EP0721404A1 - Transmission a variation continue notamment a derivation de puissance - Google Patents

Transmission a variation continue notamment a derivation de puissance

Info

Publication number
EP0721404A1
EP0721404A1 EP95925691A EP95925691A EP0721404A1 EP 0721404 A1 EP0721404 A1 EP 0721404A1 EP 95925691 A EP95925691 A EP 95925691A EP 95925691 A EP95925691 A EP 95925691A EP 0721404 A1 EP0721404 A1 EP 0721404A1
Authority
EP
European Patent Office
Prior art keywords
hydrostatic
transmission
clutch
signal
switching
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.)
Withdrawn
Application number
EP95925691A
Other languages
German (de)
English (en)
Inventor
Michael Meyerle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MEYERLE, HANNELORE
MEYERLE, JUERGEN
MEYERLE, MARTIN PETER
Original Assignee
Meyerle Michael
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 Meyerle Michael filed Critical Meyerle Michael
Publication of EP0721404A1 publication Critical patent/EP0721404A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/46—Automatic regulation in accordance with output requirements
    • F16H61/462—Automatic regulation in accordance with output requirements for achieving a target speed ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/093—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrostatic, i.e. positive displacement, retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B60T10/04—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrostatic brake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • 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
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/46—Automatic regulation in accordance with output requirements
    • 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
    • F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
    • F16H2037/0886—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft with switching means, e.g. to change ranges
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/16—Dynamometric measurement of torque

Definitions

  • the invention relates to a continuously variable transmission, preferably em power distribution with a hydrostatic or mechanical continuously variable converter and its control and regulating device according to the preamble of claim 1 and further independent claims.
  • the transmission allows different driving strategies or driving programs that are user-friendly adjustable or retrievable
  • a converter bridging can be switched at several transmission points and the highest possible braking effect can be used and comfortably controlled via the stepless hydrostatic converter.
  • For switching optimization of range switches, fixed point circuits for converter bridging and others a targeted adjustment correction of the stepless converter is provided
  • the object of the invention is to eliminate these disadvantages, in particular in the case of continuously variable transmissions, in particular hydrostatic-mechanical power-split transmissions.
  • the advantages of the continuously variable transmission should also be better exploitable by improving the devices known from EP-A-0280 757
  • FIG. 1 shows a circuit diagram of the control and regulating device for a continuously variable transmission with several shift ranges.
  • FIG. 2 gearbox construction with device for hydrostatic bridging of a continuously variable, in particular hydrostatic, gearbox with power split.
  • FIG. 3 gearbox diagram of a continuously variable hydrostatic power split gear
  • FIG. 1 shows the basic circuit diagram of a continuously variable, in particular hydrostatic power split transmission with several shift ranges.
  • a transmission diagram of such a transmission is shown in FIG. 3.
  • the transmission adjustment is via a signal c or / and via a so-called EP adjustment, according to FIG. 8, resulting from two or more operating signals, in particular engine speed signal b and accelerator pedal signal or engine control signal a or throttle valve angle DW
  • two input signals Ci and C2 for adjusting the hydrostatic force possible Cl and C2 are electrical variables which act on an electrical adjustment with a proportional magnet and are proportional to the adjustment size of the hydrostatic unit
  • the accelerator pedal signal a can be a throttle valve adjustment signal or can also serve as an engine control signal k, which is connected to the engine via the control device 5, the signal k being identical to the accelerator pedal signal or a modulated variable, depending on specific operating parameters, represents
  • the invention further relates to a motor vehicle transmission, in particular with a power split, which consists of a stepless converter 4c, according to FIG. 2; 3, 4, ⁇ preferably a hydrostatic converter, which consists of a first and a second hydrostatic unit, both units preferably forming a common structural unit and drive or output of the stepless converter 4c, depending on the embodiment, via direct drive or via intermediate drive wheels Power is divided on the input side into two power branches, one power branch flowing through the stepless converter and, before the transmission output, possibly summed up again in a summation table 5c with the other power branch.
  • a power split which consists of a stepless converter 4c, according to FIG. 2; 3, 4, ⁇ preferably a hydrostatic converter, which consists of a first and a second hydrostatic unit, both units preferably forming a common structural unit and drive or output of the stepless converter 4c, depending on the embodiment, via direct drive or via intermediate drive wheels Power is divided on the input side into two power branches, one power branch flowing through
  • Power split gearboxes consist of one or more shift ranges
  • the shift from one to the other takes place ⁇ or preferably at one end adjustment point of the hydrostatic unit, whereby the adjustment size remains unchanged during the shift phase, with the exception of any slight adjustment corrections.
  • the hydrostatic drive four times over the entire transmission range from one adjustment maximum to the other adjustment maximum. In this transmission according to FIG.
  • the third area is then again controlled by regulating the hydrostatic by "zero" and further up to its positive adjustment maximum, where at the end of the third switching range the clutch K4 and the disengagement of the clutches KV and K3, the fourth area, are now switched.
  • the hydrostat By regulating the hydrostat back to the opposite adjustment maximum, corresponding to the negative adjustment end of the hydrostat, the hydrostat is driven through fully for the last time until the transmission's end point of transmission is reached.
  • the mechanical power component is conducted via spur gear stages 26c and the hydrostatic power component via gear stage 10b, hydrostatic converter 4c and drive train 7c with gear stage 228 to summation gear 5c.
  • the summation gear is designed here as a multi-shaft planetary gear P1, in which the mechanical and hydraulic power is added up.
  • the mechanical and hydraulic power flows via the second planetary gear P2 with the clutch KV closed.
  • the first and the second shift range are made possible by closing the clutch KR by reversing the direction of rotation in the planetary gear P2.
  • the adjustment maximum of the hydrostatic mentioned in each case defines the point at which the shift into the next driving range takes place, which does not necessarily have to be the adjustment end of the hydrostatic, but can also lie somewhat in front of it, in order, for example, to be able to compensate for load-dependent slippage of the hydrostatic transmission.
  • Also defined under synchronous operation of the clutch elements to be closed is not absolute synchronous operation, but the synchronous operation range, which can also include wanted or unwanted synchronous operation errors that can be bridged or still recorded by the shift or range clutches
  • Gearboxes of this type are described in more detail according to DE 40 27 724, DE 41 06 746.EP 0 386 214, US 5,267,911, which are part of this invention.
  • the invention represents, inter alia, an improved embodiment of this known transmission and the invention according to DE-A 44 17 335. EP 0599 263.
  • the description of the latter two documents are part of this patent application and serve to explain details in more detail.
  • the invention provides, inter alia, to improve the efficiency, the noise behavior and / or to create an effective integrated brake system. to realize one or more non-hydrostatic operating points, in particular fixed transmission points.
  • the hydrostatic system is switched off or bridged at one or more operating points, which are in particular in the main operating areas, by appropriately designed devices in order to put the latter into an inoperative state.
  • This switch-off or bridging device is implemented in the form of a hydrostatic blocking device KH or / and an area block circuit or / and a stabilizing device KD with or without direct throughput without a hydrostatic power component.
  • FIG. 4 shows an example of a power split with a hydrostatic converter 4c and a summation gear 5c.
  • the summation gear 5c can also have the function of a branching gear, which is why the term 'summation zbranching gear' is used below.
  • the hydrostatic converter consists of a first hydrostatic unit A adjustable Volume and a second hydrostatic unit B preferably constant volume.
  • Both hydrostatic units A and B preferably form a common structural unit which is in direct connection with the drive shaft 1c or via drive wheels with the drive shaft 1c and on the opposite side directly via drive wheels with a summing gear 5c.
  • the summing gear is preferred formed as a planetary gear, to which, depending on the design, a further gear 5d, with or without switching devices, for example for range shifting for shifting several driving ranges, can be assigned Power on this transmission is divided into a hydrostatic and a mechanical branch on the input side.
  • the hydrostatic power component flows via the drive wheels and intermediate links 227 via the stepless converter 4c and the drive wheels to the summation gear 5c.
  • the mechanical branch is fed directly or via intermediate links into the summation gear 5c by adding up hydraulic and mechanical power flows and jointly reaching the output shaft 2c.
  • the stepless converter or the hydrostatic device 4c is equipped with a hydrostatic lock-up device as a hydrostatic locking device in the form of a brake or clutch KH, which serves to drive the drive shaft 7c to hold the second hydrostatic unit B or to couple it to the housing 19c of the stepless converter or a fixed gear part, so that the supporting moments known in power branching, in addition to the clutch or brake, preferably on the gearbox e or converter housings are supported in order to relieve the hydrostatic load or to keep it torque-free and pressure-free. It is also possible to completely separate the hydrostatic shaft 7c of the hydrostatic unit B by a further coupling, not shown
  • the hydrostatic locking device KH has the task of keeping the stepless converter 4c or the hydrostatic unit in the hydraulically inoperative operating states with hydrostatic adjustment size "zero" torque or load-free. This is solved in such a way that the torque support force from the summation of branching unit 5c in the hydrostatic unit Zero position, which is generally in the middle of each shift range, is not supported on the hydrostatic elements but on a corresponding intermediate brake or clutch element with respect to a stationary housing part or gearbox part.
  • the hydrostatic valve is moved through several times within its% correct adjustment range , with the hydraulically powerless state in neutral position, that is to say with zero adjustment of the hydrostatic unit, corresponding to the neutral hydrostatic position, occurring within each switching range.
  • This operating point is usually in a w real operating range of the vehicle, in which a particularly good efficiency is required
  • the adjustment characteristics of the hydrostatgetebes are described in more detail in the power branching targets according to DE-A-40 27 724, DE-A-41 06 746 and PCT / DE 89 00 586, which, as already mentioned, are part of this invention
  • a bypass valve 114c is provided, which is connected between the two working pressure lines of the two hydrostatic units A and B.
  • This bypass valve can be actuated automatically or also manually when the hydrostatic blocking device is switched, so that both working pressure lines are depressurized or without differential pressure.
  • the hydrostatic locking device or the clutch brake KH and the bypass valve are controlled by the same control pressure, but the bypass valve is only activated after the clutch / brake KH is closed, such that the pressure pressure signal after the clutch KH closes the signal or the control pressure Activation of the bypass valve triggers
  • the hydrostatic locking device KH can be switched automatically or manually, e.g.
  • the hydrostatic lock can also be released in various ways, for example by means of an accelerator or accelerator pedal signal, that is to say when the accelerator pedal position is changed or by a load-dependent signal or by various signals which are determined by variable operating values with a view to optimizing the Fuel consumption can, for example the driving control should be designed in such a way that the get ebe efficiency line and the fuel consumption of the engine are never stored and the vehicle control, depending on the respective operating situation, decides whether the following transmission ratio point should be controlled with a hydrostatic neutral position or not.
  • a further parameter can be stored or programmed as a decision factor depending on the load or noise behavior of the transmission. This can be useful, for example, when using a car
  • the invention further provides for the hydraulic power branch to also be switched off at the translation points of the range switching points.
  • the clutches KB remain closed for both ranges and the hydrostat is fixed in this adjustment size and set without load, e.g. by simultaneously actuating the above-mentioned bypass valve or / and a precise alignment or Correction of the Hydrostatver position, such that the two hydrostatic working pressure lines are depressurized or without differential pressure.
  • the power is transmitted purely mechanically, specifically via the clutches or coupling devices of the two adjacent or adjacent switching areas.
  • the switching signals for this circuit can be transmitted with the same signals as for the hydrostatic Locking device KH described, can be realized.
  • a transmission e.g. B. with four forward driving ranges, as shown in Fig. 3, seven translation fixed points can be switched in this way with no load hydrostat.
  • the invention provides, for power branching devices, a stabilizing device KD or hydrostatic bridging device which holds fixed translation settings at one or more transmission points at which the hydrostatic power flow can be switched off to further improve the efficiency.
  • a stabilizing device KD or hydrostatic bridging device which holds fixed translation settings at one or more transmission points at which the hydrostatic power flow can be switched off to further improve the efficiency.
  • z. B the output shaft 2c via a gear stage 10b with the drive shaft lc via an intermediate shaft 227 by engaging a clutch KD in driving connection to put the hydrostat after the clutch without load.
  • further transmission stages (not shown) with a correspondingly assigned clutch can be provided.
  • FIG. 3 shows e.g. a stabilization or hydrostatic bridging device, in which a direct through-drive, without tooth mesh or tooth-rolling power, is produced between the drive shaft lc and the output shaft 2c by means of a clutch KD and thus the converter 4c and the summation-branching gear 5c are set in a no-load condition .
  • the stabilization device or hydrostatic lockup device KD can also be implemented with two or more clutches (not shown) in order to completely decouple the continuously variable converter and the summation branching gear.
  • the second clutch can be dispensed with.
  • the invention provides an improvement of the device according to the German patent application DE 41 04 167, claim 17.
  • the fixed point circuit KB described serves by closing both range clutches, for example K1 and K2, as shown in FIG. 7b in accordance with the operating phase Ph 2.
  • the fixed point circuit KB is automatically triggered, the operating variable being a difference value of the hydrostatic adjustment volume ⁇ V or ⁇ nHy or / and a difference value for the load signal ⁇ p or / and a pre-programmed time-difference signal or other signals .
  • the corresponding aforementioned signal sizes can be preprogrammed and additionally influenced depending on various operating values, such as operating temperature, accelerator pedal signal or others.
  • the functional sequence is such that, as shown in FIG. 7b, the output speed nHy of the second hydrostatic unit B is automatically increased in the vicinity of the translation fixed point KB while the driving speed or output speed Nab remains the same, while the engine speed nMot is reduced accordingly by the difference value delta nMot.
  • the first range clutch Kl and at Fixed point circuit according to operating phase Ph2 the clutch K1 and K2 must be closed and in the third operating phase Ph3, the clutch K1 is again closed and the clutch K2 is opened.
  • the difference values delta nHy or delta nMot for the drive motor can be preprogrammed in any size or in any ratio and, depending on the type of vehicle, vary in size from, for example, 5% to 10% of the respective reference size.
  • the speed variables nHy and nMot can be in different relation to each other, whereby, for example, as shown in Figure 7b, the motor speed variable nMot is smaller than the hydrostatic speed variable nHy or, in a relation (not shown), the speeds lie so that they are in phase the fixed point circuit Ph2 rotates the engine speed nMot synchronously with the hydrostatic speed nHy .., as would be the case with the relevant planetary gear members HMot and sHy of the transmission according to FIG. 3 in the fixed point circuit K1 K2 by block circulation of the summation planetary gear Pl.
  • the clutch for the hydrostatic bridging devices KH: KB; KD can be implemented in various ways and can be arranged, for example, for the hydrostatic locking device KH as desired on one of the intermediate links or drive elements 7c between the second hydrostatic unit B and the summation gear 5c.
  • the KH couplings; KB; KD are preferably designed as a positive coupling as in PCT publication DE-A-87/00 324, DE-A-41 26 650 AI and in European PCT application DE 88/00 563, which are part of this invention described.
  • the clutch is characterized in particular by the fact that it has form-fit switchable clutch elements with a clutch toothing with or without deflection toothing and that by means of a hydraulically actuatable piston which is displaceably arranged on a clutch carrier, the shifting in synchronous operation or in the synchronous operation range is also possible at a certain relative speed. It is also possible, as described in the known publications mentioned above, to provide additional synchronizing devices.
  • This positive clutch has the advantage that it is almost drag-free, since there are no friction elements. But it is also possible to use the clutch as a friction clutch in the form of a cone clutch, such as. B. shown in DE-A-41 26 650 to use.
  • This clutch can also be largely free of drag loss since the conical effect means that the friction surface is relatively small. Under certain circumstances, the use of a multi-plate clutch in a known design can also be designed meaningfully.
  • Another type of positive coupling with mechanical switching elements, e.g. B. by means of shifting claw, shift sleeve and / or with servo-reinforced shifting elements is, depending on the selected gearbox design, usable.
  • the clutch KH for the hydrostatic locking device is alternatively arranged in the summation gear 5c. In the embodiment according to FIG. 2, it is advisable to arrange the clutch KH on a shaft 73c connected to a traction booster 77c.
  • traction booster 77c and clutch KH can be combined into a common structural unit in a space-saving and cost-effective manner.
  • the hydrostat is in all of the devices already described for switching off the hydrostatic operation via the bypass valve 114c; 216 or / and to be set without load by a suitably trained hydrostatic adjustment control. ⁇ Within the fixed point circuit, the hydrostatic transmission is based on the theoretical
  • Adjustment volume-large Vth is set or adjusted so that no quantity of differential oil is exchanged between the working pressure lines 206, 207 when the bypass valve is open, or without a switched bypass valve 114c, 216 or a missing bypass valve, the working pressure lines 206, 207 are almost free of differential pressure.
  • the hydrostatic adjustment can automatically and continuously adjust itself to a new adjustment size corresponding to a displacement-large Vneu, which varies depending on the drive torque or the respective changing load state of the engine and transmission, with the bypass valve preferably switched. that when you leave the fixed-point circuit, ie at the start of the new circuit or range circuit, the correct adjustment size or displacement volume Vneu is immediately available, which corresponds to the torque-free state of the old clutch Kl; K2 or clutch KH; KD and the cheapest adjustment size Vneu for the opening signal of the corresponding clutch in an almost torque-free condition.
  • the switching sequence for leaving the fixed point switching and switching to the new stepless switching range is carried out according to the invention in this switching variant such that with automatic torque-dependent constant adjustment of the adjustment to the size Vneu takes place in such a way that first the bypass valve closes and then the opening signal for the old clutch is initiated when the clutch clutch concerned is in a torque-free state.
  • the bypass valve 114c, 216 is closed automatically.
  • the relevant clutch KH; KD relieved of the torque and then opened by a corresponding opening signal.
  • bypass valve 114c, 216 is alternatively designed in such a way that a continuous but nevertheless rapid pressure build-up is ensured during the closing process.
  • the continuous pressure build-up can have various characteristic curves and, for example, correspond to a fixed specification by known means such as throttle damping, steaming grooves, etc. or vary depending on one or more operating values, in particular load-dependent values, for example due to the hydrostatic pressure. Electrical-electronic controls can also be useful for a seamless switching sequence, especially in connection with the hydrostatic retarder described.
  • Range shift carried out in such a way that the full torque is first shifted to the new clutch K1 or K2, such that the hydrostatic adjustment is first adjusted to the new adjustment or displacement volume Vneu depending on the current load condition, whereby the old clutch is torque-free and receive the opening signal.
  • the opening signal for the old clutch can be triggered automatically depending on Vneu.
  • new clutch in the fixed point circuit KB means the clutch Kl or K2 loaded after leaving the fixed point circuit and with “old clutch” the clutch Kl or K2 to be relieved of the torque and then opened.
  • both clutches Kl and K2 are loaded with torque
  • the adjustment unit A is adjusted to an adjustment size "zero"
  • the entire pumping capacity of the second hydrostatic unit B which is generally designed as a constant unit, is fed into the brake working pressure circuit 206; 207 led.
  • the adjustment unit A also works as a pump, at the end of its adjustment size, that is to say with a full adjustment volume. same pump output as the constant unit B delivers.
  • the highest braking energy can be transmitted at twice the pump power, with both units A and B being driven via the braking torque via their drive shafts 7c and 6c and associated drive trains 227, 228.
  • Both hydrostatic units A and B can also be of different sizes are formed, the respective braking powers being different according to their size and their associated speed.
  • the second hydrostatic unit B is also designed as an adjustment unit, further variations are possible, for example in such a way that both units are adjusted simultaneously or first the unit B and then the unit A, depending on the operating situations, can be sensibly regulated in their adjustment variables.
  • braking energy transmission is only possible via the first hydrostatic unit A, which is driven by the corresponding drive train 227. In most operating situations this is sufficient. In the event of a higher braking energy demand, this clutch KH can be opened and another translation fixed point can be actuated very quickly by the automatic interaction of the control device.
  • the invention provides for this to automatically switch on the service brake briefly. so that a smooth, jerk-free braking behavior is guaranteed over the entire transmission range. If, for example, a change from a fixed translation point KH to a fixed translation point KB is carried out during the braking phase, the service brake is first activated via the automatic brake control, so that a largely no-load state in the hydrostatic transmission is carried out with simultaneous automatic resetting of the hydrostatic unit A. In accordance with the automatic brake energy consumption via the hydrostatic transmission, the braking effect of the service brake increases continuously.
  • the hydrostatic transmission is now brought into the corresponding end position or final adjustment variable, after which the service brake immediately after completion of the switching of the above-mentioned fixed translation point, with simultaneous readjustment of the hydrostatic transmission and taking over the hydrostatic Brake performance the service brake is continuously released.
  • This functional sequence can be implemented using appropriately coordinated signal variables from a plurality of operating variables such as brake pressure signal, hydrostatic pressure signal, adjustment signal of the hydrostatic transmission and / or engine speed signal and / or further signals.
  • the hydrostatic braking device consists of a first check valve 209, via which the oil flow of the respective high-pressure line 206 or 207 is passed to a first switching valve 203 and a downstream pressure control valve 204.
  • the switching valve 203 is switched via an opening signal 214 to release the hydrostatic braking function.
  • the pressure control valve 204 is controlled via a variable control signal 215, which is dependent on the magnitude of the braking force and determines the hydrostatic pressure.
  • the heat exchanger 205 is arranged downstream of the pressure control valve 204, which receives the heated oil flowing from the pressure control valve via a corresponding line 217 and re-introduces the cooled liquid into the working pressure circuit of the brake system via a further line 213 and a corresponding check valve 210.
  • the hydrostatic units A and B interchange in their function as pumps and motors.
  • the load-dependent speed slip of the hydrostatic transmission or the shaft 5 connected to the hydrostatic unit B has the reverse effect after each range shift, which must be corrected by the adjusting device within the shift phase in order to ensure a smooth shift.
  • the object of the invention is to provide a switching device, preferably for automatically switchable transmissions, in particular for continuously variable branching transmissions of the above-mentioned type with form-fitting clutches with or without deflection teeth or friction clutches with conical friction surfaces, as known from DE 41 62 650, or also with known multi-plate clutches ensure the high switching quality without interrupting the load
  • Adjustment size V new corresponds to the correction sizes X and Y usually have different sizes, due to the respective gearbox design and area sizes corresponding to the different sizes of the hydrostatic pressures ⁇ pl and ⁇ p2 or ⁇ p old and ⁇ p new at the end of the old and start of the new shift range.
  • the switching signal for closing the new or second range clutch is triggered as soon as the coupling member which is in drive connection with the second hydrostatic unit B has reached synchronous operation with the clutch gethers to be shifted at the switching point S.
  • the hydrostatic variable ' ⁇ old' is larger by a dimension X than the theoretical value V th.
  • the invention provides an adjustment control that is adapted to the respective design conditions before, according to which an adjustment or volume correction is effected for the adjustment variable or the displacement volume V new of the adjustable hydrostatic unit A, namely in terms of size according to the relationship
  • V new V old - (V old - V new).
  • the correction factor fz represents a magnification factor in relation to the individual correction variable X or Y of the old switching range, from which the total correction variable Z is calculated.
  • the correction factor fz is a fixed value, which is determined by the respective mechanical transmission ratio and can have different sizes for each of the translation fixed points of the individual range shifts. That is, e.g. in a four-range transmission, as shown schematically in FIG.
  • the new clutch is pushed when the new clutch closes, in the synchronous state of the clutch elements of the new clutch, preferably two or more speed sensors determining the synchronous state by comparing the speeds of at least two transmission elements and the switching pulse for the new clutch trigger.
  • the instantaneous drive torque of the transmission or engine torque Tan determines the load size of the hydrostatic transmission and the corresponding speed slip of the hydraulic motor / pump and thus also the size of the adjustment correction required in each case within both closed clutches.
  • Each drive torque is therefore also assigned a specific adjustment variable or displacement volume Vneu, which corresponds to the torque-free state of the old clutch, after which the opening amount for this clutch is triggered.
  • Torque changes within the switching phase, with both clutches closed, are automatically taken into account in this correction device, since the instantaneous drive torque Tan or engine torque Tmot always determines the opening signal of the old clutch or triggers corresponding corresponding signals to open the old clutch . Regardless of whether it is a train upshift, pull upshift, push upshift or push upshift, the system recognizes the most favorable opening point or the new adjustment volume Vneu for triggering the opening signal of the old clutch.
  • the detection in the control device as to whether pushing or pulling operation takes place by means of engine parameters or load variables / signals, and possibly also external influencing variables, with each engine torque Tmot and engine speed n mot having a specific control variable such as throttle valve position during pulling operation; Accelerator or accelerator pedal position, accelerator pedal change speed, temperature, possibly also air pressure, etc. assigned is. For example, if the accelerator pedal / accelerator pedal is suddenly released within the switching phase, the immediate opening signal at Vth can be issued because the drive torque or the engine torque immediately drops to zero or even assumes negative torque, although Valt and correction-sized X had maximum size at the start of the shift.
  • the system also recognizes the respective operating state in that when the overrun torque is reached, the engine is correspondingly toured and, depending on the speed, corresponding signal b, a corresponding braking torque or negative engine torque or overrun torque size is recognized, and from the corresponding signal sizes b, a or brake signal f, torque size Tmot; Tan and torque direction are determined and from this the shift correction size and correction direction and Vneu for opening the old clutch are determined and signaled.
  • the correction sizes and correction directions are reversed, the displacement volume or manipulated variable Valt being smaller than Vneu when upshifting and Valt greater than Vneu when shifting up. This corresponds to the general characteristic switching correction behavior in such hydrostatic-mechanical, but also purely mechanical power-split branches.
  • the speed slip sizes of the hydrostatic transmission before and after the range shift with the same input and output torque at each range switching point (upshifts 1/2; 2/3; 3/4 or downshifts 4/3: 3/2; 2/1) be very different depending on the gearbox design and division of the area.
  • the correction size ratios X to Y are correspondingly different. Accordingly, the correction sizes or correction size ratios X to Y are programmed in the control system. each drive torque is assigned and preprogrammed a separate manipulated variable or displacement volume Vneu for each range switching point, the dependency of changing load conditions and other factors within the switching phase can be corrected, so that a switching operation without switching shocks is ensured in all operating states.
  • the signal and signal sizes suitable for determining the engine torque are programmed in the drive control or control and regulating device.
  • RQ control each throttle valve or accelerator pedal position and given engine speed is assigned a specific engine torque, so that throttle valve or accelerator pedal position signal and engine speed signal provide information about the respective engine torque, after which the new displacement volume or the adjustment size Vneu is determined and from this the opening signal for the old clutch can be initiated.
  • RQV control each accelerator or accelerator pedal position corresponds to a specified engine speed regardless of the engine torque. With this type of control, it is therefore necessary to use an appropriate signal to determine the engine torque, which corresponds to the degree of completion of the fuel injection or a similar signal size that is suitable for determining the torque.
  • the known displacement pressure or electrical displacement current quantity can also be used for the displacement variable or displacement volume measurement, provided that these are suitable for determining the correct opening signal for the old clutch.
  • a pressure sensor for recording the respective hydrostatic pressure is not required with this correction variant
  • the brake signal f effective for the transmission jerk control can be dependent on the brake actuation force and / or in a more or less large dependence on the engine speed, preferably in the lower speed range and starting range, for example when the brake is released, the brake portion via the service brake is very low or almost zero Depending on the type of vehicle, the brake signal f can therefore represent a fixed or variable characteristic that can be varied according to a certain operating parameter, depending on a particular braking characteristic
  • the brake signals 113, 217; 215 of the braking, control and regulating device for the retarder brake system can advantageously be brought into direct or indirect connection with the brake signal f or be effective as a brake signal f.
  • An improvement in the range switching within the braking or / and coasting operation is achieved by the combination of the transmission-side braking via the influence of the brake signal on the transmission ratio and the interaction with the bypass valve described.
  • the braking components are automatically metered via the normal service brake system and the transmission brake in such a way that a counteraction between the transmission and service brakes is prevented by a correspondingly adjusted metering of the service brake and transmission or retarder brake system being achieved by means of active connections of the aforementioned signals.
  • the amount of engine braking is metered in such a way that the engine noise remains within an acceptable range. For example, at very low driving speeds, the engine braking power can be very low in spite of the relatively high braking force, it being sensible to pre-program a corresponding engine speed control depending on the driving speed and / or the gear ratio or / and the brake size.
  • the invention provides for an engine speed reduction with a preferably continuous profile with the vehicle deceleration or with a decreasing profile
  • the invention further provides an emergency driving device 80 'which, if the
  • a device 80 which acts independently of the central control and regulating device 5 or the electronics or / and the electrics via a manual control 81 'on the hydrostatic adjustment 18, so that a stepless speed corresponding to a first driving range or is possible according to the maximum adjustment path of the hydrostatic transmission.
  • a continuously variable hydrostatic-mechanical power branching transmission as shown for example in FIG.
  • the invention in which the first driving range works with power split and when the hydrostatic is already set to a large, preferably maximum, delivery volume in the starting state at zero driving speed, the invention provides that in the event of failure of the electrics and / or electronics, preferably by manual actuation via control lever 81 ', the hydrostatic adjustment 18 to the starting position, ie to the corresponding adjustment variable adjusted and then the corresponding clutch or clutches are closed, eg for forward travel KV and Kl.
  • a drive connection is now made up to the output shaft AB, the second hydrostatic unit B having a vehicle standstill at a speed that corresponds to the starting position or, depending on the transmission design, an adjustment size between zero and the maximum adjustment volume of the first hydrostatic unit A.
  • the driving speed can now be traversed continuously from zero to the end of the first driving range or the emergency driving range, preferably operated by hand. 8 is described in DE 39 29209 in accordance with FIG. 9 or in DE 43 39 864. Fig. 3 described in more detail.
  • the above-described emergency driving mode is also suitable for a backward driving mode in a transmission design, as shown in FIG. 8, the clutch KR being closed via the corresponding valve VR instead of the clutch KV.
  • valves for controlling the above-mentioned clutches for emergency operation - W, VR, VI - are preferably controlled hydraulically via the corresponding control lines 69 ', 70', 71 '.
  • Electrical control via the usual solenoid valves which are effective during normal operation is also possible in the event that only a partial failure of the electronics is to be protected.
  • the electrical actuation of the relevant solenoid valves can be implemented directly by the control and regulating device 5 or separately via the emergency drive control device 80 'with appropriate training.
  • the emergency drive device can be designed in various ways, with the hydrostatic adjustment in a single version being via a single valve - black and white valve - or via a proportional valve or a follower valve with feedback of the actuating variable of the hydrostatic transmission, one of the lever positions of the lever 81 ' appropriate translation size sets.
  • This last-mentioned device enables fixed translation settings within the entire emergency driving area, e.g. certain tasks can still be completed even if the electronics or electrics fail.
  • the final speed point or translation point can preferably be operated as constant translation, which, for example, when used in a tractor with a 4-range transmission, as shown in Fig. 8, is about 6 km h.
  • the first speed range in the case of a stepless power split system with several driving ranges only allows a very low maximum speed of, for example, 6 km per hour when used, for example in work machines such as tractors.
  • the invention also provides for a "large emergency driving range" to be implemented, which can in particular optionally be operated as a second clutch / shift combination, which, for example, can be used at a speed of zero to approx
  • the clutches K1 and K4 are closed by the corresponding preselection after activation of the hydrostatic adjustment 18 to the starting position, whereby a direct connection between the clutch Kl and the output shaft AB is established operation "preferably via a proportional valve that assigns a certain gear ratio to each manipulated variable of the emergency lever 81 '.
  • This fast emergency driving area which is suitable for lower traction requirements, can also be used for a number of tractor applications, e.g. for maintenance work, manure operation, sowing and many other tasks, so that the necessary repair work can be postponed to an economically insignificant point in time .
  • an emergency driving device of a similar type can be implemented, the hydrostatic already being at zero demand volume in the starting state.
  • the hydrostatic transmission can be used for forward or backward travel by changing the adjusting piston 18 accordingly, depending on the adjusting direction.
  • the accelerator or accelerator pedal is in direct connection with the control unit 5, the engine control being fed to the drive motor via signals from the drive control, in particular the electronic drive control. If the electronics fail, the electronic control of the motor control can also fail. In order to still be able to implement emergency operation, provision is made to implement the hand gas HG, which is generally present anyway, or by means of a foot-gas connection to the engine which is intended for emergency operation.
  • the vehicle control can also be designed according to the invention with a view to the emergency driving mode so that a double connection of the accelerator or accelerator pedal is realized with the engine control, such that, for example, for normal operation without defective electronics.
  • the accelerator pedal and the Central control device 5 directly or indirectly connected to the engine control in order to immediately automatically bring the direct connection of the accelerator pedal to the engine control into operation in the event of a failure of the electronics.
  • the above-described double connection of the accelerator or accelerator pedal F to the engine control also provides for engine control in such a way that, for normal operation, for example, direct control of the engine control via the accelerator pedal F and special functions for influencing or overriding the engine control via the second connection to the central electronics 5 are carried out.
  • These special functions can, for example, briefly lower the engine charge or reset de r Throttle valve or vice versa briefly increase the engine fill to change the speed or / and torque of the engine to improve the switching quality
  • the emergency driving device further provides that if the electronics fail, an automatic switchover to the emergency operating state takes place during the work or operational use, this state preferably corresponding to the switching state of the emergency operation or that an automatic torque reduction through automatic gas withdrawal and / or automatic opening of the area clutch in question is triggered, whereby the vehicle is brought into idle position. Simultaneously with the failure of the electronics, an optical and / or acoustic signal becomes effective, which indicates the emergency operating state
  • the invention further provides a device. which enables high starting acceleration and, moreover, a very spontaneously effective turning operation for the use of working machines, e.g. for tractors in front loader applications or wheel loaders
  • the driving control is so with regard to a largely continuous output speed or acceleration curve designed that when the direction of travel is selected, the service brake is preferably depressed via the brake pedal 7 and the vehicle starts up when the brake is released, and when the brake is released there is already a very rapid transmission adjustment or transmission change l / i without having to operate the accelerator pedal.
  • the brake pedal is used here as inch “and" accelerator pedal “and is accordingly referred to below as IFA pedal.
  • the IFA function can be preprogrammed as a separately preselectable function or as a permanent function.
  • the change in the translation takes place essentially via the function of the brake pedal signal f, as described in more detail in DE 44 17 335 and shown in this publication in FIGS. 6 ⁇ and 6k.
  • the actuation of the brake pedal can take place depending on the actuation force or actuation type with or without activation of the service brake via the function of the brake pedal signal f.
  • Different driving programs can be preprogrammed.For example, it is advantageous to select this IFA program for turning operation - front loader operation for the tractor - which enables an automatic engine speed characteristic in accordance with nMot II.
  • nMot I For normal operation, it may be useful to have an engine speed characteristic in accordance with the characteristic curve To program nMot I as a constant program, according to which there is no or only low engine speed pressure when the brake is released or released.
  • a variable programe can be made depending on the various operating situations and load conditions mm are realized according to which the engine speed z B varies within both limits nMot I and nMot II depending on the given operating conditions within both characteristics nMot I and nMot II.
  • a slight drop in engine speed according to nMot I and with high starting traction or / and required high acceleration an increase in engine speed according to nMot II or vice versa, depending on the type of vehicle, can be realized and preprogrammed, whereby the engine speed and / or engine load is always preferred triggering signal for engine control and / or transmission control
  • phase IV or 1R. which corresponds to the first driving range
  • a very fast hydrostatic adjustment or gear change left and within the operating phase 2V or 2R, which corresponds to the first range switching phase a very fast switching sequence is possible.
  • the invention provides that according to FIG Hydrostat adjustment 261 and 268 is supplied with adjustment regulator VR with high adjustment pressure, for which purpose the high-pressure circuit 206 207 of the hydrostatic transmission can be used.
  • a special valve 263 is used for this purpose, which allows a switching from supply pressure SP to high pressure HD, for which purpose a corresponding control signal 259 is activated becomes.
  • An additional pressure limiting valve 264 is used to limit the adjustment pressure, which ensures pressure limitation, for example at a maximum of 50 bar.
  • This pressure limiting valve 264 can represent a constant pressure limitation or also variable pressure limitation depending on different operating sizes
  • a pressure-limiting device 270, 266, according to FIG. 8c can also be used, according to which the feed pressure SP or control pressure enables different adjusting pressures depending on different operating parameters.
  • the relevant pressure relief valve 266 is controlled via a corresponding signal 267 in such a way that the adjustment pressure enables two or more individual pressure stages or also a stepless pressure curve depending on various operating values or operating states. For example, an automatic pressure increase via the signals 267 or 271 or / and 259 can be triggered during the switching phase from one to the other switching range in order to effect a fast switching sequence.
  • the devices 269 and 270 for increasing the control pressure can serve both for the adjustment pressure of the hydrostatic transmission and for the range switches for a brief pressure increase to accelerate the switching process.
  • the initiation process of a range shift for example the synchronous signal for the range shift or a signal from the accelerator pedal or accelerator pedal when the accelerator pedal is actuated quickly or depending on the actuation speed or the brake signal or other operating variable or operating signals suitable for a rapid pressure increase can be used as control signal 267 ; 271; 259 can be used for pressure boosting.
  • the acceleration is continued continuously by simultaneously increasing the engine speed nMot.
  • a corresponding automatic influencing of the engine control for speed or / and torque increase or reduction, depending on the operating state - train, thrust or acceleration or deceleration - is additionally provided according to the invention.
  • This pressure boost is particularly advantageous for braking operation, in order to accelerate the reset speed of the transmission ratio and the range shifts and to enable a targeted adaptation to different operating situations.
  • the above-described devices for boosting the control pressure are also used for a quick clutch change.
  • the idling engine speed or the speed when the vehicle is stationary according to the operating phase 0 can be preprogrammed to a higher value in order to provide a higher starting power in this state from the start when the IFA pedal is released to have.
  • This device By deliberately automatically influencing the engine control by releasing the IFA pedal, it is very convenient and easy to operate, especially for demanding turning operations achieved in front loader or construction machine use
  • This device is also particularly suitable for sensitive "inching” or “maneuvering” driving operations, since an additional inch pedal can be omitted instead of automatic engine control (via the so-called E-gas), can also a whom convenient manual gas actuation, e.g. by hand throttle
  • the automatic motor control or control of the motor control is preferably carried out in all functional sequences via the central control device 5 (processor), which includes or can include both the transmission control and the motor control.
  • the control of the motor control takes place, as described, via respective actuation and Operating signals or operating variables, with the engine speed signal preferably forming the determining control variable If there is a deviation from a predetermined engine speed, a corresponding change in the engine control or throttle valve position and / or the transmission ratio l / i is effected in order to achieve the specified target values as precisely as possible to comply with all operating situations
  • the invention is further characterized in that the IFA pedal is assigned a translation characteristic which, depending on the pedal travel size or the pedal position, is assigned a transmission size of the transmission.
  • the course of the translation can be arbitrary, preferably curved or rectilinear in some areas.
  • the translation character is designed so that the last part of the airway is not assigned a fixed translation but, as in normal driving, the translation is free and any size depending on Lastrustand automatically brw to a desired translation.
  • the vehicle speed can level off, which corresponds, for example, to the best consumption line or a pre-selected limit speed
  • the translation characteristic 'i described or shown in FIG. 8e can be a function of the actuating force and / or the release path of the IFA pedal.
  • Another alternative of the function of the IFA pedal ⁇ provides that, depending on the release path and / or decreasing pedal force F, instead of the translation curve I / i, a speed curve Y or / and both functions depending on one or more operating partners. e.g. a load signal is specified or preprogrammed.
  • the invention provides that when the brake or IFA pedal is released, in particular by the brake pedal signal f, a gear change independent of the pedal travel or pedal force and thus speed change is possible, the brake pedal signal f affects the engine speed signal and overrides it to a correspondingly different extent, so that the desired speed is set.
  • the brake pedal signal f also serves to reset the translation in braking operation as described in more detail in the above-mentioned known patent publication DE 44 17 335.
  • the invention further provides for the range shifts for upshifting as well as for downshifting, pulling or pushing shifting in combination with the shift correction already described or / and as an alternative to this a shift correction device, according to which the shift correction G ⁇ öss Z over a tax correction time tk is determined.
  • the adjustment correction time tk determines the size of the correction value or path Z in the switching instant or in the switching phase depending on the adjustment speed.
  • the determining factor for this is therefore the control current or the delivery volume Qk.
  • the effective control current Qk is determined by various at the time of switching effective variables such as feed pump delivery volume, speed, control pressure (constant or variable), internal throttling effects, oil temperature, etc. determined or influenced.
  • the size of the adjustment speed or the adjustment current Qk can be determined experimentally, depending on the various operating states, engine speed, engine control signals such as throttle valve position, accelerator pedal position, oil temperature, etc.
  • the control device or the electronics recognize which control correction time from these aforementioned values in which operating state is necessary for the "determination of the respective correction variable or the new displacement volume Vneu.
  • Control devices leakage oil changes and factors influencing the switching time are also taken into account by appropriate signal processing in the control device.
  • Also known eck east lver transeptept in response to the operating time or / and load type and size of the program can be specified, whereby a suitably adapted increase or change of the correction (Z; k) is realized.
  • This switching correction device has the advantage that an expensive hydrostatic pressure sensor and in some cases also a hydrostatic displacement sensor (potentiometer) can be dispensed with.
  • This method is suitable for both the area circuits and for the fixed-point circuits KB; KH; KD and also for reversing circuits, e.g. for service operation.
  • the opening signal is reduced very much before the torque is completely transferred from the old to the new clutch, ie before the end of the tax correction Z, since after the opening signal has been given, the relevant or The adjustment process of the hydrostatic transmission can thus largely be continued continuously even during the opening process of the aforementioned clutch, whereby a function overlap of the opening signal or the opening process of the named clutch and the hydrostatic adjustment is effective, whereby a Switching time reduction and high switching quality is achieved.
  • the system recognizes overrun, pull or cook downshifting in a simple manner from the respective engine speed and the throttle valve position or the size of the engine control, from which the correction direction of the hydrostatic adjustment device is determined: (see Fig. 7 and
  • an additional influencing or lowering of the engine torque can also be used during the shift phase by automatic gas reduction, e.g. when using an electronic accelerator pedal in order to achieve optimum shift quality for the range, reversing and fixed point shifts in all operating situations.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne une transmission à dérivation de puissance, hydrostatique-mécanique, comportant plusieurs rapports, équipée de dispositifs permettant de ponter le convertisseur hydrostatique afin d'améliorer la qualité de passage des vitesses, d'optimiser les qualités de conduite et la qualité de fonctionnement, par exemple pour la marche arrière. Cette transmission comporte en outre un dispositif de fonctionnement d'urgence, par exemple en cas de panne du système électronique.
EP95925691A 1994-07-14 1995-07-14 Transmission a variation continue notamment a derivation de puissance Withdrawn EP0721404A1 (fr)

Applications Claiming Priority (11)

Application Number Priority Date Filing Date Title
DE4424807 1994-07-14
DE4424807 1994-07-14
DE19514174 1995-04-15
DE19514174 1995-04-15
DE19514721 1995-04-21
DE19514721 1995-04-21
DE19522489 1995-06-21
DE19522489 1995-06-21
DE19524895 1995-07-08
DE19524895 1995-07-08
PCT/DE1995/000932 WO1996002400A2 (fr) 1994-07-14 1995-07-14 Transmission a variation continue notamment a derivation de puissance

Publications (1)

Publication Number Publication Date
EP0721404A1 true EP0721404A1 (fr) 1996-07-17

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ID=27511756

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95925691A Withdrawn EP0721404A1 (fr) 1994-07-14 1995-07-14 Transmission a variation continue notamment a derivation de puissance

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Country Link
EP (1) EP0721404A1 (fr)
DE (1) DE19525823A1 (fr)
WO (1) WO1996002400A2 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19741510A1 (de) 1996-09-20 1998-05-14 Michael Meyerle Stufenloses Getriebe, insbesondere mit hydrostatischer Leistungsverzweigung
DE19747459C2 (de) * 1997-10-27 2003-02-06 Brueninghaus Hydromatik Gmbh Hydrostatisch-mechanischer Fahrantrieb
DE102006011804A1 (de) * 2006-03-15 2007-09-20 Zf Friedrichshafen Ag Hydrostatgetriebe eines hydrostatisch-mechanischen Leistungsverzweigungsgetriebes
DE102010039773A1 (de) 2010-08-25 2012-03-01 Robert Bosch Gmbh Verfahren zum Bremsen eines Fahrzeugs in kritischen Fahrsituationen

Family Cites Families (6)

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Publication number Priority date Publication date Assignee Title
JPS5472359A (en) * 1977-11-21 1979-06-09 Aisin Seiki Co Ltd Speed ratio control system for stageless speed change gear in vehicle
EP0429517B1 (fr) * 1988-08-17 1993-04-21 ZF FRIEDRICHSHAFEN Aktiengesellschaft Agencement et procede pour faire fonctionner une unite de transmission a variation continue dans un vehicule a moteur
US5107722A (en) * 1988-08-17 1992-04-28 Zahnradfabrik Friedrichshafen Ag Arrangement and method for operating a variable drive unit
DE4104167A1 (de) * 1990-02-13 1991-10-24 Michael Meyerle Schalteinrichtung, insbesondere fuer kraftfahrzeuggetriebe
DE4339864A1 (de) * 1992-11-23 1994-07-21 Michael Meyerle Stufenloses hydrostatisch-mechanisches Leistungsverzweigungsgetriebe, insbesondere für Kraftfahrzeuge
DE4417335A1 (de) * 1993-06-01 1995-03-16 Michael Meyerle Stufenloses hydrostatisch-mechanisches Leistungsverzweigungsgetriebe

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9602400A3 *

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WO1996002400A3 (fr) 1996-03-21
WO1996002400A2 (fr) 1996-02-01

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Effective date: 20040511