US20160257215A1 - Self-propelling work machine and method for braking such a work machine - Google Patents

Self-propelling work machine and method for braking such a work machine Download PDF

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Publication number
US20160257215A1
US20160257215A1 US15/025,508 US201415025508A US2016257215A1 US 20160257215 A1 US20160257215 A1 US 20160257215A1 US 201415025508 A US201415025508 A US 201415025508A US 2016257215 A1 US2016257215 A1 US 2016257215A1
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Prior art keywords
internal combustion
braking
combustion engine
work machine
power
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Abandoned
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US15/025,508
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English (en)
Inventor
Markus Merkle
Juergen Resch
Sebastien Nicolas Hoffmann
Burkhard Emanuel Richthammer
Bernd Sommer
Stefan Duelli
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.)
Liebherr Components Biberach GmbH
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Liebherr Components Biberach GmbH
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Assigned to LIEBHERR-COMPONENTS BIBERACH GMBH reassignment LIEBHERR-COMPONENTS BIBERACH GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DUELLI, STEFAN, MERKLE, MARKUS, RESCH, JUERGEN, SOMMER, BERND, HOFFMANN, SEBASTIEN NICOLAS, RICHTHAMMER, BURKHARD EMANUEL
Publication of US20160257215A1 publication Critical patent/US20160257215A1/en
Abandoned legal-status Critical Current

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    • Y10S903/00—Hybrid electric vehicles, HEVS
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking

Definitions

  • the present invention relates to a self-propelling work machine, preferably in the form of a tracked vehicle such as a bulldozer, having an electric drive comprising at least one electric motor, a generator drivable by an internal combustion engine for the supply of the electric drive with electrical energy, at least one auxiliary unit connected to the internal combustion engine as well as a braking apparatus for braking the work machine, wherein the named braking apparatus provides a regenerative braking by the electric drive and comprises a feedback apparatus for feeding back electrical motor braking power of the electric motor to the generator to apply the motor braking power on the internal combustion engine and on the auxiliary unit connected thereto.
  • the invention further relates to a method for braking such a work machine.
  • electric drives having at least one electric motor have been used in recent times to utilize the typical advantages of such electric drives with respect to hydrostatic drives such as their better efficiency and an easier maintenance. Considerably lower operating costs can also be achieved at the partly substantial powers due to the substantially better efficiency.
  • the electric drive can in this respect in particular be utilized as a traction drive by means of which at least one chain drive of the undercarriage is driven, but also for driving a main work unit such as the milling drum of a surface miner.
  • a generator can be provided for the energy supply of the electric drive, said generator being drivable by an internal combustion engine, for example in the form of a diesel engine, of a gasoline engine or of a gas engine, wherein not only the power generator, but also a hydraulic unit, in particular its pump, can be driven by the internal combustion engine to be able to hydraulically drive other adjustment actuators of hydraulic components.
  • an internal combustion engine for example in the form of a diesel engine, of a gasoline engine or of a gas engine
  • the adjustment and/or lifting device for the trenching shovel can, for example, be driven by means of such hydraulic actuators.
  • the dump body can be rocked up and down by means of a hydraulic actuator.
  • a bulldozer having such a drive concept comprising an electric drive is known, for example, from U.S. Pat. No. 7,950,481, with it being proposed here to arrange an electric motor centrally and to transfer its drive power to different elements to be driven via a differential. It is proposed in this respect to store excess electrical energy which is generated by the generator with an internal combustion engine not utilized to capacity in a battery in order to be able to transfer additional electrical energy in the sense of a boost function to the electric motor when the latter requires a particularly high power, which may the case, for example, on the starting up of the machine. If, conversely, the work machine is to be braked, mechanical brakes in the form of spring pre-loaded disk brakes which can be hydraulically ventilated are actuated.
  • brakes Depending on the size of the work machine and on its purpose, such brakes have to be dimensioned more or less large in order not to overload or overheat on intensive braking procedures over a longer time such as can be the case with bulldozers constantly moving backward and forward or with fully loaded dump trucks traveling downhill.
  • U.S. Pat. No. 8,395,335 B2 furthermore describes an electric drive system for off-road trucks in which the electrical drive energy is provided by an internal combustion engine which drives a generator.
  • electrical motor braking power provided by the electric motors is transferred to the generator to reduce the fuel consumption of the internal combustion engine.
  • Excess electrical motor braking power is furthermore transferred past the internal combustion engine to electrical auxiliary units to drive these electrical units electrically and is finally dissipatively reduced or “burnt”, i.e. converted into heat, via electrical braking resistors in the form of a so-called grid box.
  • the distribution of the electrical motor braking power requires a relatively complicated control system while taking account of the electrical energy usable at the auxiliary units.
  • the thermal load arising at the named grid box has to be taken into account.
  • An energy-efficient braking with sufficient decelerations should preferably be made possible using a braking apparatus which is of a simple design and is easy to control.
  • a control apparatus for the automatic increase and/or decrease of the power pick-up of the at least one auxiliary unit in dependence on the electrical motor braking power fed back to the internal combustion engine and/or on the operating state of the internal combustion engine acted on by fed back motor braking power.
  • the electrical motor braking power can in this respect be measured or determined directly by determining an electrical characteristic such as the voltage or current occurring in the feedback apparatus, for example via an inverter, or also indirectly via a characteristic accompanying the motor braking power such as a torque which the generator generates while being acted on by the fed back motor braking power.
  • the power pick-up of the auxiliary unit can, however, not only be controlled in dependence on the motor braking power itself, but also in dependence on the operating state of the internal combustion engine acted on by the fed back motor braking power and/or on the auxiliary unit connected thereto, for example in dependence on a speed of the internal combustion engine.
  • the regenerative motor braking power and thus also the total braking power can hereby be increased an controlled in a more variable manner and can the wear of an optionally additionally present mechanical brake be delayed, but above all an even more efficient operation of the work machine can also be achieved, for example in that a fan or a cooling apparatus is ramped up in a power respect beyond the degree required per se to cool corresponding units more than absolutely necessary so that then, with a subsequent ascent or also on a level path, the auxiliary unit can be switched off for longer or can be operated at a lower power than usual.
  • auxiliary unit such as a pump in a dissipative manner with a higher power pick-up in order to increase the regenerative motor braking power, for example by increasing the flow rate of the pump, for example by connecting a flow resistance.
  • a hydraulic pump which is not required for the travel operation and which either conveys in idle circulation during driving or is swiveled to a conveying quantity of zero can in particular be used as the auxiliary unit with whose assistance the retard capacity of the retard system comprising the internal combustion engine and the auxiliary unit can be variably controlled.
  • the power pick-up of the hydraulic pump conveying in idle circulation during driving can advantageously be increased in that a flow resistance is successively increased in circulation.
  • a pre-controllable pressure-relief valve can be used which is correspondingly controlled by the control apparatus when a higher retard performance and thus a higher flow resistance is required.
  • the power pick-up of the hydraulic pump can advantageously be increased in that the hydraulic pump is successively swiveled out in circulation against a preferably constant flow resistance, and indeed preferably against a fixedly set pressure relief valve.
  • Such a hydraulic pump not required in driving operation is, for example, the hydraulic pump for the pressure circuit with a bulldozer, by means of which pressure circuit the dozer blade can be adjusted.
  • a cooling apparatus for example a cooling fan, can be used as the auxiliary unit whose power pick-up is adjusted which can be ramped up with a higher required braking power and which can be ramped down with a lower required braking power.
  • the control apparatus can in particular increase the power pick-up of at least one such auxiliary unit before an optionally present mechanical brake is used and/or further motor braking power of the at least one electric motor is dissipatively reduced, i.e. burnt, for example via a braking resistor.
  • the control apparatus in this respect advantageously provides that the desired braking effect is primarily achieved by regenerative braking via the electric motor(s) and the electrical motor braking power generated in thus process is applied on the internal combustion engine and on the auxiliary units connected thereto until the retard capacity of the internal combustion engine and of the auxiliary unit(s) is essentially completely exhausted.
  • the braking energy or the electrical motor braking power provided by the at least one electric motor is advantageously primarily fed back to the internal combustion engine when coasting via the generator which converts the electrical motor braking power into mechanical drive power for the internal combustion engine and is used there for the drive of the secondary consumers such as fans, coolers or pumps connected to the internal combustion engine and for overcoming the drag resistances of the internal combustion engine.
  • a mechanical brake can automatically be connected or electrical energy can be transferred to the braking resistor to avoid or to reduce a further increase of the electrical motor braking power applied on the internal combustion engine.
  • connection of the braking resistor and/or of the mechanical brake can in this respect advantageously take place gently with—where required—successively increasing braking force so that the transition from a braking without a mechanical brake to a braking with a mechanical brake, and vice versa, takes place in the manner of a blending procedure in a gently transiting manner without a retard burst.
  • the braking force of the mechanical brake, but also the braking power which is applied on the at least one auxiliary unit can be gently varied and controlled, in particular regulated, while taking account of the braking power already applied on the internal combustion engine, in order to come as close as possible to a desired braking force predefinable by the driver.
  • the electrical braking resistor can in this respect advantageously only be used briefly for the reduction of braking power peaks, for example only for some seconds, to reduce voltage peaks occurring in the voltage circuit.
  • the system can advantageously work without the named braking resistor.
  • Braking advantageously only takes place using the mechanical brake when the motor braking power fed back to the internal combustion engine reaches the retard capacity of the internal combustion engine and of auxiliary units which may be connected thereto.
  • An increasing electrical motor braking power which is generated by the at least one electric motor can in particular first be applied on the internal combustion engine with an increasing desired or required braking power, for example by increasing actuation of a brake generator and/or by an increasing slope, with the fuel supply to the internal combustion engine being successively reduced until the internal combustion engine no longer consumes any fuel at a constant speed.
  • the internal combustion engine can advantageously be revved up beyond a constant engine speed desired per se until a maximum permitted or maximum desired engine speed of the internal combustion engine is reached, with the named revving up of the internal combustion engine advantageously taking place with a blocked fuel supply.
  • the control apparatus starts to ramp up the power pick-up of the at least one auxiliary unit to be able to place further motor braking power on the internal combustion engine and on the auxiliary unit connected thereto.
  • the ramping up of the power pick-up of the auxiliary unit in this respect advantageously takes place gently in the sense of a blending procedure to ensure a gentle increase in the braking power.
  • the magnitude of a desired braking force is taken into account, i.e. the power pick-up of the auxiliary unit is only ramped up so much that the provided retard power is not larger than the desired retard power.
  • the control apparatus therefore advantageously provides a plurality of braking stages which can be connected after one another to take up the desired or required braking power.
  • electric motor braking power is applied on the internal combustion engine without ramping up the power pick-up of the auxiliary unit or even connecting mechanical brakes to be able to operate the internal combustion engine energy efficiently with a fuel supply which is as reduced as much as possible.
  • the power pick-up of the auxiliary unit is only ramped up in a further stage on reaching a retard capacity of the internal combustion engine or on reaching the compatibility limit of the application of the electrical motor braking power.
  • the fuel supply is in this respect initially reduced in a first sub-stage with a substantially constant internal combustion engine speed for so long until the fuel supply is completely cut off. Once the fuel supply is cut off, a revving of the internal combustion engine is permitted in a second sub-stage.
  • control apparatus is configured in a further development of the invention such that the optionally present mechanical brakes remain unactuated or released for so long until the desired or required braking power can be applied on the internal combustion engine and on the auxiliary units connected thereto via electrical motor braking and feeding back of the motor braking power, in particular for so long until the fed back motor braking power does not exceed a predefined limit value and/or the internal combustion engine acted on by the fed back motor braking power and/or the auxiliary unit connected thereto does/do not leave a predefined operating state or operating state range, in particular does/do not exceed a predefined engine speed.
  • the control apparatus can in particular connect the mechanical brake in dependence on the engine speed of the internal combustion engine, and indeed in particular only when the speed of the internal combustion engine reaches a predefined maximum speed and the at least one auxiliary unit is operated to a pre-defined maximum power pick-up.
  • the named control apparatus can for this purpose be connected to speed detection means which provided the named speed of the internal combustion engine and to determination means for determining the operating state and/or the power pick-up of the at least one auxiliary unit.
  • the named control apparatus can furthermore comprise engine control means for reducing the fuel supply to the internal combustion engine which initially reduce the fuel supply at a constant speed of the internal combustion engine, in particular to reduce it to an increasing degree such that with an increasing application of electrical motor braking power on the internal combustion engine the fuel supply is successively driven to zero and in so doing the engine speed is kept constant and/or at least at a predefined minimal speed, for example the idling speed.
  • engine control means for reducing the fuel supply to the internal combustion engine which initially reduce the fuel supply at a constant speed of the internal combustion engine, in particular to reduce it to an increasing degree such that with an increasing application of electrical motor braking power on the internal combustion engine the fuel supply is successively driven to zero and in so doing the engine speed is kept constant and/or at least at a predefined minimal speed, for example the idling speed.
  • the named control apparatus can generally be realized in different manners, for example in the form of software which is executed by a central control computer or in the form of a plurality of software modules which are executed in separate calculation modules or generally in the form of one or more separate or interlinked control modules.
  • FIG. 1 a schematic side view of a self-propelling work machine which can be configured as a bulldozer in accordance with an advantageous embodiment of the invention and which comprises an electric drive as a traction drive which is supplied with current from a generator which can be driven by an internal combustion engine, for example in the form of a diesel engine;
  • FIG. 2 a schematic representation of the components of the drive system of the work machine of FIG. 1 and of a control apparatus comprising a retard regulation assistant which distributes the electrical motor braking power generated on the braking of the work machine to different modules of the drivetrain and controls them; and
  • FIG. 3 a flowchart for presenting the method steps executed on the braking of the work machine of the previous Figures.
  • the self-propelling work machine 1 can, for example, be configured as a bulldozer and can comprise a tracked chassis as the undercarriage 2 . It is understood that the work machine can also be configured in different forms, for example as a construction machine or as a mining machine having a wheel undercarriage, for example in the form of a dump truck or truck.
  • the drive systems of the work machine 1 comprise at least one electric drive 3 having at least one electric motor 4 which can serve as a traction drive and can drive the chain drive of the bulldozer of FIG. 1 or a wheel of the undercarriage.
  • a plurality of electric motors 4 can also be provided, for example as an individual wheel drive or for driving a plurality of axles.
  • the electric drive 3 is supplied with electric current from a generator 5 , with the named generator 5 being driven by an internal combustion engine 6 which can be formed, for example, as a diesel engine.
  • the work machine 1 can furthermore comprise at least one hydraulic unit 7 which can, for example, in the embodiment of the work machine 1 in the form of a bulldozer serve for adjusting the dozer blade 8 and can for this purpose comprise at least one hydraulic actuator 9 , for example in the form of a hydraulic cylinder, cf. FIG. 1 .
  • the hydraulic unit 7 can in this respect comprise a pressure source actuable by the named internal combustion engine 6 or in the form of a hydraulic pump to supply the operating hydraulics with hydraulic fluid and hydraulic pressure.
  • the work machine 1 can also comprise further auxiliary units such as a cooling apparatus or a cooling fan which is not shown separately in the drawing and which can likewise be connected to the internal combustion engine 6 .
  • auxiliary units such as a cooling apparatus or a cooling fan which is not shown separately in the drawing and which can likewise be connected to the internal combustion engine 6 .
  • a braking apparatus 10 for braking the work machine 1 can comprise mechanical brakes, not shown in any more detail, for braking the chain drive or the wheel drive and can be configured, for example, in the form of spring pre-loaded braking means which can be hydraulically ventilated.
  • the named braking apparatus 10 furthermore comprises the use of the at least one electric motor 4 as the generator in order first to provide the desired braking power by the electric drive 3 by way of regenerative braking.
  • the electrical motor braking power provided by the electric motors 4 in thus respect is controlled and distributed by a control apparatus 11 , with the named control apparatus 11 being able to comprise a feedback regulator or retard regulation assistant 12 .
  • power electronics 13 can be associated with the electric drive 3 or with each electric motor 4 , by means of which power electronics in motor operation, on the one hand, the power supplied to the electric motor 4 and, conversely, in retard operation, the returned motor braking power, can be controlled.
  • further power electronics 14 can also so-to-say be provided in a higher-ranking manner between the electric drive 3 and the generator 5 and can be connected to a braking resistor 15 in order optionally, where required, to be able also to reduce fed back motor braking power dissipatively at this braking resistor 15 .
  • the aforesaid retard regulation assistant 12 is connected to the named power electronics 14 to regulate the fed back motor braking power.
  • the named retard regulation assistant 12 is furthermore connected to the internal combustion engine 6 and to the hydraulic unit 7 in order to monitor their operating states by means of a suitable sensor system and conversely optionally also to influence their working parameters or operating parameters via control modules.
  • a monitoring sensor system 16 can in particular comprise a speed sensor for monitoring the speed of the internal combustion engine 6 and a pressure sensor for monitoring the hydraulic pressure in the hydraulic unit 7 .
  • the named retard regulation assistant 12 can have engine control means 17 for controlling the internal combustion engine 6 , in particular for reducing the fuel supply, and/or can have hydraulic control means 18 for controlling the hydraulic unit 7 , in particular for varying the power pick-up, for example via changing the flow rate and/or the conveying pressure of the pump of the hydraulic unit 7 , as previously explained.
  • the retard regulation assistant 12 can control or regulate the regenerative motor braking, as is illustrated in FIG. 3 .
  • the retard regulation assistant 12 first checks whether the internal combustion engine 6 is already running at its upper speed limit, cf. step 100 in FIG. 3 . If this is not the case, i.e. if the internal combustion engine 6 can still provide or pick-up retard power, the retard regulation assistant 12 controls the power electronics 14 to generate regenerative motor braking power of the electric motors 4 and to feed it back to the generator 5 , cf. steps 110 and 120 in FIG. 3 .
  • This feeding back of the motor braking power to the generator 5 results per se in an increase of the speed of the internal combustion engine 6 , which can initially advantageously be compensated or reduced or limited in that the fuel supply is reduced, which results in a particularly efficient operation of the work machine.
  • the fuel supply can in this respect advantageously be reduced by the retard regulation assistant such that initially no speed change of the internal combustion engine 6 occurs, with the reduction of the fuel supply being able to be increased step-wise or continuously until optionally no more fuel at all is supplied.
  • the feedback regulation works per se in a loop, c.f. the branch 140 in the flowchart of FIG. 3 . Said branch 140 is therefore taken when Pmot ⁇ Pret, i.e. the motor braking power is smaller than the retard power applied by the internal combustion engine.
  • the retard regulation assistant checks in step 150 whether further motor braking power can be applied in the hydraulic unit 7 , for example in that influence is taken on the conveying volume or on the conveying pressure or the pump is swiveled out further and/or a restriction resistance is increased. If the motor braking power corresponding to the desired braking force can be taken up via this, i.e. if the motor braking power does not exceed the retard power which can be provided by the internal combustion engine 6 and by the work hydraulics 7 , the regulation in turn takes the branch 140 .
  • the retard regulation assistant 12 controls the power electronics 14 which are connected to the braking resistor 15 to dissipatively reduce further motor braking power at the named braking resistor 15 , cf. steps 160 and 170 in FIG. 3 . If the named braking resistor 15 cannot take up the motor braking power which cannot be applied any more at the internal combustion engine 6 and at the hydraulic unit 7 , the regulation again returns via the step 140 since Pmot ⁇ Pret, cf. step 140 in FIG. 3 .
  • the retard regulation assistant 12 reduces the motor braking power by a corresponding control of the power electronics 14 , cf. step 180 in FIG. 3 .
  • the desired braking force of the machine operator can no longer be satisfied by regenerative braking by means of the electric drive 3 so that the work machine 1 per se would be braked more slowly or less powerfully than is desired by the machine operator.
  • a mechanical brake can be connected, which can advantageously take place gently with an increasingly rising braking force to come as close as possible to a desired braking force.
US15/025,508 2013-09-27 2014-09-09 Self-propelling work machine and method for braking such a work machine Abandoned US20160257215A1 (en)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE102013016126.6 2013-09-27
DE102013016126 2013-09-27
DE102013016915 2013-10-11
DE102013016915.1 2013-10-11
DE102013021607.9 2013-12-19
DE102013021607.9A DE102013021607A1 (de) 2013-09-27 2013-12-19 Selbstfahrende Arbeitsmaschine sowie Verfahren zum Abbremsen einer solchen Arbeitsmaschine
PCT/EP2014/002436 WO2015043714A1 (de) 2013-09-27 2014-09-09 Selbstfahrende arbeitsmaschine sowie verfahren zum abbremsen einer solchen arbeitsmaschine

Related Parent Applications (1)

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PCT/EP2014/002436 A-371-Of-International WO2015043714A1 (de) 2013-09-27 2014-09-09 Selbstfahrende arbeitsmaschine sowie verfahren zum abbremsen einer solchen arbeitsmaschine

Related Child Applications (1)

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US15/707,863 Continuation-In-Part US10112600B2 (en) 2013-09-27 2017-09-18 Self-propelling work machine and method for braking such a work machine

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CA2925220A1 (en) 2015-04-02
ES2765226T3 (es) 2020-06-08
CN105764731B (zh) 2018-08-28
CA2925224A1 (en) 2015-04-02
EP3049269B1 (de) 2019-11-06
CN105873784B (zh) 2018-12-14
EP3049270A1 (de) 2016-08-03
AU2014327836B2 (en) 2017-11-23
ES2769594T3 (es) 2020-06-26
CN105764731A (zh) 2016-07-13
US20160229295A1 (en) 2016-08-11
CN105873784A (zh) 2016-08-17
US9744872B2 (en) 2017-08-29
CA2925220C (en) 2022-03-29
EP3049269A1 (de) 2016-08-03
WO2015043715A1 (de) 2015-04-02
DE102013021607A1 (de) 2015-04-02
DE102013021608A1 (de) 2015-04-02
AU2014327837B2 (en) 2017-12-14
EP3049270B1 (de) 2019-11-06
WO2015043714A1 (de) 2015-04-02

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