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WO2002006705A1 - Systeme d'entrainement - Google Patents

Systeme d'entrainement Download PDF

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Publication number
WO2002006705A1
WO2002006705A1 PCT/EP2001/008039 EP0108039W WO0206705A1 WO 2002006705 A1 WO2002006705 A1 WO 2002006705A1 EP 0108039 W EP0108039 W EP 0108039W WO 0206705 A1 WO0206705 A1 WO 0206705A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydraulic motor
motor
hydraulic
drive according
travel drive
Prior art date
Application number
PCT/EP2001/008039
Other languages
German (de)
English (en)
Inventor
Jürgen LEGNER
Egon Mann
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 WO2002006705A1 publication Critical patent/WO2002006705A1/fr

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Classifications

    • 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

Definitions

  • the present invention relates to a traction drive for working machines, with a drive motor which is connected to a hydrostatic summation gear, which has a hydraulic pump and two hydraulic motors.
  • Travel drives with a hydrostatic transmission and a multi-speed gear change transmission are used for mobile construction and work machines, e.g. B. for wheel bearings, excavators or crawler vehicles.
  • a drive motor for example a diesel motor, drives a hydrostatic variable displacement pump which, together with the adjusting motor, forms a hydrostatic transmission, the transmission ratio of which is adjusted by a speed-dependent control pressure.
  • a speed-dependent automotive adjustment of the hydrostatic drive ie that the pump and motor automatically regulate the transmission ratio depending on the speed and the load of the primary drive in such a way that the transmission ratio increases with increasing load and decreases with increasing speed.
  • this drive device includes a power shift transmission, often in the form of a two-speed planetary transmission.
  • Electromagnetic valves control the pressure medium supply to the load switching elements, which can be actuated pneumatically, hydraulically, electromagnetically or by springs.
  • Powershift transmissions with infinitely variable hydrostatics in connection with synchronized switching sequences offer a high level of driving comfort, but are an uneconomical solution in terms of costs and efficiency at higher driving speeds.
  • a travel drive with a hydrostatic transmission and a multi-speed gear change transmission for mobile construction and work machines is known from DE 44 31 864. If the transmission in this known powershift transmission is switches, the speed of the hydrostatic adjusting motor is controlled in such a way that synchronous speeds are set on the switching elements. When shifting up, a directional valve is switched to the neutral position and then returned to the starting position. A synchronizing valve is used for downshifting, which replaces a control pressure dependent on the speed of a primary drive motor with a constant maximum supply pressure. As a result, the speed of the hydrostatic variable motor reaches the speed that corresponds to the step change in the manual transmission. After the synchronization, the circuit runs without a noticeable shift shock. However, by using a powershift transmission, this known travel drive is complex and expensive.
  • a traction drive in the form of a small, compact and inexpensive assembly with good efficiency ratios and relatively comfortable switching sequences even while driving is known from DE 197 53 729 by the applicant.
  • This travel drive has a drive motor that drives a feed pump and a hydrostatic variable displacement pump, as well as a hydrostatic adjusting motor that forms a hydrostatic circuit with the hydrostatic variable displacement pump and drives a transmission, as well as a travel direction valve and a pressure reducing valve for regulating the control pressure.
  • the hydrostatic adjustment motor is a zero stroke motor, the displacement of which can be regulated by changing the control and high pressure in such a way that the torque to be transmitted is minimal during the switching process; the adjustment position of the hydrostatic adjustment motor is in balance with the applied control and high pressure via a feedback spring; the transmission is a hydrostatic two-speed transmission with synchronization.
  • This synchronization serves to switch the inertial masses of the transmission and the hydrostatic adjustment motor as well as the low drag torque of the hydrostatic adjustment motor, which has zero swallowing volume, so that the synchronization can be dimensioned small.
  • the hydrostatic adjusting motor which is designed as a zero-stroke motor and whose displacement volume and, as a result, also the torque to be transmitted can be reduced from a maximum value to zero, swings out in accordance with the drive speed of the drive motor, with the resulting restoring forces of the hydrostatic adjustment motor the high-pressure high-pressure pump has a jerking effect, ie the speed of the hydrostatic variable motor decreases.
  • the speed-proportional control pressure is present on the one hand on the hydrostatic variable displacement pump and on the other hand on the hydrostatic adjusting motor.
  • the object of the present invention is to provide an inexpensive and simple drive solution in which there is no interruption in traction during the switching process, which enables optimum efficiency ratios which are suitable for an open and a closed hydrostatic circuit, for. B. for mobile excavators or wheel loaders, which enables automatic switching and which is suitable for both fast-moving and slow-moving machines.
  • the installation of two hydraulic motors in a three-shaft transmission with two gear pairs is provided.
  • a hydraulic motor is continuously connected to the gearbox output with a relatively small ratio (approx. 1.45, a gear pair).
  • the second hydraulic motor can be switched off with a relatively large ratio (approx. .4, 05, a gear pair) via a switching device and connected to the gearbox output.
  • relatively small-volume hydraulic motors can be used.
  • the switching device via which the second hydraulic motor is connected to the transmission output, is preferably located on the latter.
  • the switching device is preferably a standard synchronization.
  • a locked shift cylinder with shift rail and shift fork can be used to actuate the synchronization.
  • the gear is then shifted via the sliding sleeve of the synchronization.
  • a locked 4/2-way valve for gear shifting can be used together with an upstream pressure reducing valve.
  • two speed sensors are integrated in the hydrostatic transmission; the respective end position of the shift rail is recognized with appropriate sensors, for example by means of two plunger switches.
  • the great advantage of a switching device arranged on the gearbox output in the form of a synchronization for switching off and switching on the second hydraulic motor can be seen in the fact that when the hydraulic motor is switched on, the switched-off gears do not turn up. The deactivated gear pair and the associated hydraulic motor do not turn.
  • Another advantage of using one Synchronization compared to a conventional multi-plate clutch can be seen in the fact that it has a very low drag torque. If the drag torque in the switching device is greater than the drag torque of the hydraulic motor set to qNull, it is taken along and can overspeed.
  • Fig. 1 is a closed hydrostatic
  • Fig. 3 shows an open hydrostatic circuit with HD and HDIG hydraulic motors and a su men inconveniencesegellem variable pump and
  • Fig. 4 is a traction diagram. Travel drives with hydrostatic transmissions are well known to the person skilled in the art, so that only the components and their function necessary for understanding the invention are described below.
  • 1 schematically shows a travel drive according to the invention with a closed hydrostatic circuit, with 1 denoting a first hydraulic motor, 2 a second hydraulic motor and 3 a hydraulic pump.
  • 4 denotes a switching device, 5 a 3/2-way valve, 6 a pressure reducing valve, 7 a further pressure relief valve and 8 a 2/2-way valve.
  • relatively small-volume hydraulic motors 1 and 2 can be used.
  • the switching device 4 for switching the second hydraulic motor 2 on and off is preferably located on the output of the
  • This switching device 4 is advantageously a standard synchronization, for its actuation, for example, a latched shift cylinder 14 with shift rail and shift fork is used.
  • the gear can be shifted via the sliding sleeve of this standard synchronization 4.
  • a latched 4/2-way valve 15 can be used for the gear shift together with an upstream pressure reducing valve 16.
  • two speed pickups can be inserted in the transmission; the respective end position of the shift rail is recognized by two sensors, for example in the form of tappet switches.
  • a switching device 4 for the second hydraulic motor 2 which is designed as a synchronization and is connected to the gearbox output is that the switched off gearwheels do not turn up when the hydraulic motor is switched off.
  • the deactivated gear pair and the corresponding hydraulic motor 2 do not rotate.
  • Another advantage of using a synchronization as a switching device is the fact that it has a very low drag torque compared to a multi-plate clutch. If the drag torque in the switching device is greater than the drag torque of the motor set to qNull, it is taken along and possibly overturned.
  • the gearbox is switched and monitored using conventional electronics (not shown) with digital output signals, which also controls the solenoid valves of the hydrostatic drive.
  • the hydrostatic travel drive can also be equipped with an electrically proportional control.
  • a standard variable displacement pump with speed-dependent automotive adjustment used in hydraulic execution.
  • the first hydraulic motor 1 that cannot be uncoupled is preferably a standard DA variable displacement motor (adjustment qMAX> qMIN), while the second hydraulic motor 2 that is to be switched on and off is a HD1G motor that can be pivoted zero (adjustment: qMAX> qNULL).
  • the control for the second hydraulic motor to be switched on and off takes place as follows: the control pressure for the hydraulic motor 2, the connection 17 of which is speed-dependent from the adjusting pump 3 via the hydraulic connection designated 9 via the pressure reducing valve 6 and the 3/2-way valve 5 fed.
  • the control pressure at the port Ps of the variable displacement pump 3 is speed-proportional to the drive speed of the drive motor (not shown) for the travel drive, which is in particular a diesel engine.
  • the hydraulic motor 2 creates its absorption volume from qMAX in the direction of qMIN.
  • the absorption volume in the qMIN position depends on the size of the control pressure at connection 17 of the second hydraulic motor 2.
  • the minimum absorption volume of the hydraulic motor 2 can thus be set with the adjustable pressure reducing valve 6 at connection Ps of the variable displacement pump 3.
  • the control pressure-dependent adjustment from qMAX to qMIN is superordinate to a high-pressure-dependent adjustment for power limitation.
  • the control pressure at which the second hydraulic motor 2 is adjusted from qMIN to qMAX can be adjusted at the connection 18 of the hydraulic motor 2 with the pressure relief valve 7.
  • a 2/2-way valve 8 is interposed between the connection 18 of the hydraulic motor 2 and the pressure limiting valve 7. Before the hydraulic motor 2 can be uncoupled from the output of the transmission 10 by the switching device 4, the motor must be adjusted to qNULL.
  • the two directional valves 5, 8 are used for this.
  • the 3/2-way valve 5 is energized upstream of the connection 17 of the hydraulic motor 2, the supply pressure from the connection 19 of the variable displacement pump 3 is present there. This pressure is greater than the pressure from the connection 9 of the variable displacement pump 3, which pressure is limited by the pressure reducing valve 6, and can therefore set the hydraulic motor 2 to qNULL.
  • the high-pressure-dependent adjustment of the hydraulic motor must be switched off. This is done by energizing the 2/2-way valve 8 at the connection 18 of the hydraulic motor 2.
  • Fig. 2 shows schematically a traction drive, in which the hydrostatic components with electrically proportional control, i. H. monitored and controlled using electronics with analog output signals.
  • 1 denotes the first hydraulic motor (EP motor) continuously connected to the output of the transmission 10
  • 2 denotes the second hydraulic motor (EP motor) which can be switched on and off via the switching device 4 and 3 a variable displacement pump, which is designed as a standard pump with speed-dependent, electrically proportional adjustment (EDA).
  • EDA electrically proportional adjustment
  • the translations i for the hydraulic motors 1, 2 are the same as those described in connection with FIG. 1; arranged at the transmission output Wegeinrich ⁇ tung 4 for the coupling and disconnecting the second hydraulic motor 2 is again, as in the example of FIG. 1 by means of a rapid stared shift cylinder 14 of a notched 4/2-Wegeven- tils 15 and a pressure reducing valve 16 controlled.
  • the electronics which also switch the solenoid valves of the hydrostatic drive, work with electrically proportional analog control signals.
  • the hydraulic pump 3 is a total power controlled or LS variable displacement pump, to which a pilot pump 13, which generates a pilot pressure, is assigned.
  • This drive further comprises' a driving-direction valve 11, a rotary duct 12 and the continuously arranged in the power flow first hydraulic motor 1 on associated brake valve.
  • the starting position of motor 1 is qMIN; the motor adjusts according to qMAX depending on the high inlet pressure.
  • the second hydraulic motor 2 which can be switched on and off and is designed as an HDIG motor, is adjusted in the same way as was described in connection with FIG. 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

La présente invention concerne un système d'entraînement pour une machine-outil, comprenant un moteur de commande, qui est connecté à une transmission collectrice hydrostatique, présentant une pompe hydraulique et deux moteurs hydrauliques. Ce système est caractérisé en ce que la transmission est une transmission à trois arbres, présentant deux engrenages, auxquels est associé un premier moteur hydraulique (1), qui présente un premier rapport de démultiplication, est connecté de manière continue à la sortie de transmission et auquel est associé un second moteur hydraulique (2), présentant un second rapport de démultiplication plus élevé et étant connecté à la sortie de transmission par l'intermédiaire d'un dispositif de commutation (4).
PCT/EP2001/008039 2000-07-18 2001-07-12 Systeme d'entrainement WO2002006705A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2000134752 DE10034752A1 (de) 2000-07-18 2000-07-18 Fahrantrieb
DE10034752.5 2000-07-18

Publications (1)

Publication Number Publication Date
WO2002006705A1 true WO2002006705A1 (fr) 2002-01-24

Family

ID=7649224

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2001/008039 WO2002006705A1 (fr) 2000-07-18 2001-07-12 Systeme d'entrainement

Country Status (2)

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DE (1) DE10034752A1 (fr)
WO (1) WO2002006705A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO20120635A1 (it) * 2012-07-19 2014-01-20 Merlo Project Srl Trasmissione idrostatica per veicoli

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004023628A1 (de) * 2004-05-10 2005-12-08 Zf Friedrichshafen Ag Hydraulischer Antrieb für Mobilfahrzeuge
DE102004025763A1 (de) * 2004-05-26 2005-12-22 Zf Friedrichshafen Ag Antriebsanordnung für ein Fahrzeug
US7243755B2 (en) 2004-07-28 2007-07-17 Zf Friedrichshafen Ag Drive mechanism for a mobile vehicle
US7299891B2 (en) 2004-08-02 2007-11-27 Zf Friedrichshafen Ag Hydraulic drive mechanism for mobile vehicles
US7201702B2 (en) 2004-08-02 2007-04-10 Zf Friedrichshafen Ag Drive mechanism for a mobile vehicle
DE102004044510A1 (de) * 2004-09-15 2006-03-30 Zf Friedrichshafen Ag Hydraulisches Getriebe
DE102022213534A1 (de) 2022-12-13 2024-06-13 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Zuschalten eines verstellbaren zweiten Hydraulikmotors in einem schaltbaren Summationsgetriebe eines hydraulischen Antriebs

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0482524A1 (fr) * 1990-10-23 1992-04-29 CLARK-HURTH COMPONENTS S.p.A. Transmission hydrostatique en particulier pour véhicules industriels
US5159992A (en) * 1989-03-09 1992-11-03 O&K Orenstein & Koppel Aktiengesellschaft Infinitely variable hydrostatic transmission drive
DE4431864A1 (de) 1994-09-07 1996-03-14 Zahnradfabrik Friedrichshafen Fahrantrieb
DE19753729C1 (de) 1997-12-04 1999-05-12 Zahnradfabrik Friedrichshafen Fahrantrieb

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5159992A (en) * 1989-03-09 1992-11-03 O&K Orenstein & Koppel Aktiengesellschaft Infinitely variable hydrostatic transmission drive
EP0482524A1 (fr) * 1990-10-23 1992-04-29 CLARK-HURTH COMPONENTS S.p.A. Transmission hydrostatique en particulier pour véhicules industriels
DE4431864A1 (de) 1994-09-07 1996-03-14 Zahnradfabrik Friedrichshafen Fahrantrieb
DE19753729C1 (de) 1997-12-04 1999-05-12 Zahnradfabrik Friedrichshafen Fahrantrieb

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO20120635A1 (it) * 2012-07-19 2014-01-20 Merlo Project Srl Trasmissione idrostatica per veicoli

Also Published As

Publication number Publication date
DE10034752A1 (de) 2002-08-14

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