WO2013092374A1 - Entraînement hybride hydrostatique ainsi que véhicule équipé d'un entraînement hybride hydrostatique - Google Patents

Entraînement hybride hydrostatique ainsi que véhicule équipé d'un entraînement hybride hydrostatique Download PDF

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Publication number
WO2013092374A1
WO2013092374A1 PCT/EP2012/075389 EP2012075389W WO2013092374A1 WO 2013092374 A1 WO2013092374 A1 WO 2013092374A1 EP 2012075389 W EP2012075389 W EP 2012075389W WO 2013092374 A1 WO2013092374 A1 WO 2013092374A1
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WO
WIPO (PCT)
Prior art keywords
hydrostatic
control unit
hybrid drive
machine
pressure medium
Prior art date
Application number
PCT/EP2012/075389
Other languages
German (de)
English (en)
Inventor
Martin Sykora
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2013092374A1 publication Critical patent/WO2013092374A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/02—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
    • B60K28/04—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to presence or absence of the driver, e.g. to weight or lack thereof
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/103—Infinitely variable gearings of fluid type
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833—Vehicle conditions
    • F02N11/084—State of vehicle accessories, e.g. air condition or power steering
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/44—Control of exclusively fluid gearing hydrostatic with more than one pump or motor in operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/02—Auxiliary drives directly from an engine shaft
    • B60K2025/026—Auxiliary drives directly from an engine shaft by a hydraulic transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/20—Off-Road Vehicles
    • B60Y2200/22—Agricultural vehicles
    • B60Y2200/221—Tractors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6838—Sensing gearing status of hydrostatic transmissions
    • F16H2059/6861—Sensing gearing status of hydrostatic transmissions the pressures, e.g. high, low or differential pressures
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a hydrostatic hybrid drive according to the preamble of patent claim 1 and a vehicle thus according to the preamble of claim 8.
  • Hydrostatic hybrid drives are used in particular as a driving and / or working drive for mobile construction or agricultural machinery. Furthermore, they are preferably used in trucks or in public transport vehicles. They have an engine, in particular a combustion or diesel engine, with which at least one hydrostatic machine is coupled. The coupling takes place via a drive shaft of the drive machine. For example, a wheel or an axle unit of the vehicle is driven via the hydrostatic machine. Furthermore, an implement of the vehicle, for example a lifting or slewing gear or a fan or an air conditioning system with pressure medium and thus with drive energy can be supplied via this hydrostatic machine or another coupled to the drive machine hydrostatic machine. With the help of the prime mover or the internal combustion engine, the driveand various working functions and the above-described working units of the vehicle are supplied with hydrostatic pressure medium energy as drive energy in this way.
  • a hydrostatic hybrid drive which has a drive motor, in particular a diesel engine, which is coupled via a shaft with two hydraulic machines. It can be on the shaft a drive torque for an axle or Wheel unit can be tapped and on the first hydraulic machine, a hydro-pneumatic accumulator and a second hydraulic machine of a hydrostatic
  • Working cycle are supplied with pressure medium.
  • the axle unit In normal operation, the axle unit is driven by the combustion engine via the shaft.
  • braking mode a braking torque is generated by the first hydraulic machine runs in pump mode and promotes pressure medium in the hydropneumatic accumulator. In this way, braking energy, which would normally have been lost, held in the form of pressure medium energy in the hydropneumatic accumulator. For the following starting operations or for use in the working cycle, the recovery of the pressure medium energy can take place.
  • the invention is therefore based on the object to provide a hydrostatic hybrid drive with a higher energy efficiency. Furthermore, the invention has the object to provide a vehicle with a higher energy efficiency.
  • a hydrostatic hybrid drive in particular a mobile construction or agricultural machine or a truck or a vehicle of the local public transport or a municipal vehicle, for example a sweeper or a multi-device carrier, has a prime mover, which is designed in particular as a combustion or diesel engine or as an electric motor. Furthermore, the hybrid drive has a first coupled in particular via a shaft to the drive machine Hydromachine on. About this at least one hydrostatic consumer can be supplied with pressure medium. Furthermore, the hybrid drive has a control unit
  • Control unit and with the hydrostatic load, in particular with a
  • Sensor unit of the hydrostatic load and optionally (all) further energy-relevant and system-relevant vehicle systems is in signal communication.
  • a pressure medium requirement of the at least one hydrostatic consumer can be determined via the control unit.
  • Control unit depending on the determined pressure medium requirement and the general vehicle requirements automatically stopped or deactivated.
  • the stopping takes place according to the invention when it is determined via the control unit that the at least one hydrostatic consumer has no pressure medium requirement
  • the hybrid drive according to the invention thus an automatic stop of the prime mover or the internal combustion engine, resulting in an "unnecessary" idling the engine during operating hours of Hybrid drive in which the
  • the hydrostatic hybrid drive has an operator interface, which is in signal communication with the control unit and can be detected via the at least one operating request of an operator.
  • the drive machine can be automatically stopped via the control unit in dependence on the at least one operating request.
  • Possible operating requirements are, for example, an acceleration, lifting, lowering or turning of a load by the hydrostatic consumer or a generation of a drive torque by the drive machine.
  • a development of the invention has a detection unit in signal communication with the control unit, via which a
  • Presence of an operator is detectable.
  • the drive machine via the control unit in response to the presence or absence of the operator is automatically stopped.
  • the detection unit may be, for example, a motion detector or a light barrier.
  • the energy efficiency of the hydrostatic hybrid drive is further improved in that the hybrid drive has a hydropneumatic accumulator which can be brought into fluid communication via in each case at least one working line with the first hydraulic machine and with the hydrostatic load or consumers.
  • the working lines and the hydropneumatic accumulator are connected to a valve unit, which is in signal communication with the control unit.
  • the hydrostatic accumulator is preferably connected via a working line to the valve unit. If, for example, the hydrostatic load is in an operating state in which it is working or printing emits medium energy, the valve unit can be switched via the control unit such that the pressure medium is conveyed directly into the memory.
  • the hydrostatic hybrid drive has a second hydraulic machine, which is coupled to the first hydraulic machine, and via which one or more further hydrostatic consumers can be supplied with pressure medium. If now the hydrostatic consumer supplied via the second hydraulic machine is in an operating state in which it gives off work, it drives the second hydraulic machine. This is in engine operation from a drive torque to the first hydraulic machine, which thereby promotes pressure medium in the hydropneumatic accumulator.
  • An example of this is the storage of kinetic energy or braking energy of the hydrostatic hybrid drive in the form of hydraulic pressure energy in the hydropneumatic accumulator.
  • the hydrostatic hybrid drive according to the invention is suitable in both developments for hydrostatic regenerative braking.
  • the pressure medium energy stored in the hydropneumatic accumulator can be made available to the hydrostatic load via a corresponding switching position of the valve unit either directly or indirectly via the first and second hydraulic machines.
  • the first or second hydraulic machine is adjustable, in particular Maschinenbaukbar formed.
  • the first or second hydraulic machine may be formed as a constant machine.
  • control unit is configured such that the prime mover via them depending on the determined pressure medium requirement and / or the detected operating requirement and / or the detected presence of the operator and / or Automatically startable from the demand for system-relevant functions.
  • the signal connection or the signal connections via a field bus, in particular a CAN bus designed.
  • Such a serial signal connection has a lower cabling complexity compared to conventionally parallel signal connections.
  • Signal transmissions for example by analog voltage signal, or others are used.
  • An inventive vehicle in particular a mobile construction machine or mobile agricultural machine or a public transport vehicle, such as a passenger bus or a municipal vehicle, has a hydrostatic hybrid drive according to the foregoing description.
  • the at least one hydrostatic consumer is coupled to a working device of the vehicle, in particular to a lifting or slewing gear, or to a wheel or axle unit or to a fan or to an air conditioning system of the vehicle and drives it.
  • the vehicle is particularly energy-efficient due to the above-described automatic stop of the prime mover depending on the pressure medium requirement. The energy efficiency of the vehicle is increased analogously to the previous description of the
  • a hydrostatic hybrid drive 1 has a drive machine 2, which is coupled to a second hydraulic machine 8 via a shaft 4a with a first hydraulic machine 6 and via shafts 4b and 4c.
  • the engine 2 is further coupled via the shafts 4a and 4b to a hydraulic pump 10.
  • the hydrostatic hybrid drive 1 according to FIG. 1 is installed, for example, in an agricultural tractor or in a municipal vehicle.
  • the hydrostatic hybrid drive further comprises two hydrostatic loads 12 and 14, wherein the hydrostatic load 12 as a single-acting hydraulic cylinder and the hydrostatic load 14 as double-acting hydraulic cylinder is designed.
  • the hydrostatic load 12 as a single-acting hydraulic cylinder
  • the hydrostatic load 14 as double-acting hydraulic cylinder is designed.
  • the hydraulic machine 8 Via a first and a second working line 18, 20, the hydraulic machine 8 is connected to the hydraulic machine 16.
  • the two hydraulic machines 8, 16 operate in a closed circuit, wherein according to Figure 1 tank lines 22a, 22b, which are connectable to a tank T, are indicated.
  • the hydraulic machine 16 is connected via a shaft 5 with a gear 44 of an axle unit 46 of the agricultural machine.
  • Axis unit 46 has two wheels 47.
  • the hydrostatic hybrid drive 1 has a hydropneumatic accumulator 24 which can be connected to the first hydraulic machine 6 via a working line 26, a switching position, not shown, of a valve unit 28 and a working line 30.
  • a hydrostatic consumer 32 the hydrostatic hybrid drive 1 on a fan of the drive machine 2.
  • the prime mover 2 is designed as a diesel engine.
  • the hydrostatic consumer 32 or the fan is connected via not shown switching positions of the valve unit 28 either via a working line 34 with the hydropneumatic accumulator 24 or via the working line 26 with the first hydraulic machine 6. He is thus supplied either via the prime mover 2 and the hydraulic machine 6 or via the hydropneumatic accumulator 24 with pressure medium.
  • the two hydrostatic consumers 12 and 14 are connected via two working lines 36 and 38 with a valve unit 40 and can each be connected via a not shown switching position of the valve unit 40 and a working line 42 with the valve unit 28.
  • the working line 42 can also be connected to a tank.
  • the connection to the tank is shut off by a valve, not shown, when memory 24 and consumer 12 or 14 are connected to each other.
  • the hydrostatic consumers 12, 14 Not shown switching positions of the valve unit 28, the hydrostatic consumers 12, 14 further connected either with the hydropneumatic accumulator 24 or with the hydraulic machine 6.
  • the valve units 28 and 40 have further working lines 48 and 50, which are indicated in accordance with FIG. Additional hydrostatic loads, aggregates or accumulators can be connected to these two working lines.
  • the valve 40 may be fluidly connected in a manner not shown via a pump line to the hydraulic machine 10.
  • the hydrostatic hybrid drive 1 For a control of the hydrostatic drive 1, this has an operator interface 52 and a control unit 54.
  • the operator interface 52 comprises control elements, not shown, for actuating the hydrostatic loads 12, 14 or the hoists, as well as an operating element for controlling the drive machine 2 by the operator, in particular Acceleration of the agricultural machine, as well as an operating element for controlling an air conditioner of the agricultural machine, not shown.
  • the hydrostatic hybrid drive 1 has a diesel control unit 56.
  • the hydrostatic hybrid drive 1 In order to enable control of the engine 2 as a function of the pressure medium requirement, an operating requirement by the operator or his presence or absence, or to determine whether system-relevant functions are required, the hydrostatic hybrid drive 1 according to Figure 1 has a plurality of determination and detection units , via which an operating state of the hydrostatic consumers 12, 14, 32, the valve units 28, 40, the hydropneumatic accumulator 24, the engine 2, and the hydraulic machine 6, 8, 16, the hydraulic pump 10 and the axle unit 46 detectable or determinable This means that all system-relevant signals required for the start-stop decision are recorded and evaluated.
  • a pressure determination unit 58 connected to the working line 30, via which a storage pressure of the hydropneumatic accumulator 24 can be determined, one (or several actuators on the valve) actuator 60 or 62 of the valve units 28 or 40, via which a respective switching position of the corresponding valve unit 28, 40 determinable and controllable, a displacement sensor 60 and 66 of the hydraulic cylinder or hydrostatic consumers 12, 14, via which the position of the piston in the Hydraulic cylinder 12, 14 is determinnnable, a temperature determining unit 68 via which an oil or cooling water temperature of the prime mover 2 is determinable, a Drehierebestinnnnungsaku 70, via which a rotational speed of the Achsaku 46 is determinable, and finally a detection unit 72, via which an operator of the hydrostatic Hybrid drive 1 or the agricultural machine detectable, that is detectable, is.
  • the aforementioned detection or determination units are connected to the control unit 54 via a serial CAN bus 74 or via a discrete signal line (for example analog signal).
  • a serial CAN bus 74 or the signal line is shown as a dashed signal line for each of the determination or detection units. If the signal line is discrete, multiple lines may be required.
  • an associated control element for example, in the case of valves with on-board electronics. As a rule, however, this is done via a discrete activation, ie by means of a current or voltage signal to the consumer.
  • control unit 54 thus run the operating state of the hydrostatic hybrid drive 1 defining state variables such as the pressure in the hydropneumatic accumulator 24, the temperature of the engine 2, the
  • control unit 54 receives information about Whether the operator of the agricultural machine or the hydrostatic hybrid drive 1 is present. This is done via the detection unit 72. As further information, the aforementioned settings or setpoint values of the user interface 52 enter into the control unit 54 via a signal connection 53.
  • the prime mover 2 or the diesel engine runs only when one of the hydrostatic loads 12, 14, 32 or the traction drive or the axle unit 46 requires pressure medium, a systemically important element must be supplied with energy or the hydropneumatic accumulator 24 are charged with pressure medium should.
  • control unit 54 is now further configured such that the shutdown of the drive machine 2 also takes place in dependence on a presence or the absence of the operator. However, the prerequisite for this is that the control unit 54 could determine beforehand that no pressure medium is required. Via the operator interface 52, the control unit 54 can be configured such that the detection of the operator enters into the automated shutdown of the prime mover 2 or not.
  • control unit 54 is further configured such that it turns off the prime mover 2 even when within a predetermined, configurable period of time, no operator operation request is made to the operator interface 52.
  • this start-stop function can also be deactivated, and the values reported by the determination or detection units, by the control unit 54 for the hydrostatic Consumers 12, 14, 32 or the axle unit 46 or the hydropneumatic accumulator 24 no pressure medium requirement is determined and no systemically important element must be supplied with energy. Only when this condition is met, the shutdown of the prime mover 2 takes place.
  • braking energy or unnecessary potential or kinetic energy of the loads moved by the hydrostatic loads 12, 14, 32 can be stored in the hydro-pneumatic accumulator 24.
  • the hydraulic machine 8 As a hydraulic motor.
  • the hydraulic machine 8 delivers a drive torque to the hydraulic machine 6 via the shafts 4c and 4b, whereby the hydraulic machine 6 fills the hydropneumatic accumulator 24 via the working lines 26 and 30 with pressure medium.
  • valve unit 28 is controlled via the control unit 54 in such a way, that the two working lines 26 and 30 are connected.
  • An analogous filling of the hydropneumatic accumulator 24 can take place via the working lines 36 or 38 and 42 and 30 by, for example, braking or lowering a load of the hydrostatic loads 12, 14.
  • the pressure medium energy stored in the hydropneumatic accumulator 24 of the axle unit 46 or the hydrostatic consumers 12, 14, 32 can be provided via a valve switching position of the valve units 28 and 40, respectively.
  • This provision is controlled via the control unit 54 and the CAN bus 74 or by a discrete control signal (for example, current at the valve magnet).
  • the control unit 54 is designed such that in addition to the above-described automatic stop and an automatic start the drive machine 2 in response to the pressure medium requirement, when energy demand system-relevant elements or the operation request by the operator or the renewed presence of the operator.
  • the control unit 54 can cause the starting machine 2 to be started via an unillustrated electric starter motor when the pressure medium requirement, energy demand of system-relevant elements or detected operating requirement or presence of the operator is reached.
  • this alternative has the disadvantage that the starter motor is subject to wear. Therefore, this alternative is particularly preferred in pressureless hydropneumatic reservoir 24.
  • control unit 54 may start the engine 2 via the hydraulic machine 6 by utilizing the pressure medium energy stored in the hydropneumatic accumulator 24.
  • a control signal is sent to the actuator 60 of the valve unit 28 by the control unit 54 via the CAN bus 74 or by means of a discrete signal (for example, current on the valve magnet), so that the working lines 30 and 26 are connected and a working connection of the hydraulic machine 6 is acted upon with pressure medium.
  • the hydraulic machine 6 drives the shaft 4a to start the engine 2 (without using the electric starter motor).
  • Hydromaschine 6 is designed Deutschenschwenkbar.
  • the control unit 54 is designed monitoring, that is, it continuously adjusts the reported via the CAN bus 74 or alternative fieldbus systems to the control unit 54 state information of determination or detection units of the hydrostatic hybrid drive 1 with the set via the user interface 52 setpoints and determines the pressure medium demand or checks via various sensor units, whether system-relevant element must be supplied with energy.
  • a hydrostatic hybrid drive having a drive machine and a coupled with this hydraulic machine. At least one hydrostatic consumer can be supplied with pressure medium via the hydraulic machine. Furthermore, the hydrostatic hybrid drive has a control unit which is in signal communication with the drive machine. In this case, a pressure medium requirement of the hydrostatic load is determined via the control unit.
  • a pressure medium requirement of the hydrostatic load is determined via the control unit.
  • Control unit automatically stopable depending on the determined pressure medium requirement.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Fluid-Pressure Circuits (AREA)

Abstract

L'invention concerne un entraînement hybride hydrostatique (18) qui comprend un moteur d'entraînement (2) et un moteur hydraulique (6, 8). Au moins un consommateur hydrostatique (12, 14, 32) peut être alimenté en fluide sous pression par le moteur hydraulique. L'entraînement hybride hydrostatique comporte également une unité de commande (54) qui est en liaison par signaux avec le moteur d'entraînement. Un besoin en fluide sous pression du consommateur hydrostatique est déterminé par l'unité de commande. Le moteur d'entraînement peut être automatiquement arrêté ou démarré par l'unité de commande en fonction du besoin en fluide sous pression déterminé. L'invention concerne également un véhicule équipé de cet entraînement hybride hydrostatique.
PCT/EP2012/075389 2011-12-24 2012-12-13 Entraînement hybride hydrostatique ainsi que véhicule équipé d'un entraînement hybride hydrostatique WO2013092374A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102011122453.3 2011-12-24
DE102011122453 2011-12-24
DE102012001367.1 2012-01-25
DE102012001367A DE102012001367A1 (de) 2011-12-24 2012-01-25 Hydrostatischer Hybridantrieb sowie Fahrzeug mit einem hydrostatischen Hybridantrieb

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US9618014B2 (en) 2014-02-28 2017-04-11 Caterpillar Inc. Implement system having hydraulic start assist
US9701312B2 (en) 2013-12-11 2017-07-11 Caterpillar Inc. Idle reduction engine shutdown and restart system for a machine

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WO2015200794A2 (fr) * 2014-06-26 2015-12-30 Parker-Hannifin Corporation Système de puissance hydraulique pour démarrer des véhicules
DE102014109151A1 (de) * 2014-06-30 2015-12-31 Linde Material Handling Gmbh Hydrostatisches Antriebssystem

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US4064694A (en) * 1975-11-06 1977-12-27 Regie Nationale Des Usines Renault Charging an accumulator by a heat engine
US4959962A (en) * 1987-08-27 1990-10-02 Man Nutzfahrzeuge Gmbh Starter system for automatically turning off and restarting a motor vehicle engine
US20070124037A1 (en) * 2004-12-01 2007-05-31 Moran Brian D Method of controlling engine stop-start operation for heavy-duty hybrid-electric and hybrid-hydraulic vehicles
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9701312B2 (en) 2013-12-11 2017-07-11 Caterpillar Inc. Idle reduction engine shutdown and restart system for a machine
US9618014B2 (en) 2014-02-28 2017-04-11 Caterpillar Inc. Implement system having hydraulic start assist

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