WO2015067426A1 - Procédé pour faire fonctionner une chaîne cinématique de véhicule comprenant un moteur d'entraînement et un dispositif de transmission à puissance partagée qui peut être amené par son côté d'entrée en liaison fonctionnelle avec le moteur d'entraînement - Google Patents

Procédé pour faire fonctionner une chaîne cinématique de véhicule comprenant un moteur d'entraînement et un dispositif de transmission à puissance partagée qui peut être amené par son côté d'entrée en liaison fonctionnelle avec le moteur d'entraînement Download PDF

Info

Publication number
WO2015067426A1
WO2015067426A1 PCT/EP2014/071493 EP2014071493W WO2015067426A1 WO 2015067426 A1 WO2015067426 A1 WO 2015067426A1 EP 2014071493 W EP2014071493 W EP 2014071493W WO 2015067426 A1 WO2015067426 A1 WO 2015067426A1
Authority
WO
WIPO (PCT)
Prior art keywords
switching element
torque
transmission device
speed
output
Prior art date
Application number
PCT/EP2014/071493
Other languages
German (de)
English (en)
Inventor
Stephan Schinacher
Jürgen LEGNER
Udo Brehmer
Sven BIEBER
Marcus Hiemer
Robin Cramer
Jan-Frederik Kuhn
Matthias MADLENER
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2015067426A1 publication Critical patent/WO2015067426A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1884—Avoiding stall or overspeed of the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/103—Infinitely variable gearings of fluid type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B60W2510/0652—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/105—Output torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/56—Engine stall prevention
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0935—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with multiple countershafts comprising only one idle gear and one gear fixed to the countershaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion

Definitions

  • the invention relates to a method for operating a vehicle drive train with a prime mover and with an input-side engageable with the prime mover in operative connection power-split transmission device according to the closer defined in the preamble of claim 1.
  • Wheel loaders known from practice are designed, for example, with a reversing gear in conjunction with a hydrodynamic torque converter or in combination with a fully hydrostatic drive.
  • a so-called load sensitivity can be represented constructively, by means of which rapid adjustment of a ratio of the reversing gear in the direction of large ratios is possible. This is especially important during a running-in process of a wheel loader in a so-called heap of great importance, during which a blade of the wheel loader is filled.
  • a wheel loader is delayed within a fraction of a second from a comparatively high driving speed to almost zero.
  • a drive speed of a drive motor designed as a diesel engine of the wheel loader should, however, be pressed only within very narrow limits during such an operating state course.
  • the drive motor of a wheel loader should also not be overloaded. This requirement also applies if at the same time auxiliary consumers, such as a working hydraulics, are supplied with power by the working motor.
  • This torque conversion can in turn be described by a quotient of the torque acting on the turbine wheel and the torque acting in the region of the impeller.
  • the torque generated in the region of the turbine wheel is introduced via a transmission input shaft of a reversing gear of a wheel loader in the reversing gear.
  • a corresponding torque is applied in the region of an output.
  • the drive motor Since the torque absorption in the region of the pump wheel is directly dependent on the rotational speed of the drive motor and the state of the turbine wheel, the drive motor is therefore not overloaded to the desired extent even with a rapid speed change in the region of the output. This is especially true when currently in the field of reverse gear, a small translation or a large gear at the same time low speed of the drive motor is engaged and a voltage applied in the field of output torque increases rapidly and the output is therefore extremely quickly loaded or if The speed of the output changes rapidly due to external loads.
  • a reverse gear is combined with a hydrodynamic torque converter with associated lockup clutch, via which a frictional connection between the pump and the turbine can be produced, and with closed torque converter lockup in the field of high dynamic output a load is built up that the speed of the drive motor of a wheel loader is pressed, the lockup clutch is transferred as fast as possible in an open operating state.
  • the operation of the lockup clutch is usually carried out as a function of present in the range of the drive train of a wheel loader speeds, torques or speed gradients.
  • Fully hydrostatic systems or vehicle drive trains of wheel loaders are known to include swash plate type axial piston pumps, often associated with diesel engines.
  • the axial piston pumps are designed for travel drives with speed controllers and have a so-called twist.
  • An axial piston pump operated as a pump generates hydraulic power with a corresponding drive, which is forwarded via hydraulic lines to one or more axial piston pumps and converted into mechanical power, the latter axial piston pumps then being operated by a motor.
  • the mechanical power is passed from the motor-driven axial piston pumps via a preferably single or multi-stage gear designed in the direction of the output of a vehicle drive train of a wheel loader.
  • the power consumption of the axial piston pumps operated as a pump is determined by the high pressure present in the region between the axial piston pumps and the rotational speed of a prime mover or a diesel internal combustion engine.
  • An angle of a swash plate of the axial piston pumps is determined by a control pressure adjusted by the speed. Due to the twist occurring in the region of the axial piston pumps and resulting restoring forces, the swashplate or swashplate pivots back depending on the respective applied high pressure. When a fixed maximum maximum pressure is exceeded, the control pressure of the aforementioned Druckabschneidefunktion is reduced so that the maximum pressure is not exceeded.
  • the high pressure is limited by the high-pressure relief valves until the swash plates is adjusted to a pivot position to which the maximum high pressure corresponds to the set by the Druckabschneidefunktion height.
  • control pressure is set as a function of the speed of the diesel internal combustion engine and thus the maximum power consumption of the pump as a pump Driven axial piston pump is limited, it is ensured that even with set small displacement of the motor-driven axial piston pumps a so-called stalling of the diesel engine is prevented. For design reasons, this also applies if additional auxiliary consumers, such as the working hydraulics, are supplied with torque or power by the diesel internal combustion engine.
  • vehicle drive trains of wheel loaders are increasingly formed with stepless, power-split transmission systems, which are designed with a variator, a reverse gear and a range group.
  • a variator In the field of reversing gear spur gears or planetary gears are usually provided, wherein a direction of travel of a vehicle is adjusted by appropriate switching of multi-plate clutches.
  • Driving ranges within which a translation of such a continuously variable, power-split transmission via the variator is continuously variable are represented by coupled planetary gear or spur gears.
  • To display range changes are often used as switching elements also multi-plate clutches.
  • the variators are often designed as hydrostatic transmissions with hydrostatic units each operable as a pump or motor in conjunction with a power split. The power split in these transmission systems is done by planetary gear and a summation or inversely.
  • a secondary-coupled system is characterized by a fixed torque ratio in the range of the input of the variator and by a fixed speed ratio in the range of Variatorausgangs.
  • the transition from one to the next driving range is known to cause delay times. If, for example, two driving ranges to be traveled through are used as the basis, approximately 0.7 to 1.0 s are required for passing through the driving ranges and another 150 to 200 ms are required for the required driving range change, bringing the total to approximately 0.95 to 1.2 s elapse until a maximum gear ratio has been set in the area of a gearbox.
  • the load applied from the outside increases in less than 0.5 s.
  • the positioning speed or the rate of change of the ratio in the range of the transmission is therefore disadvantageously too low to avoid inadmissible pressures of the speed of the diesel engine when entering a heap.
  • a variator is very widely swung out at typical, preferably low vehicle speeds and at the same time low engine speed during a loading cycle of a wheel loader.
  • the physically maximum possible actuating speed in the range of the hydrostatic units of a variator is not always sufficient in the presence of such an operating state of a vehicle drive train of a wheel loader, to avoid an inadmissible pushing a diesel engine or even stalling a diesel engine can.
  • the present invention is therefore based on the object of providing a method for operating a vehicle drive train, preferably a wheel loader, with an internal combustion engine and with an input side of the internal combustion engine can be brought into operative continuous stepless power-split transmission device, by means of which during unfavorable operating state curves an impermissible pressure or even a stalling of an internal combustion engine can be avoided.
  • a wheel loader with a prime mover and with an input side can be brought into operative connection with the drive power-split transmission device, the output side is connected to an output and the translation in the range of a variator is infinitely variable, and with a Switching element, which is arranged in the power flow of the vehicle drive train between the prime mover and the output and whose transmission capacity is continuously variable, the transmission capability of the switching element is varied depending on a current in the vehicle drive train between the prime mover and the output torque to be transmitted and the switching element is in concern Torque greater than a defined threshold in a slip over.
  • the ratio of the transmission device is greater than a rise in a torque applied in the region of the output and a resulting deviation between a desired speed and an actual rotational speed of the drive machine corresponding to a depression of the rotational speed Raised limit above which an impermissible depression of the rotational speed of the engine is detected.
  • the transmission capability of the switching element is set in the presence of an inadmissible suppression of the rotational speed of the engine despite a raising of the ratio of the transmission device to a value to which an inadmissible suppression of the rotational speed of the engine is omitted. This, in turn, relieves the drive machine in a simple manner during unfavorable operating state curves and limits the maximum torque that can be displayed in the region of the output.
  • the transmission capability of the switching element in a further advantageous variant of the method according to the invention is currently set in the transmission device ratio and the current output speed varies.
  • the transmission capability of the switching element in the slip mode is to be set such that the torque that can be transmitted via the switching element is less than or equal to a maximum torque that can be predetermined as a function of the operating state.
  • the maximum torque can be predetermined by an operator. If the torque which can be conducted via the switching element is less than a limit below which damage in the area of torque-transmitting components of the vehicle drive train is avoided, unacceptably high loads in the area of the torque-transmitting components of the vehicle drive train are avoided with little effort.
  • a current load of the drive machine of the vehicle drive train is determined in dependence on an actual torque of the drive machine.
  • a current load of the drive machine of the vehicle drive train is determined in dependence of a current load condition in the transmission device and the transmission capability of the switching element is adjusted with little effort to a value to which any impermissible loads in Area of the prime mover can be avoided.
  • the current load state in the area of the transmission device is determined by metrological determination of a torque guided via the transmission device, preferably by means of a measurement of a high pressure in the region of a hydrostatic variator of the transmission device.
  • the current load state in the transmission device can also be determined via a qualified load estimation, as is known, for example, from DE 10 2008 043 906 A1.
  • the transmission capability of the switching element is adjusted as a function of the rotational speed of the output drive. represents that the switching element begins to slip immediately when the threshold is exceeded.
  • the transmission capability of the switching element is set to a value at which a loadable via the switching element torque by a delay-free transition to the slip mode or by increasing the slip in the region of the switching element is set to a predefined value in the presence of a dynamic load condition of the vehicle drive train Transmission capability of the switching element in each case preferably lowered so far that the switching element begins to slip safely and without delay. This can be achieved, for example, by setting or lowering the transmission capability of the switching element as a function of the currently present depression of the drive machine.
  • the torque capacity of the transmission device decreases at low reciprocal ratios of the transmission device.
  • the prime mover is no longer pressed to a significant extent or not at all.
  • the current operating state of the switching element is monitored in a further advantageous variant of the method according to the invention and determines a load of the switching element, wherein the switching element is transferred upon determination of a load greater than a limit in a closed operating state, to which a load of the switching element is less than during a slipping operating condition.
  • the ratio of the transmission device is increased when the shift element is slipping, until the slip in the area of the shift element is at least approximately equal to zero, the transmission capability of the shift element being limited to a few seconds. At least approximately slip-free operating state is raised and the switching element is transferred to a slip-free operating state, an impermissible compression of the drive machine as long as the slipping switching element is avoided until the ratio is set in the transmission device to a value to which a suppression in the field of prime mover also is reliably avoided in slip-free operating state of the switching element.
  • Figure 1 is a highly schematic representation of a vehicle drive train with a prime mover, with a continuously variable, power-split transmission device and with an output.
  • FIG. 2 shows different profiles of operating state variables of the vehicle drive train according to FIG. 1 over a vehicle speed
  • FIG. 3 shows different courses of a plurality of operating state variables of the vehicle drive train according to FIG. 1 during a loading process of a bucket of a wheel loader over time t;
  • FIG. 4 shows two courses of an actuating pressure of a frictionally engaged shifting element of the vehicle drive train according to FIG. ziproken translation of a transmission device of the vehicle drive train;
  • FIG. 5 shows a course of a percentage reduction of the actuating pressure of the switching element via a depression of a rotational speed of the drive machine of the vehicle drive train according to FIG. 1;
  • Fig. 6 is a limit curve of the torque of the prime mover of the vehicle drive train of FIG. 1 on the reciprocal translation of the transmission device, above which the actuating pressure of the frictional switching element is to reduce an inadmissible pressing the speed of the prime mover with a desired spontaneity reduce or avoid can.
  • the drive device or drive machine 2 is presently embodied as an internal combustion engine, preferably as a diesel internal combustion engine, and can also be used in other embodiments of the vehicle drive train be formed a combination of an internal combustion engine of any type and an electric machine.
  • the transmission device 3 is operatively connected to an output 4, whereby a drive torque provided by the drive device 2 is converted accordingly as output torque in the region of the output 4 as a corresponding tractive power offer depending on the transmission ratio set in the region of the transmission device 3.
  • a power take-off 5 or a working hydraulic starting from the drive machine 2 can be acted upon with torque.
  • the transmission device 3 In the area of a transmission input shaft 6, the transmission device 3 is rotatably connected to the drive device 2.
  • the transmission input shaft 6 drives via a fixed gear 7 and a fixed gear 8A the power take-off 5, another power take-off 8 and first switching element halves of frictional switching elements 9, 10 at.
  • the frictionally engaged shifting element 9 or the direction-of-travel clutch for downward travel is arranged coaxially with the transmission input shaft 6, while the frictional engagement element 10 or the direction-control clutch for reverse travel is positioned on the shaft of the power take-off 5 arranged parallel to the transmission input shaft 6.
  • the frictional switching element 9 drives the transmission input shaft 6 via a loose wheel 1 1, which is rotatably mounted on the transmission input shaft 6, a loose wheel 12, which is rotatably coupled to a planet carrier 13.
  • the transmission input shaft 6 drives the idler gear 12 via a loose wheel 14.
  • a plurality of double planetary gears 15 are rotatably mounted on the planet carrier 13 .
  • the double planet wheels 15 are connected to a first sun gear 1 6 and a second sun gear 17 and a ring gear 18 in engagement.
  • the first sun gear 16 is rotatably connected to a shaft 19 of a first hydraulic unit 20 of a hydrostatic unit 21.
  • the ring gear 18 is operatively connected via a fixed gear 22 and a fixed gear 23 with a shaft 24 of a second hydraulic unit 25 of the hydrostatic unit 21.
  • the transmission device 3 can be embodied both as a primary and as a secondarily coupled continuously variable power split transmission, wherein the power split can be effected both hydraulically and electrically or by means of a combination thereof.
  • An output shaft or a transmission output shaft 26 of the transmission device 3 is connected via a coaxial with the transmission output shaft 26 frictional switching element 27 for a first driving range of the transmission device 3, a loose wheel 28 and a fixed gear 29 with the second shaft 24 of the hydrostatic unit 21 connectable. Furthermore, the transmission output shaft 26 via a fixed gear 30, a fixed gear 31 and another frictional switching element 32 for a second driving range of the transmission device 3 and a loose wheel 33 and a fixed gear 34 with the second sun gear 17 coupled.
  • the fixed gear 34 is arranged coaxially with the second sun gear 17, while the fixed gear 31, the frictional switching element 32 for the second driving range and the idler gear 33 are arranged coaxially with each other.
  • the fixed gear 30, the frictional switching element 27 for the first driving range and the idler gear 28 are in turn provided coaxially with the transmission output shaft 26.
  • the fixed gear 30 meshes with both the fixed gear 31 and the fixed gear 34 of a shaft 35, which in turn is connectable to the drivable vehicle axle or with several drivable vehicle axles of the output 4.
  • the direction of travel clutches 9 and 10 are in the present case designed as wet clutches, which are not only provided for producing the power flow between the drive device 2 and the output 4, but at the same time determine the direction of travel.
  • the frictional switching elements 9 and 10 of the vehicle drive train 1 can also be used as starting elements. This is the case when, starting from a neutral operating state of the transmission device 3, to which the shift elements 27 and 32 are opened, a driving direction is engaged by a driver and at the same time an accelerator pedal is actuated to deliver a speed request.
  • the frictional switching elements 9 and 10 are presently designed such that they also change the direction of travel or a so-called reversing is possible starting from higher speeds in the forward or reverse direction.
  • a vehicle speed is first reduced starting from the current vehicle speed in the direction of zero, for which both the transmission capability of the frictional
  • Switching element 9 and the transmission capability of the frictional switching element 10 is set to a corresponding extent.
  • the two frictional switching elements 9 and 10 are operated predominantly slipping during the reversing process. If the vehicle speed is substantially equal to zero, the transmission capabilities of the two switching elements 9 and 10 are set such that the vehicle is approached in the opposite direction opposite to the previously operated direction of travel until the requested vehicle speed is reached.
  • the switching element 27 of the first transmission range of the transmission device 3 is closed and, in addition, the switching element 9 or the shifting element 10 as a function of the respectively present driver's request for forward or reverse driving in its closed state.
  • the two hydraulic units 20 and 25 are adjusted via an adjustable yoke 36 such that the desired Anfahrübere is set in the transmission device 3.
  • the two hydraulic units 20 and 25 of the oblique-axis design variator 21 are arranged at an angle of 44 ° to each other and connected to the housing or the double yoke 36 with high strength.
  • the transmission capability of the frictional switching element 9 or 10 is set to values greater than zero during the representation of the Anfahrschreib GmbH the transmission device 3 in order to start a executed with the vehicle drive train 1 vehicle already during a closing operation of the frictional switching element 9 or 10 can.
  • a running with the vehicle drive train 1 vehicle is operable with a driver's expected behavior
  • a recording power of the transmission device 3 taking into account in the direction of the PTO 5 and the other power take-off 8 guided torque and a rotational speed of the drive device 2 and in dependence of Actually present driving situation of the vehicle by changing the ratio of the transmission device 3 and / or defined by limiting a high pressure in the range of the hydrostatic unit 21 and the variator of the transmission device 3 set.
  • the torque guided in the direction of the power take-off 5 and / or the additional power take-off 8 is determined from the difference between the torque currently provided by the drive device 2 and a torque applied to the transmission device 3 in the region of the transmission input shaft 6.
  • the transmission device 3 is translated by adjusting the hydrostatic drive 21 and thus increases a change in the overall ratio of the transmission device 3 and reduces the transmission receiving power. This ensures that the torque required by the power take-off or by the additional power take-off 8 is at least approximately to the desired extent of the drive device 2 available, while a run with the vehicle drive train 1 vehicle is slower or decreases a vehicle speed. This also ensures that a working hydraulics can be operated to the desired extent and at the same time a traction power in the range of the output of the vehicle drive train 1 can be maintained at least approximately and an expected for a driver driving behavior is available.
  • the operation of the vehicle drive train 1 described below is based on the clarity of a constant speed of the prime mover 2 basis.
  • the power flow in the transmission device 3 is divided over the double planet carrier 15, the first sun gear 16 and the ring gear 18 and summed up again in the region of the shaft 24 and then forwarded in the direction of the output 4.
  • the speed in the region of the switching element 32 is in the latter operating state of the transmission device 3 between the switching element halves before the maximum differential speed.
  • the speed is in the range of the first hydraulic No 20 maximum.
  • the speeds in the range of the second hydraulic unit 25 and the speed of the output 4 are equal to zero in the vehicle standstill.
  • the maximum high pressure is reached and there is a maximum traction power supply. If the swivel angle in the region of the double yoke 36 is increased, the rotational speed in the region of the first hydraulic unit 20 decreases and the differential rotational speed in the region of the switching element 32 decreases.
  • the rotational speed increases in the region of the second hydraulic unit 25, which also causes an increase in the rotational speed in the region of the output 4.
  • the switching element 32 is substantially in the synchronous operating state, in which the speed in the first hydraulic unit 20 substantially is equal to zero and in the region of the second hydraulic unit 25 is substantially maximum. Then the maximum achievable when the first driving range high pressure in the range of the variator 21 is the lowest.
  • the switching element 27 is opened and the switching element 32 is closed, the power flow changes in the transmission device 3, which is then guided via the second sun 17 and the switching element 32 in the direction of the output 4. Due to the load transfer from the switching element 27 in the direction of the switching element 32, the GeretegeSICinately in the area of the transmission device 3 does not change initially.
  • the maximum achievable high pressure at the greatest and the available traction maximum When, in turn, the pivoting angle of the double yoke 36 is reduced, the rotational speeds increase in the region of the output 4 and in the region of the first hydraulic unit 20, which in turn leads to an increase in the differential rotational speed in the region of the switching element 27.
  • the vehicle implemented with the vehicle drive train 1 is operated essentially at its terminal speed.
  • the speed is again zero in the area of the second hydraulic unit 25, while the speed in the area of the first hydraulic unit 25 is zero.
  • unit 20 as the differential speed in the range of the switching element 27 is maximum.
  • the amount of each adjusting in the range of the vehicle drive train 1 speeds is significantly dependent on the amount or the amount of speed of the prime mover 2.
  • FIG. 2 shows different courses of the aforementioned operating state variables of the vehicle drive train 1 over the vehicle speed v_fzg. It is apparent from the illustration of FIG. 2 that an output torque m41 and m42 decreases when the first driving range and when the second driving range is engaged at a constant rotational speed n2 of the engine 2 with increasing vehicle speed v_fzg. At the same time, the maximum pressures pHD1 or pHD2 which can be achieved in the region of the variator 21 with the first driving range engaged and the second driving range engaged are also reduced with increasing vehicle speed vfzg.
  • the course pHD1 represents the maximum pressure that can be reached when the first operating range is engaged, while the curve pHD2 graphically shows the maximum pressure that can be achieved, which is the maximum possible when the second operating range is engaged.
  • FIG. 3 likewise shows different progressions of a plurality of operating state variables of the vehicle drive train 1 over time t, which occur during a loading operation of a blade of a wheel loader designed with the vehicle drive train, if the vehicle drive train 1 according to the invention is designed to prevent inadmissible depression of the rotational speed n 2 of the drive machine 2 is operated.
  • the first driving range is engaged in the region of the transmission device 3 and the wheel loader is operated at a constant output rotational speed n4.
  • An output torque m4 is relatively low, which is why an actuation torque pressure p27 of the switching element 27 is set at a lower level, to which the switching element 27 is held with a security of at least one or slightly above one in completely slip-free operating condition.
  • a corresponding reciprocal translation of the transmission device 3 is comparatively large.
  • a course of a requested by a driver speed n2com the prime mover 2, a target speed n2soll the prime mover 2 and an actual speed n2ist the prime mover 2 correspond to each other at time T1.
  • a curve of a torque m2 of the drive machine 2 is shown in FIG.
  • the load applied in the region of the output 4, in conjunction with the gear ratio currently set in the region of the transmission device 3, results in the actual rotational speed n2 being of the engine 2 decreasing.
  • the decrease in the actual rotational speed n2 of the engine 2 is detected as a depression of the engine 2.
  • the ratio in the region of the transmission device 3 is increased from the point in time T3.
  • the actuating pressure p27 of the switching element 27 is raised in order to be able to transmit the torques transmitted in the vehicle drive train 1 initially in the slip-free operating state of the switching elements 27.
  • the ratio of the transmission device 3 in the direction of short or greater transmission values of the transmission device 3 the drive-side load is reduced and the output torque m4 is increased.
  • the speed of the system in the field of the transmission device 3 is not sufficient, which is why In the area of the drive machine 2, an impermissible depression of the speed n2 occurs. For this reason, in the manner shown in FIG.
  • the switching pressure p27 of the switching element 27 is reduced so as to be reduced in the region of the target pressure p27soll at which the switching element 27 is securely held in the closed operating state Switching element 27, the torque to be transmitted is no longer supportable and the switching element 27 passes into a slip mode. As a result, the engine 2 is relieved and limits the maximum torque m4 in the region of the output 4 from a time T5 in the illustrated manner.
  • the pressure p27 of the now slipping switching element 27 is correspondingly modulated.
  • the transmission capability of the slipping switching element 27 is adjusted so that as far as possible a maximum permissible torque is feasible via the switching element 27 at currently set in the field of the transmission device 3 Gereteegementsinatesky, but without generating an impermissible pressure in the region of the drive machine 2.
  • the maximum permissible torque corresponds, for example, to a traction force specified by a driver or to a torque requested by a driver, which is to be displayed in the region of the output 4. This means that in the case of a maximum driver-side power requirement, the respective full or maximum possible torque in the area of the output 4 is to be made available. If the driver requests, for example, only 50% of the power, the switching element 27 is acted upon by a corresponding actuating pressure in order to apply only 50% of the traction in the region of the output. In principle, operating pressure p27 is always set to a value depending on the state of operation in vehicle drive train 1 in the vehicle drivetrain 1 and is not exceeded in order to cause damage in the region of the torque-carrying components of vehicle drive train 1 safe to avoid.
  • the detection of whether an impermissible load of the drive machine 2 is present is determined by a comparison between a operating state-dependent varying limit value and the currently present load of the drive machine 2.
  • the current drive torque m2 of the prime mover 2 is monitored.
  • the actuation pressure p27 is always above the vehicle speed vfzg or the output speed m4 nachhow that the switching element 27 is acted upon in normal driving operation with an actuating pressure to which the Switching element 27 is operated slip-free at currently applied torque and an increase in the torque applied to the switching element 27 has a transition of the switching element 27 in the slipping operating state result.
  • the actuation pressure p27 is also to be changed in the manner shown in FIG. 4 as a function of the reciprocal ratio irez of the transmission device 3.
  • the course of the actuating pressure p27 in turn indicates the pressure values above the reciprocal ratio irez, to which the switching element reliably transitions into the slipping operating state above a torque applied to the switching element 27.
  • curve p27S1 indicates the pressure values of the actuating pressure at which switching element 27 is operated at the same torque values applied to switching element 27 with safety 1 in a slip-free operating state.
  • the transmission capability of the switching element 27 is to be changed by appropriately adjusting the actuating pressure p27 so that the switching element 27 safe and delay freely in the slipping operating condition passes.
  • This is achieved, for example, by the actuation pressure p27 of the switching element 27 being reduced as a function of the pressure in the area of the drive machine 2.
  • the torque absorption of the transmission device 3 decreases at low reciprocal translations irez. 5 shows a course of a required reduction of the actuating pressure p27 in percent over the depression of the rotational speed n2 of the engine 2. It is apparent from the representation according to FIG. 5 that the percentage reduction of the actuating pressure p27 is reduced with decreasing engine droop.
  • the pressure of the diesel engine or the engine 2 increasingly decreases until a suppression of the engine 2 completely omitted.
  • the load in the region of the switching element 27 is monitored.
  • the ratio in the range of the transmission device 3 is adjusted as long as short or raised until the differential speed of the slipping operated switching element 27 is substantially zero or equal to zero.
  • the switching element 27 is again acted upon by an actuating pressure p27 to which the switching element 27 is present in the closed operating state with a safety margin equal to one or greater. This is the case in this case at a time T6.
  • FIG. 6 shows a profile of a limit torque m2grenz of the drive machine 2 over the reciprocal ratio irez of the transmission device 3.
  • the actuation pressure p27 of the switching element 27 is to be reduced accordingly to ensure at a sudden increase in the voltage applied to the switching element 27 torque that the switching element 27 passes to the desired extent in the slip mode. This is an im Area of the prime mover 2 applied torque with little control and control effort limited and unacceptable squeezing the prime mover 2 avoidable.
  • an impermissible pressure in the region of the engine 2 is also avoidable with a frictionally engaged shifting element arranged at another point of the vehicle driveline 1, which is transferred to the above-described extent with inadmissibly high loads on the engine 2 by appropriately setting the transmission capability into a slip operation.
  • a frictionally engaged shifting element arranged at another point of the vehicle driveline 1, which is transferred to the above-described extent with inadmissibly high loads on the engine 2 by appropriately setting the transmission capability into a slip operation.
  • a corresponding additional frictional engagement element is provided, which is controlled and regulated operated in the proposed scope.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé destiné à faire fonctionner une chaîne cinématique de véhicule (1), comprenant un moteur d'entraînement (2) et un dispositif de transmission (3) à puissance partagée qui peut être amené par son côté d'entrée en liaison fonctionnelle avec le moteur d'entraînement (2), dont le côté sortie peut être relié à une prise de force (4) et dont le rapport de démultiplication est variable en continu dans la plage d'un variateur (21). La chaîne cinématique (1) comprend en outre un élément de commutation (27) qui est disposé dans le flux de forces de la chaîne cinématique (1) entre le moteur d'entraînement (2) et la prise de force (4), et dont la capacité de transmission est variable en continu. Conformément à l'invention, la capacité de transmission de l'élément de commutation (27) varie en fonction d'un couple actuel respectif, à transmettre dans la chaîne cinématique (1) entre le moteur d'entraînement (2) et la prise de force (4), et l'élément de commutation (27) passe dans un régime de patinage en cas d'application d'un couple supérieur à une valeur seuil définie.
PCT/EP2014/071493 2013-11-08 2014-10-08 Procédé pour faire fonctionner une chaîne cinématique de véhicule comprenant un moteur d'entraînement et un dispositif de transmission à puissance partagée qui peut être amené par son côté d'entrée en liaison fonctionnelle avec le moteur d'entraînement WO2015067426A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013222693.4A DE102013222693A1 (de) 2013-11-08 2013-11-08 Verfahren zum Betreiben eines Fahrzeugantriebsstranges mit einer Antriebsmaschine und mit einer eingangsseitig mit der Antriebsmaschine in Wirkverbindung bringbaren leistungsverzweigten Getriebevorrichtung
DE102013222693.4 2013-11-08

Publications (1)

Publication Number Publication Date
WO2015067426A1 true WO2015067426A1 (fr) 2015-05-14

Family

ID=51663191

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/071493 WO2015067426A1 (fr) 2013-11-08 2014-10-08 Procédé pour faire fonctionner une chaîne cinématique de véhicule comprenant un moteur d'entraînement et un dispositif de transmission à puissance partagée qui peut être amené par son côté d'entrée en liaison fonctionnelle avec le moteur d'entraînement

Country Status (2)

Country Link
DE (1) DE102013222693A1 (fr)
WO (1) WO2015067426A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016200992A1 (de) * 2016-01-25 2017-07-27 Zf Friedrichshafen Ag Getriebevorrichtung und Verfahren zum Betreiben der Getriebevorrichtung

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015200574A1 (de) * 2015-01-15 2016-07-21 Zf Friedrichshafen Ag Verfahren zum Durchführen einer Funktionsprüfung
DE102016200989B4 (de) 2016-01-25 2024-05-23 Zf Friedrichshafen Ag Leistungsverzweigte Getriebeeinrichtung und Verfahren zum Betreiben derselben
US10298020B2 (en) * 2016-03-15 2019-05-21 General Electric Company Rotor synchronization of cross-compound systems on turning gear
DE102019209407B4 (de) * 2019-06-27 2023-08-03 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Fahrzeugantriebsstranges

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007021733A1 (de) * 2007-05-09 2008-11-13 Agco Gmbh Antriebsanordnung für Fahrzeuge mit mindestens zwei antreibbaren Fahrzeugachsen
DE102009001602A1 (de) * 2009-03-17 2010-09-23 Zf Friedrichshafen Ag Vorrichtung für einen Fahrzeugantriebsstrang mit einer Getriebeeinrichtung

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4226453A1 (de) * 1992-08-10 1994-02-17 Sauer Sundstrand Gmbh & Co Antriebseinrichtung für einen automativen Fahrantrieb, z. B. bei einem Gabelstapler oder Radlader
DE19841917A1 (de) * 1998-09-14 1999-12-16 Mannesmann Sachs Ag Antriebsanordnung für ein Kraftfahrzeug
DE102008043906A1 (de) 2008-11-20 2010-05-27 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs
DE102012218974A1 (de) * 2011-12-09 2013-06-13 Robert Bosch Gmbh Verfahren zum Schalten zwischen Übersetzungsbereichen eines Leistungsverzweigungsgetriebes mit Variator

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007021733A1 (de) * 2007-05-09 2008-11-13 Agco Gmbh Antriebsanordnung für Fahrzeuge mit mindestens zwei antreibbaren Fahrzeugachsen
DE102009001602A1 (de) * 2009-03-17 2010-09-23 Zf Friedrichshafen Ag Vorrichtung für einen Fahrzeugantriebsstrang mit einer Getriebeeinrichtung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016200992A1 (de) * 2016-01-25 2017-07-27 Zf Friedrichshafen Ag Getriebevorrichtung und Verfahren zum Betreiben der Getriebevorrichtung
US10458543B2 (en) 2016-01-25 2019-10-29 Zf Friedrichshafen Ag Power split transmission and method for operating such power split transmission

Also Published As

Publication number Publication date
DE102013222693A1 (de) 2015-06-25

Similar Documents

Publication Publication Date Title
DE102004043017B4 (de) Steuerungssystem eines hydromechanischen Getriebes
WO2013107558A1 (fr) Procédé permettant de faire fonctionner une chaîne cinématique de véhicule
EP1963124A1 (fr) Vehicule dote d'un moteur d'entrainement destine a entrainer un train de roulement et un système hydraulique de travail
WO2015067426A1 (fr) Procédé pour faire fonctionner une chaîne cinématique de véhicule comprenant un moteur d'entraînement et un dispositif de transmission à puissance partagée qui peut être amené par son côté d'entrée en liaison fonctionnelle avec le moteur d'entraînement
DE102007047194A1 (de) Leistungsverzweigungsgetriebe
EP2767739B1 (fr) Engrenage à puissance dérivée pour un entraînement de roulement, procédé de commande de l'engrenage
DE3144902C2 (fr)
DE102015225530B4 (de) Verfahren zum Betätigen eines stufenlos leistungsverzweigten Getriebes eines Fahrzeuges mit einem Wendegetriebe
DE3247335C2 (fr)
WO2011131286A1 (fr) Procédé de limitation de la pression dans une boîte de vitesses hydrostatique
DE102013216850A1 (de) Ein-/aus-kuppelverfahren
EP2979008A1 (fr) Circuit de commande de transmission
DE102014222948A1 (de) Verfahren zum Ermitteln eines Soll-Wertes eines Betätigungsstroms
EP2789882B1 (fr) Engrenage à puissance dérivée pour un entraînement de roulement et procédé de commande de l'engrenage
DE102016200336A1 (de) Verfahren zum Betreiben eines Fahrzeugantriebsstranges einer Arbeitsmaschine mit einer Antriebsmaschine, mit einem Getriebe und mit einem Abtrieb
DE102010053012A1 (de) Hydromechanisches Getriebe
CH703566A1 (de) Verfahren zum Betrieb eines stufenlosen Getriebes mit hydrostatisch-mechanischer Leistungsverzweigung sowie Getriebe zur Durchführung des Verfahrens.
DE102013200392A1 (de) Verfahren zum Betreiben eines Fahrzeugantriebsstranges mit einer Antriebsmaschine, mit einem stufenlosen leistungsverzweigten Getriebe und mit einem Abtrieb
DE102012218974A1 (de) Verfahren zum Schalten zwischen Übersetzungsbereichen eines Leistungsverzweigungsgetriebes mit Variator
DE102011121880A1 (de) Verfahren zum Betätigen einer hydraulisch betätigten Kupplung eines Leistungsverzweigungsgetriebes mit Variator
DE102014222947A1 (de) Verfahren zum Bestimmen eines Entleerverhaltens eines hydraulisch betätigbaren Schaltelementes eines Getriebes
DE102011008250A1 (de) Kupplungssteuerung für ein Getriebe
DE102013202385A1 (de) Verfahren zur Steuerung eines hydrostatischen Getriebes
DE102021208184B3 (de) Verfahren zur Steuerung einer Reversierung bei einer Arbeitsmaschine sowie Steuereinrichtung und Arbeitsmaschine mit einer solchen Steuereinrichtung
DE102013200390A1 (de) Vorrichtung mit wenigstens zwei über Leitungen miteinander verbundenen und sowohl als Pumpe als auch als Motor betreibbaren Hydraulikmaschinen

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14781548

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 14781548

Country of ref document: EP

Kind code of ref document: A1