WO2004015291A1 - Vehicule mobile a boite de vitesses couplable et a pedale d'approche lente - Google Patents

Vehicule mobile a boite de vitesses couplable et a pedale d'approche lente Download PDF

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Publication number
WO2004015291A1
WO2004015291A1 PCT/EP2003/008509 EP0308509W WO2004015291A1 WO 2004015291 A1 WO2004015291 A1 WO 2004015291A1 EP 0308509 W EP0308509 W EP 0308509W WO 2004015291 A1 WO2004015291 A1 WO 2004015291A1
Authority
WO
WIPO (PCT)
Prior art keywords
inch
pedal
clutch
actuating force
mobile vehicle
Prior art date
Application number
PCT/EP2003/008509
Other languages
German (de)
English (en)
Inventor
Karl KÜHNER
Manfred Sieger
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2004015291A1 publication Critical patent/WO2004015291A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50206—Creep control
    • F16D2500/50209—Activation of the creep control operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50206—Creep control
    • F16D2500/50209—Activation of the creep control operation
    • F16D2500/50221—Manual switch actuated by the user
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50296—Limit clutch wear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/512—Relating to the driver
    • F16D2500/5126—Improving response to driver inputs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/52—General
    • F16D2500/525—Improve response of control system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70426—Clutch slip

Definitions

  • the invention relates to a mobile vehicle with a switchable transmission which has at least one friction clutch in the drive train, the friction clutch being selectively slipped when an inch pedal is actuated in order to reduce the driving speed of the vehicle.
  • work machines such as. B. wheel loaders or forklifts, necessary because these vehicles require low driving speeds when picking up loads, but the working hydraulics in this state require the maximum power.
  • the actuation force of the friction clutch can be reduced when the inch pedal is actuated, the actuation force of the friction clutch being reduced only slightly with a minimal actuation path of the inch pedal, with a further actuation path of the inch pedal the actuation force of the friction clutch is further reduced and from one defined actuation path of the inch pedal to further reduce the driving speed, the service brake of the vehicle is additionally activated.
  • the friction clutch In the slipping state, the friction clutch is exposed to the risk of damage, in particular if the friction output exceeds a defined value. This can happen, for example, by incorrectly adjusting the inch pedal, and thus incorrect target values.
  • WO 00/22323 discloses a reversible transmission which can be shifted under load, in which, by actuating a hydraulic inch valve, the pressure in the friction clutch is reduced in such a way that it changes into a defined slip state.
  • hydraulic inch valves in particular, it is very complex to adjust them, which, in conjunction with the hysteresis of these hydraulic valves, leads to incorrect target values and damage to the friction clutch.
  • DE 198 30 950 AI discloses a method and a device for actuating a motor vehicle clutch device, in which a pedal position corresponding voltage is generated via a rotation angle sensor on the clutch pedal or on a separate inch pedal, which voltage is processed in an electronic control unit. This voltage is converted via an inch pedal characteristic into the inch effect, which is between 0% and 100%. It is thus possible to bring the reversible coupling device into targeted slip.
  • the differential speed of the clutch device is modulated by varying the gear ratio in inch mode.
  • this is only possible with continuously adjustable transmission units and cannot be used with a powershift transmission with fixed gear ratios.
  • the present invention has for its object to provide a mobile vehicle with a switchable transmission with fixed gear ratios and a friction clutch, in which the friction clutch is brought into a targeted slipping state, and in which the friction clutch is protected from damage.
  • the object is achieved with a generic mobile vehicle which also has the characterizing features of the main claim.
  • a displacement transducer is connected to the inch pedal which, depending on the pedal travel, supplies an electrical signal to an electronic control which converts this signal into an inch pedal characteristic curve which lies between 0% and 100%.
  • 100% inch effect means open friction clutch and 0% inch effect means closed friction clutch.
  • the electrical signal is preferably a voltage that can be generated, for example, by a rotation angle sensor on the inch pedal.
  • the displacement sensor is preferably adjusted electronically when the vehicle is started up for the first time.
  • the adjustment process is started via the electronic control, then the inching pedal is fully depressed and then slowly moved back to the starting position.
  • the value supplied by the displacement transducer is continuously measured in order to avoid any false signals, e.g. B. caused by wobbling linkage to rule out.
  • the end positions of the inch pedal are then assigned to the 0% and 100% inch effect characteristic in the electronic control. A mechanical adjustment of the displacement sensor is therefore completely unnecessary. As a result, it is no longer possible for the friction clutch to be replaced by an incorrect one Adjustment of the displacement sensor can be damaged.
  • the minimal reduction in the actuating force of the friction clutch is limited in such a way that the friction clutch is not damaged at the beginning of the inch, and thus an inch effect greater than 0%, even when the clutch is operated for a longer period in the slipped state.
  • the actuating force of the clutch is reduced from the full actuating force directly to this defined actuating force, beginning of inching.
  • the actuating force is further reduced, but this also only further reduces the frictional power and the friction clutch cannot be damaged.
  • the electronic control recognizes whether the inch pedal is moved in the "more inches” direction or the inch pedal is moved in the "less inches” direction. Since the inch function is preferably used in machines that can also be operated on uneven terrain, it cannot be ruled out that the driver will perform unwanted movements on the inch pedal due to the uneven terrain. So that the actuating force of the friction clutch does not change due to unwanted movements of the inch pedal, when changing from the function "more inches”, and thus less actuating force of the friction clutch, and the function "less inches”, and thus higher actuating force of the friction clutch, one Hysteresis is present so that the "more inches” function only switches to the "less inches” function when the inch pedal has a longer pedal travel.
  • This hysteresis is also present in the opposite direction.
  • different characteristic curves for the actuation pressure of the actuation device are used for the functions “more inches”, and thus lower actuation pressure, and the functions “less inches”, and thus greater actuation pressure.
  • the transition of these two characteristic curves is carried out continuously when the direction of movement of the inching pedal changes, as a result of which there are no switching shocks in the vehicle.
  • the change in the actuation force is limited above a defined actuation speed of the inch pedal in order to prevent an undesired and unwanted shift jerk, e.g. B. to prevent slipping off the inch pedal and thus the immediate return of the inch pedal. In such cases, the actuation force changes continuously.
  • the transition from the closed clutch, and thus the clutch with the maximum actuating force to the beginning of the inch and thus the minimum inch effect takes place continuously, whereby the driving behavior is improved and the load on the friction clutch is minimized.
  • the transition in the opposite direction also takes place continuously.
  • the frictional power is continuously calculated from the time of the differential speed of the clutch and the actuating force of the clutch, and when a predefined permissible frictional power is exceeded, the actuating force of the clutch is reduced, which can be done, for example, by reducing the clutch pressure, whereby the coupling is protected from damage.
  • the maximum inch effect, and thus the minimum actuation force of the clutch, at which the clutch plates are just starting to grind, can be assigned to a defined actuation state of the service brake.
  • the vehicle is moved on an almost horizontal terrain.
  • the adjustment process is started and a display preferably prompts the operator for further actions.
  • the drive motor speed is set to a defined value, preferably the maximum speed, and the vehicle moves forward or backward with the gear engaged, the inching is started by slowly depressing the inch pedal.
  • the coupling force remains constant between 0% and 100% within the inch effect.
  • the service brake is activated and the vehicle is decelerated.
  • the braking time via the pedal travel of the inch pedal is thus known and is stored in the electronic control.
  • the maximum inch effect, 100%, at which the plates of the friction brake are just in contact and which corresponds to a minimum actuation force of the clutch, is also stored in the electronic control system depending on the pedal travel and can, as for example in WO 01/65227 AI or in DE 198 26 097 AI can be determined. Since the electronic control system now knows the minimum actuating force of the friction clutch and thus the point 100% inch effect with the associated inch pedal position and the inch pedal position at which the service brake is activated, the characteristics can be determined by The point of intersection of the inch pressure with the brake pressure of the service brake is programmed and thus set. So it is possible to use the "inching" function in the vehicle in a simple manner, to adjust the displacement transducer, to exclude incorrect actuation of the inch pedal, to prevent switching shocks and damage to the clutch, and thus to ensure reliable operation in the vehicle.
  • the diagram is shown for a hydraulically actuated multi-plate clutch and a hydraulically actuated service brake.
  • the multi-plate clutch and the service brake are actuated by hydraulic pressure in the closing direction.
  • the pressure for the hydraulic clutch and the hydraulic brake is shown on the ordinate, the pedal travel of the inch pedal is shown on the abscissa.
  • the inch pedal is in . its starting position 1, the friction clutch is subjected to maximum pressure and is therefore closed, which can be seen on line 2.
  • the inch pedal must be depressed up to the starting point Inchen 3 without the clutch pressure changing. If the inch pedal is depressed further than the starting point Inchen 3, the clutch pressure is continuously reduced until the beginning of Inchen 4.
  • the clutch pressure at the beginning of inch 4 is defined in advance and depends on the performance of the clutch, at which the vehicle can be operated with the clutch slipping over a longer period of time without the clutch being damaged.
  • the clutch pressure is reduced of the friction clutch until it reaches a minimum clutch pressure 5 at which the disks of the clutch are just in contact. This clutch pressure can no longer be reduced by the inch pedal.
  • the clutch pressure is immediately increased by a defined value, as a result of which the clutch actuation force remains the same, but with a further increase in the clutch force due to a movement of the inch pedal in
  • the actuating device immediately actuates the clutch further in the closing direction, since the hysteresis due to the actuation of the components is compensated for by the use of a closing characteristic curve 7.
  • the difference between the start point Inchen 3 and the end point Inchen 11 causes that short-term incorrect operation of the accelerator pedal does not have a negative effect when driving on uneven terrain. Due to the electronic adjustment of the displacement sensor and the detection of the starting point 12 of the service brake, it is possible to set the inch function in the electronic control, as desired, to the characteristic of the service brake 9, which means that depending on the programming, the service brake is activated earlier or later becomes.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un véhicule mobile qui comprend une boîte de vitesses couplable présentant des étages de démultiplication fixes, ainsi qu'un embrayage à friction pouvant être fermé. Le véhicule mobile selon l'invention comporte un capteur de déplacement qui est relié à une pédale d'approche lente, la position initiale et la position finale de la pédale d'approche lente étant réglées par une commande électronique et étant affectées à un effet d'approche lente de 0 % à 100 %. L'embrayage à disques est protégé de dégradations éventuelles, même en cas d'approche lente prolongée, par limitation à une force d'actionnement maximale. Il est possible de faire fonctionner la fonction d'approche lente sans hystérésis en utilisant une courbe caractéristique d'ouverture et une courbe caractéristique de fermeture de l'embrayage à disques. Le confort de conduite du véhicule en est augmenté et le risque d'endommagement de l'embrayage à disques réduit.
PCT/EP2003/008509 2002-08-07 2003-08-01 Vehicule mobile a boite de vitesses couplable et a pedale d'approche lente WO2004015291A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10236116.9 2002-08-07
DE10236116A DE10236116A1 (de) 2002-08-07 2002-08-07 Mobiles Fahrzeug mit einem schaltbaren Getriebe

Publications (1)

Publication Number Publication Date
WO2004015291A1 true WO2004015291A1 (fr) 2004-02-19

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ID=30469530

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PCT/EP2003/008509 WO2004015291A1 (fr) 2002-08-07 2003-08-01 Vehicule mobile a boite de vitesses couplable et a pedale d'approche lente

Country Status (2)

Country Link
DE (1) DE10236116A1 (fr)
WO (1) WO2004015291A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20170005412A (ko) * 2014-05-09 2017-01-13 섀플러 테크놀로지스 아게 운트 코. 카게 히스테리시스를 고려하는 클러치 제어

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007017175B4 (de) 2007-04-12 2020-04-23 Zf Friedrichshafen Ag Verfahren zum Steuern und/oder Regeln einer Kupplung eines hydrodynamischen Lastschaltgetriebes

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0295938A (ja) * 1988-09-30 1990-04-06 Toyota Autom Loom Works Ltd 産業車両のインチング制御装置
US5613581A (en) * 1996-01-11 1997-03-25 Caterpillar Inc. Electrohydraulic control device for a drive train of a machine
DE19818809A1 (de) * 1997-04-30 1998-12-10 Luk Getriebe Systeme Gmbh Vorrichtung zur Ansteuerung eines Drehmomentübertragungssystems
DE19826097A1 (de) 1998-06-12 1999-12-16 Zahnradfabrik Friedrichshafen Verfahren zur Korrektur des Füllvolumens von druckbetätigten Kupplungen in Fahrzeug-Getrieben
DE19830950A1 (de) 1998-07-10 2000-01-13 Zahnradfabrik Friedrichshafen Verfahren und Vorrichtung zur Betätigung einer Kraftfahrzeug-Kupplungsvorrichtung
WO2000022323A1 (fr) 1998-10-12 2000-04-20 Zf Friedrichshafen Ag Boite inverseuse couplable sous charge
WO2001065227A1 (fr) 2000-03-01 2001-09-07 Zf Friedrichshafen Ag Procede permettant de determiner un coefficient de frottement

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6516932B2 (en) * 2000-09-29 2003-02-11 New Holland North America, Inc. Electro-hydraulic clutch hysteresis compensation

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0295938A (ja) * 1988-09-30 1990-04-06 Toyota Autom Loom Works Ltd 産業車両のインチング制御装置
US5613581A (en) * 1996-01-11 1997-03-25 Caterpillar Inc. Electrohydraulic control device for a drive train of a machine
DE19818809A1 (de) * 1997-04-30 1998-12-10 Luk Getriebe Systeme Gmbh Vorrichtung zur Ansteuerung eines Drehmomentübertragungssystems
DE19826097A1 (de) 1998-06-12 1999-12-16 Zahnradfabrik Friedrichshafen Verfahren zur Korrektur des Füllvolumens von druckbetätigten Kupplungen in Fahrzeug-Getrieben
DE19830950A1 (de) 1998-07-10 2000-01-13 Zahnradfabrik Friedrichshafen Verfahren und Vorrichtung zur Betätigung einer Kraftfahrzeug-Kupplungsvorrichtung
WO2000022323A1 (fr) 1998-10-12 2000-04-20 Zf Friedrichshafen Ag Boite inverseuse couplable sous charge
WO2001065227A1 (fr) 2000-03-01 2001-09-07 Zf Friedrichshafen Ag Procede permettant de determiner un coefficient de frottement

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 014, no. 300 (M - 0991) 28 June 1990 (1990-06-28) *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20170005412A (ko) * 2014-05-09 2017-01-13 섀플러 테크놀로지스 아게 운트 코. 카게 히스테리시스를 고려하는 클러치 제어
KR102427703B1 (ko) 2014-05-09 2022-08-01 섀플러 테크놀로지스 아게 운트 코. 카게 히스테리시스를 고려하는 클러치 제어

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