EP3516241B1 - Hydraulic unit for the adjustment of a vehicle flap, vehicle transmission and adjustment method - Google Patents

Description

The present invention relates to a hydraulic unit for adjusting a vehicle flap of a land vehicle, water vehicle or aircraft using at least two linear cylinders, each of the linear cylinders having at least two hydraulic chambers that can be filled with hydraulic fluid such as gear oil. In such a system, the hydraulic fluids in the two hydraulic chambers can be under different pressures. The present invention also relates to a device that includes a hydraulic unit and a vehicle flap, and a vehicle transmission with a hydraulic transmission control that includes a hydraulic unit for adjusting a vehicle flap. In addition, the present invention relates to a method for controlling a vehicle flap, which assumes a specific position and/or position depending on the pressure conditions in the linear cylinders.

In other words, the present invention relates to a hydraulic unit for adjusting a vehicle flap according to the preamble of claim 1, a device according to the preamble of claim 13, a vehicle transmission according to the preamble of claim 14 and a method according to the preamble of claim 15.

technical field

One way of raising the energy for the adjustment of flaps on land, water or air vehicles is given by the formation of hydraulic circuits with appropriate transmission chains. A single hydraulic cylinder or a set of several linear hydraulic cylinders is often used as the actuating element for the flap, which is also sometimes referred to as an actuator.

State of the art

Movably adjustable aerodynamic components, mostly in the form of flaps, are often used on land, water or air vehicles to improve the flow dynamics in air or water currents. The movable components are provided on the outside of the vehicle and can assume different positions relative to the flow, which means that they can influence the flow dynamics on the vehicle and serve as a movement-controlling element. For aircraft z. B. the structures and fins of the aircraft fuselage open movable flaps for controlling and stabilizing the aircraft. Modern watercraft use moveable flaps on deck and on the ship's hull, e.g. B. to support the buoyancy of the watercraft. Land vehicles are on their body z. B. equipped with spoilers to optimize the aerodynamic properties. To adjust such vehicle flaps z. B. hydraulic systems are used, for example, having two linear or differential cylinders with hydraulic chambers, each cylinder having a bilaterally hydraulically clamped piston, which is connected to a flap connector to move the flap. Such hydraulic systems are also known from related fields of technology.

In the application area of hydraulic brakes, a wide variety of safety-relevant controls have already been presented in the intellectual property literature, some of which also use linear hydraulic cylinders. This is how it starts U.S. 5,509,383 A (Applicant: ITT Automotive Europe GmbH; priority days: February 20, 1991, June 22, 1991, August 19, 1991) based on their first figures with the presentation of a brake system and transfers the knowledge about brakes to other hydraulic controls, such as e.g. Am figure 5 to a hydraulic circuit for controlling two camshaft adjusters via a valve that forms a similar throttle for both adjusters.

the EP 1 138 582 A2 (Applicant: Dr. Ing. hc F. Porsche Aktiengesellschaft; priority date: March 31, 2000) describes a classic transmitter-receiver system, which is also very reminiscent of its origins in the brake area, but with a drive unit and two telescopic displays for controlling one Rear wing is equipped with an air guiding device. Each telescopic deployer consists of an inner tube connected to a rear wing and an outer tube held in place. A return movement occurs due to integrated springs. the EP 1 138 582 A1 already recognizes that such an arrangement harbors the risk of uneven movement of the telescope exhibitors. For this reason, in order to promote a harmonious overall movement of the rear-side air guiding device, a nozzle is installed at the outlets of the hydraulic cylinders of the drive unit, through which a compensation of the hydraulic fluid and thus a more even movement should be brought about in the event of a movement of the telescopic extensions of different strengths.

the WO 2008/110 620 A1 (Applicants: CONTINENTAL TEVES AG & Co. OHG, CONTI TEMIC MICROELECTRONIC GMBH; priority days: 03/15/2007, 11/02/2007), in contrast to the EP 1 138 582 A2 explicitly even reported (see p. 3) that you The starting point is the electro-hydraulic vehicle brake, i.e. also a master-slave system, developed the proposal to implement additional movement tasks with additional piston-cylinder units. Two pumps as pressure sources are connected to a common pressure path. Hydraulic valves are arranged in parallel with the pressure sources in a connection between the pressure path and a suction path. Piston-cylinder units are supplied with pressure medium so that they are essentially extended as simultaneously as possible. Already by these words in that introductory part of the description of the WO 2008/110 620 A1 a person skilled in the art understands that a simultaneous extension can only be determined from a distanced perspective that is limited to the essentials, i.e. only on the basis of the facts.

A similar hydraulic circuit, as in the WO 2008/110 620 A1 , for controlling a hydraulic cylinder with two control pressure chambers is the only figure DE 10 2005 010 638 A1 (Applicant: Bosch Rexroth Aktiengesellschaft; filing date: March 8, 2005), also as a subsequent priority application EP 1 700 728 A2 published. A pressure medium is conveyed into the working pressure line by a hydraulic pump. The working pressure line has a first and a second working pressure line branch. In addition, control pressure lines are available. The first actuating pressure chamber is connected to a first valve via a first line branch. The first actuating pressure chamber is connected to a second valve via a second line branch. The second actuating pressure chamber is connected to a third valve via a third line branch and to a fourth valve via a fourth line branch. The one in the DE 10 2005 010 638 A1 the circuit shown in principle is in the DE 10 2006 021 939 A1 (Applicant: Robert Bosch GmbH; filing date: May 11, 2006) decorated with additional valves such as check valves in order to immediately lock the motor vehicle parts to be adjusted in their current position in the event of a drop in the delivery pressure of the pressure medium source. In addition, manual emergency operation is planned. This means that four valves and associated auxiliary valves must be controlled so that only a single hydraulic cylinder can assume any position. In contrast, the WO 2008/110 620 A1 how a similar effect can be achieved with two valves.

The German utility model DE 88 06 109 U1 (Applicant: Robert Bosch GmbH; filing date: May 7, 1988) presents a hydraulic system for vehicles with a charging pressure system in which two cylinders can be controlled in parallel via a 3/3 valve, which move a spoiler against two springs be able. At this early point in time in 1988, neither synchronization of the cylinders nor securing or blocking a position of the movable spoiler that had been taken up seems to have been a noteworthy topic. Different transmission circuits are shown in the 43 figures DE 103 47 203 A1 (Applicant: ZF Sachs AG; priority date: November 18, 2002), many of which are drawn with a pump arrangement that is composed of a pump that can be driven by a drive unit and a pump that includes at least one pump that can be driven by an electric motor. Pressure control valves are intended to provide a required clutch actuation pressure, with the clutch actuators being designed as slave cylinders each equipped with a spring.

In the patent U.S. 6,173,639 B1 (Owner: Caterpillar Inc.; Filing date: May 7, 1999) describes a control system for a lifting actuator of a bucket of a bucket loader, by which the bucket is said to be able to be placed in a floating state. At the heart of that controller is a pilot-operated directional control valve between a fluid pressure source and a first and second actuator chamber. The valve used for this is a pilot operated four-position valve with 6 ports. On the outflow side, one of three connections leads into a reservoir. The other two connections each lead to the actuator via a pilot-controlled load check valve, which has a pressure chamber, an orifice and a valve element. Between these two exits is like that figure 1 shows, arranged a pressure compensator, from which a line leads to the pressure source, which refers the fluid from the reservoir. The pressure for the pilot control comes from another pressure source.

An electrically operable control valve for controlling a hydraulic consumer is disclosed in the patent application DE 101 35 376 A1 (Applicant: Linde AG; filing date: July 20, 2001). The valve has a blocking position, a switching position for a first direction of movement of the consumer and a switching position for a second direction of movement of the consumer. A lifting drive, a tilting drive and an additional drive of an industrial truck should be realizable with such control valves. In an example referred to as prior art, the control valves are centered by two springs in the blocking position, which is also referred to as the neutral position. Pressure-reducing valves that can be controlled by means of proportional magnets are to be used for actuation. In another example, the control valves are referred to as throttling directional valves when they are in an intermediate position, and the actuation is to be designed differently depending on the type of drive to be implemented. The actuation should take place at least indirectly electrically. A non-return valve arranged in a consumer line, which is also referred to as a load-holding valve, should be designed to be unlockable and should be controllable by means of a pilot valve. A sensor device is provided for load-independent operation of the lifting and tilting drives. Controlling consumers can e.g. B. done by joystick.

In the DE 27 58 268 A1 (Applicant: Cascade Corp.; Union Priority Date: 10/04/1977) describes a device for driving a plurality of fluid-actuated motors which are said to be separately controllable. A control valve arrangement serves to supply these via pressure medium line pairs. Here, a pair of double-acting hydraulic working cylinders should be able to move in and out together in order to raise and lower a boom. As a specific example, let's actuate a pair of load handling clamp arms of a clamp of a lift truck. A special attention is paid in the description of the DE 27 58 268 A1 focused on avoiding pressure pulses which can result in a load being damaged or dropped during handling. It is proposed, inter alia, to switch on a vented, remote-controlled valve between the engine and interconnected lines in order to prevent the supply of pressurized fluid through these lines without having to vent a second line of the engine for the outflow of fluid. The controller should have a first control valve with two connection lines, of which only one line is connected to a downstream valve. Based on figure 2 It can be assumed that the control valve is intended to be a three-state, four-port valve operated via a serial arrangement of a vented, pilot-operated check valve in series with a pilot-operated check valve in series and via a vented pilot operated valve in series connected to a double-acting motor with a pilot operated check valve in a second line. The non-return valves arranged in series should each have opposing blocking directions.

task

In vehicle construction, aerodynamic components in the form of movable flaps take on various tasks and functions. For some, a movable flap has a decorative character, for others, movable flaps take on safety-related and movement-controlling functions or make a significant contribution to the drive. In the case of high-performance road vehicles, for example, the entire driving behavior is designed for the interaction of all vehicle components that influence driving behavior, not least in extreme situations such as cornering at the limit of road grip. In aircraft construction, moveable flaps form a basic component of mechanical devices, such as e.g. B. at the elevator or the rudder, and take over the aircraft steering functions. In shipbuilding, moveable flaps contribute to safety on deck, for example when positioning sun covers at different times speed, or improve the gliding properties of the ship's hull through the water and thus contribute to the steering and performance of the ship.

Drivers of such vehicles rely on all components working reliably, which of course also includes the movable flap. However, should a technical defect or technical malfunction occur, then at least a condition should be sought that does not have a negative effect on the safety and driving or flight dynamics of the vehicle or aircraft, so that ideally safe control and reliable maneuvering of the vehicle can be achieved or the aircraft continues to be guaranteed as comprehensively as possible.

If the movable flap is designed as a hydraulically adjustable component, the safety function described above can also be implemented in part in the hydraulic system. A hydraulic circuit and suitable circuit components must be designed for this purpose.

invention description

The object according to the invention is achieved by a hydraulic unit for adjusting a vehicle flap according to claim 1. The object according to the invention is also achieved by a device according to claim 13 and by a vehicle transmission according to claim 14. A suitable operating method can be found in claim 15. Advantageous developments can be found in the dependent claims.

Hydraulics as an adjustment for a vehicle flap is characterized by numerous advantages, e.g. B. a fast controllability of control elements, which can still cover a considerable stroke. In the example of a vehicle flap in the form of a spoiler, the stroke can be advantageous, e.g. B. in one embodiment 10 cm, z. B. be even 20 cm in a further embodiment. In one embodiment, the path or the stroke to be covered can be located in a range of 150 mm. In this example, the main direction of movement of a vehicle flap can be realized by a linear movement with the aid of linear cylinders or differential cylinders.

The use of linear cylinders helps in principle to map a desired setting, in particular a height adjustment, of a vehicle flap directly through the path, with pivoting movements of course also being able to be traced back to linear movements. The use of a differential cylinder is z. B. advisable in cases in which one movement direction (e.g. the retraction movement direction in the direction of the vehicle body) should be able to be completed at a higher speed than the other movement (e.g. the extension movement direction). Ultimately, it depends on what you want the vehicle flap to control whether linear cylinders, differential cylinders, synchronous cylinders or other types of cylinders with double-acting pistons are used.

It should be mentioned again that in one embodiment of a linear cylinder or a differential cylinder, a piston runs or moves. The piston can take different positions along a path, in particular a straight, elongate path. The position of the piston is determined by a relationship between two hydraulic chambers in the linear cylinder and in the differential cylinder. Both volume controls and pressure controls can be used as manipulated and control variables. The piston of a linear cylinder or a differential cylinder is located between two hydraulic chambers that can be filled with hydraulic fluid, particularly when it assumes a central position along its path of movement. The piston is thus clamped hydraulically. Both sides of the piston, the upper side and the lower side, represent the boundaries of hydraulic chambers. The hydraulic chambers can be filled with hydraulic medium in different ways, which adjusts the position of the piston within its movement path.

The movement of the piston is to be passed on to the vehicle flap. For this purpose, flap connectors are attached to the pistons, e.g. B. lifting rods or extension levers. The linear movement of the pistons can be converted or translated into the movement of the extensions of the vehicle flap by means of the flap connector.

In the course of tests, it has turned out to be particularly favorable if at least two pistons are present for the movement with the interposition of flap connectors. Mechanical supports and connections for the vehicle flap can be placed particularly favorably in the end regions of a vehicle flap. This also includes the flap connectors. In the case of a flat, elongated and narrow vehicle flap, as is provided for the control flaps of an aircraft or for spoilers, linear cylinders are positioned in the vicinity of extremities of the vehicle flap in a favorable embodiment, in other words on the left and right at the end of the vehicle flap.

A 4/4 valve is provided to change or precisely adjust the respective piston positions in the linear or differential cylinders. The 4/4 valve can be called a common valve. The 4/4 valve equally supplies a first cylinder and a second cylinder, e.g. B. a first linear cylinder, in particular synchronous cylinder, and a second linear cylinder, in particular synchronous cylinder, or a first differential cylinder and a second differential cylinder. In a further embodiment also a third and fourth linear cylinder, alternatively a third and fourth differential cylinder. It is particularly economical if the 4/4 valve is the jointly controlling valve for all these cylinders, which result in particular from a set of linear and/or differential cylinders, i.e. a main control valve for all linear cylinders or differential cylinders of the flap adjustment.

The valve is remote from the cylinders, which are mechanically coupled to the vehicle door via their door connectors as close as possible. Two hydraulic lines lead from the 4/4 valve towards the cylinders. One of the hydraulic lines, in particular a first hydraulic line, leads to all similar first chambers of the cylinders. A second hydraulic line leads to all second chambers of the cylinders. Each cylinder has at least two ports. The first hydraulic line leads to one connection. The second hydraulic line leads to the second connection. At least in sections there is only a single hydraulic line per downstream chamber connection of the cylinder. Leading to the hydraulic chambers, this uniform, common hydraulic line can be fanned out or spread out at the end into the number of hydraulic chambers to be controlled.

If, in particular, the 4/4 valve is a proportional control valve, the pressure and/or volume ratios in the hydraulic chambers of the cylinders can be continuously adjusted. All similar hydraulic chambers, e.g. B. The hydraulic chambers pushing out the flap connectors can be designated as A-chambers, leading to a same port on the grouping 4/4 valve.

The vehicle flap, which should be able to assume several different positions, includes cylinders in its control. The cylinders have pistons. The pistons are located between a first hydraulic chamber and a second hydraulic chamber, with the volume of a hydraulic chamber also being able to be reduced to almost 0 or actually 0 in individual positions, understandably. If the piston of a cylinder, such as a linear cylinder or a differential cylinder, moves in one direction, the volumes of the two hydraulic chambers that clamp the piston change. The piston is hydraulically clamped on two sides and can change its position.

In addition to the 4/4 control valve, there is at least one further component between the 4/4 valve and the consumers, the linear and/or differential cylinders, the valve-like works, namely a blocking controller. The locking controller reacts to pressure conditions. In a first situation, the blocking regulator blocks the return flow of the hydraulic medium from one of the hydraulic chambers. If a pressure difference between a primary side of the locking regulator and a secondary side of the locking regulator exceeds a minimum pressure difference, the locking regulator opens so that the hydraulic medium can flow out of the chamber. If the pressure differences are not sufficient, the lockout regulator remains in its locked position. The piston, which has found its position due to the pressure in the hydraulic chamber, changes its position only minimally if other force conditions should act on the vehicle flap.

In addition, the overpressure in one of the hydraulic lines is taken into account. An overpressure in a hydraulic line that is not the hydraulic line in which the locking regulator can perform its function for the hydraulic medium is taken into account. In other words, if the locking regulator is in the first hydraulic line and selectively lets hydraulic medium through or blocks it, an overpressure in a second hydraulic line is monitored with the aid of an actuation line on the locking regulator.

Non-return valves, which can be pilot-controlled, are suitable as blocking regulators, with a pressure in a further hydraulic line being taken up as the pilot-control means.

The locking regulator prevents the hydraulic medium from flowing out or out of the chamber of the cylinder assigned to it, in particular the linear cylinder or differential cylinder, or the chambers of the cylinders, which are of the same type. Only when a minimum pressure threshold is exceeded does the lock-up regulator allow further hydraulic medium either into the hydraulic chambers or out of the hydraulic chambers again. In one embodiment, the hydraulic medium can only flow out of the cylinder chambers in the same direction if the pressure in another hydraulic line is exceeded to such an extent that the pressure in the other hydraulic line is higher than in the hydraulic line influenced by the locking regulator ( possibly even after a time delay Δt).

Thanks to the hydraulic synchronization of the hydraulic chambers of the same type in the cylinders, all linear cylinders and differential cylinders behave almost identically to one another. If undesired situations occur, e.g. B. a collapse of the hydraulic fluid supply, z. B. due to a pump error, which usually rarely occur, thanks to the at least one locking controller, the previously controlled position or position of the vehicle flap is recorded.

A vehicle flap falling back in an uncontrolled manner into its initial position, in particular into its retracted position, is thus prevented in many possible fault scenarios, which can be understood as a contribution to increasing safety when driving and steering the vehicle.

Advantageous refinements and developments are presented below, which, viewed individually, both individually and in combination, can also reveal inventive aspects.

If the hydraulic circuit is realized with the aid of blocking regulators, as discussed above, it is basically possible to use only one hydraulic line from a plurality of hydraulic lines leading to a cylinder, e.g. B. in the respective first hydraulic line, only such a locking controller, z. B. in the form of a check valve as a locking controller to be provided. In such an embodiment, a blocking regulator should be arranged per cylinder at least in one line leading to the cylinder. There is therefore a first and a second hydraulic line for a cylinder clamped on two sides. In one embodiment, of these two hydraulic lines, only the first hydraulic line in each case has a blocking regulator. In an alternative embodiment, only the second hydraulic line in each case has a blocking regulator. Where a check valve is used, z. B. advantageously spring-loaded check valves are used in one embodiment. If the number of valves is reduced, this increases the integrated safety in the hydraulic circuit.

In a control concept that is an alternative to the idea of a circuit concept with a locking regulator arranged in only one of two hydraulic lines, it is also conceivable that a check valve is arranged in each of the hydraulic lines, which all lead to the cylinder of the flap adjustment. That is, there is one blocking regulator for each line that leads to one of the chambers of a cylinder. The number of non-return valves corresponds to the number of (central) hydraulic lines that may have been combined. With such a count of the number of hydraulic lines z. B. only the grouping hydraulic lines or their grouping sections are counted. In such a case, the number of grouping hydraulic lines corresponds to the number of locking regulators present, in particular the number of check valves. Each hydraulic line that leads either to a (hydraulic) chamber of the cylinders or away from a chamber of the cylinders is routed via a locking regulator. The working side of the 4/4 valve can also be referred to as the outflow side. The pressure supply side of the 4/4 valve or the tank outlet side can also be referred to as the inflow side of the 4/4 valve. Downstream is thus in relation to the consumer "cylinder" after the 4/4 valve. The inflow side is thus in relation to the consumer or consumers "cylinder" in front of the 4/4 valve. This allows each line to be blocked separately. It increases hydraulic safety.

The flyback controller has a preferred forward direction and a reverse direction. If hydraulic medium with a higher pressure is present on an inflow side, that is to say on the side of the blocking regulator which is farther from the cylinders, the blocking regulator opens into its open position. If there is hydraulic medium with a higher pressure on the working side, that is to say on the side of the locking controller closer to the cylinders, then the locking controller locks in a first operating state. The locking regulator opens when there is a pressure drop in the inflow direction. The blocking regulator blocks in a state with a pressure drop in the downstream direction. In response to excess pressure in one of those hydraulic lines that is directly assigned as a line to a hydraulic chamber, the locking controller, the check valve, goes into the locked position. Accordingly, the check valves are not only activated by the pressure conditions in the hydraulic line that has the check valve, i. H. the hydraulic line influencing the check valve alternately in a closed state and in an open state, but also by the pressure conditions in the hydraulic line in which the check valve is not arranged. The non-return valves are advantageously in an open position in response to the excess pressure in the other hydraulic line, which is therefore a different hydraulic line than the hydraulic line controlling them. Conversely, hydraulic fluid is prevented from flowing out of a chamber of the differential cylinder or the linear cylinder as long as there is no excess pressure in a hydraulic line that does not lead to this chamber. It can also be said that in an advantageous development, the non-return valves can switch through and block depending on a pressure in another hydraulic line, meaning a hydraulic line in which the non-return valve is not working as a blocking element. The check valve works in a first hydraulic line. The check valve changes its state depending on a pressure in a second hydraulic line. The check valve or the blocking regulator are provided as controlling elements for a first hydraulic line. A pressure in a second hydraulic line is detected by the check valve or the locking regulator. The non-return valve or the locking regulator works depending on a pressure in the second hydraulic line.

With two hydraulic lines, each with a check valve, the check valves are switched in a crossover manner, the pressure from one hydraulic line is taken into account for controlling the check valve in the other hydraulic line. If the circuit of the hydraulics for the flap adjustment more than two hydraulic lines to the Include cylinders, the check valve, which is integrated in a hydraulic line, can be controlled depending on the pilot pressure and / or the overpressure in one or more of the other hydraulic lines. The synchronization of the cylinders used for adjusting the flaps can be further improved and rapid control of the cylinders can be achieved by the non-return valves designed in this way as blocking regulators for supplying the hydraulic chambers with hydraulic medium.

In an advantageous development, the pressure in a second hydraulic line (compared to the first hydraulic line as the one in which the locking regulator works) is available as a pilot pressure for the locking regulator in the first hydraulic line. In a favorable hydraulic circuit that can be operated according to an advantageous hydraulic control process, the check valve for the flap adjustment, which is provided in a hydraulic line, in particular the first hydraulic line, is controlled as a function of a pilot pressure in another hydraulic line. If there is no pilot pressure in another hydraulic line, in particular the second hydraulic line, the check valve is in a blocked position as long as a pressure in front of the check valve, in particular in a line section between the 4/4 valve and the check valve, is lower than a pressure after the check valve , ie in particular in a line section to the hydraulic chamber, a line section adjoining the check valve and leading to the associated hydraulic chamber. Furthermore, if there are two hydraulic lines for each cylinder, the non-return valves can advantageously be controlled as a function of an overpressure in the respective other hydraulic line. The pressure in the counteracting chamber of the cylinder is taken into account in the switching behavior of the locking controller, i. In other words, hydraulic feedback ultimately takes place, which increases safety.

Ball seat valves are preferably used as check valves, which only open when a minimum pressure in the hydraulic line is exceeded. All hydraulic lines are advantageously equipped with a non-return valve, the non-return valves blocking the outflow of hydraulic medium from a hydraulic chamber of the linear cylinder or the differential cylinder assigned to the respective non-return valve in a control position. The check valves are preferably provided on the outflow side, ie after the 4/4 valve. However, it is also conceivable to use a check valve in front of the 4/4 valve, ie on the inflow side. Ball seat valves are extremely safe hydraulic components.

In an advantageous development, the blocking regulator does not react immediately to every pressure or pressure difference in a switching manner, but a minimum pressure is required. Only at a minimum pressure does the check valve react in an opening manner. The locking regulator only opens the hydraulic line when there is a minimum pressure difference.

The inherent behavior of a vehicle flap can also be taken into account when designing the hydraulic circuit. If the vehicle flap is designed in such a way that aerodynamic influences bring it into one of two or more positions, for example either an extended or a retracted position, the locking controllers can be designed in such a way that these existing forces and thus pressures are compensated for. In a particularly advantageous development, the vehicle flap can be designed in such a way that it tends towards an initial and/or resting position, in particular due to aerodynamic effects. The dead weight of the vehicle flap can also contribute to this. Due to its own weight, the vehicle device can be designed with the vehicle door so that the vehicle door z. B. strives in a retracted position. The effect of the aerodynamic effects can be such that the vehicle door is urged either in a first direction to a first position or in an opposite second direction to a second position. The hydraulic circuit can now at least one of the effects, weight effect and / or aerodynamic effect, in the control behavior, z. B. due to hysteresis (s) into account.

In a preferred embodiment of the flap adjustment according to the present invention, the hydraulics of the flap adjustment are supplied via a pressure line of a hydraulic transmission control of the motor vehicle. A favorable hydraulic transmission control is designed in such a way that it has a central pressure line—particularly when it does not require a boost pressure system. All control circuits can be connected to this central pressure line, which is the highest pressure reference point in the hydraulic circuit. The pressure line simply has to be continued up to the control valve for the flap adjustment. Each functional group, such as the flap adjustment, leads off the central pressure line like a branch line. The transmission control conventionally has a number of consumers, e.g. B. to control actuators, a transmission differential, clutches, hybrid clutches, etc. Another consumer in the form of a hydraulic unit for controlling the flap adjustment can be designed with regard to its temporal switching behavior so that it does not (noticeably) influence the rest of the transmission control. A complete, separate hydraulic circuit is therefore not required for adjusting the flaps, insofar as this also includes the pressure supply, since, for example, pumps and components for preparing a hydraulic medium are already present for the transmission control. Advantageously, this hydraulic unit of the flap adjustment can be supplied at a different time than the other consumers. Overall, this can result in an energy requirement for the controller of the transmission and the flap adjustment can be lowered.

Another contribution to the safety and functionality of the flap adjustment is the deliberate routing of the lines to the cylinders. After the 4/4 valve, collection or group lines or a centrally routed hydraulic line, which can also be referred to as a combined (central) hydraulic line, can initially be routed. These group lines, because they supply or dispose of several hydraulic chambers, i.e. cylinders in groups, are to be fanned out in front of the cylinders. If the locations for fanning out are selected in such a way that the line lengths between the line sections before and after fanning out are almost identical, i. H. are of the same length (e.g. deviate from one another by only 10 cm to 20 cm), the hydraulic behavior is the same, in particular if the cross-section of each of the lines and line sections is the same. The vehicle flap reacts in the same way on each of its cylinders. Uncontrolled effects affecting safety in flap adjustment are reduced.

As already mentioned, in a preferred embodiment of the flap adjustment according to the invention, the 4/4 valve is designed as a proportional directional valve. About a slider z. B. between a spring and a plunger z. B. is movable by an electromagnet, is slidably clamped, different working positions of the 4/4 valve can be set. According to the invention in a rest position of the 4/4 valve z. B. is determined by the fact that the valve is not switched against the force of the spring, a depressurization of the hydraulic circuits is ensured. A design not according to the invention provides for a position for decoupling to be represented as the first switching position of the valve instead of a pressureless switching position. When the pressure is switched off, the pressure in the lines is reduced until the pressure falls below a threshold value. A decoupling separates the inlet and outlet, that is, the line to and from the valve. The pressure in the working lines thus remains unchanged, apart from a natural leakage, when changing from a working position to the decoupling position. A valve with a decoupling position in the first switching position, the forceless control position of the valve, ensures that the currently prevailing status quo in the hydraulic unit is maintained. Next is a first working position for pressurizing similar hydraulic chambers, z. B. the B-chambers, the differential cylinder or the linear cylinder is defined in which the hydraulic medium can be conveyed into this chamber. A second working position of the 4/4 valve is to pressurize similar hydraulic chambers, z. B. the A-chambers, the differential cylinder or linear cylinder provided, wherein the pressurizable in the second working position hydraulic chambers, mirror-image arranged hydraulic chambers to the pressurized hydraulic chambers, ie the B-chambers, in the first working position. Between the first working position and the second working position, a complete blocking position can advantageously be found, in which the slide or piston in the 4/4 valve interrupts all ports of the 4/4 valve.

At least two hydraulic pumps are preferably provided to supply the hydraulic circuit for adjusting the vehicle flap. In this case, two hydraulic pumps of the transmission control can advantageously be used. A pressure for the hydraulic means of the flap adjustment is obtained from at least one of the at least two existing ones. In this way, sufficient pressure can be guaranteed even if one of the pumps is not in operation, e.g. B. because it fails or z. B. for reasons of energy saving. Both pumps can also be used or operated to supply the flap adjustment to cover the necessary high pressures or in sufficiently short times. Alternating operation of the two pumps is also possible. In one embodiment, one pump can be a mechanically driven pump, while the other pump is a pump that is equipped and driven by an electric motor.

A particularly advantageous control of the 4/4 valve consists in determining the respective slide or piston position of the 4/4 valve via a pulse duty factor. Depending on the quantity to be controlled and the desired maximum pressure in the flap adjustment, directly controlled and pilot valve controlled piston valves can be used as 4/4 valves.

A further advantage is that the adjustment for the vehicle flap can be easily regulated in this embodiment as a function of an output speed from the transmission, since the hydraulic transmission control already includes the hydraulic unit for the flap adjustment. In addition, it is also possible to link the hydraulic unit for flap adjustment to a hydraulic control system for vehicle dynamics components and vehicle brake components. A transmission control unit determines the switching states of the transmission components. The flap adjustment can also be integrated into the control program as part of the transmission control. The flap adjustment becomes a mathematical, programmatic or logical part of the transmission hydraulics.

At the same time, a non-return valve can assume the function of a flow regulator, whereby the non-return valve regulates the flow. Friction effects in the cylinders and different behavior of the pistons in the cylinders can be compensated. The non-return valves can advantageously be used as throttle points in the supply line into the hydraulic chambers.

Within the framework of the efficient production of a transmission hydraulic system according to the invention, the check valves can be designed as adjustable flow regulators. When the adjustment for the vehicle flap has been assembled, the flow cross section of the check valves, in particular the inlet and/or outlet line of the ball seat valves, can be adjusted using actuators such as adjusting screws. If it turns out during a first test of the functional safety and functionality that - in particular despite the numerous measures for the synchronization of the cylinders - a different movement behavior of the cylinders can be observed, the actuators, e.g. B. of adjustable orifices, a check valve can be set as a throttle in the hydraulic line.

Thanks to the additional control lines, the blocking controllers can be viewed as multifunctional elements. If there is a sufficient pressure difference between the inflow and outflow sides of the locking regulator, it opens. In the event of an opposing pressure or back pressure, the lockout regulator remains in the closed position. Except in the situation that there is sufficient pressure in another hydraulic line, the locking regulator does not switch between the two states independently, but only as a function of the pressure. With the help of the additional control line to the blocking controller, the controller has bistable positions or switching states. This will u. functional safety integrated into the hydraulic circuit. Thanks to the bistable positions of each blocking regulator equipped with a control line, the inflow and outflow can be set in a controlled manner.

In particular, it can be ensured that the vehicle flap remains in a desired position, in particular in an active position such as an extended position, even if there are defects in the hydraulic fluid supply, even if aerodynamic effects act on it or its own weight would cause it to lower.

The adjustment according to the invention for a vehicle flap and the method according to the invention can be used, for example, to adjust a vehicle flap in the form of a spoiler on a road vehicle. The adjustment is particularly advantageous in the case of high-performance vehicles, vehicles with 500 hp and more on the output side of the drive train belonging to the high-performance vehicle category. Spoilers of such vehicles can advantageously be designed as vehicle components whose position and/or location can be permanently changed and which ideally can be moved from one end position (retracted position) to the other end position (maximum extended end position) within less than one second, preferably less than 0.75 seconds. most preferably even less than 0.5 seconds. In other words, the triggered spoiler is constant adjustable. A corresponding device or the adjustment of the spoiler can therefore also be referred to as a spoiler adjustment.

Furthermore, the adjustment according to the invention for a vehicle flap and the method according to the invention can be used, for example, in aircraft construction for adjusting a flap that forms a movable component of an elevator or a vertical stabilizer of the aircraft. Tail flaps of this type are movably mounted on a hinge on the aircraft fuselage or the wings and should be able to be moved between two opposite end positions to control the aircraft. The flap adjustment can ensure a precise and quick setting of the flap.

In the field of boat building, for example, aerodynamically relevant components are used in the underwater area of a boat hull, which are retracted or extended depending on the speed of the boat and the wind direction and strength. Such components are often flap-shaped and can be adjusted exactly and individually with the adjustment for a vehicle flap and the associated method according to the invention. Furnishing elements such as sun covers or ventilation flaps are also arranged on the deck so that they can move around a joint on the deck structure. In modern sports boats, it is desirable for their position to be variable even when traveling at high speed, for which the flap adjustment according to the invention is ideally suited.

Character brief description

Figur 1

einen Hydraulikschaltplan einer Ausführung eines Fahrzeuggetriebes mit einer ersten Variante einer Hydraulik(schaltung) für eine erfindungsgemäße Klappenjustage,

Figur 2

die erste Variante einer Hydraulik(schaltung) für eine erfindungsgemäße Klappenjustage wie bei Figur 1,

Figur 3

eine zweite Variante einer Hydraulik(schaltung) für eine erfindungsgemäße Klappenjustage,

Figur 4

einen Hydraulikschaltplan einer weiteren Ausführung eines Fahrzeuggetriebes mit einer dritten Variante einer Hydraulik für eine erfindungsgemäße Klappenjustage,

Figur 5

die dritte Variante einer Hydraulik(schaltung) für eine erfindungsgemäße Klappenjustage wie bei Figur 4 und

Figur 6

einen Hydraulikschaltplan einer Ausführung eines Fahrzeuggetriebes mit einer Variante einer Hydraulik(schaltung) für eine nicht erfindungsgemäße Klappenjustage zeigt.

The present invention can be understood even better if reference is made to the accompanying figures, which present particularly advantageous configuration options by way of example, without restricting the present invention to these, wherein

figure 1

a hydraulic circuit diagram of an embodiment of a vehicle transmission with a first variant of a hydraulic (circuit) for a flap adjustment according to the invention,

figure 2

the first variant of a hydraulic (circuit) for a flap adjustment according to the invention as in figure 1 ,

figure 3

a second variant of a hydraulic (circuit) for a flap adjustment according to the invention,

figure 4

a hydraulic circuit diagram of a further embodiment of a vehicle transmission with a third variant of a hydraulic system for a flap adjustment according to the invention,

figure 5

the third variant of a hydraulic (circuit) for a flap adjustment according to the invention as in figure 4 and

figure 6

shows a hydraulic circuit diagram of an embodiment of a vehicle transmission with a variant of a hydraulic (circuit) for a flap adjustment not according to the invention.

character description

In the figures, the invention is presented as an example using an adjustment for a vehicle flap in use with a hydraulic system of a transmission for a land motor vehicle. However, it is expressly pointed out that the flap adjustment according to the invention can also be operated with hydraulic devices from other vehicles.

Based on figure 1 general aspects of a hydraulic control system 100 for a vehicle transmission are to be described, which includes a variant of a hydraulic system for a flap adjustment 1 according to the invention (similarly a flap adjustment 1 ′ according to figure 3 ). The vehicle flap of a motor vehicle, which is to be actuated with the flap adjustment, can in particular be a spoiler of the motor vehicle.

It is in figure 1 a hydraulic controller 100 for an exemplary transmission of the motor vehicle (not shown graphically) with a double clutch unit, a differential unit and a hybrid clutch unit; however, it is clear to a person skilled in the art that a hydraulic system for flap adjustment 1, 1' or 400 according to the invention is also useful for other types of motor vehicle transmissions, e.g. B. in automatic transmissions. As previously mentioned, it is also clear that the flap adjustment 1, 1' or 400 according to the invention can also be used with a hydraulic device of transmissions of other vehicles, e.g. B. aircraft or watercraft can be operated.

The hydraulic control 100 has individual strands 110, 120, 130, 140, 150, ¹⁵⁰ and 170, which each assume a specific task for controlling the vehicle transmission. In the exemplary transmission, the strands 110 and 120 are each provided for an actuator through the z. B. synchronizations of a planetary gear or a spur gear can be moved. Each of the strands 110 and 120 has at least one double-chamber cylinder 111 or more than one double-chamber cylinder, such as two double-chamber cylinders 121, 121'. Each of the double-chamber cylinders 111, 121, 121' is assigned control or switching valves 112, 122, 122' such as 3/4 proportional control valves, which serve to control the actuators by changing their (respective) piston position. Of the Cylinder 111 can be supplied with hydraulic medium via a branching supply line 113 and cylinders 121, 121' via a branching supply line 123, according to a position of the valves 112, 122, 122'. A control valve 115, 125 is provided in each of the supply lines 113 and 123 to form a cut-off level.

Line 130 is provided for the hydraulic actuation of a hybrid clutch and line 140 is provided for the actuation of the two clutches of a double clutch. The strand 170 is used to control a driving comfort-enhancing device such. B. an all-wheel drive.

The line 130 for the hybrid clutch is used to control a clutch cylinder 131 and includes a control valve 132 in its supply line 133. B. a dog clutch, the one drive motor from the other drive motor (each not shown graphically) can be separated. The proportional control valve 132 shown is particularly advantageous for friction clutches as separating clutches or hybrid clutches.

In line 170, control valve 132' controls the position of the actuator.

Line 140 branches off into a first sub-line for controlling a first clutch cylinder 141 and a second sub-line for controlling a second clutch cylinder 141'. Each of the sub-lines includes a control valve 142, 142' with pressure regulation, an intermediate reservoir 144, 144' and a pressure sensor ¹⁴⁵ , ¹⁴⁵ ' . Like the other control valves 112, 112', the control valve 142, 142' is also a proportional control valve. The intermediate stores 144, 144' can be used to suppress vibrations if one of the clutch cylinders is in use or is carrying out a synchronization process. A bypass 146 , 146 ′ is provided around each of the control valves 142 , 142 ′, each with a check valve, which allow hydraulic medium to be returned to a supply line 143 to the line 140 . The feed line 143 includes a switching valve 147 common to both sub-lines.

The line 150 is provided for the hydraulic actuation of the differential unit and in turn comprises a clutch cylinder 151, a control valve 152 with pressure regulation, an intermediate store 154 and a pressure sensor 155. The clutch cylinder 151 is supplied via a supply line 153 depending on the position of the control valve 152.

The hydraulic control 100 has a pressure supply line 160 which is supplied by a processing unit 200 for processing hydraulic medium. The supply lines 113, 123, 133, 143, 153 and 153 ^I branch off from the pressure supply line 160. However, the lines 110, 120, 130, 140, 150, 150' can be shut off from the pressure supply line 160 with the aid of the valves 115, 125, 132, 147 and 152. The pressure supply line 160 is the central pressure supply line, from the pressure level of which all consumers, possibly with reduced pressure, are supplied.

The conditioning unit 200 delivers a hydraulic fluid from a hydraulic fluid sump 201 and is used to provide the hydraulic fluid for the hydraulic control 100. The conditioning unit 200 is designed as a double pump system with a first pump 210 and a second pump 212. The hydraulic medium is pumped out of the sump 201 via pump lines 220 and 222 . The pressure supply line 160 is connected to the output side of the pumps 210, 212, a control valve 230 and 232 for controlling the hydraulic medium supply to the pressure supply line 160 being provided downstream of the pumps 210, 212 in each case. The processing unit 200 is there to provide cooled hydraulic medium and at the same time to ensure sufficient pressure in the pressure supply line 160 .

A supply line 240 branches off pressure supply line 160 in the sense of a branch line, which can be fed directly from pump 210 following valve 230 and/or from pump 212 via a connecting section 224, which is connected to valve 232. The pressure supply line 160 of the hydraulic control 100 feeds a hydraulic control unit 1 via the feed line 240, as is the basis for a first variant of a hydraulic system for a flap adjustment according to the invention. The control unit 1 for flap adjustment is therefore part of the hydraulic control 100 of the vehicle transmission. The flap adjustment can therefore advantageously be regulated as a function of an output speed of the transmission.

The control unit 1 of the first variant of the flap adjustment is using figure 2 explained in more detail. The flap adjustment comprises two cylinders, a first cylinder 10 and a second cylinder 20, each with a piston 11, 21, which are driven hydraulically by the control unit 1. The cylinders 10 and 20 act as linear cylinders or differential cylinders. Flap connectors are attached to the pistons 11, 21 (not shown), which in turn are attached to a vehicle flap (not shown), such as a spoiler in the example of a motor vehicle described here, so that the vehicle flap can be closed by means of the hydraulically driven pistons 11, 21 can be adjusted. The vehicle flap provides additional represents a mechanical coupling of the cylinders. The pistons 11, 21 divide the cylinders 10, 20 by means of stamps into a first hydraulic chamber 12, 22 and a second hydraulic chamber 13, 23. The first hydraulic chambers 12, 22 and the second hydraulic chambers 13, 23 are arranged in their cylinders 10, 20 as a mirror image of the stamps on the pistons 11 and 21. The pistons 11, 21 are clamped hydraulically on both sides between the hydraulic chambers 12, 22 and 13, 23 and act in both directions, so that the vehicle flap can be raised and lowered via flap connectors. Here, the first hydraulic chambers 12, 22 can be referred to as A-chambers, which extend the vehicle door, and the second hydraulic chambers 13, 23 can be referred to as B-chambers, which retract the vehicle door.

The hydraulic chambers 12, 13 and 22, 23 are supplied with hydraulic medium from the treatment unit 200 via a first hydraulic line 30 and a second hydraulic line 40. The cylinders 10 and 20 are connected in parallel by the hydraulic lines 30 and 40 . The first hydraulic line 30 for the first hydraulic chamber 12 of the first cylinder 10 and the first hydraulic chamber 22 of the cylinder 20 is routed together and can supply the first hydraulic chambers 12, 22 together. Likewise, the second hydraulic line 40 for the second hydraulic chamber 13 of the first cylinder 10 and the second hydraulic chamber 23 of the second cylinder 20 is routed together and can supply the second hydraulic chambers 13, 23 together. For this purpose, the commonly routed hydraulic lines 30 and 40 preferably fan out into line sections 31 and 32 or 41 and 42, which each lead to one of the first hydraulic chambers 12, 22 or to one of the second hydraulic chambers 13, 23. In the variant shown, line section 31 leads to the first hydraulic chamber 12 of the first cylinder 10, line section 32 to the first hydraulic chamber 22 of the second cylinder 20, line section 41 to the second hydraulic chamber 13 of the first cylinder 10 and line section 42 to the first hydraulic chamber 23 of the second Cylinder 20. Advantageously, the line sections 31 and 32 for the first hydraulic chambers 12, 22 and the line sections 41 and 42 for the second hydraulic chambers 13, 23 should show the same hydraulic behavior. This can e.g. B. be achieved by the same lengths of line sections and the same cross-section of the lines, whereby hydraulic effects, such as hydraulic friction, are at least approximately the same in both sections due to the same friction path. An orifice can also be used in the cylinders 10, 20 or on a check valve 70, 75 so that the friction in the cylinders 10, 20 is of secondary importance compared to the orifice.

The first hydraulic line 30 and the second hydraulic line 40 are connected to an output side of a 4/4 valve 50, which in this example is a four-port proportional valve is trained. On the input side, the 4/4 valve 50 is connected to the feed line 240 of the hydraulic control 100 or the pressure supply line 160 (see figure 1 ) connected. The 4/4 valve 50 supplies both the first cylinder 10 and the second cylinder 20 and thus forms a common main control valve for both cylinders 10, 20. The variant of the flap adjustment shown includes two cylinders 10, 20. However, it is fundamentally conceivable that other cylinders are used to adjust the vehicle flap, which can then also be supplied by the main control valve in the form of the 4/4 valve 50. The first hydraulic chambers 12, 22 and the second hydraulic chambers 13, 23 can be filled differently with hydraulic medium, with which the position of the pistons 11, 21 in the cylinders 10, 20 changes and the vehicle flap is adjusted between an initial or rest position and various extended positions .

To adjust the vehicle flap, the 4/4 valve 50 can assume four different working positions. In an unpressurized position 51, both hydraulic lines 30 and 40 are shut off from the supply line 240 and connected to a sump 60, so that the hydraulic control unit 1 is depressurized at least in the first hydraulic line 30 and the second hydraulic line 40 up to the check valves 70, 75. The first and the second hydraulic line 30 and 40 merge within the valve and open into the port to the sump 60. In a first working position 52, the second hydraulic line 40 is connected to the supply line 240 for joint filling of the second hydraulic chambers 13, 23 and the first Hydraulic line 30 is connected to the sump 60 for draining hydraulic medium from the first hydraulic chambers 12, 22. In a locked position 53, both hydraulic lines 30 and 40 are separated from the supply line 240 and also from the sump 60. All four ports of the 4/4 valve 50 are closed. In a second working position 54, the first hydraulic line 30 is connected to the supply line 240 for filling the first hydraulic chambers 12, 22 together, and the second hydraulic line 40 is connected to the sump 60 for discharging from the second hydraulic chambers 13, 23. As described above, the first hydraulic chambers 12, 22, which can be pressurized in the second working position 54, are arranged in a mirror-inverted manner in relation to the second hydraulic chambers 13, 23, which can be pressurized in the first working position 52. Furthermore, the blocking position 53 is provided between the first working position 52 and the second working position 54, such as figure 2 can be seen.

The 4/4 valve 50 is preferably designed like a cartridge or sleeve with a slide and can be switched along its longitudinal direction between the different working positions by moving the slide or the piston. Furthermore, the 4/4 valve 50 is advantageously spring-loaded by a spring 55 and is activated by means of an electromagnet 56 a pilot valve 80 is shifted or switched between the working positions 51, 52, 53, 54 against the force of the spring 55. in the in figure 2 shown variant, the spring 55 is relaxed as much as possible in the first working position and the 4/4 valve 50 is in a rest position. Therefore, the hydraulic control unit 1 is switched to the rest position of the 4/4 valve 50 without pressure.

The hydraulic variant for a flap adjustment according to the invention, as in figure 2 shown, has a check valve 70 in the first hydraulic line 30 and a check valve 75 in the second hydraulic line 40 . The non-return valves 70 and 75 are advantageously designed as spring-loaded non-return valves and are pre-tensioned in the opposite direction to the pressurization of the hydraulic chambers, so that an outflow of the hydraulic medium from the hydraulic chambers 12, 13, 22, 23 is blocked in a control position of the non-return valves 70, 75. The check valves 70, 75 thus act as blocking regulators. The first check valve 70 is controlled by a pressure difference in the first hydraulic line 30, so the hydraulic line 30 can be referred to as a controlling hydraulic line. The same applies to the second check valve 75 and the second hydraulic line 40. The check valves 70 and 75 are each arranged on the outflow side after the 4/4 valve 50 in the hydraulic lines 30 and 40.

In another hydraulic variant with a control unit 1' for a flap adjustment according to the invention, as in figure 3 shown, only the first hydraulic line 30 has a first check valve 70 and no check valve is provided in the second hydraulic line 40 .

For the sake of simplicity, an advantageous process for controlling the adjustment for the vehicle flap according to the invention, including a non-return valve such as the first non-return valve 70 as a blocking controller, is first shown on the basis of the hydraulic variant figure 3 explained. In the variant of figure 3 the second hydraulic line 40 serves to pressurize the cylinders 10 and 20, in particular the hydraulic chambers 13 and 23. When the pressure in the second hydraulic chambers 13 and 23 increases, the pistons 11 and 21 are displaced within the cylinders 10 and 20, so that also in the first Hydraulic chambers 12 and 22 and consequently in the section of the first hydraulic line 30, which lies between the cylinders 10, 20 and the check valve 70, there is an increase in pressure. The check valve 70 initially remains in the control position and blocks the outflow of the hydraulic medium. The check valve 70 of the first hydraulic line 30 is advantageously pilot-controlled and has a control 72 for this purpose, which controls the check valve 70 as a function of the pressure conditions in the second hydraulic line 40 controls. In addition, a pressure sensor which emits a signal can be provided in the second hydraulic line 40 . How from the figure 3 can be seen, the check valve 70 is controlled hydraulically via the control 72 . That is, although the check valve 70 is controlled by the controlling hydraulic line 30 in which it is arranged, the check valve 70 can also be controlled by the control 72 as a function of a pressure in the second hydraulic line 40, which has no direct controlling effect the non-return valve has to be controlled. In an alternative embodiment, the control can also be implemented via a signal from the pressure sensor. In the advantageous control process, the check valve 70 is brought into an open position as a reaction to an overpressure in the second hydraulic line 40 by means of the actuation 72 . As a result, the first hydraulic chambers 12, 22 can be relieved and the position of the pistons 11, 21 in the cylinders 10, 20 can be influenced. Due to the jointly routed hydraulic lines, the pistons 11, 21 and thus also the flap connectors are actuated symmetrically and evenly. If, however, in the second hydraulic line 40, without the check valve 70, there is no pilot pressure for acting on the cylinders 10, 20 via the hydraulic chambers 13, 23, the check valve 70 remains in a blocked position as long as a pressure in the first hydraulic line 30 is between 4/ 4 valve 50 and check valve 70 is lower than a pressure between the check valve 70 and the cylinders 10, 20, or a pressure in the first hydraulic chambers 12, 22. The control 72 is not necessary for this.

With the hydraulic variant off figure 2 with the control unit 1 and two check valves 70, 75, the control process can be analogous to the variant figure 3 expire. In addition, however, a further control 74 is provided, which acts in a complementary manner to the control 72 between the first hydraulic line 30 and the check valve 75 . For the check valve 75, the second hydraulic line 40 is the controlling line. To supplement this control, the control 74 switches the check valve 75 depending on an overpressure in the first hydraulic line 30. The check valve 75 also remains in a blocked position as long as there is pressure in the second hydraulic line 40 between the 4/4 valve 50 and the check valve 75 is lower than a pressure between the check valve 75 and the cylinders 10, 20 or a pressure in the second hydraulic chambers 13, 23. At least one of the check valves 70 and 75 is preferably designed as a ball seat valve for this purpose, which only opens when a minimum pressure is exceeded .

The hydraulic unit 1 according to the variant of figure 2 and the hydraulic unit 1 'according to the variant of figure 3 further include a pilot valve 80 for hydraulic control of the piston. The pilot valve 80 is activated via the electromagnet 56 . The pilot valve 80 serves to reinforce the control of the 4/4 valve 50. The pilot valve 80 is connected to the supply line 240 and in parallel with the 4/4 valve 50 via a line 81 with a filter. The electromagnet 56 can set the working position of the slide, ie the 4/4 valve 50, via the pilot valve 80. The slide position is determined by a pulse duty factor between a working voltage and a blocking voltage, ie the 4/4 valve 50 is set in a proportional manner via the pulse duty ratio of the voltage. The pilot valve 80 is spring-biased by a spring 82 and includes a blocking position 83 with return flow into a sump 84 and an open position 85.

Incidentally, the description figure 2 also on the figure 3 e.g. B. with respect to the four hydraulic line sections 31, 32, 41, 42 are transmitted. If the pilot valve 80 is not working or is in a blocking position 83, the spring 55 of the valve 50 presses the piston into its blocking position 51.

figure 4 FIG. 3 illustrates another hydraulic control 300 for a transmission of a motor vehicle, which comprises a further variant of a hydraulic for an adjustment for a vehicle flap according to the invention. The hydraulic control 300 is for an exemplary transmission with a triple clutch unit (or a unit that can be controlled by three different clutches) and with an actuator unit with three actuators 320, 320 ', 320 ". The hydraulic control 300 also includes a Processing unit 200' for hydraulic fluid. The processing unit 200' supplies a pump (not shown) which can suck hydraulic fluid from a sump 201' when connected to a hydraulic plug-in connection 203. The pump supplies a pressure supply line 360. A first line is connected to the pressure supply line 360 310, which is divided into three equal partial strands 320, 320', 320''. Each sub-section 320, 320', 320" includes a double-chamber cylinder 321, which is preceded by a control valve 322. The section 310 has a control valve 315 in a supply line 312 before it is divided into the sub-sections 320, 320', 320". Furthermore, a second line 330 is connected to the pressure supply line 360, which splits into three equal sub-lines 340, 340', 340''. Each sub-line 340 is analogous to the clutch lines 140 figure 1 constructed and includes a clutch cylinder 341, a control valve 342 with pressure control, an intermediate store 344 and a pressure sensor 345. A control valve 335 (in the sense of a cut-off valve) is provided in a supply line 332 before the separation into the strands 340.

A feed line 240′ is connected to the pressure supply line 360 and supplies a hydraulic control unit 400, as is the basis of a further variant of a hydraulic system for a flap adjustment according to the invention. The control unit 400 is in figure 5 in detail illustrated.

Identical or functionally similar components and components such as valves of the control unit 400 and the control unit 1, as described above, are also in figure 5 marked with the same reference numbers. This applies in particular to the 4/4 valve 50', the hydraulic lines 30 and 40 with the check valves 70 and 75 and the cylinders 10 and 20. Instead of actuating the 4/4 valve 50 by means of a pilot valve 80, the hydraulic variant uses the control unit 400 a directly controlled electric 4/4 valve 50 'provided. The 4/4 valve 50' has a directly electrically adjustable magnet 90 which works against the force of the spring 55 and sets the working positions 51, 52, 53 and 54 of the 4/4 valve 50'.

figure 6 shows an example of a hydraulic control unit 500 not according to the invention. The control unit 500 is part of a transmission hydraulic control 100 ^I . The transmission hydraulic control 100 ^I is similar to the transmission hydraulic control 100 in numerous hydraulic sections or areas. The transmission hydraulic controls 100, 100 ^I can implement identical functions. The explanations for the transmission hydraulic control 100 can thus also be understood and seen as an explanation for the transmission hydraulic control 100 ^I , unless differences are evident from the circuit diagram.

The transmission hydraulic control 100 ^I can be implemented particularly advantageously as a control housing with integrated oil or hydraulic channels. The transmission hydraulic control 100 ^I has two pumps 510, 512. The pump 510 is a pump driven by an internal combustion engine. The pump 512 is an electric motor driven pump. It is particularly advantageous to provide two pumps, so that one pump 510 or the other pump 512 can be operated, depending on the operating driving mode of the vehicle in which transmission hydraulic control 100 ^I is installed. If necessary, when particularly large amounts of oil are required, both pumps 510, 512 can be operated to z. B. to be able to refill the oil distribution line within times like 10 ms. The pumps 510, 512 refer to the hydraulic oil from an oil collection basin 501 (sump or reservoir). Further oil collection tanks 501 ^I , 501 ^II are available as drains to individual valves with a T(tank) connection. The oil in the oil collection basin 501 is first filtered by the filter 650 before it enters the individual or respective pump 510 or 512 .

figure 6 shows a central filter 650. In figure 1 it is shown that instead of the central filter 650, individual filters can also be connected in front of each pressure supply element, the pumps 210, 212. An execution after figure 6 is more compact. An execution after figure 1 also ensures an oil supply in cases where one of the filters, e.g. B. due to particles in the oil should be clogged.

The transmission hydraulic control 100 ^I after figure 6 is realized in parts by a control plate 78. Only the consumers, such as the hydraulic cylinders 641, ⁶⁴¹¹ , are arranged with their supply lines outside the control plate 78. The transmission hydraulic control 100 ^I thus includes the housing for the hydraulics. Consumers such as the hydraulic cylinders 640, 640 ^I are connected to the housing of the transmission hydraulic control system 100 ^I (e.g. via connectors 76 ^IV or other transfer points such as small tubes). The connectors 76 ^IV are implemented as socket-plug systems. The socket is built into the control plate 78. The plug connectors 76 ^IV can be designed as chokes over the cross section of the plug connectors 76 ^IV .

The control plate 78 or the transmission hydraulic control 100 ^I has individual strands 610, 620, 630, 640, 640 ^I , which each open into consumers such as the hydraulic cylinders 641, 641 ^I. A first assembly 610 in a separate hydraulic line is used to control the shifting elements of a sub-transmission. A second subassembly 620, also in a separate train, is used to control the claw shifting elements of a second sub-transmission. A third subassembly 630 is a subassembly for clutch control such as a separating clutch of an electric motor that can be selectively engaged. A fourth assembly 640 serves as a control path for coupling and uncoupling a clutch of a double clutch. Another fourth assembly 640 ^I , which is constructed identically to the fourth assembly 640, serves as an actuator for the decoupling or coupling of a sub-transmission of a dual-clutch transmission via a clutch.

To the outside, the control panel 78 has numerous first transfer points, in particular connectors 76, 76 ^I , 76 ^II , 76 ^III , 76 ^IV and second transfer points, in particular connectors 77, 77 ^I , 77 ^II , 77 ^III , 77 ^IV . Some transfer points (plug connectors 76, 76 ^IV , 77, 77 ^IV ) are intended for the connection of actuators such as cylinders 10, 20 or hydraulic cylinders 641, 641 ^I. Some transfer points (plug connectors 76 ^II , 76 ^III , 77 ^II , 77 ^III ) serve as connection points between the pressure generators, the pumps 510 , 512 and the subsequent control unit, which is installed in the control panel 78 . Other transfer points (connectors 76 ^I , 77 ^I ) are deliberately designed outlets to the outside, e.g. B. to wash over it to be cooled assemblies of the vehicle with hydraulic fluid.

From the central oil supply line 540, which receives its supply from the pumps 510, 512, there is a branch which has a hydraulic unit 500 for controlling the cylinders 10, 20 is a vehicle door. The cylinders 10, 20 can be connected to the control panel 78 via the transfer points (plug connectors 76, 77). The hydraulic medium can be fed into and out of the chambers of the cylinders via the hydraulic lines 30, 40, which are routed via the transfer points 76, 77, depending on the position of the 4/4 valve 50. The 4/4 valve 50 is a spring-loaded valve thanks to the spring 55. The 4/4 valve 50 is a pilot-operated valve because of the pilot valve 80. The 4/4 valve 50 has four switch positions 52, 53, 53 ^I , 54 The 4/4 valve 50 includes two working positions 52, 54. The working positions 52, 54 supply the cylinders 10, 20 in a reciprocal or mirror-image manner, ie when changing from the first working position 52 to the second working position 54, the with previously pressurized chambers of the cylinders 10, 20 open towards the tank chambers. After a change from one working position 54 to the other working position 52, the relieved chambers of the cylinders 10, 20 become (pressurized) working chambers. The 4/4 valve 50 has two locking positions 53, 53 ^I. The pilot valve 80 is a hydraulic valve that can be actuated via an electromagnet 56 . The integrated spring 82 provides the pilot valve 80 with a preferred position. The preferred position of the pilot valve 80 is the first position 83, which is a drain position. In the discharge position, the hydraulic medium can reach the sump 84 from the control line to the 4/4 valve. In addition, there is a second position 85 in which the pilot valve 80 switches the hydraulic medium from the feed line 81 to the control side of the 4/4 valve. The hydraulic medium of the supply line 81 comes from the central supply line 540.

The connectors 76, 77 are throttling points in the hydraulic lines 30, 40. The connectors 76, 77 are designed as the narrowest points in the hydraulic lines 30, 40. Through these throttles in the hydraulic lines 30, 40, the hydraulic pressure gradient to the cylinders 10, 20 can be adjusted. The response behavior of the cylinders 10, 20 is determined using the throttles of the plug connectors 76, 77. Different mobility in the cylinders 10, 20 can be unified using the connectors 76, 77. A return flow via the connectors 76, 77 can be delayed by the throttling effect.

Will the figure 1 with the figure 6 compared, one skilled in the art will recognize that instead of implementing separate check valves such as check valves 70, 75 (see figure 2 ) an integration of the controlling hydraulic elements in the connectors 76, 77 is also possible. Depending on the requirement for the hydraulic behavior of the cylinders 10, 20 due to the pressure in the central pressure supply line 540, the plug connectors 76, 77 can be designed as throttles and/or as non-return locks such as non-return valves 70, 75.

In a particularly simply designed variant, the respective swamps, like the swamp 201 (see figure 1 ) for the overall hydraulics or the oil collection tanks 501, 501 ^I (see figure 6 ) and the sumps 60, 84 for the individual valve drains, combined into a single overall sump.

A control process such as that described above is particularly helpful in the case of a vehicle flap designed as a spoiler which, due to its attachment and/or position, exhibits an aerodynamic force effect in the direction of an initial or resting position of the vehicle flap on the vehicle. The aerodynamic force acting on the vehicle flap depends on the speed of the vehicle and thus on the output speed of the transmission driving the vehicle. The effects of the aerodynamic force on the pressure in the hydraulic chambers of the flap adjustment cylinders can be specifically influenced via the check valve 70 and possibly also the check valve 75 (see Fig figure 2 ) to keep the vehicle flap in a desired position in every driving situation. Furthermore, such a control process is advantageous for a vehicle flap that has a permanent tendency to lower its own weight in each of its extended positions. In any case, the controlled position or location of the vehicle flap can be retained by using a check valve or check valves, even if the hydraulic medium supply from the transmission hydraulic system fails or becomes faulty.

Reference List

1, 1', 400

Hydraulic control unit, in particular for flap adjustment

10

cylinder

11

Pistons

12

first hydraulic chamber

13

second hydraulic chamber

20

cylinder

21

Pistons

22

first hydraulic chamber

23

second hydraulic chamber

30

first hydraulic line

31

first line section

32

second line section

40

second hydraulic line

41

third line section

42

fourth line section

50, 50'

4/4 valve

51

depressurized position

52

first job

53, 53I

locked position

54

second job

55

Feather

56

electromagnet

60

swamp

70

check valve

72

control

74

control

75

check valve

76, 76I,

first transfer points, in particular connectors, z. B. with integrated

76II, 76III, 76IV

throttle

77, 77',

second transfer points, in particular connectors, e.g. B. with integrated

77II, 77III, 77IV

throttle

78

Control plate, especially border of the control plate

80

pilot valve

81

supply line

82

Feather

83

first position

84

swamp

85

second position

90

magnet

100, 100I

Transmission hydraulic control, abbreviated hydraulic control, e.g. B. in the form of a hydraulic control housing

110

first strand, in particular a first actuator, preferably a sleeve selector valve

111

double chamber cylinder

112

control valve

113

supply line

115

control valve

120

second strand, in particular a second actuator, in particular a sleeve selector valve

121, 121'

double chamber cylinder

122, 122'

control valve

123

supply line

125

control valve

130

third strand, in particular for controlling a hybrid clutch

131

clutch cylinder

132, 132'

control valve

133

supply line

140

fourth line, in particular for controlling the double clutch

141, 141'

clutch cylinder

142, 142'

control valve

143

supply line

144, 144'

cache

145, 145'

pressure sensor

146, 146'

detour

147

switching valve

150, 150I

fifth strand, in particular for controlling the differential unit or the differential gear

151

clutch cylinder

152

control valve

153, 153I

supply line

154

cache

155

pressure sensor

160

pressure supply line

170

sixth strand, in particular to increase ease of use

200, 200'

processing unit

201, 201'

hydraulic fluid sump

203

Push-in connector, hydraulic push-in connector

210

pump

212

pump

220

pump line

222

pump line

224

connection section

230

Valve

232

Valve

240, 240'

supply line

300

hydraulic control

310

first strand, in particular the actuator unit

312

supply line

315

control valve

320, 320', 320"

Sub-strand, in particular first, second, third and fourth sub-strand

321

double chamber cylinder

322

control valve

330

second strand, in particular the triple clutch or the triple clutch group

332

supply line

335

control valve

340, 340', 340"

Sub-strand, in particular the first, second and third sub-strand

341

clutch cylinder

342

control valve

344

Storage

345

pressure sensor

360

pressure supply line

500

Hydraulic unit, in particular for control

501, 501I, 501II

oil sump

510

first pump, in particular a pump driven by an internal combustion engine

512

second pump, in particular a pump driven by an electric motor

540

Oil distribution line, in particular central oil supply line

610

first module, especially in a separate line

620

second assembly group, especially in a separate line

630

third assembly group, especially in a separate line

640, 640I

fourth assembly, in particular hydraulically separable

641, 641I

hydraulic consumers, in particular hydraulic cylinders

650

Central filter or main filter

Claims (15)

1. Hydraulic unit (1, 1^I) for adjusting a vehicle flap of a land vehicle, a watercraft and/or an aircraft, comprising at least two linear cylinders or differential cylinders (10, 20) containing hydraulic chambers (12, 13, 22, 23),

   each cylinder having a piston (11, 21) with a flap connector, the piston being hydraulically constrained on both sides,

   wherein the linear cylinders or differential cylinders (10, 20) are connected via two, in particular a first and a second, hydraulic lines (30, 40) which are collectively routed for the linear cylinders or differential cylinders (10, 20),

   wherein preferably at least one shut-off valve (70, 75) which reacts to a minimum pressure is arranged in at least one hydraulic line (30, 40),

   characterized in that

   a shared 4/4 valve (50, 50^I) for actuating (72, 74) the parallel-connected linear cylinders or differential cylinders is arranged upstream of said cylinders,

   which valve is connected to the hydraulic lines (30, 40) collectively routed for the linear cylinders or differential cylinders (10, 20), and

   which valve, in one operating position, namely in a rest position (51), ensures depressurization of the connected hydraulic lines (30, 40).
2. Hydraulic unit (1, 1^I) according to claim 1,
   characterized in that
   a check valve (70, 75), in particular a spring-loaded check valve, is present in at least the first hydraulic line (30) leading to the differential cylinders or to the linear cylinders.
3. Hydraulic unit (1, 1^I) according to claim 2,
   characterized in that
   both hydraulic lines (30, 40) are equipped with a check valve (70, 75) on the downstream side after the 4/4 valve (50, 50^I), which check valve, in one control position, prevents a hydraulic medium from flowing out of an associated hydraulic chamber (12, 13, 22, 23) of the linear cylinder or differential cylinder.
4. Hydraulic unit (1, 1^I) according to claim 3,
   characterized in that
   the check valves (70, 75) are in an open position in reaction to an overpressure in one of the hydraulic lines (30, 40) other than the associated controlling hydraulic line (30, 40).
5. Hydraulic unit (1, 1^I) according to any one of claims 2 to 4,
   characterized in that
   in the absence of a pilot control pressure from one of the other hydraulic lines (30, 40), in particular the second hydraulic line (40), at least one of the check valves (70, 75) is in a closed position (53, 53^I) until a pressure upstream of the check valve (70, 75), in particular in a line portion (31, 32, 41, 42) between the 4/4 valve (50, 50^I) and the check valve (70, 75), is lower than a pressure downstream of the check valve (70, 75), in particular in comparison to a line portion (31, 32, 41, 42) leading to the associated hydraulic chamber (12, 13, 22, 23).
6. Hydraulic unit (1, 1^I) according to any one of the preceding claims 2 to 5,
   characterized in that
   at least one of the check valves (70, 75) is a ball seat valve, which opens only as a result of a minimum pressure being exceeded.
7. Hydraulic unit (1, 1^I) according to any one of the preceding claims, characterized in that
   the hydraulic system (1, 1^I) has, as a supply source, a pressure line (240, 240^I) which is designed to be connected to a pressure line of a hydraulic transmission controller.
8. Hydraulic unit (1, 1^I) according to any one of the preceding claims, characterized in that
   the collectively routed hydraulic lines are fanned out at the points at which, in relation to the hydraulic chambers (12, 13, 22, 23), line portions (31, 32, 41, 42) with the same hydraulic behaviour are brought together.
9. Hydraulic unit (1, 1^I) according to any one of the preceding claims, characterized in that
   the rest position (51) of the 4/4 valve (50, 50^I) is assumed as a result of a spring load on the piston (21).
10. Hydraulic unit (1, 1^I) according to any one of the preceding claims, characterized in that

    one of the positions of the 4/4 valve,

    which is preferably a proportional directional control valve,

    is a first operating position (52) for supplying pressure to identical hydraulic chambers (12, 13, 22, 23) of the differential cylinders or linear cylinders,

    another position of the 4/4 valve (50, 50^I) is a second operating position (54) for supplying pressure to identical hydraulic chambers of the differential cylinders or linear cylinders, wherein the hydraulic chambers (12, 13, 22, 23) that are to be supplied with pressure in the second operating position (54) are hydraulic chambers (12, 13, 22, 23) which are arranged as a mirror image in relation to the hydraulic chambers (12, 13, 22, 23) that are supplied with pressure in the first operating position (52), and

    between the first operating position (52) and the second operating position (54) there is a fully closed position (53, 53^I), in which a slide in the, preferably cartridge-like, 4/4 valve (50, 50^I) shuts off all ports of the 4/4 valve (50, 50^I).
11. Hydraulic unit (1, 1^I) according to any one of the preceding claims, characterized in that
    a pressure for the hydraulic system (1, 1^I) can be obtained from at least one hydraulic pump of two hydraulic pumps (210, 212) that are present.
12. Hydraulic unit (1, 1^I) according to any one of the preceding claims, characterized in that
    an electromagnet (56) is provided, which can set a slide position of the 4/4 valve (50, 50^I) either directly or indirectly via a pilot valve (80) by way of a duty cycle.
13. Device, comprising a hydraulic unit (1, 1^I) according to any one of the preceding claims and a vehicle flap,
    characterized in that
    the vehicle flap, which is connected to the flap connector, is a vehicle flap which, by virtue of its attachment and/or position, has an aerodynamic force effect in the direction of a starting position or rest position of the vehicle flap and/or a continual tendency to lower its dead weight in each of its outward movement positions
14. Vehicle transmission having a hydraulic transmission controller which comprises a hydraulic unit (1, 1^I) according to any one of claims 1 to 12,
    characterized in that
    the hydraulic unit (1, 1^I) is controllable as a function of an output speed from the vehicle transmission.
15. Method for controlling a vehicle flap of a land vehicle, a watercraft and/or an aircraft by means of a hydraulic unit (1, 1^I) according to any one of claims 1 to 12 or by means of a device according to claim 13 or by means of a vehicle transmission according to claim 14,

    wherein the position of the vehicle flap can be changed by means of differential cylinders or linear cylinders, in particular synchronized cylinders, having pistons (21) which are hydraulically constrained on both sides,

    characterized in that

    at least one shut-off valve (70, 75), which reacts to a minimum pressure, prevents a hydraulic medium from flowing out of a chamber of the differential cylinder or linear cylinder for as long as there is no overpressure in a hydraulic line (30, 40) not leading to the chamber (12, 13, 22, 23),

    wherein the hydraulic line (30, 40) is connected to a 4/4 proportional directional control valve (50, 50^I) which, in one operating position of the 4/4 proportional directional control valve (50, 50^I), namely in a rest position, ensures depressurization of connected hydraulic lines.

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