary suspension of the secondary system.
  • the object underlying the invention is seen to provide a hydraulic arrangement of the type mentioned, by which the aforementioned problems are overcome. The object is achieved by the teaching of claim 1 and 5. Further advantageous Embodiments and developments of the invention will become apparent from the dependent claims.
  • a hydraulic arrangement is defined as in claim 1, wherein the hydraulic control circuit between pressure relief valve and control valve comprises a load pressure-controlled pressure compensator.
  • the control valve downstream load pressure-dependent pressure compensator causes a priority control for a hydraulic load (secondary consumers), so that it can be operated independently of an increase in engine load or a volume flow promotion of the hydraulic pump, without any performance fluctuations or dropouts occur.
  • the load pressure control of the pressure compensator and the hydraulic line is effected by a load pressure line connected to the hydraulic consumer, which signals or signals the operating pressure prevailing at the consumer.
  • the load pressure line is connected to a first control pressure line which leads to the pressure compensator and acts on one side with a pressure prevailing in the load pressure line.
  • the pressure compensator By the pressurization of the first control pressure line, the pressure compensator can be urged in a corresponding first direction.
  • the proportional control valve and the pressure compensator can be connected to each other via a first hydraulic line, wherein a second control pressure line branches off from the first hydraulic line to the pressure compensator.
  • the second control pressure line causes a pressurization of the pressure compensator on the opposite side of the above-mentioned first control pressure line.
  • the pressure compensator By the pressurization of the second control pressure line the pressure compensator can be urged in a corresponding second direction opposite the first direction.
  • the pressure compensator is forced or brought to a certain position by a pressure prevailing in the second control pressure line in the first control pressure line, on the one hand the load pressure and on the other hand the voltage applied to the consumer, generated by the hydraulic pump, supply pressure to the pressure compensator is applied.
  • the pressure compensator and the pressure relief valve are connected via a second hydraulic line.
  • a third control pressure line is provided, which is connected to the load pressure line.
  • a check valve closing in the direction of the second hydraulic line is arranged in the third control pressure line.
  • the pressure compensator can be designed as a proportional valve.
  • the electronically controllable control valve can also be designed as a proportional control valve, whereby an on demand volume flow increase can be achieved.
  • hydraulic control circuits are usually with equipped with a simple switching valve.
  • a control circuit with a simple switching valve Upon activation of a control circuit with a simple switching valve is a demand-independent, fixed volume flow dissipation, whereby an engine load increase takes place, which may exceed a necessary for the exhaust gas temperature increase measure and thus unnecessarily energy and fuel would be consumed or wasted.
  • a metered and thus demand-controlled increase in volume flow can take place by means of a control valve designed as a proportional control valve, whereby the abovementioned disadvantages can be overcome.
  • a simple switching valve which has only one open and one closed position (two end positions, no intermediate positions), in which case, as mentioned above, no demand-controlled increase in volume flow can take place.
  • a hydraulic arrangement according to the above embodiments may be arranged in an agricultural vehicle.
  • the vehicle has an internal combustion engine, in particular a diesel engine, and an electronic control unit.
  • the electronic control unit is designed such that a control of the control valve can be effected by correspondingly generated control signals, wherein the control signals depending on certain operating conditions can be generated on the vehicle.
  • the hydraulic pump can be indirectly or directly drivable by the internal combustion engine, ie it can be a direct connection to the engine crankshaft or a be provided indirect connection.
  • a transmission gear can be interposed or the internal combustion engine feed a generator, which in turn drives an electric motor for driving the pump.
  • the internal combustion engine may be connected to a diesel particulate filter, by means of which the exhaust gas flowing from the internal combustion engine can be cleaned.
  • the diesel particulate filter may include means for burning out filtered diesel particulates to clean the diesel particulate filter.
  • a connected to the electronic control unit sensor may be provided, via which the exhaust gas temperature, preferably at the inlet of the diesel particulate filter, can be detected and depending on the electronic control unit generates a control signal for controlling the control valve of the hydraulic arrangement.
  • the vehicle may further include a hydraulically operated transmission and an oil temperature of the transmission sensing and connected to the electronic control unit sensor, wherein the control valve in response to a signal of the sensor or in dependence on the oil temperature is controlled. For example, this can be done an oil temperature at cold operating temperatures or efficiency optimization of a transmission.
  • the vehicle may further include a sensor which detects a drag torque of the internal combustion engine or other means which detects the drag torque of the internal combustion engine, the control valve being dependent on a signal of the sensor or the means or in dependence on the drag torque of the internal combustion engine can be controlled.
  • the drag torque can be detected at the internal combustion engine and changed or optimized or controlled via the control implemented in the hydraulic arrangement.
  • the drag torque can thus be incorporated as a control variable in the control of the hydraulic arrangement, for example, to bring about optimal engine braking in certain operating conditions.
  • FIG. 1 shows a system for the priority-driven and demand-oriented power increase of an internal combustion engine an agricultural vehicle.
  • the system comprises a hydraulic arrangement 10 for an agricultural vehicle 12 in the form of a tractor (see FIG. 2 ), as well as related thereto, arranged on the vehicle 12 components, in particular an electronic control unit 14, a temperature sensor 16, an internal combustion engine 18, a diesel particulate filter 20, and connected to the engine 18 drive ratio unit 22, in particular a hydraulically operated transmission.
  • the hydraulic arrangement 10 comprises a load-pressure-controlled hydraulic pump 24, which is driven by the drive ratio unit 22 and connected via this to the internal combustion engine 18.
  • the hydraulic pump is designed as a load pressure-controlled (variable) variable displacement pump, which can change its delivery volume at a constant or variable delivery speed due to a changing load pressure signal.
  • the hydraulic arrangement 10 further comprises a hydraulic tank 26, a hydraulic consumer 28, and a hydraulic control circuit 30 connected thereto.
  • Further hydraulic consumers 32 may be included on the vehicle 12, which are not shown in detail here and primarily, ie independently of the hydraulic Consumers 28 and regardless of a change in volume flow through the hydraulic control circuit 30, can be supplied by the hydraulic pump 24 and may be connected to the hydraulic tank 26.
  • Other hydraulic consumers 32 may be, for example, a hydraulic brake system, a hydraulic suspension, a hydraulic steering or other hydraulic supply of actuators.
  • the hydraulic circuit 30 is connected to a hydraulic supply line 34 and includes an associated, electronically controllable proportional control valve 36, a trained as a proportional valve pressure compensator 38, a proportional control valve 36 and the pressure compensator connecting first hydraulic line 40, a pressure relief valve 42 and the pressure compensator 38 with
  • the hydraulic circuit 30 is further connected to a drain line 46 which leads from the pressure relief valve 42 in the hydraulic tank 26.
  • the hydraulic circuit 30 is connected to a load pressure line 48 (load-sensing line), which supplies a load pressure of the hydraulic load 28 for controlling the pressure compensator 38 and the hydraulic pump 24.
  • a first control pressure line 50 is provided, which connects the pressure compensator on a pressure side with the load pressure line 48.
  • the pressure compensator 38 is connected via a second control pressure line 52 to the first hydraulic line 40.
  • a third control pressure line 54 connects the load pressure line 48 with the second hydraulic line 44, wherein in the third control pressure line 54 in the direction of the second hydraulic line 44 closing check valve 56 is arranged.
  • the pressure relief valve 42 is normally closed and is opened via a further control pressure line 58 connected to the second hydraulic line 44.
  • the control valve 36 is normally closed by a spring 60 and is controlled by a control signal generated by the electronic control unit 14.
  • the pressure compensator 38 is biased by a spring 62 in a middle position and by the in the first or second control pressure line 50, 52 urged pressure in one of the pressure difference corresponding position.
  • the hydraulic consumer is shown here as a secondary consumer, i. primary hydraulic consumers, such as a hydraulic brake system or a hydraulically assisted steering on the vehicle 12 are not shown.
  • the hydraulic consumer may be, for example, a hoist for a front loader 64, for power lift on a three-point hitch 66 or also for a hydraulic motor (not shown) arranged on the vehicle 12.
  • Other hydraulically operated components or devices that can be arranged in the vehicle or on the vehicle 12, should be understood by the term secondary consumers (for example, Fronthitch, Mähvorsatz etc.).
  • the arranged on the diesel particulate filter 20 temperature sensor 16 of the electronic control unit 14 signals below an adjustable threshold (burnout) lying exhaust gas temperature (preferably at Inlet of the diesel particulate filter 20) whereupon the electronic control unit 14 generates a control signal for controlling the control valve 36.
  • an additional hydraulic volume flow (leakage flow) is retrieved and passed through the open (controlled) control valve 36, the pressure compensator 38 and the opening pressure relief valve 58 in the hydraulic tank 26.
  • an increased load pressure is signaled via the load pressure line 48, whereupon, on the one hand, the pressure compensator 38 (via the adjacent control pressure lines 50, 52) adjusts and, on the other hand, the delivery volume at the hydraulic pump 24 (via the load pressure line 48 present there) is increased.
  • the increase in the delivery volume of the variable displacement hydraulic pump 24 leads to an increased power output at the internal combustion engine 18 at a constant delivery speed or at a constant engine speed.
  • the engine load is increased. This in turn generates a temperature increase in the exhaust gas to above the predetermined threshold (burnout), so that burning out of the diesel particulate filter can take place.
  • a corresponding message (by sensor means not shown here) is sent to the control unit 14, whereupon a corresponding control signal for closing the switching valve 36 is generated.
  • pressure compensator 38 ensures that a volume flow increase takes place to the extent that on the one hand, the hydraulic consumer 28 can continue its operation unchanged (prioritization of the secondary consumer), and on the other hand, the required increase in the power output of the engine 18 ( Engine load increase) to adapt the exhaust gas temperature to the temperatures required for the Ausbrennvorgang the diesel particulate filter 20 achieved becomes.
  • Engine load increase Engine load increase
  • such a hydraulic arrangement 10 may be formed such that via a sensor 14 ', an oil temperature of a hydraulic load, such as a hydraulically operated transmission 22, monitored and controlled analogously to control the exhaust gas temperature, or as a control analogous to the control of Hydraulic assembly 10 flows to counteract fluctuations in the operating temperature of the hydraulic consumer or to keep this to an optimum operating value.
  • a hydraulic load such as a hydraulically operated transmission 22
  • monitored and controlled analogously to control the exhaust gas temperature or as a control analogous to the control of Hydraulic assembly 10 flows to counteract fluctuations in the operating temperature of the hydraulic consumer or to keep this to an optimum operating value.
  • FIG. 10 Further exemplary embodiments of a hydraulic arrangement 10 according to the invention can be such that operating variables (speed, speed, torque, etc.) are detected via a suitable sensor 14 "or other means and a drag torque is determined therefrom on the internal combustion engine 18. This can then be analogous to the control of the exhaust gas temperature controlled or incorporated as a control variable in the control of the hydraulic assembly 10, for example, to obtain optimal engine braking in certain operating conditions, for example in a coasting operation of the engine 18. or in these operating conditions to optimize the engine braking or overrun operation.
  • operating variables speed, speed, torque, etc.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Analytical Chemistry (AREA)
  • Combustion & Propulsion (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Fluid-Pressure Circuits (AREA)

Description

Die Erfindung betrifft eine hydraulische Anordnung mit wenigstens einem hydraulischen Verbraucher, einer lastdruckgesteuerten Hydraulikpumpe, einem Hydrauliktank und einem mit dem hydraulischen Verbraucher verbundenen hydraulischen Steuerkreis, mit welchem ein von der Hydraulikpumpe geförderter Volumenstrom veränderbar ist, wobei der hydraulische Steuerkreis ein Überdruckventil und ein elektronisch ansteuerbares Steuerventil umfasst, wie in WO 2008/023516 A1 offenbart. Ferner betrifft die Erfindung ein landwirtschaftliches Fahrzeug mit einer solchen hydraulischen Anordnung.
Es ist bekannt, hydraulische Anordnungen an landwirtschaftlichen Fahrzeugen, wie Schlepper, Erntemaschinen oder andere selbstfahrende Arbeitsmaschinen, oder auch an Baumaschinen mit einem hydraulischen Steuerkreis auszurüsten, der derart ausgebildet und an einen Hydraulikkreis bzw. an ein hydraulisches System bzw. an einen hydraulischen Verbraucher angeschlossen ist, dass bei bestimmten Betriebszuständen, insbesondere bei niedrigen Motordrehzahlen und/oder niedrigen Motorlasten, ein von einer lastdruckgesteuerten Hydraulikpumpe geförderter Volumenstrom erhöht wird. Insbesondere dienen derartige hydraulische Steuerkreis dazu, die Motorlast temporär künstlich zu erhöhen, um eine für einen Ausbrennvorgang eines Dieselpartikelfilters erforderliche Abgastemperatur zu erreichen. Eine Motorlasterhöhung erfolgt dann dadurch, dass ein höherer Volumenstrom von der Hydraulikpumpe gefördert und entsprechend am Motor eine höhere Motorlast abgerufen wird. Derartige hydraulische Steuerkreise zur Motorlasterhöhung umfassen üblicherweise ein Überdruckventil, welches in Verbindung mit einem von einer elektronischen Steuereinheit angesteuerten Schaltventil zuschaltbar ist, so dass ein zusätzlicher Volumenstrom abgeführt und damit eine Volumenstromerhöhung an der Hydraulikpumpe erzielt wird, wobei die Zuschaltung des Überdruckventils bzw. die Ansteuerung des Schaltventils erfolgt, wenn die elektronische Steuereinheit ein entsprechendes Signal liefert, welches auf eine zu niedrige Abgastemperatur am Dieselpartikelfilter schließen lässt. Der genannte hydraulische Steuerkreis ist derart ausgebildet, dass eine Aktivierung des Steuerkreises, d.h. eine Zuschaltung des Überdruckventils bzw. eine Ansteuerung des Schaltventils, die hydraulische Versorgung hydraulischer Prioritätssysteme, wie beispielsweise eine hydraulische Bremsanlage, hydraulisch unterstützte Lenkung etc., nicht beeinflusst wird. Anders ist es jedoch in der Regel bei hydraulischen Sekundärsystemen bzw. -verbrauchern. Bei Zuschaltung des Überdruckventils bzw. Ansteuerung des Schaltventils wird die hydraulische Versorgung eines an der hydraulischen Anordnung angebundenen Sekundärverbrauchers, sei es ein zusätzlicher Hydraulikmotor, eine hydraulische Anhängevorrichtung mit Kraftheber, ein Frontlader oder dergleichen, unterbrochen bzw. zeitweise ausgesetzt. Eine Priorisierung der hydraulischen Sekundärsysteme bzw. des hydraulischen Sekundärverbrauchers findet nicht statt, was zu plötzlichen Leistungsschwankungen oder zeitweisem Aussetzen des Sekundärsystems führen kann.
Die der Erfindung zugrunde liegende Aufgabe wird darin gesehen, eine hydraulische Anordnung der eingangs genannten Art anzugeben, durch welches die vorgenannten Probleme überwunden werden.
Die Aufgabe wird erfindungsgemäß durch die Lehre des Patentanspruchs 1 und 5 gelöst. Weitere vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung gehen aus den Unteransprüchen hervor.The invention relates to a hydraulic arrangement with at least one hydraulic consumer, a load pressure controlled hydraulic pump, a hydraulic tank and a hydraulic control connected to the hydraulic control circuit, with which a funded by the hydraulic pump flow is variable, wherein the hydraulic control circuit is a pressure relief valve and an electronically controllable control valve includes, as in WO 2008/023516 A1 disclosed. Furthermore, the invention relates to an agricultural vehicle with such a hydraulic arrangement.
It is known to equip hydraulic arrangements on agricultural vehicles, such as tractors, harvesters or other self-propelled machines, or on construction machines with a hydraulic control circuit which is designed and connected to a hydraulic circuit or to a hydraulic system or to a hydraulic consumer in that, under certain operating conditions, in particular at low engine speeds and / or low engine loads, a volumetric flow rate promoted by a load-pressure-controlled hydraulic pump is increased. In particular, such hydraulic control circuit serve to temporarily increase the engine load artificially in order to achieve an exhaust gas temperature required for a burn-out of a diesel particulate filter. An increase in engine load then takes place in that a higher volume flow is conveyed by the hydraulic pump and correspondingly a higher engine load is called up at the engine. Such hydraulic control circuits for engine load increase usually include a pressure relief valve, which in conjunction with one of an electronic control unit controlled switching valve is switchable, so that an additional volume flow dissipated and thus a volume flow increase is achieved on the hydraulic pump, wherein the connection of the pressure relief valve or the control of the switching valve takes place when the electronic control unit provides a corresponding signal indicative of an excessively low exhaust gas temperature at Close diesel particulate filter. Said hydraulic control circuit is designed such that an activation of the control circuit, ie a connection of the pressure relief valve or a control of the switching valve, the hydraulic supply hydraulic priority systems, such as a hydraulic brake system, hydraulically assisted steering, etc., is not affected. However, it is usually different in hydraulic secondary systems or consumers. When switching on the pressure relief valve or control of the switching valve, the hydraulic supply of a connected to the hydraulic arrangement secondary consumer, be it an additional hydraulic motor, a hydraulic hitch with power lift, a front loader or the like, interrupted or temporarily suspended. A prioritization of the secondary hydraulic systems or the secondary hydraulic consumer does not take place, which can lead to sudden power fluctuations or temporary suspension of the secondary system.
The object underlying the invention is seen to provide a hydraulic arrangement of the type mentioned, by which the aforementioned problems are overcome.
The object is achieved by the teaching of claim 1 and 5. Further advantageous Embodiments and developments of the invention will become apparent from the dependent claims.

Erfindungsgemäß wird eine hydraulische Anordnung wie in Anspruch 1 definiert, wobei der hydraulische Steuerkreis zwischen Überdruckventil und Steuerventil eine lastdruckgesteuerte Druckwaage umfasst. Die dem Steuerventil nachgeschaltete lastdruckabhängige Druckwaage bewirkt eine Prioritätssteuerung für einen hydraulischen Verbraucher (Sekundärverbraucher), so dass dieser unabhängig von einer Erhöhung der Motorlast bzw. einer Volumenstromförderung der Hydraulikpumpe weiter betrieben werden kann, ohne dass Leistungsschwankungen oder Aussetzer eintreten.
Die Lastdrucksteuerung der Druckwaage und der Hydraulikleitung erfolgt durch eine mit dem hydraulischen Verbraucher verbundene Lastdruckleitung, welche den am Verbraucher vorherrschenden Betriebsdruck meldet bzw. signalisiert. Die Lastdruckleitung ist mit einer ersten Steuerdruckleitung verbunden welche zu der Druckwaage führt und diese mit einem in der Lastdruckleitung vorherrschenden Druck einseitig beaufschlagt. Durch die Druckbeaufschlagung der ersten Steuerdruckleitung kann die Druckwaage in eine entsprechende erste Richtung gedrängt werden.
Das Proportionalsteuerventil und die Druckwaage können über eine erste Hydraulikleitung miteinander verbunden sein, wobei eine zweite Steuerdruckleitung von der ersten Hydraulikleitung zur Druckwaage abzweigt. Die zweite Steuerdruckleitung bewirkt eine Druckbeaufschlagung der Druckwaage auf der der oben genannten ersten Steuerdruckleitung gegenüber liegenden Seite. Durch die Druckbeaufschlagung der zweiten Steuerdruckleitung kann die Druckwaage in eine entsprechende der ersten Richtung entgegen gesetzte zweite Richtung gedrängt werden. So wird die Druckwaage einerseits durch einen in der ersten Steuerdruckleitung und andererseits durch einen in der zweiten Steuerdruckleitung herrschenden Druck in eine bestimmte Stellung gezwungen bzw. gebracht, wobei einerseits der Lastdruck und andererseits der am Verbraucher anliegende, durch die Hydraulikpumpe generierte, Versorgungsdruck an der Druckwaage anliegt.
Über eine zweite Hydraulikleitung ist die Druckwaage und das Überdruckventil verbunden. Ferner ist eine dritte Steuerdruckleitung vorgesehen, die mit der Lastdruckleitung verbunden ist. Um einen Volumenstrom durch die Lastdruckleitung in Richtung der zweiten Hydraulikleitung und damit ein Umgehen der Druckwaage zu vermeiden, ist in der dritten Steuerdruckleitung ein in Richtung der zweiten Hydraulikleitung schließendes Rückschlagventil angeordnet. Es wird dadurch sichergestellt, dass sich in der ersten Steuerdruckleitung stets ein Druck in Richtung der Druckwaage aufbauen und dieser sich nicht in Richtung der zweiten Hydraulikleitung abbauen kann.
Um eine möglichst stufenlose Prioritätssteuerung zu erzielen kann die Druckwaage als Proportionalventil ausgebildet sein. Das elektronisch ansteuerbare Steuerventil kann ferner als Proportionalsteuerventil ausgebildet sein, wodurch eine bedarfsgesteuerte Volumenstromerhöhung erzielt werden kann. Neben einer fehlenden Prioritätssteuerung für einen hydraulischen (Sekundär-) Verbraucher sind die im Stand der Technik bekannten hydraulischen Steuerkreise in der Regel mit einem einfachen Schaltventil ausgestattet. Bei Aktivierung eines Steuerkreises mit einem einfachen Schaltventil erfolgt eine bedarfsunabhängige, fest eingestellte Volumenstromabführung, wodurch eine Motorlastzunahme erfolgt, die ein für die Abgastemperaturerhöhung notwendiges Maß übersteigen kann und damit unnötig Energie und Kraftstoff verbraucht bzw. verschwendet werden würde. Durch ein als Proportionalsteuerventil ausgebildetes Steuerventil kann hingegen eine dosierte und damit bedarfsgesteuerte Volumenstromerhöhung erfolgen, wodurch die oben genannten Nachteile überwunden werden können. Dennoch ist es alternativ denkbar, unter Beibehaltung der Prioritätssteuerung, an Stelle des Proportionalsteuerventils ein einfaches Schaltventil anzuordnen, welches lediglich eine Öffnungs- und eine Schließstellung (zwei Endstellungen, keine Zwischenstellungen) aufweist, wobei dann wie oben erwähnt, keine bedarfsgesteuerte Volumenstromerhöhung erfolgen kann.According to the invention, a hydraulic arrangement is defined as in claim 1, wherein the hydraulic control circuit between pressure relief valve and control valve comprises a load pressure-controlled pressure compensator. The control valve downstream load pressure-dependent pressure compensator causes a priority control for a hydraulic load (secondary consumers), so that it can be operated independently of an increase in engine load or a volume flow promotion of the hydraulic pump, without any performance fluctuations or dropouts occur.
The load pressure control of the pressure compensator and the hydraulic line is effected by a load pressure line connected to the hydraulic consumer, which signals or signals the operating pressure prevailing at the consumer. The load pressure line is connected to a first control pressure line which leads to the pressure compensator and acts on one side with a pressure prevailing in the load pressure line. By the pressurization of the first control pressure line, the pressure compensator can be urged in a corresponding first direction.
The proportional control valve and the pressure compensator can be connected to each other via a first hydraulic line, wherein a second control pressure line branches off from the first hydraulic line to the pressure compensator. The second control pressure line causes a pressurization of the pressure compensator on the opposite side of the above-mentioned first control pressure line. By the pressurization of the second control pressure line the pressure compensator can be urged in a corresponding second direction opposite the first direction. Thus, the pressure compensator is forced or brought to a certain position by a pressure prevailing in the second control pressure line in the first control pressure line, on the one hand the load pressure and on the other hand the voltage applied to the consumer, generated by the hydraulic pump, supply pressure to the pressure compensator is applied.
The pressure compensator and the pressure relief valve are connected via a second hydraulic line. Further, a third control pressure line is provided, which is connected to the load pressure line. In order to avoid a volume flow through the load pressure line in the direction of the second hydraulic line and thus bypassing the pressure compensator, a check valve closing in the direction of the second hydraulic line is arranged in the third control pressure line. It is thereby ensured that, in the first control pressure line, a pressure always builds up in the direction of the pressure balance and this pressure can not dissipate in the direction of the second hydraulic line.
In order to achieve a stepless priority control, the pressure compensator can be designed as a proportional valve. The electronically controllable control valve can also be designed as a proportional control valve, whereby an on demand volume flow increase can be achieved. In addition to a lack of priority control for a hydraulic (secondary) consumer known in the art hydraulic control circuits are usually with equipped with a simple switching valve. Upon activation of a control circuit with a simple switching valve is a demand-independent, fixed volume flow dissipation, whereby an engine load increase takes place, which may exceed a necessary for the exhaust gas temperature increase measure and thus unnecessarily energy and fuel would be consumed or wasted. By contrast, a metered and thus demand-controlled increase in volume flow can take place by means of a control valve designed as a proportional control valve, whereby the abovementioned disadvantages can be overcome. Nevertheless, it is alternatively conceivable, while maintaining the priority control, instead of the proportional control valve to arrange a simple switching valve, which has only one open and one closed position (two end positions, no intermediate positions), in which case, as mentioned above, no demand-controlled increase in volume flow can take place.

Eine hydraulische Anordnung gemäß obiger Ausführungen kann in einem landwirtschaftlichen Fahrzeug angeordnet sein. Diesbezüglich ist es gleichsam denkbar eine solche Anordnung auch an einer Baumaschine oder an einem anderen Arbeitsfahrzeug vorzusehen. Das Fahrzeug weist einen Verbrennungsmotor, insbesondere Dieselmotor auf und eine elektronische Steuereinheit. Die elektronische Steuereinheit ist derart ausgebildet, dass eine Ansteuerung des Steuerventils durch entsprechend generierte Steuersignale erfolgen kann, wobei die Steuersignale in Abhängigkeit von bestimmten Betriebszuständen am Fahrzeug generierbar sein können. Ferner kann die Hydraulikpumpe mittelbar oder unmittelbar von dem Verbrennungsmotor antreibbar sein, d.h. es kann eine direkte Verbindung zur Motorkurbelwelle oder eine indirekte Verbindung vorgesehen sein. Ferner kann auch ein Übersetzungsgetriebe zwischengeschaltet sein oder der Verbrennungsmotor einen Generator speisen, welcher wiederum einen Elektromotor zum Antreiben der Pumpe antreibt.A hydraulic arrangement according to the above embodiments may be arranged in an agricultural vehicle. In this regard, it is conceivable to provide such an arrangement also on a construction machine or on another work vehicle. The vehicle has an internal combustion engine, in particular a diesel engine, and an electronic control unit. The electronic control unit is designed such that a control of the control valve can be effected by correspondingly generated control signals, wherein the control signals depending on certain operating conditions can be generated on the vehicle. Furthermore, the hydraulic pump can be indirectly or directly drivable by the internal combustion engine, ie it can be a direct connection to the engine crankshaft or a be provided indirect connection. Furthermore, a transmission gear can be interposed or the internal combustion engine feed a generator, which in turn drives an electric motor for driving the pump.

Der Verbrennungsmotor kann mit einem Dieselpartikelfilter verbunden sein, durch welchen das vom Verbrennungsmotor ausströmende Abgas gereinigt werden kann. Der Dieselpartikelfilter kann eine Einrichtung zum Ausbrennen von gefilterten Dieselpartikeln umfassen, so dass eine Reinigung des Dieselpartikelfilters erfolgt. Diesbezüglich kann auch ein mit der elektronischen Steuereinheit verbundener Sensor vorgesehen sein, über welchen die Abgastemperatur, vorzugsweise am Einlass des Dieselpartikelfilters, erfassbar ist und in Abhängigkeit dessen die elektronische Steuereinheit ein Steuersignal zur Ansteuerung des Steuerventils der hydraulischen Anordnung generiert.The internal combustion engine may be connected to a diesel particulate filter, by means of which the exhaust gas flowing from the internal combustion engine can be cleaned. The diesel particulate filter may include means for burning out filtered diesel particulates to clean the diesel particulate filter. In this regard, a connected to the electronic control unit sensor may be provided, via which the exhaust gas temperature, preferably at the inlet of the diesel particulate filter, can be detected and depending on the electronic control unit generates a control signal for controlling the control valve of the hydraulic arrangement.

Das Fahrzeug kann ferner ein hydraulisch betriebenes Getriebe und einen eine Öltemperatur des Getriebes erfassenden und mit der elektronischen Steuereinheit verbundener Sensor enthalten, wobei das Steuerventil in Abhängigkeit von einem Signal des Sensors bzw. in Abhängigkeit von der Öltemperatur ansteuerbar ist. Beispielsweise kann dadurch eine Öltemperierung bei kalten Betriebstemperaturen bzw. eine Wirkungsgradoptimierung eines Getriebes erfolgen.The vehicle may further include a hydraulically operated transmission and an oil temperature of the transmission sensing and connected to the electronic control unit sensor, wherein the control valve in response to a signal of the sensor or in dependence on the oil temperature is controlled. For example, this can be done an oil temperature at cold operating temperatures or efficiency optimization of a transmission.

Das Fahrzeug kann ferner einen ein Schleppmoment des Verbrennungsmotors erfassenden Sensor oder andere das Schleppmoment des Verbrennungsmotors erfassende Mittel enthalten, wobei das Steuerventil in Abhängigkeit von einem Signal des Sensors oder der Mittel bzw. in Abhängigkeit von dem Schleppmoment des Verbrennungsmotors ansteuerbar ist. Über entsprechende Signale des Sensors oder der das Schleppmoment erfassenden Mittel, die beispielsweise Betriebsgrößen wie Motordrehzahl, Geschwindigkeit, Drehmoment etc. widerspiegeln, kann das Schleppmoment am Verbrennungsmotor erfasst und über die in der hydraulischen Anordnung implementierte Steuerung verändert bzw. optimiert bzw. gesteuert werden. Das Schleppmoment kann somit als Steuergröße in die Steuerung der hydraulischen Anordnung einfließen, um beispielsweise eine optimale Motorbremsung in bestimmten Betriebszuständen herbeizuführen. Das heißt, dass während eines Schubbetriebs des Verbrennungsmotors, also in einem Betriebszustand, in dem ein Bremsmoment seitens des Verbrennungsmotors auf einen Antriebsstrang des Fahrzeugs ausgeübt wird, die erfindungsgemäße hydraulische Anordnung zur Optimierung dieses Schubbetriebs genutzt bzw. herangezogen werden kann.The vehicle may further include a sensor which detects a drag torque of the internal combustion engine or other means which detects the drag torque of the internal combustion engine, the control valve being dependent on a signal of the sensor or the means or in dependence on the drag torque of the internal combustion engine can be controlled. By means of corresponding signals from the sensor or the means detecting the drag torque, which reflect, for example, operating variables such as engine speed, speed, torque, etc., the drag torque can be detected at the internal combustion engine and changed or optimized or controlled via the control implemented in the hydraulic arrangement. The drag torque can thus be incorporated as a control variable in the control of the hydraulic arrangement, for example, to bring about optimal engine braking in certain operating conditions. This means that during a coasting operation of the internal combustion engine, that is to say in an operating state in which a braking torque is exerted by the internal combustion engine on a drive train of the vehicle, the hydraulic arrangement according to the invention can be used or used to optimize this overrun operation.

Anhand der Zeichnung, die ein Ausführungsbeispiel der Erfindung zeigt, werden nachfolgend die Erfindung sowie weitere Vorteile und vorteilhafte Weiterbildungen und Ausgestaltungen der Erfindung näher beschrieben und erläutert.Reference to the drawing, which shows an embodiment of the invention, the invention and further advantages and advantageous developments and refinements of the invention are described and explained in more detail below.

Es zeigt:

Fig. 1
einen schematischen Schaltplan einer erfindungsgemäßen hydraulischen Anordnung und
Fig. 2
eine schamtische Seitenansicht eines Fahrzeugs mit einer hydraulischen Anordnung gemäß Figur 1.
It shows:
Fig. 1
a schematic circuit diagram of a hydraulic arrangement according to the invention and
Fig. 2
a Schamtische side view of a vehicle with a hydraulic arrangement according to FIG. 1 ,

Figur 1 zeigt ein System zur prioritätsgesteuerten und bedarfsorientierten Leistungsanhebung eines Verbrennungsmotors eines landwirtschaftlichen Fahrzeugs. Das System umfasst eine hydraulischen Anordnung 10 für ein landwirtschaftliches Fahrzeug 12 in Form eines Schleppers (siehe Figur 2), sowie damit verbundene, am Fahrzeug 12 angeordnete Komponenten, insbesondere eine elektronische Steuereinheit 14, einen Temperatursensor 16, einen Verbrennungsmotor 18, einen Dieselpartikelfilter 20, sowie eine mit dem Verbrennungsmotor 18 verbundene Antriebsübersetzungseinheit 22, insbesondere ein hydraulisch betriebenes Getriebe. FIG. 1 shows a system for the priority-driven and demand-oriented power increase of an internal combustion engine an agricultural vehicle. The system comprises a hydraulic arrangement 10 for an agricultural vehicle 12 in the form of a tractor (see FIG. 2 ), as well as related thereto, arranged on the vehicle 12 components, in particular an electronic control unit 14, a temperature sensor 16, an internal combustion engine 18, a diesel particulate filter 20, and connected to the engine 18 drive ratio unit 22, in particular a hydraulically operated transmission.

Die hydraulische Anordnung 10 umfasst eine lastdruckgesteuerte (Load-Sensing) Hydraulikpumpe 24, welche von der Antriebsübersetzungseinheit 22 angetrieben und über diese mit dem Verbrennungsmotor 18 antriebsverbunden ist. Die Hydraulikpumpe ist als lastdruckgesteuerte (variable) Verstellpumpe ausgebildet, welche aufgrund eines sich ändernden Lastdrucksignals ihr Fördervolumen bei gleichbleibender oder veränderlicher Förderdrehzahl verändern kann.The hydraulic arrangement 10 comprises a load-pressure-controlled hydraulic pump 24, which is driven by the drive ratio unit 22 and connected via this to the internal combustion engine 18. The hydraulic pump is designed as a load pressure-controlled (variable) variable displacement pump, which can change its delivery volume at a constant or variable delivery speed due to a changing load pressure signal.

Die hydraulische Anordnung 10 umfasst ferner einen Hydrauliktank 26, einen hydraulischen Verbraucher 28, sowie einen damit verbundenen hydraulischen Steuerkreis 30. Weitere hydraulische Verbraucher 32 können am Fahrzeug 12 enthalten sein, die hier nicht weiter im Detail dargestellt sind und primär, also unabhängig von dem hydraulischen Verbraucher 28 und unabhängig von einer Volumenstromänderung durch den hydraulischen Steuerkreis 30, von der Hydraulikpumpe 24 versorgt werden können bzw. mit dem Hydrauliktank 26 verbunden sein können. Weitere hydraulische Verbraucher 32 können beispielsweise ein hydraulisches Bremssystem, eine hydraulische Federung, eine hydraulische Lenkung oder eine sonstige hydraulische Versorgung von Aktuatoren sein.The hydraulic arrangement 10 further comprises a hydraulic tank 26, a hydraulic consumer 28, and a hydraulic control circuit 30 connected thereto. Further hydraulic consumers 32 may be included on the vehicle 12, which are not shown in detail here and primarily, ie independently of the hydraulic Consumers 28 and regardless of a change in volume flow through the hydraulic control circuit 30, can be supplied by the hydraulic pump 24 and may be connected to the hydraulic tank 26. Other hydraulic consumers 32 may be, for example, a hydraulic brake system, a hydraulic suspension, a hydraulic steering or other hydraulic supply of actuators.

Der hydraulische Schaltkreis 30 ist mit einer hydraulischen Versorgungsleitung 34 verbunden und umfasst ein damit verbundenes, elektronisch ansteuerbares Proportionalsteuerventil 36, eine als Proportionalventil ausgebildete Druckwaage 38, eine das Proportionalsteuerventil 36 und die Druckwaage verbindende erste Hydraulikleitung 40, ein Überdruckventil 42 und eine die Druckwaage 38 mit dem Überdruckventil 42 verbindende zweite Hydraulikleitung 44. Der hydraulische Schaltkreis 30 ist ferner mit einer Abflussleitung 46 verbunden, die vom Überdruckventil 42 in den Hydrauliktank 26 führt. Des Weiteren ist der hydraulische Schaltkreis 30 mit einer Lastdruckleitung 48 (Load-Sensing-Leitung) verbunden, die einen Lastdruck des hydraulischen Verbrauchers 28 zur Ansteuerung der Druckwaage 38 und der Hydraulikpumpe 24 liefert. Diesbezüglich ist eine erste Steuerdruckleitung 50 vorgesehen, die die Druckwaage auf einer Druckseite mit der Lastdruckleitung 48 verbindet. Auf der gegenüber liegenden Druckseite ist die Druckwaage 38 über eine zweite Steuerdruckleitung 52 mit der ersten Hydraulikleitung 40 verbunden. Eine dritte Steuerdruckleitung 54 verbindet die Lastdruckleitung 48 mit der zweiten Hydraulikleitung 44, wobei in der dritten Steuerdruckleitung 54 ein in Richtung der zweiten Hydraulikleitung 44 schließendes Rückschlagventil 56 angeordnet ist. Das Überdruckventil 42 ist im Normalfall geschlossen und wird über eine mit der zweiten Hydraulikleitung 44 verbundene weitere Steuerdruckleitung 58 aufgesteuert. Das Steuerventil 36 ist im Normalfall durch eine Stellfeder 60 geschlossen und wird durch ein von der elektronischen Steuereinheit 14 generiertes Steuersignal aufgesteuert. Die Druckwaage 38 wird durch eine Stellfeder 62 in eine Mittelstellung vorgespannt und durch den in der ersten bzw. zweiten Steuerdruckleitung 50, 52 herrschenden Druck in eine der Druckdifferenz entsprechende Stellung gedrängt.The hydraulic circuit 30 is connected to a hydraulic supply line 34 and includes an associated, electronically controllable proportional control valve 36, a trained as a proportional valve pressure compensator 38, a proportional control valve 36 and the pressure compensator connecting first hydraulic line 40, a pressure relief valve 42 and the pressure compensator 38 with The hydraulic circuit 30 is further connected to a drain line 46 which leads from the pressure relief valve 42 in the hydraulic tank 26. Furthermore, the hydraulic circuit 30 is connected to a load pressure line 48 (load-sensing line), which supplies a load pressure of the hydraulic load 28 for controlling the pressure compensator 38 and the hydraulic pump 24. In this regard, a first control pressure line 50 is provided, which connects the pressure compensator on a pressure side with the load pressure line 48. On the opposite pressure side, the pressure compensator 38 is connected via a second control pressure line 52 to the first hydraulic line 40. A third control pressure line 54 connects the load pressure line 48 with the second hydraulic line 44, wherein in the third control pressure line 54 in the direction of the second hydraulic line 44 closing check valve 56 is arranged. The pressure relief valve 42 is normally closed and is opened via a further control pressure line 58 connected to the second hydraulic line 44. The control valve 36 is normally closed by a spring 60 and is controlled by a control signal generated by the electronic control unit 14. The pressure compensator 38 is biased by a spring 62 in a middle position and by the in the first or second control pressure line 50, 52 urged pressure in one of the pressure difference corresponding position.

Der hydraulische Verbraucher ist hier als ein Sekundärverbraucher dargestellt, d.h. hydraulische Primärverbraucher, wie z.B. eine hydraulische Bremsanlage oder eine hydraulisch unterstützte Lenkung am Fahrzeug 12 sind nicht dargestellt. Bei dem hydraulischen Verbraucher kann es sich um beispielsweise ein Hubwerk für einen Frontlader 64, um Kraftheber an einer Dreipunktanhängevorrichtung 66 oder auch um einen am Fahrzeug 12 angeordneten Hydraulikmotor (nicht dargestellt) handeln. Auch andere hydraulisch betriebene Komponenten oder Einrichtungen, die im Fahrzeug oder am Fahrzeug 12 angeordnet werden können, sollen unter den Begriff Sekundärverbraucher zu verstehen sein (beispielsweise Fronthitch, Mähvorsatz etc.).The hydraulic consumer is shown here as a secondary consumer, i. primary hydraulic consumers, such as a hydraulic brake system or a hydraulically assisted steering on the vehicle 12 are not shown. The hydraulic consumer may be, for example, a hoist for a front loader 64, for power lift on a three-point hitch 66 or also for a hydraulic motor (not shown) arranged on the vehicle 12. Other hydraulically operated components or devices that can be arranged in the vehicle or on the vehicle 12, should be understood by the term secondary consumers (for example, Fronthitch, Mähvorsatz etc.).

Unter normalen Betriebsbedingungen werden am Verbrennungsmotor 18 des Fahrzeugs 12 Motorleistungen abgerufen, bei denen eine zum Ausbrennen des Dieselpartikelfilters 20 ausreichende Abgastemperatur vorherrscht. Sollte jedoch diese Temperatur aufgrund von zu niedrigem Motorlastbetrieb (Fahrzeugbetrieb mit niedriger Drehzahl und/oder geringer Leistungsabgabe) im Abgas, insbesondere im Bereich des Dieselpartikelfilters, nicht erreicht werden, so kann der Ausbrennvorgang nicht vollständig vollzogen werden bzw. findet nicht statt. In diesem Fall kann erfindungsgemäß eine künstliche Motorlasterhöhung erfolgen, wobei der gleiche Fahrzeugbetriebszustand beibehalten werden kann. Diesbezüglich signalisiert der am Dieselpartikelfilter 20 angeordnete Temperatursensor 16 der elektronischen Steuereinheit 14 eine unter einem einstellbaren Schwellwert (Ausbrenntemperatur) liegende Abgastemperatur (vorzugsweise am Einlass des Dieselpartikelfilters 20) woraufhin die elektronische Steuereinheit 14 ein Steuersignal zum Aufsteuern des Steuerventils 36 generiert. Durch Aufsteuern des Steuerventils 36 wird ein zusätzlicher hydraulischer Volumenstrom (Verluststrom) abgerufen und über das geöffnete (aufgesteuerte) Steuerventil 36, die Druckwaage 38 und das sich öffnende Überdruckventil 58 in den Hydrauliktank 26 geleitet. Gleichzeitig wird über die Lastdruckleitung 48 ein erhöhter Lastdruck signalisiert, woraufhin sich zum einen die Druckwaage 38 (über die anliegenden Steuerdruckleitungen 50, 52) einstellt und zum anderen das Fördervolumen an der Hydraulikpumpe 24 (über die dort anliegende Lastdruckleitung 48) erhöht wird. Die Erhöhung des Fördervolumens an der verstellbaren Hydraulikpumpe 24 führt bei gleich bleibender Förderdrehzahl bzw. bei gleichbleibender Motordrehzahl zu einer erhöhten Leistungsabgabe am Verbrennungsmotor 18. Die Motorlast wird erhöht. Dies wiederum erzeugt eine Temperaturerhöhung im Abgas bis über den vorgegebenen Schwellwert (Ausbrenntemperatur), so dass ein Ausbrennen des Dieselpartikelfilters erfolgen kann. Sobald der Ausbrennvorgang abgeschlossen ist, erfolgt eine entsprechende Meldung (durch hier nicht dargestellte Sensormittel) an die Steuereinheit 14, woraufhin ein entsprechendes Steuersignal zum Schließen des Schaltventils 36 generiert wird. Durch der stromabwärts des Schaltventils 36 angeordnete Druckwaage 38 wird sichergestellt, dass eine Volumenstromerhöhung in dem Maße erfolgt, dass zum einen der hydraulische Verbraucher 28 unverändert seinen Betrieb fortsetzen kann (Priorisierung des Sekundärverbrauchers), und zum anderen die erforderliche Erhöhung der Leistungsabgabe des Verbrennungsmotors 18 (Motorlasterhöhung) zur Anpassung der Abgastemperatur an die für den Ausbrennvorgang des Dieselpartikelfilters 20 erforderlichen Temperaturen erzielt wird. Durch das als Proportionalventil ausgebildete Steuerventil 36 erfolgt eine Aufsteuerung desselben durch die elektronische Steuereinheit 14 bedarfsgesteuert, also nur in dem Maße, wie es der Fahrzeugbetriebszustand erfordert.Under normal operating conditions, engine power is called up at the internal combustion engine 18 of the vehicle 12, in which case an exhaust gas temperature sufficient for burning out the diesel particle filter 20 prevails. However, should this temperature not be reached due to low engine load operation (low speed vehicle operation and / or low power output) in the exhaust, especially in the area of the diesel particulate filter, the burnout process may not be fully accomplished or will not occur. In this case, an artificial engine load increase according to the invention can be carried out, wherein the same vehicle operating state can be maintained. In this regard, the arranged on the diesel particulate filter 20 temperature sensor 16 of the electronic control unit 14 signals below an adjustable threshold (burnout) lying exhaust gas temperature (preferably at Inlet of the diesel particulate filter 20) whereupon the electronic control unit 14 generates a control signal for controlling the control valve 36. By controlling the control valve 36, an additional hydraulic volume flow (leakage flow) is retrieved and passed through the open (controlled) control valve 36, the pressure compensator 38 and the opening pressure relief valve 58 in the hydraulic tank 26. At the same time, an increased load pressure is signaled via the load pressure line 48, whereupon, on the one hand, the pressure compensator 38 (via the adjacent control pressure lines 50, 52) adjusts and, on the other hand, the delivery volume at the hydraulic pump 24 (via the load pressure line 48 present there) is increased. The increase in the delivery volume of the variable displacement hydraulic pump 24 leads to an increased power output at the internal combustion engine 18 at a constant delivery speed or at a constant engine speed. The engine load is increased. This in turn generates a temperature increase in the exhaust gas to above the predetermined threshold (burnout), so that burning out of the diesel particulate filter can take place. As soon as the burn-out process has been completed, a corresponding message (by sensor means not shown here) is sent to the control unit 14, whereupon a corresponding control signal for closing the switching valve 36 is generated. By the downstream of the switching valve 36 arranged pressure compensator 38 ensures that a volume flow increase takes place to the extent that on the one hand, the hydraulic consumer 28 can continue its operation unchanged (prioritization of the secondary consumer), and on the other hand, the required increase in the power output of the engine 18 ( Engine load increase) to adapt the exhaust gas temperature to the temperatures required for the Ausbrennvorgang the diesel particulate filter 20 achieved becomes. By designed as a proportional valve control valve 36, a control thereof by the electronic control unit 14 is demand-controlled, so only to the extent required by the vehicle operating condition.

Auch wenn die Erfindung lediglich anhand eines Ausführungsbeispiels beschrieben wurde, erschließen sich für den Fachmann im Lichte der vorstehenden Beschreibung sowie der Zeichnung viele verschiedenartige Alternativen, Modifikationen und Varianten, die unter die vorliegende Erfindung fallen. So kann beispielsweise eine derartige hydraulische Anordnung 10 derart ausgebildet sein, dass über einen Sensor 14' eine Öltemperatur eines hydraulischen Verbrauchers, beispielsweise eines hydraulisch betriebenen Getriebes 22, überwacht und analog zur Steuerung der Abgastemperatur gesteuert wird, bzw. als Steuergröße analog in die Steuerung der hydraulischen Anordnung 10 einfließt, um Schwankungen der Betriebstemperatur des hydraulischen Verbrauchers entgegenzuwirken bzw. um diese auf einen optimalen Betriebswert zu halten. Weitere Ausführungsbeispiele einer erfindungsgemäßen hydraulischen Anordnung 10 können derart sein, dass über einen geeigneten Sensor 14" oder andere Mittel Betriebsgrößen (Drehzahl, Geschwindigkeit, Drehmoment etc.) erfasst und daraus ein Schleppmoment am Verbrennungsmotor 18 ermittelt wird. Dies kann dann analog zur Steuerung der Abgastemperatur gesteuert, bzw. als Steuergröße in die Steuerung der hydraulischen Anordnung 10 einfließen, um beispielsweise eine optimale Motorbremsung in bestimmten Betriebszuständen, beispielsweise in einem Schubbetrieb des Verbrennungsmotors 18, zu erwirken. bzw. in diesen Betriebszuständen die Motorbremsung oder den Schubbetrieb zu optimieren.Although the invention has been described by way of example only, in light of the foregoing description and the drawings, those skilled in the art will recognize many different alternatives, modifications and variations which are within the scope of the present invention. Thus, for example, such a hydraulic arrangement 10 may be formed such that via a sensor 14 ', an oil temperature of a hydraulic load, such as a hydraulically operated transmission 22, monitored and controlled analogously to control the exhaust gas temperature, or as a control analogous to the control of Hydraulic assembly 10 flows to counteract fluctuations in the operating temperature of the hydraulic consumer or to keep this to an optimum operating value. Further exemplary embodiments of a hydraulic arrangement 10 according to the invention can be such that operating variables (speed, speed, torque, etc.) are detected via a suitable sensor 14 "or other means and a drag torque is determined therefrom on the internal combustion engine 18. This can then be analogous to the control of the exhaust gas temperature controlled or incorporated as a control variable in the control of the hydraulic assembly 10, for example, to obtain optimal engine braking in certain operating conditions, for example in a coasting operation of the engine 18. or in these operating conditions to optimize the engine braking or overrun operation.

Claims (8)

  1. Hydraulic assembly (10) having at least one hydraulic consumer (28), a load-pressure-controlled hydraulic pump (24), a hydraulic tank (26) and a hydraulic control circuit (30), which is connected to the hydraulic consumer (28) and with which a volume flow which is fed by the hydraulic pump (24) can be changed, wherein the hydraulic control circuit (30) comprises an overpressure valve (42) and a control valve (36) which can be actuated electronically, wherein the hydraulic control circuit (30) comprises a load-pressure-controlled pressure balance (38) between the overpressure valve (42) and the control valve (36), and wherein a load pressure line (48) is included, from which load pressure line (48) branches off a first control pressure line (50) to the pressure balance (38), characterized in that a second hydraulic line (44), which connects the pressure balance (38) and the overpressure valve (42) is included, which second hydraulic line (44) is connected to the load pressure line (48) via a third control pressure line (54), wherein a non-return valve (56), which closes in the direction of the second hydraulic line (44), is arranged in the third control pressure line (54).
  2. Hydraulic assembly (10) according to Claim 1, characterized in that a first hydraulic line (40) is included, which first hydraulic line connects the control valve (36) and the pressure balance (38), wherein a second control pressure line (52) branches off from the first hydraulic line (40) to the pressure balance (38).
  3. Hydraulic assembly (10) according to one of the preceding claims, characterized in that the pressure balance (38) is embodied as a proportional valve.
  4. Hydraulic assembly (10) according to one of the preceding claims, characterized in that the control valve (36) is embodied as a proportional control valve.
  5. Agricultural vehicle (12) having an internal combustion engine (18), an electronic control unit (14) and a hydraulic assembly (10) according to one of the preceding claims, characterized in that the hydraulic pump (28) can be driven indirectly or directly by the internal combustion engine (18), and the control valve (36) can be actuated by the electronic control unit (14).
  6. Agricultural vehicle (12) according to Claim 5, characterized in that a diesel particle filter (20) and a sensor (16) which senses an exhaust gas temperature or diesel particle filter temperature and is connected to the electronic control unit (14) is included, wherein the control valve (36) can be actuated as a function of a signal of the sensor (16) and/or as a function of the exhaust gas temperature or diesel particle filter temperature.
  7. Agricultural vehicle (12) according to Claim 5, characterized in that a hydraulically operated transmission (22) and a sensor (14') which senses an oil temperature of the transmission (22) and is connected to the electronic control unit (14) is included, wherein the control valve (36) can be actuated as a function of a signal of the sensor (14') and/or as a function of the oil temperature.
  8. Agricultural vehicle (12) according to Claim 5, characterized in that a sensor (14") which senses a drag torque of the internal combustion engine (18) or means which sense the drag torque of the internal combustion engine (18) are included, wherein the control valve (36) can be actuated as a function of a signal of the sensor (14") or of the means or as a function of the drag torque of the internal combustion engine (18).
EP11776751.7A 2010-10-29 2011-10-26 Hydraulic circuit Active EP2633129B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010043135A DE102010043135A1 (en) 2010-10-29 2010-10-29 Hydraulic arrangement
PCT/EP2011/068765 WO2012055917A1 (en) 2010-10-29 2011-10-26 Hydraulic arrangement

Publications (2)

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EP2633129A1 EP2633129A1 (en) 2013-09-04
EP2633129B1 true EP2633129B1 (en) 2018-06-13

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EP11776751.7A Active EP2633129B1 (en) 2010-10-29 2011-10-26 Hydraulic circuit

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US (1) US9284966B2 (en)
EP (1) EP2633129B1 (en)
DE (1) DE102010043135A1 (en)
WO (1) WO2012055917A1 (en)

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Also Published As

Publication number Publication date
EP2633129A1 (en) 2013-09-04
US9284966B2 (en) 2016-03-15
US20130219874A1 (en) 2013-08-29
WO2012055917A1 (en) 2012-05-03
DE102010043135A1 (en) 2012-05-03

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