EP3516241A1 - Justage für fahrzeugklappe und verfahren zur justage - Google Patents
Justage für fahrzeugklappe und verfahren zur justageInfo
- Publication number
- EP3516241A1 EP3516241A1 EP17777240.7A EP17777240A EP3516241A1 EP 3516241 A1 EP3516241 A1 EP 3516241A1 EP 17777240 A EP17777240 A EP 17777240A EP 3516241 A1 EP3516241 A1 EP 3516241A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- hydraulic
- valve
- adjustment
- line
- cylinder
- 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.)
- Granted
Links
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- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 7
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- QGLZXHRNAYXIBU-WEVVVXLNSA-N aldicarb Chemical compound CNC(=O)O\N=C\C(C)(C)SC QGLZXHRNAYXIBU-WEVVVXLNSA-N 0.000 description 1
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- 239000012208 gear oil Substances 0.000 description 1
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Classifications
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- 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
-
- 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
- F15B20/00—Safety arrangements for fluid actuator systems; Applications of safety devices in fluid actuator systems; Emergency measures for fluid actuator systems
- F15B20/004—Fluid pressure supply failure
-
- 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
- F15B11/163—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors with sensing of servomotor demand or load for sharing the pump output equally amongst users or groups of users, e.g. using anti-saturation, pressure compensation
-
- 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
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
- F15B13/04—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors for use with a single servomotor
- F15B13/0401—Valve members; Fluid interconnections therefor
- F15B2013/0413—Valve members; Fluid interconnections therefor with four or more positions
-
- 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
- F15B2211/30—Directional control
- F15B2211/305—Directional control characterised by the type of valves
- F15B2211/30505—Non-return valves, i.e. check valves
- F15B2211/3051—Cross-check 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
- F15B2211/30—Directional control
- F15B2211/305—Directional control characterised by the type of valves
- F15B2211/30505—Non-return valves, i.e. check valves
- F15B2211/30515—Load holding 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
- F15B2211/30—Directional control
- F15B2211/31—Directional control characterised by the positions of the valve element
- F15B2211/3122—Special positions other than the pump port being connected to working ports or the working ports being connected to the return line
- F15B2211/3127—Floating position connecting the working ports and the return line
-
- 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
- F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
- F15B2211/71—Multiple output members, e.g. multiple hydraulic motors or cylinders
- F15B2211/7114—Multiple output members, e.g. multiple hydraulic motors or cylinders with direct connection between the chambers of different actuators
- F15B2211/7128—Multiple output members, e.g. multiple hydraulic motors or cylinders with direct connection between the chambers of different actuators the chambers being connected in parallel
-
- 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
- F15B2211/80—Other types of control related to particular problems or conditions
- F15B2211/86—Control during or prevention of abnormal conditions
- F15B2211/863—Control during or prevention of abnormal conditions the abnormal condition being a hydraulic or pneumatic failure
- F15B2211/8633—Pressure source supply failure
-
- 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
- F15B2211/80—Other types of control related to particular problems or conditions
- F15B2211/875—Control measures for coping with failures
- F15B2211/8752—Emergency operation mode, e.g. fail-safe operation mode
Definitions
- the present invention relates to an adjustment for a vehicle flap of a land, water or aircraft by means of at least two linear cylinders, wherein each of the linear cylinder has at least two hydraulic chambers, which can be filled with hydraulic fluid such as a gear oil.
- the hydraulic fluids in the two hydraulic chambers may be under different pressures.
- the present invention relates to a method for controlling a vehicle door, which assumes a specific position and / or position as a function of the pressure conditions in the linear cylinders.
- the present invention relates to an adjustment for a vehicle door according to the preamble of claim 1 and a method according to the preamble of claim 15.
- Land, water or air vehicles often use movably adjustable aerodynamic components, usually in the form of flaps, to improve the flow dynamics in air or water flows.
- the movable components are provided on the outside of the vehicle and can take different positions relative to the flow, whereby they can influence the flow dynamics of the vehicle and serve astecsungs excusendes element.
- For aircraft z. B. the structures and tail of the fuselage movable flaps for the control and stabilization of the aircraft.
- Modern watercraft use movable flaps on deck and on the hull to deliver z. B. to support the buoyancy of the vessel.
- Land vehicles are on their body z. B. equipped with spoilers to optimize the aerodynamic properties.
- For adjusting such vehicle flaps are in the prior art, for. B. hydraulic systems used, for example, have two linear or differential cylinders with hydraulic chambers, each cylinder has a hydraulic clamped on both sides Piston which is connected to a flap connector to move the flap.
- Such hydraulic systems are also known from adjacent technical fields.
- EP 1 138 582 A2 (Applicant: Dr. Ing. Hc F. Porsche Aktiengesellschaft, priority date: 31.03.2000) describes a classic donor-receiver system, which also strongly reminds of the origin in the brake area, but with a drive unit and two telescopic displays for the control of a rear wing of a spoiler is equipped. Each telescopic display consists of an inner tube connected to a rear wing and an outer tube held in position. A return movement takes place due to integrally arranged springs. EP 1 138 582 A1 already recognizes that such an arrangement involves the risk of uneven movement of the telescopic displays.
- a nozzle is installed through which at a different levels of movement of the telescope exhibitor balancing the hydraulic fluid and thereby a more even movement is to be effected.
- WO 2008/1 10 620 A1 (Applicants: CONTINENTAL TEVES AG & Co. OHG, CONTI TEMIC MICROELECTRONIC GMBH, Priority days: 15.03.2007, 02.1 1 .2007), which in contrast to EP 1 138 582 A2 explicitly even reports thereof ( see page 3) that their starting point is the electrohydraulic vehicle brake, which is also a donor-slave system, develops the proposal to implement additional movement tasks with additional piston-cylinder units.
- Two pumps as pressure sources are connected to a common pressure path. Hydraulic valves are arranged in parallel to the pressure sources in a connection between the pressure path and a suction path. Piston-cylinder units are supplied with pressure medium, so that they are extended substantially as simultaneously as possible.
- a first line branch of the first control pressure chamber is connected to a first valve.
- a second line branch of the first control pressure chamber is connected to a second valve.
- the second control pressure chamber is connected via a third line branch with a third valve and a fourth line branch with a fourth valve.
- the circuit shown in principle in DE 10 2005 010 638 A1 is decorated in DE 10 2006 021 939 A1 (Applicant: Robert Bosch GmbH, filing date: 1 May 1, 2006) with further valves, such as non-return valves, in order to reduce waste in the event of waste Delivery pressure of the pressure medium source to lock the motor vehicle parts to be adjusted immediately in its current position.
- a manual emergency operation is provided. That is, so that only a single hydraulic cylinder can take any position, the control of four valves and associated auxiliary valves is to perform.
- WO 2008/1 10 620 A1 shows how a similar effect with two valves can be achieved.
- German utility model DE 88 06 109 U1 (Applicant: Robert Bosch GmbH, filing date: 07.05.1988) presents a hydraulic system for vehicles with a charge-pressure system in which two cylinders can be controlled in parallel via a 3/3-valve that can move a spoiler against two springs. Neither a synchronization of the cylinders, nor a securing or locking of a once occupied position of the movable spoiler seems to have been a noteworthy topic at this early time in 1988.
- movable flaps In vehicle construction, aerodynamic components in the form of movable flaps take over various tasks and functions; for some, a movable flap has a decorative character; in others, movable flaps assume safety-relevant and motion-controlling functions or contribute significantly to the drive. For example, in high-performance road vehicles, the entire driving behavior, not least in extreme situations such as cornering in the border region of the road liability, designed for the interaction of all driving behavior influencing components of the vehicle.
- movable flaps In aircraft, movable flaps form a basic building block of mechanical equipment, such as B. the elevator or the rudder, and take over the aircraft steering functions.
- movable flaps In shipbuilding, movable flaps contribute to the safety on deck, for example when positioning sun covers at different speeds, or improve the gliding characteristics of the hull through the water and thus contribute to the control and performance of the ship.
- the movable flap is designed as a hydraulically adjustable component
- the safety function described above can also be implemented in parts in the hydraulic system.
- a hydraulic circuit and it is appropriate to design circuit components for this purpose.
- Hydraulics as an adjustment for a vehicle flap is characterized by numerous advantages, to call is z.
- the stroke can be advantageous, for. B. in an embodiment 10 cm, z. B. even be 20 cm in a further embodiment.
- the path or the stroke to be handled can be settled in a range of 150 mm.
- the main direction of movement of a vehicle door can be realized in this example by a linear movement by means of linear cylinders or differential cylinders.
- linear cylinders basically helps to map a desired setting, in particular a height adjustment, of a vehicle flap directly through the path, whereby, of course, pivotal movements can also be attributed to linear movements.
- the use of a differential cylinder is z. In cases where one direction of movement (eg the direction of retraction in the direction of the vehicle body) should be able to be completed at a higher speed than the other movement (eg the direction of extension). As a result, depending on the wishes of the control of the vehicle door, it depends on whether linear cylinders, differential cylinders, synchronizing cylinders or otherwise cylinders with double-acting pistons are used.
- a piston runs or moves.
- the piston can take various positions along a path, in particular a straight, elongated path.
- the position of the piston is determined by a ratio between two hydraulic chambers in the linear cylinder or in the differential cylinder.
- volume controls and pressure controls can be used.
- the piston of a linear cylinder or a differential cylinder is located, in particular if it assumes a center position along its path of movement, between two hydraulic chambers which can be filled with hydraulic fluid. The piston is thus hydraulically clamped. Both sides of the piston, the top and the bottom are limits of hydraulic chambers.
- the hydraulic chambers can be filled differently with hydraulic fluid, which adjusts the position of the piston within its path of movement.
- the movement of the piston is to be passed on to the vehicle flap.
- flap connectors are attached to the piston, z. B. lifting rods or extension lever.
- the linear movement of the pistons can be converted or translated by means of the flap connectors into the movement of the extensions of the vehicle flap.
- flap connectors In the end regions of a vehicle flap can be placed particularly favorable mechanical supports and connections for the vehicle door. These include the flap connector.
- linear cylinders in the vicinity of extremities of the vehicle door in other words, left and right at the end of the vehicle door, positioned.
- a 4/4-valve is provided.
- the 4/4 valve can be called a common valve.
- the 4/4 valve similarly supplies a first cylinder and a second cylinder, e.g. B. a first linear cylinder, in particular synchronizing cylinder, and a second linear cylinder, in particular synchronizing cylinder, or a first differential cylinder and a second differential cylinder.
- a third and fourth linear cylinder alternatively a third and fourth differential cylinder.
- the 4/4-valve is the jointly controlling valve, ie a main control valve for all linear cylinders or differential cylinders of the flap adjustment.
- the valve sits away from the cylinders, which are mechanically coupled as close as possible via their flap connector with the vehicle door.
- two hydraulic lines lead to the cylinders.
- One of the hydraulic lines in particular a first hydraulic line, leads to all similar first chambers of the cylinder.
- a second hydraulic line leads to all second chambers of the cylinder.
- Each cylinder has at least two ports.
- the first hydraulic line leads to one port.
- the second hydraulic line leads to the second connection.
- the pressure and / or volume ratios in the hydraulic chambers of the cylinder can be adjusted continuously.
- the hydraulic chambers pushing out the flap connectors may be designated as A-chambers, leading to a same port on the grouping 4/4 valve.
- the vehicle door which should be able to assume several different positions, comprises cylinders in its control.
- the cylinders have pistons.
- the pistons are located between a first hydraulic chamber and a second hydraulic chamber, it being understood that a hydraulic chamber can also be reduced in volume to almost 0 or actually 0 in individual positions.
- the piston of a cylinder such as a linear cylinder or a differential cylinder, moves in one direction, the volumes of the two hydraulic chambers that clamp the piston change.
- the piston is hydraulically clamped on two sides and can change its position.
- a further component which operates like a valve, namely a blocking regulator, between the 4/4 valve and the consumers, the linear and / or differential cylinders.
- the blocking regulator responds to pressure conditions.
- the blocking regulator blocks the return flow of the hydraulic fluid from one of the hydraulic chambers in a first situation. If a pressure difference between a primary side of the blocking regulator and a secondary side of the blocking regulator exceeds a minimum pressure difference, the blocking regulator opens, so that outflow of the hydraulic agent from the chamber is possible. If the pressure differences are insufficient, the blocking regulator remains in its locked position.
- the piston which has found its position due to the pressure in the hydraulic chamber, changes its position only minimally, if other force conditions should act on the vehicle door.
- the overpressure in one of the hydraulic lines is taken into account. It is considered an overpressure in a hydraulic line, which is not the hydraulic line, in which the lock controller can perform its function for the hydraulic fluid.
- a hydraulic line which is not the hydraulic line, in which the lock controller can perform its function for the hydraulic fluid.
- the blocking regulator is located in the first hydraulic line and selectively leaves or blocks hydraulic means, an overpressure in a second hydraulic line is monitored by means of a control line on the blocking regulator.
- Non-return valves which can be precontrolled are suitable as blocking regulators, with a pressure being taken up in a further hydraulic line as pilot control means.
- the blocking regulator prevents outflow or outflow of the hydraulic fluid from its associated chamber of the cylinder, in particular the linear cylinder or differential cylinder, or the chambers of the cylinder, which are the same in type. Only when exceeding a minimum pressure threshold of the lock regulator allows further hydraulic fluid either in the hydraulic chambers purely or he leaves hydraulic fluid from the hydraulic chambers exit again.
- the outflow, the leakage of the hydraulic fluid from the same-direction chambers of the cylinder is in one embodiment only possible if a pressure in another hydraulic line is exceeded so far that in the other hydraulic line, a higher pressure prevails than in the influenced by the lock controller hydraulic line ( possibly even after a delay At).
- An uncontrolled falling back vehicle flap in its initial position, in particular in its retracted position is thus prevented in many cases of error, which can be understood as a contribution to increasing safety when driving and steering the vehicle.
- the hydraulic circuit it is in principle possible, in only one hydraulic line of several, leading to a cylinder hydraulic lines, eg. B. in the respective first hydraulic line, only such a lock controller, z. B. in the form of a check valve as a blocking regulator to provide.
- Per cylinder should be arranged in such a configuration, at least in a line leading to the cylinder, a blocking regulator.
- a blocking regulator For a cylinder clamped on two sides, there are therefore a first and a second hydraulic line.
- only the respective first hydraulic line has a blocking regulator.
- only the respective second hydraulic line has a blocking regulator.
- z. B. in one embodiment advantageously spring-loaded check valves are used. If the number of valves is reduced, this increases the integrated safety in the hydraulic circuit.
- a check valve is arranged in each of the Hydraulic lines, all leading to cylinders of the damper adjustment. That is, there is a blocking regulator per line leading to one of the chambers of a cylinder.
- the number of check valves corresponds to the number of, possibly merged, (central) hydraulic lines. In such a count of the number of hydraulic lines z. B. only the grouping hydraulic lines or their grouping sections are counted. The number of grouping hydraulic lines corresponds in such a case, the number of existing lock regulator, in particular the number of check valves.
- Each hydraulic line which leads either to a (hydraulic) chamber of the cylinder or away from a chamber of the cylinder, is guided via a blocking regulator.
- the working side of the 4/4 valve can also be referred to as the downstream side.
- the pressure supply side of the 4/4 valve or the tank outlet side can also be referred to as the inflow side of the 4/4 valve.
- the lock regulator has a preferential forward direction and a reverse direction. If hydraulic fluid is at a higher pressure on an inlet side, ie on the side of the blocking regulator that is farther away from the cylinders, the blocking regulator opens into its passage position. If hydraulic fluid is present at a higher pressure on the working side, that is, on the side closer to the cylinders of the blocking regulator, then the blocking regulator locks in a first operating state. The blocking regulator opens at a pressure gradient in the inflow direction. The blocking controller locks in a state at a pressure gradient in the outflow direction. In response to an overpressure in one of those hydraulic lines, which is assigned directly as a line of a hydraulic chamber, the lock regulator, the check valve in the locked position.
- the check valves become not only by the pressure ratios in the hydraulic line having the check valve, that is, by the check valve alternately in a blocking state and in an open state influencing hydraulic line, but also by the pressure conditions in the hydraulic line in which the check valve is not arranged , controlled.
- the non-return valves are in an open position in response to the overpressure in the other hydraulic line, which is therefore different from the hydraulic line controlling it. Conversely, a flow of hydraulic fluid from a chamber of the differential cylinder or the linear cylinder is prevented as long as there is no pressure in a not leading to this chamber hydraulic line.
- the check valves may be in response to a pressure in another hydraulic line, thus a hydraulic line is meant in which the check valve does not work as a blocking element, causing switching through and blocking.
- the check valve operates in a first hydraulic line.
- the check valve changes its state in response to a pressure in a second hydraulic line.
- the check valve or the blocking regulator are provided as controlling elements for a first hydraulic line.
- a pressure in a second hydraulic line is detected by the check valve or the blocking regulator.
- the check valve or the blocking regulator operates in dependence on a pressure in the second hydraulic line.
- the pressure in a second hydraulic line (in comparison with the first hydraulic line as the one in which the blocking regulator operates) is available as a pilot pressure for the blocking regulator in the first hydraulic line.
- the check valve for the flap adjustment which is provided in a hydraulic line, in particular the first hydraulic line, controlled in response to a pilot pressure in another hydraulic line.
- the check valve With a missing pilot pressure in another hydraulic line, in particular the second hydraulic line, the check valve is in a blocking position as long as a pressure before the check valve, in particular in a line section between 4/4-valve and check valve, is lower than a pressure downstream of the check valve , So in particular in a line section to the hydraulic chamber, a subsequent to the check valve line section leading to the associated hydraulic chamber.
- the check valves may be advantageously controlled in response to an overpressure in the other hydraulic line when there are two hydraulic lines for each cylinder.
- the pressure in the counteracting chamber of the cylinder is taken into account in the switching behavior of the blocking regulator, that is, it takes place in the end a hydraulic feedback, which increases the safety.
- ball seat valves are used as check valves that open only as a result of exceeding a minimum pressure in the hydraulic line.
- all the hydraulic lines are equipped with a non-return valve, wherein the non-return valves block the outflow of hydraulic fluid from a respective non-return valve associated hydraulic chamber of the linear cylinder or the differential cylinder in a control position.
- the non-return valves are preferably provided downstream, ie after the 4/4 valve. But it is also conceivable to use a check valve in front of the 4/4 valve, ie on the inflow side.
- Ball seat valves are extremely safe hydraulic components.
- the blocking controller does not react directly to each pressure or pressure difference in Wegbar manner, but it is a minimum pressure required. Only at a minimum pressure, the check valve reacts in an opening manner. Only at a minimum pressure difference does the blocking regulator open the hydraulic line.
- the inherent behavior of a vehicle door can also be taken into account in the design of the hydraulic circuit. If the vehicle door is designed such that aerodynamic influences convey it to one of two or more positions, for example either in an extended or in a retracted position, the lock regulators can be designed to compensate for these existing forces and thus pressures. In a particularly advantageous embodiment, the vehicle door can be designed so that it tends - in particular due to aerodynamic effects - to an initial and / or rest position. This can also contribute to the weight of the vehicle door. Due to a dead weight, the vehicle device with the vehicle door can be designed so that the vehicle door z. B. strives in a retracted position.
- the aerodynamic effects may be such as to urge the vehicle door either in a first direction to a first position or in an opposite second direction to a second position.
- the hydraulic circuit may now have at least one of the effects, weight effect and / or aerodynamic effect, in the control behavior, e.g. Due to hysteresis (s).
- the hydraulics of the flap adjustment is supplied via a pressure line of a hydraulic transmission control of the motor vehicle.
- a favorable hydraulic transmission control is designed so that it - escaping especially without charge-pressure system - has a central pressure line. At this central pressure line, which is the highest pressure reference point in the hydraulic circuit, all control loops can be connected. The pressure line is easy to continue only up to the control valve of the flap adjustment.
- Each functional group, such as the flap adjustment stems from the central pressure line.
- the transmission control conventionally already has a number of consumers, z.
- Another consumer in the form of a hydraulic unit for controlling the flap adjustment can be designed with respect to its temporal switching behavior so that it does not affect the rest of the transmission control (noticeable). It is thus not a complete, separate hydraulic circuit, if this is also the pressure supply is to be counted for the flap adjustment required because, for example, pumps and components for the preparation of a hydraulic fluid are already available for the transmission control.
- this hydraulic unit of the flap adjustment can be supplied offset in time to the other consumers. Overall, this can be reduced energy requirements for the control of the transmission and the flap adjustment.
- firstly group or group lines or centrally guided hydraulic line which can also be referred to as a combined (central) hydraulic line, can be guided.
- group lines because they supply or dispose of several hydraulic chambers, ie group-like cylinders, are to be fanned out in front of the cylinders. If the fanning out positions are chosen so that the line lengths between the line sections before and after fanning out are almost identical, d. H. are the same length (eg deviate only by 10 cm to 20 cm with each other), in particular with a similar cross-section of each of the lines and line sections an equal hydraulic behavior is present.
- the vehicle flap responds equally to each of its cylinders. Uncontrolled, safety-influencing effects in the flap adjustment are reduced.
- the 4/4 valve is designed as a proportional directional valve.
- the z. B. between a spring and a plunger z. B. is movable by an electromagnet, is displaceably clamped, different working positions of the 4/4-valve can be adjusted. It is advantageous that in a rest position of the 4/4-valve z. B. is determined by the fact that the valve is not switched against the force of the spring, a pressure-less switching of the hydraulic circuits is ensured.
- a position for decoupling may also represent the first switching position of the valve.
- a decoupling separates the supply line and the derivative, that is, the conduit to and from the valve.
- the pressure in the working lines thus remains unchanged, except for a natural leakage, when changing over from a working position to the decoupling position.
- a valve with a decoupling position in the first switching position, the powerless control position of the valve ensures that the currently prevailing status quo in the hydraulic unit is maintained.
- Next is a first working position for pressurizing similar hydraulic chambers, z. B. the B-chambers, the differential cylinder or the linear cylinder defines can be promoted in the hydraulic fluid in this chamber.
- a second working position of the 4/4 valve is for pressurizing similar hydraulic chambers, z.
- the differential cylinder or linear cylinder provided, wherein the pressurizable in the second working position hydraulic chambers, mirror image arranged hydraulic chambers to the pressurized hydraulic chambers, ie the B-chambers, in the first working position.
- a complete blocking position is advantageously to be found, in which the slide or piston in the 4/4 valve interrupts all ports of the 4/4 valve.
- At least two hydraulic pumps are provided for supplying the hydraulic circuit for the adjustment for the vehicle door.
- two hydraulic pumps of the transmission control can be used.
- a pressure for the hydraulic means of the flap adjustment is in this case based on at least one of the at least two existing. So a sufficient pressure can be ensured, even if one of the pumps is not operated, z. B. because it fails or z. B. for energy conservation reasons.
- both pumps can be used to supply the flap adjustment or operated.
- a mutual operation of the two pumps is possible.
- one pump may be a mechanically driven pump while the other pump is a pump equipped and driven by an electric motor.
- a particularly advantageous control of the 4/4-valve is to determine the respective slide or piston position of the 4/4-valve over a duty cycle.
- directly controlled and pilot valve-controlled piston slide valves can be used as a 4/4 valve.
- Another advantage is that the adjustment for the vehicle door in this embodiment can be readily controlled depending on an output speed from the transmission, since the hydraulic transmission control the hydraulic unit for the flap adjustment already includes.
- a transmission control unit determines the switching states of the transmission components.
- the damper adjustment can also be integrated in the control program.
- the flap adjustment becomes a mathematical or programmatic or logical part of the transmission hydraulics.
- a check valve can also take over the function of a flow regulator, whereby the check valve regulates the flow. Friction effects in the cylinders and different behavior of the pistons in the cylinders can be compensated.
- the check valves can be used as throttle points in the supply line in the hydraulic chambers.
- the non-return valves can be designed as adjustable current regulator.
- the flow cross section of the check valves in particular the inlet and / or outlet of the ball seat valves, can be adjusted by means of actuators such as adjusting screws. If, during a first test of functional safety and serviceability, it emerges that a different movement behavior of the cylinders is to be observed, in particular despite the numerous measures of the uniform control of the cylinders, it can be determined by means of the actuators, e.g. B. of adjustable aperture, a check valve can be set as a throttle in the hydraulic line.
- the blocking regulators can be regarded as multi-functional links. At a sufficient pressure difference between inflow and outflow side of the blocking regulator opens this. At a counter pressure or a back pressure of the lock regulator remains in the closed position. Except in the situation that sufficient pressure is present in another hydraulic line, the blocking controller does not switch between the two states independently, but only pressure-dependent.
- the controller has bistable positions or circuit states with the help of the additional control line to the blocking regulator. As a result, inter alia, functional safety is integrated into the hydraulic circuit. Thanks to the bistable positions of each blocking regulator, which is equipped with a control line, the inflow and outflow can be controlled.
- the vehicle flap remains in a desired position, in particular in an active position, such as an extended position, even in the case of defects in the hydraulic fluid supply, even if aerodynamic effects act on it or its own weight would cause a lowering.
- the adjustment according to the invention for a vehicle flap and the method according to the invention can be used for example for adjusting a vehicle flap in the form of a spoiler on a road vehicle.
- the adjustment is particularly advantageous for high-performance vehicles, belonging to the category of powerful vehicles vehicles with 500 hp and more on the output side of the drive train.
- Spoilers of such vehicles are advantageously designed as permanently changeable in their position and / or position vehicle components, ideally from one end position (retracted position) to the other end position (maximum extended end position) within less than a second, preferably less than 0.75 seconds, more preferably even less than 0.5 seconds, are changeable.
- the controlled spoiler is constantly adjustable. Therefore, a corresponding device or the adaptation of the spoiler can also be referred to as Spoilerjustage.
- the adjustment according to the invention can be used for a vehicle flap and the method according to the invention, for example in aircraft construction for adjusting a flap, which form a movable component of a horizontal stabilizer or a vertical stabilizer of the aircraft.
- a flap which form a movable component of a horizontal stabilizer or a vertical stabilizer of the aircraft.
- tailgates are mounted on a hinge movable on the fuselage or the wings and should be able to proceed to control the aircraft between two opposite end positions.
- the flap adjustment can provide a precise and fast adjustment of the flap here.
- FIG. 1 shows a hydraulic circuit diagram of an embodiment of a vehicle transmission with a first variant of a hydraulic circuit for a flap adjustment according to the invention
- Figure 2 shows the first variant of a hydraulic (circuit) for an inventive
- Figure 3 shows a second variant of a hydraulic (circuit) for an inventive
- FIG. 4 shows a hydraulic circuit diagram of a further embodiment of a vehicle transmission with a third variant of a hydraulic system for a flap adjustment according to the invention
- Figure 5 shows the third variant of a hydraulic (circuit) for an inventive
- FIG. 6 shows a hydraulic circuit diagram of a third embodiment of a vehicle transmission with a further variant of a hydraulic circuit for a device according to the invention
- the invention is exemplified by means of an adjustment for a vehicle door in application with a hydraulic system of a transmission for an agricultural vehicle.
- the flap adjustment according to the invention can also be operated with hydraulic devices of other vehicles.
- the design options shown in the individual figures can also be interconnected in any form.
- FIG. 1 shows a hydraulic control system 100 for an exemplary transmission of the motor vehicle (not shown graphically) with a double clutch unit, a differential unit and a hybrid clutch unit;
- a hydraulic for a flap adjustment 1, V and 400 according to the invention also makes sense in other types of motor vehicle transmissions, z. B. in automatic transmissions.
- the flap adjustment according to the invention 1, 1 'and 400 also with a hydraulic device of transmissions of other vehicles, eg. B. of aircraft or watercraft, can be operated.
- the hydraulic control 100 has individual strands 1 10, 120, 130, 140, 150, 150 1 and 170, each of which assumes a specific task for controlling the vehicle transmission.
- the strands 1 10 and 120 are each provided for an actuator, by the z. B. synchronizations of a Räderumlaufgetriebes or a spur gear can be moved.
- Each of the strands 1 10 and 120 has at least one double-chamber cylinder 1 1 1 or more than a double-chamber cylinder as two double-chamber cylinders 121, 121 '.
- Each of the double-chamber cylinder 1 1 1, 121, 121 ' are control or switching valves 1 12, 122, 122' as 3/4-proportional control valves assigned, which serve to control the actuators by changing their (respective) piston position.
- the cylinder 1 1 1 can be supplied via a branching supply line 1 13 and the cylinder 121, 121 'via a branching supply line 123 with hydraulic fluid, according to a position of the valves 1 12, 122, 122'.
- a control valve 1 15, 125 is provided in the supply lines 1 13 and 123, respectively.
- the strand 130 is for the hydraulic actuation of a hybrid clutch and the strand 140 is provided for the actuation of the two clutches of a dual clutch.
- the strand 170 is used to control a ride comfort enhancing device such. B. an all-wheel drive.
- the strand 130 for the hybrid clutch is used to control a clutch cylinder 131 and comprises in its feed line 133, a control valve 132.
- a clutch cylinder 131 separating clutch, such as.
- the one drive motor from the other drive motor (each not shown graphically) can be separated.
- the illustrated proportional control valve 132 is particularly advantageous.
- the control valve 132 controls the position of the actuator.
- the strand 140 branches into a first sub-line for controlling a first clutch cylinder 141 and a second sub-line for controlling a second clutch cylinder 141 '.
- Each of the sub-strands comprises a control valve 142, 142 'with pressure control, a buffer 144, 144' and a pressure sensor 145, 145 '. With the help of the pressure sensor 145, 145 1 can also (indirectly) determine the position of the clutch cylinder 141, 141 '.
- the control valve 142, 142 ' is also, like the other control valves 1 12, 1 12', a proportional control valve.
- the supply line 143 comprises a switching valve 147 in common for both partial strands.
- the strand 150 is provided for the hydraulic actuation of the differential unit and in turn comprises a clutch cylinder 151, a control valve 152 with pressure control, a buffer 154 and a pressure sensor 155.
- the clutch cylinder 151 is supplied via a supply line 153 depending on the position of the control valve 152.
- the hydraulic controller 100 has a pressure supply line 160, which is supplied by a processing unit 200 for the treatment of hydraulic fluid. From the pressure supply line 160 branch off the supply lines 1 13, 123, 133, 143, 153 and 153 'from. However, the strands 1 10, 120, 130, 140, 150, 150 'can be shut off from the pressure supply line 160 by means of the valves 15, 125, 132, 147 and 152.
- the pressure supply line 160 is the central pressure supply line, from the pressure level of all consumers, possibly reduced in pressure, are supplied.
- the treatment unit 200 conveys a hydraulic fluid from a hydraulic fluid sump 201 and serves to provide the hydraulic fluid for the hydraulic control 100.
- the treatment unit 200 is designed as a double pump system with a first pump 210 and a second pump 212. Via pumping lines 220 and 222, the hydraulic fluid is pumped from the sump 201.
- the pressure supply line 160 is connected, wherein in each case a control valve 230 and 232 for controlling the hydraulic fluid supply is provided in the pressure supply line 160 after the pumps 210, 212.
- the conditioning unit 200 is there to provide cooled hydraulic fluid while ensuring a sufficient pressure in the pressure supply line 160.
- a supply line 240 in the sense of a stub, which can be fed by the pump 212 following the valve 230 directly from the pump 210 and / or via a connecting portion 224, which adjoins the valve 232.
- the pressure supply line 160 of the hydraulic controller 100 feeds via the feed line 240 a hydraulic control unit 1, as it is based on a first variant of a hydraulic system for a flap adjustment according to the invention.
- the control unit 1 for the flap adjustment is thus part of the hydraulic control 100 of the vehicle transmission.
- the damper adjustment can be regulated in dependence on an output speed of the transmission.
- the control unit 1 of the first variant of the flap adjustment is explained in more detail by means of FIG.
- the flap adjustment comprises two cylinders, a first cylinder 10 and a second cylinder 20, each having a piston 1 1, 21, which are hydraulically driven by the control unit 1.
- the cylinders 10 and 20 act as linear or differential cylinders.
- On the piston 1 1, 21 each flap connectors are mounted (not shown), which in turn on a vehicle door (not shown), such as a spoiler in the example of a motor vehicle described here, are mounted so that the vehicle door by means of the hydraulically driven piston 1 1 , 21 can be adjusted.
- the vehicle flap additionally constitutes a mechanical coupling of the cylinders.
- the pistons 11, 21 subdivide the cylinders 10, 20 into a first hydraulic chamber 12, 22 and a second hydraulic chamber 13, 23 by means of stamping.
- the first hydraulic chambers 12, 22 and second hydraulic chambers 13, 23 are thus arranged mirror-inverted in their cylinders 10, 20 to the punches on the piston 1 1 and 21.
- the pistons 1 1, 21 are hydraulically clamped on both sides between the hydraulic chambers 12, 22 and 13, 23 and act in both directions, so that the vehicle door can be raised and lowered via flap connector.
- the first hydraulic chambers 12, 22 may be referred to as A-chambers, which extend the vehicle door
- the second hydraulic chambers 13, 23 may be referred to as B-chambers, which retract the vehicle door.
- the hydraulic chambers 12, 13 and 22, 23 are supplied with hydraulic fluid from the conditioning unit 200 via a first hydraulic line 30 and a second hydraulic line 40.
- the cylinders 10 and 20 are connected in parallel by the hydraulic lines 30 and 40.
- the first hydraulic line 30 for the first hydraulic chamber 12 of the first cylinder 10 and the first hydraulic chamber 22 of the cylinder 20 is guided together and can supply the first hydraulic chambers 12, 22 together.
- the second hydraulic line 40 for the second hydraulic chamber 13 of the first cylinder 10 and the second hydraulic chamber 23 of the second cylinder 20 are made common and can the second hydraulic chambers 13, 23rd provide together.
- the jointly guided hydraulic lines 30 and 40 fan out preferably in line sections 31 and 32, and 41 and 42, respectively, each leading to one of the first hydraulic chambers 12, 22, or to one of the second hydraulic chambers 13, 23.
- the line section 31 leads to the first hydraulic chamber 12 of the first cylinder 10, the line section 32 to the first hydraulic chamber 22 of the second cylinder 20, the line section 41 to the second hydraulic chamber 13 of the first cylinder 10 and the line section 42 to the first hydraulic chamber 23 of the second Cylinder 20.
- the line sections 31 and 32 for the first hydraulic chambers 12, 22 and the line sections 41 and 42 for the second hydraulic chambers 13, 23 show the same hydraulic behavior. This can be z. B.
- the first hydraulic line 30 and the second hydraulic line 40 are connected to an output side of a 4/4 valve 50, which in this example is a four-port proportional valve.
- the 4/4 valve 50 is connected to the supply line 240 of the hydraulic control 100 or the pressure supply line 160 (see FIG. 1).
- the 4/4-valve 50 supplies both the first cylinder 10 and the second cylinder 20 and thus forms a common main control valve for both cylinders 10, 20.
- the variant of the flap adjustment shown comprises two cylinders 10, 20. However, it is generally conceivable that even more cylinders are used for adjusting the vehicle door, which can then also be supplied by the main control valve in the form of the 4/4-valve 50.
- the first hydraulic chambers 12, 22 and the second hydraulic chambers 13, 23 can be filled differently with hydraulic fluid, whereby the position of the piston 1 1, 21 changed in the cylinders 10, 20 and the vehicle flap adjusted between an initial or rest position and different extended positions becomes.
- the 4/4-valve 50 can take four different working positions.
- a pressure release position 51 both hydraulic lines 30 and 40 are shut off from the supply line 240 and connected to a sump 60, so that the hydraulic control unit 1, at least in the first hydraulic line 30 and the second hydraulic line 40 to the check valves 70, 75 is depressurized.
- the first and the second hydraulic line 30 and 40 merge within the valve and open into the port to the sump 60.
- a first working position 52 the second hydraulic line 40 to the common Filling the second hydraulic chambers 13, 23 connected to the supply line 240 and the first hydraulic line 30 is connected to the discharge of hydraulic fluid from the first hydraulic chambers 12, 22 to the sump 60.
- both hydraulic lines 30 and 40 are separated from the supply line 240 and also from the sump 60. All four ports of the 4/4 valve 50 are closed.
- the first hydraulic line 30 is connected to the supply line 240 for the common filling of the first hydraulic chambers 12, 22 and the second hydraulic line 40 is connected to the sump 60 for discharge from the second hydraulic chambers 13, 23.
- the first hydraulic chambers 12, 22, which can be pressurized in the second working position 54 are arranged in mirror image relative to the second hydraulic chambers 13, 23, which can be pressurized in the first working position 52.
- the blocking position 53 is provided between the first working position 52 and the second working position 54, as can be seen from FIG.
- the 4/4-valve 50 is preferably formed cartridge-like or sleeve-like with a slide and can be switched along its longitudinal direction between the various working positions by moving the slider or the piston. Further, the 4/4-valve 50 is advantageously spring-biased by a spring 55 and is displaced or switched by means of an electromagnet 56 of a pilot valve 80 between the working positions 51, 52, 53, 54 against the force of the spring 55. In the variant shown in Figure 2, the spring 55 is as far as possible relaxed in the first working position and the 4/4-valve 50 is in a rest position. Therefore, the hydraulic control unit 1 is depressurized in the rest position of the 4/4-valve 50.
- the non-return valves 70 and 75 are advantageously designed as spring-biased check valves and biased against the direction to pressurize the hydraulic chambers, so that an outflow of the hydraulic fluid from the hydraulic chambers 12, 13, 22, 23 in a control position of the check valves 70, 75 is locked.
- the check valves 70, 75 thus act as a blocking regulator.
- the first check valve 70 is controlled by a pressure difference in the first hydraulic line 30, so that the hydraulic line 30 can be referred to as a controlling hydraulic line.
- the check valves 70 and 75 are each arranged downstream of the 4/4 valve 50 in the hydraulic line 30 and 40.
- only the first hydraulic line 30 has a first check valve 70 and no check valve is provided in the second hydraulic line 40.
- the second hydraulic line 40 serves to pressurize the cylinders 10 and 20, in particular the hydraulic chambers 13 and 23.
- the pistons 11 and 21 within the cylinders 10 and 20 become shifted, so that also in the first hydraulic chambers 12 and 22 and consequently in the portion of the first hydraulic line 30, which is located between the cylinders 10, 20 and the check valve 70, an increase in pressure takes place.
- the check valve 70 remains in the control position and blocks outflow of the hydraulic fluid.
- the check valve 70 of the first hydraulic line 30 is pilot-controlled and has for this purpose a control 72 which controls the check valve 70 as a function of the pressure conditions in the second hydraulic line 40.
- a pressure sensor can be provided which emits a signal.
- the non-return valve 70 is actuated hydraulically via the control 72. That is, the check valve 70 is indeed controlled by the controlling hydraulic line 30 in which it is arranged, moreover, the check valve 70 by the driver 72 also in response to a pressure in the second hydraulic line 40, which has no immediate controlling effect the check valve has to be controlled.
- the control can be realized via a signal of the pressure sensor.
- the check valve 70 is brought in response to an overpressure in the second hydraulic line 40 by means of the control 72 in an open position. This allows the first hydraulic chambers 12, 22 are relieved and influence on the position of the piston 1 1, 21 are taken in the cylinders 10, 20. Due to the jointly guided hydraulic lines while the piston 1 1, 21 and thus also the flap connectors are operated symmetrically and evenly.
- the check valve 70 remains in a blocking position, such as a pressure in the first hydraulic line 30 between 4 / 4- valve 50 and check valve 70 is lower than a pressure between the check valve 70 and the cylinders 10, 20, and a pressure in the first hydraulic chambers 12, 22. Die Control 72 is not necessary for this purpose.
- the control process can proceed analogously to the variant from FIG.
- a further control 74 is provided, which acts complementary to the control 72 between the first hydraulic line 30 and the check valve 75.
- the second hydraulic line 40 is the controlling line.
- the driver 74 switches the check valve 75 in response to an overpressure in the first hydraulic line 30.
- the check valve 75 remains in a locked position as long as a pressure in the second hydraulic line 40 between 4/4-valve 50 and check valve 75 is lower than a pressure between the check valve 75 and the cylinders 10, 20 or a pressure in the second hydraulic chambers 13, 23.
- At least one of the check valves 70 and 75 is preferably designed as a ball seat valve, which opens only as a result of exceeding a minimum pressure ,
- the hydraulic unit 1 according to the variant of Figure 2 and the hydraulic unit V according to the variant of Figure 3 further comprise a pilot valve 80 for the hydraulic control of the piston.
- the pilot valve 80 is actuated via the electromagnet 56.
- the pilot valve 80 is used to amplify in the control of the 4/4-valve 50.
- the pilot valve 80 is connected via a line 81 with a filter to the supply line 240 and parallel to the 4/4 valve 50.
- the solenoid 56 can via the pilot valve 80, the working position of the slide, d. H. of the 4/4 valve 50.
- the slide position is determined by a duty cycle between a working voltage and a reverse voltage, d. H. in proportional behavior, the 4/4 valve 50 is adjusted via the duty cycle of the voltage.
- the pilot valve 80 is spring-biased by a spring 82 and includes a blocking position 83 with return into a sump 84 and a passage position 85.
- FIG. 4 illustrates another hydraulic control 300 for a transmission of a motor vehicle, which comprises a further variant of a hydraulic system for an adjustment for a vehicle door according to the invention.
- the hydraulic controller 300 is for an exemplary transmission with a 3-way clutch unit (or a unit through which three different clutches can be controlled) and with an actuator unit with three Actuators 320, 320 ', 320 "
- the hydraulic control unit 300 further comprises a hydraulic fluid treatment unit 200'
- the treatment unit 200 ' delivers via a pump (not shown), which can draw hydraulic fluid from a sump 201' connected to a hydraulic plug connection 203
- the pump supplies a pressure supply line 360.
- a first strand 310 is connected, which divides into three equal sub-strands 320, 320 ', 320 ".
- Each sub-string 320, 320 ', 320 comprises a double-chamber cylinder 321, which is preceded by a control valve 322.
- the strand 310 has a control valve 315 in a feed line 312 before dividing into the sub-strands 320, 320', 320".
- a second leg 330 is connected to the pressure supply line 360, which divides into three equal sub-strands 340, 340 ', 340 ".
- Each sub-strand 340 is constructed analogously to the coupling strands 140 of Figure 1 and comprises a clutch cylinder 341, a control valve 342 with pressure control , a buffer 344 and a pressure sensor 345.
- a control valve 335 (in the sense of a cut-off valve) is provided prior to separation into the strands 340.
- a supply line 240 ' is connected, which supplies a hydraulic control unit 400, as it is based on a further variant of a hydraulic system for a flap adjustment according to the invention.
- the control unit 400 is illustrated in detail in FIG.
- valves of the control unit 400 and the control unit 1, as previously described, are also identified in Figure 5 with the same reference numerals.
- a directly controlled electrical 4/4 valve 50 ' is in the hydraulic variant of the control unit 400 .
- the 4/4 valve 50 ' has a directly electrically adjustable magnet 90 which operates against the force of the spring 55 and adjusts the working positions 51, 52, 53 and 54 of the 4/4 valve 50'.
- FIG. 6 shows a further embodiment of a hydraulic control unit 500.
- the control unit 500 is part of a transmission hydraulic control 100 '.
- the transmission hydraulic control 100 ' is similar to the transmission hydraulic control 100 in numerous hydraulic sections.
- the transmission hydraulic controls 100, 100 ' can realize identical functions.
- the explanations on the transmission hydraulic control 100 can thus also be understood and seen as an explanation of the transmission hydraulic control 100 ', unless differences can be seen from the circuit diagram.
- the transmission hydraulic control 100 can be implemented particularly advantageously as a control housing with integrated oil or hydraulic channels.
- the transmission hydraulic control unit OO 1 has two pumps 510, 512.
- the pump 510 is an internal combustion engine driven pump.
- the pump 512 is an electric motor driven pump.
- both pumps 510, 512 are operated to z. B. to be able to replenish the oil distribution line within times such as 10 ms.
- the pumps 510, 512 draw the hydraulic fluid oil from an oil sump 501 (sump or reservoir).
- Other oil sumps 501 ', 501 "are provided as drains to individual valves with T (ank) connection
- the oil of oil sump 501 is first filtered by filter 650 before entering the individual or respective pumps 510 and 512, respectively.
- FIG. 6 shows a central filter 650.
- FIG. 1 shows that instead of the central filter 650, individual filters can also be connected in front of each pressure supply element, the pumps 210, 212.
- An embodiment according to FIG. 6 is more compact.
- An embodiment of Figure 1 ensures an oil supply even in cases where one of the filters, for. B. due to particles in the oil, should be clogged.
- the transmission hydraulic control 10 O 1 of FIG. 6 is realized in part by a control plate 78. Only the consumers such as the hydraulic cylinders 641, 641 'are arranged with their leads outside the control plate 78.
- the transmission hydraulic control 100 'thus includes the housing for the hydraulics. Consumers such as the hydraulic cylinders 640, 640 'are connected to the housing of the transmission hydraulic control 100' (eg via 76 IV connectors or other transfer points such as tubing).
- the plug connectors 76 IV are realized as socket-plug systems. The socket is installed in the control plate 78. About the cross section of the plug of the connector 76 IV , the connector 76 IV can be designed as throttles.
- the control plate 78 or the transmission hydraulic control 100 ' has individual strands 610, 620, 630, 640, 640', each of which opens into consumers such as the hydraulic cylinders 641, 641 '.
- a first assembly 610 in a separate hydraulic train is used to control the switching elements of a sub-transmission.
- a second assembly 620 also in its own strand, is used to control the claw switching elements of a second sub-transmission.
- a third assembly 630 is a clutch control assembly such as a disconnect clutch an optionally aufschaltbaren electric motor.
- a fourth assembly 640 serves as a control path for coupling and uncoupling a clutch of a dual clutch.
- An identical fourth assembly 640 1 to the fourth assembly 640 serves as an actuator for uncoupling or coupling a partial transmission of a dual-clutch transmission via a clutch.
- the control panel 78 has to the outside numerous first transfer points, in particular connectors 76, 76 ', 76 “, 76 1 ", 76 IV and second transfer points, in particular connectors 77, 77', 77 “, 77 1 ", 77 IV .
- Some transfer points (connector 76, 76 IV , 77, 77 IV ) are intended for the connection of actuators such as the cylinders 10, 20 and the hydraulic cylinders 641, 641 '.
- Some transfer points (connectors 76 ", 76 '", 77 “, 77'") serve as connection points between the pressure generators, the pumps 510, 512 and the subsequent control unit, which is installed in the control plate 78.
- Other transfer points (connector 76 ', 77') are deliberately designed outlets to the outside, for. B. about to be cooled assemblies of the vehicle to flush with hydraulic fluid.
- the central oil supply line 540 which receives its supply from the pumps 510, 512, a strand descends, which is a hydraulic unit 500 for the control of the cylinders 10, 20 of a vehicle door.
- the cylinders 10, 20 can be connected to the control plate 78 via the transfer points (plug connectors 76, 77). Via the hydraulic lines 30, 40, which are guided via the transfer points 76, 77, the hydraulic fluid in the chambers of the cylinder depending on the position of the 4/4-valve 50 can be rein ⁇ and led out.
- the 4/4 valve 50 is a spring loaded valve due to the spring 55.
- the 4/4 valve 50 is a pilot operated valve due to the pilot valve 80.
- the 4/4 valve 50 has four switch positions 52,53,53 ', 54
- the 4/4-valve 50 includes two working positions 52, 54.
- the working positions 52, 54 supply the cylinders 10, 20 in a reciprocal or mirror image manner, ie, when changing from the first working position 52 to the second working position 54 are the with pressure previously applied chambers of the cylinders 10, 20 to the tank open chambers.
- the relieved chambers of the cylinders 10, 20 are after a change from a working position 54 to the other working position 52 to (pressurized) acted upon working chambers.
- the 4/4 valve 50 has two blocking positions 53, 53 '.
- the pilot valve 80 is an actuatable via an electromagnet 56 hydraulic valve.
- the pilot valve 80 is equipped by the integrated spring 82 with a preferred position.
- the preferred position of the pilot valve 80 is the first position 83, which is a deflation position. In the deflation position, the hydraulic fluid can pass from the control line to the 4/4 valve in the sump 84. In addition, there is a second position 85, in which the pilot valve 80, the hydraulic fluid from the supply line 81 switches on the control side of the 4/4 valve. The hydraulic fluid of the Supply line 81 comes from the central supply line 540.
- the connectors 76, 77 are throttling points in the hydraulic lines 30, 40.
- the connectors 76, 77 are designed as narrowest points in the hydraulic lines 30, 40.
- the hydraulic pressure gradient can be adjusted to the cylinders 10, 20.
- the response of the cylinders 10, 20 is determined. Different mobilities in the cylinders 10, 20 can be unified by means of the connectors 76, 77.
- a reflux via the connectors 76, 77 can be delayed by the throttling effect.
- FIG. 1 is compared with FIG. 6, a person skilled in the art recognizes that instead of carrying out separate non-return valves, such as non-return valves 70, 75 (see FIG. 2), integration of the controlling hydraulic elements into the connectors 76, 77 is also possible.
- the plug connectors 76, 77 may be designed as throttles and / or as non-return valves such as non-return valves 70, 75.
- the respective sumps such as the sump 201 (see FIG. 1) for the entire hydraulic system or the oil sumps 501, 501 '(see FIG. 6) and the sumps 60, 84 for the individual valve outlets, are in one single Total sump summarized.
- Such a control process as described above is particularly helpful in the case of a vehicle flap designed as a spoiler, which, by virtue of its fastening and / or position, exhibits an aerodynamic force effect in the direction of an initial or rest position of the vehicle flap on the vehicle.
- the aerodynamic force acting on the vehicle door depends on the speed of the vehicle and thus on the output speed of the vehicle driving gearbox.
- On the effects of the aerodynamic force effect on the pressure in the hydraulic chambers of the cylinder of the flap adjustment can be selectively influenced via the check valve 70 and possibly also the check valve 75 (see Figure 2) to keep the vehicle door in any driving situation in a desired location .
- a control process is advantageous in the case of a vehicle flap, which has a permanent dead weight inclination in each of its extended positions.
- the use of a check valve or the check valves the controlled position or position of the vehicle door can be held, even if the hydraulic fluid supply from the transmission hydraulics fails or becomes faulty.
- first strand in particular a first actuator, preferably one
- sub-strand in particular first, second, third and fourth sub-strand
- sub-strand in particular first, second and third sub-strand
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Abstract
Description
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Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE202016105345 | 2016-09-26 | ||
PCT/EP2017/074386 WO2018055205A1 (de) | 2016-09-26 | 2017-09-26 | Justage für fahrzeugklappe und verfahren zur justage |
Publications (2)
Publication Number | Publication Date |
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EP3516241A1 true EP3516241A1 (de) | 2019-07-31 |
EP3516241B1 EP3516241B1 (de) | 2022-08-03 |
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EP17777240.7A Active EP3516241B1 (de) | 2016-09-26 | 2017-09-26 | Hydraulikeinheit für die justage einer fahrzeugklappe, fahrzeuggetriebe und verfahren zur justage |
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EP (1) | EP3516241B1 (de) |
WO (1) | WO2018055205A1 (de) |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4161256A (en) * | 1977-10-04 | 1979-07-17 | Cascade Corporation | Fluid power system having multiple, separately controllable double-acting fluid motors and reduced number of fluid conduits |
DE8806109U1 (de) | 1988-05-07 | 1989-09-07 | Robert Bosch Gmbh, 70469 Stuttgart | Fahrzeug mit einer Hydraulikanlage |
US5509383A (en) | 1991-02-20 | 1996-04-23 | Itt Automotive Europe Gmbh | Hydraulic unit |
US6173639B1 (en) * | 1999-05-07 | 2001-01-16 | Caterpillar Inc. | Fluid control system having float control |
DE10016334A1 (de) | 2000-03-31 | 2001-10-11 | Porsche Ag | Anordnung zur Steuerung der Bewegung einer heckseitigen Luftleitvorrichtung an Kraftfahrzeugen |
DE10135376A1 (de) * | 2001-07-20 | 2003-01-30 | Linde Ag | Elektrisch betätigbares Steuerventil |
DE10347203A1 (de) | 2002-11-18 | 2004-06-03 | Zf Sachs Ag | Kraftfahrzeug-Antriebsstrang mit einer Pumpenanordnung zur Versorgung einer Kupplungseinrichtung mit Druckmedium oder/und Betriebsmedium oder/und zur Versorgung eines Getriebes mit Druckmedium, entsprechende Pumpenanordnung und entsprechende Betätigungsanordnung für die Getriebebetätigung |
DE102005010638A1 (de) | 2005-03-08 | 2006-09-28 | Bosch Rexroth Aktiengesellschaft | Hydraulische Betätigungsvorrichtung, insbesondere für ein Cabriolet |
DE102006021939A1 (de) | 2006-05-11 | 2007-11-15 | Robert Bosch Gmbh | Hydraulische Betätigungsvorrichtung, insbesondere für ein Cabriolet |
DE102007052504A1 (de) | 2007-03-15 | 2008-09-18 | Continental Teves Ag & Co. Ohg | Elektrohydraulisches Antriebssystem zur Betätigung von wenigstens einem bewegbaren Karosseriebauteil eines Kraftfahrzeugs |
-
2017
- 2017-09-26 WO PCT/EP2017/074386 patent/WO2018055205A1/de active Application Filing
- 2017-09-26 EP EP17777240.7A patent/EP3516241B1/de active Active
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Publication number | Publication date |
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EP3516241B1 (de) | 2022-08-03 |
WO2018055205A1 (de) | 2018-03-29 |
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