WO2016146692A1 - Dispositif de génération de pression et procédé d'actionnement à piston à double effet a commande électrique - Google Patents

Dispositif de génération de pression et procédé d'actionnement à piston à double effet a commande électrique Download PDF

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Publication number
WO2016146692A1
WO2016146692A1 PCT/EP2016/055703 EP2016055703W WO2016146692A1 WO 2016146692 A1 WO2016146692 A1 WO 2016146692A1 EP 2016055703 W EP2016055703 W EP 2016055703W WO 2016146692 A1 WO2016146692 A1 WO 2016146692A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
hydraulic
piston
valve
generating device
Prior art date
Application number
PCT/EP2016/055703
Other languages
German (de)
English (en)
Inventor
Heinz Leiber
Thomas Leiber
Christian KÖGLSPERGER
Original Assignee
Ipgate 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
Priority claimed from DE202015107079.9U external-priority patent/DE202015107079U1/de
Priority claimed from DE202015008976.3U external-priority patent/DE202015008976U1/de
Priority claimed from DE202015008975.5U external-priority patent/DE202015008975U1/de
Priority to US15/558,385 priority Critical patent/US11097708B2/en
Priority to CN202111170671.9A priority patent/CN114368370B/zh
Priority to KR1020177029740A priority patent/KR102603676B1/ko
Application filed by Ipgate Ag filed Critical Ipgate Ag
Priority to CN201680016524.7A priority patent/CN107438543B/zh
Priority to JP2017548861A priority patent/JP7264591B2/ja
Priority to EP16711220.0A priority patent/EP3271228B1/fr
Priority to EP22184243.8A priority patent/EP4129783B1/fr
Priority to KR1020237039045A priority patent/KR20230158650A/ko
Publication of WO2016146692A1 publication Critical patent/WO2016146692A1/fr
Priority to US17/378,201 priority patent/US20210339727A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4018—Pump units characterised by their drive mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems

Definitions

  • the invention relates to a pressure generating device having the features of the preamble of claim 1.
  • AI clutch actuators are known, which are connected to actuate a friction clutch via a master cylinder and slave cylinder via a hydraulic line, wherein the master cylinder is actuated by an electric motor and a transmission.
  • Such actuation approaches are in single clutch actuation, z.
  • e-couplings useful, with double clutches per system a system for individual operation is required.
  • the costs for dual-clutch systems are almost twice as high as for e-couplings.
  • costs for the operation of additional hydraulic consumers are added.
  • WO 2015/036623 A2 an electrically driven pressure control and volume conveying unit is described with Doppelhubkolben, with the pressure on the piston-way control on and can be dismantled, with a switching valve is provided, with which the two working chambers of the Doppelhubkolbens interconnected can be with the purpose of reducing the hydraulically effective area and thus torque reduction of the drive motor.
  • the object of the invention is to provide an electrically driven Stellaktuatorik with the more hydraulic consumers, in particular slave cylinder, z. B. in the form of clutches, gear plate, hydraulically actuated cylinder with one or two hydraulic pressure chambers, piston for electrohydraulic valve train or steering, can be operated with a few switching valves and at the same time a precise pressure control can be implemented.
  • a hydraulic piston actuator which is electrically driven via a linear actuator or a motor / gear unit, is created based on a double stroke piston principle with two hydraulic chambers, which can be used very precisely in a plurality of applications as required. Users can build up and reduce pressure together, while at the same time using the stored energy to reduce volume pressure in one consumer and build it into another consumer. Also, the volume of a chamber of a dual-chamber consumer (eg, steering, gear actuator) can be moved via the pressure generating device in the second chamber of the dual-chamber consumer regulated by the pressure generator unit. The pressure control takes place via pressure volume control by the piston and / or pressure control using pressure transmitters.
  • the setting position can also be e.g. a rod of a steering or a gear actuator via the pressure control on the Doppelhubkolben be adjusted very precisely, almost comparable to an electromechanical actuation. This can be achieved in both stroke directions (forward and return stroke of the double-stroke piston).
  • This structure is particularly suitable for controlling a dual-clutch transmission in which a clutch is simultaneously released while the other is actuated (Fig. 4) or a piston are adjusted in both sides ( Figure 6).
  • a possible embodiment of the invention is characterized in that each working space of the piston-cylinder unit of the pressure generating unit is connected by means of a hydraulic line to a storage container for a hydraulic medium, wherein in each hydraulic line at least one working chamber of the Doppelhubkolbens at least one switching valve for selectively shutting off or Opening the hydraulic line is arranged.
  • the pressure in each hydraulic circuit can be reduced to the storage container via the work space connected to the hydraulic circuit and the open switching valve.
  • the pressure in the respective hydraulic circuit can be reduced based on the pressure measurement in the respective hydraulic circuit.
  • the pressure chambers and / or the hydraulic lines which lead from the work spaces to the consumers via a connecting line connected to each other, wherein in the connecting line, a switching valve for selectively opening or locking the connecting line is arranged.
  • a switching valve for selectively opening or locking the connecting line is arranged in this embodiment.
  • a switching valve for selectively opening or shut off the hydraulic line is arranged.
  • the pressure control can be realized in the embodiments described above solely by pressure control by means of piston adjustment of the Doppelhubkolbens (volume control).
  • volume control volume control
  • valve control of the arranged in the connecting line switching valve, and the or the In the hydraulic lines to the reservoir arranged switching valves of the pressure and the pressure reduction can be controlled specifically.
  • the pressure reduction can alternatively be done solely by opening the valves to the reservoir, in which case the pressure reduction takes place solely by the respective working space of the piston-cylinder unit.
  • a pressure transducer can also be used, in particular for the pressure reduction from the slave cylinders of the hydraulic consumers.
  • the valves between the work spaces (ShV) and the reservoir (PDL, PD2) replace the exhaust valves known from brake systems and can thus also be referred to as pressure relief valves. Characterized in that the pressure reduction according to the invention takes place via the hydraulic lines, which are monitored by means of a pressure sensor, a pressure-controlled pressure reduction via the pressure reduction valves is advantageously possible.
  • the pressure on the linear motor can be calculated directly via the surfaces; in the case of the motor / gearbox drive, the efficiency of the gear unit must also be taken into account, which is particularly high for ball screws and is subject to little fluctuation.
  • the use of a pressure transducer in a hydraulic circuit is useful for balancing the pressure-volume curve and calibration of the pressure calculation. In addition, the reliability is increased. Alternatively, redundant current measuring sensors can be used.
  • switching valves are used at the outputs of the double-stroke piston, as shown in FIG. 1c, additional advantageous results Degrees of freedom for pressure control. Even with only one pressure reduction valve, almost all degrees of freedom of pressure build-up and pressure reduction, in particular individual pressure build-up and pressure reduction in each circuit, simultaneous pressure build-up and pressure reduction of both circuits can be realized.
  • the engine can be relieved after the adjustment of the piston, in which the stored pressure in a consumer is included by closing the switching valve.
  • the effective area of the piston of the piston-cylinder unit between the front and rear chamber can be designed differently so that the pressure volume requirement for the operation of one or more consumers is adjusted so that with a Verstellhub in the forward or geargame a consumer completely on 1 bar is reduced and the other is subjected to the normal working pressure, ie. the volume requirement in the operation of different slave piston of the consumer is compensated by the area ratios, so that the Vorhub- and rubhubsteilweg is approximately equal.
  • the different sized effective surfaces of the two chambers of the Doppelhubkolbens be used to the effect that the pressure reduction in the system is realized via the stroke movement of the piston, without having to be drained from the chambers of the piston-cylinder unit volume to the reservoir.
  • the stored energy can be fully utilized (spring-mass-oscillator principle).
  • the connecting valve between the two circuits is then primarily used.
  • the asymmetry is compensated by Nachellen from the reservoir or pressure release into the reservoir. This also applies to the case when a certain temporal pressure gradient is required. In this case, both pressure relief valves are required.
  • the switching or mode of action of different sized hydraulic surfaces can be achieved by connecting the front and rear sides of the double-stroke piston via one or more switching valves in the connecting line with a large throughput.
  • Flow cross sections and a direct connection of the front and rear side over a short low-flow hydraulic connecting line are made possible, which connects in the region of the Endhubes the Doppelhubkolbens one chamber with the initial stroke of the Doppelhubkolbens the second chamber.
  • the connection length is thus approximately as large as the entire stroke of the Doppelhubkolbens.
  • the cylinder of the piston-cylinder unit and the connecting line are intrinsically part of a hydraulic block.
  • the switching valves are preferably also arranged in the hydraulic block. In addition to the switching valve in the connecting line and the at least one pressure reduction valve can be arranged in the hydraulic block.
  • a ratio of the effective areas between the front side and the rear side of the double-stroke piston in the ratio of 1.5 to 2.5, preferably 2, is to be selected in order to achieve an effective downsizing.
  • an area ratio of 2: 1 front surface AI / rear surface A2
  • the hydraulically effective area on the servo motor, as in the forward stroke A1-A2 in Return stroke A2 works.
  • the torque of the drive motor can be halved and the axial force on the transmission is halved. This allows not only the cost reduction of the engine but also the use of a cost-effective trapezoidal spindle drive for the conversion of the torque into a translational force.
  • a pressure-volume (path) characteristic is modeled using a pressure sensor and used for control.
  • the double-stroke piston can also be actuated via a motor-gearbox solution.
  • a transmission between the engine and Doppelkolbenzugstange is arranged, which also allows a right-angled arrangement of the Doppelhubkolbens relative to the engine.
  • the inventive device allows, for example, in addition to a connected coupling one or more hydraulic consumers, such.
  • As gear can be supplied with high efficiency with pressure and volume, at the same time an accurate control of the consumer is guaranteed.
  • Primary application are gear regulators of a dual-clutch gearbox in addition to the clutch operation.
  • consumer valve circuits can be simplified, e.g. Replacement of elaborate proportional valves with simple solenoid valves.
  • linear drive of the piston-cylinder unit of the pressure generating device can be significantly simplified by the switchable active surfaces and the degrees of freedom can be used to the effect that a plurality of consumers to the
  • Pressure generating device to be connected.
  • a redundancy can be created in which the drive motor is provided with a redundant 6-phase winding and a redundant drive and in case of failure of a hydraulic circuit of the second hydraulic circuit can still be used.
  • Fig. La basic structure of a pressure generating device with Doppelhubkolben, hereinafter also called DHK pressure control unit, with motor-gear unit for the pressure supply of two hydraulic circuits with pressure reduction valves;
  • Fig. Lb Basic construction of the DHK pressure control unit with motor-gear unit for the pressure supply of two hydraulic circuits with pressure reduction valves and shifting valve;
  • Fig. Lc Basic construction of the DHK pressure control unit with motor-gear unit for the pressure supply of two hydraulic circuits with one, alternatively two pressure relief valves and switching valves in the hydraulic circuits for further degrees of freedom in the pressure control;
  • Fig. 2 Basic structure of the pressure generating device with linear drive without gear
  • Fig. 3a pressure control method taking into account the switchable surfaces
  • Fig. 3b pressure control method in the clutch actuation with different consumer or hydraulic effective cross-sectional areas
  • Fig. 4 Use of the pressure generating device as a piston actuator for two hydraulic consumers (in particular clutches) with additional use of ShV valve and switching valves on the consumers for multiplex operation;
  • FIG. 4a shows an alternative embodiment in which the pressure reduction in the chambers of the consumers takes place or can take place via associated outlet valves;
  • FIG. 5 Use of the pressure-generating device as a piston-type actuator as well as a switching element for more than 2 consumers (in particular 2 Clutches and two switching elements with pressure control of the clutch and the switching elements in a multiplex process);
  • pressure control unit as a clutch actuator and - shift actuator for consumers with two hydraulic active surfaces (eg gear control, steering) and optionally further consumers with multiplex operation
  • Fig.la shows the basic structure of a first possible embodiment of the pressure generating device according to the invention, which can also be referred to as pressure control and volume conveying unit, hereinafter also DHK pressure control unit.
  • This has a double-acting piston 1, hereinafter also called Doppelhubkolben DHK, which can be moved via a push rod 2 with a linear drive, consisting of electric motor M and gear, which is in particular a ball screw gear in both directions over the way sk.
  • Angle transmitter 6a and phase current measuring sensor (s) 6b are provided on servo motor M.
  • a sensor can be used directly to determine the piston stroke position (6c). This is helpful, in particular in the event of slippage in the transmission, for improving postion control.
  • the double-stroke piston 1 defines a first working space or pressure chamber 3a and a second working space or pressure chamber 3b. Both working spaces 3a, 3b are connected via check valves 4a and 4b to a reservoir 5.
  • the check valves 4a, 4b have a large opening cross section, so that throttling effects is avoided.
  • the pressure generating device regulates the pressure in the two hydraulic circuits K1 and K2.
  • pressure transducer 7 or 7a are arranged in the supply lines H3, H4 between the working spaces 3a, 3b and the hydraulic circuits Kl and K2 pressure transducer 7 and 7a are arranged.
  • On the pressure transducer 7 or 7a can be dispensed with the control by the torque of the motor M is calculated on the phase current measurement and calculated over the effective cross-sectional area of the system pressure in the hydraulic line H3, H4, in which no pressure transducer is provided.
  • the phase current measurement can be carried out redundantly in order to be able to completely dispense with the pressure transmitters.
  • two switchable valves PD1 or PD2 are provided, which may also be referred to as pressure relief valves, which are arranged in the respective working space 3a, 3b with the reservoir 5 connecting hydraulic line Hl, H2.
  • pressure relief valves For a pressure reduction from two working spaces 3a, 3b in the reservoir 5 is possible.
  • the pressure By opening one or both valves PD1 or PD2, the pressure can be reduced in a controlled way during forward or return stroke by way of control sk or by stopping the double-stroke piston 1.
  • At least one of the two pressure transmitters 7, 7a or the current measurement is used for the pressure reduction control. This is particularly advantageous over a pressure control over classic exhaust valves with PWM operation, since the pressure can be reduced controlled with a high accuracy.
  • Fig.lb shows another possible embodiment of the pressure generating device according to the invention, in which the working space 3a is limited to the effective area AI and the second working space 3b with the effective area A2 of the piston 1.
  • the ratio of the areas AI and A2 is approximately 2: 1, but at least 1.5: 1 and at most 2.5: 1.
  • a switchable pressure compensation valve ShV is arranged between the chambers 3a, 3b.
  • the switchable valve ShV is designed as a switching valve without throttling function in highly dynamic systems and consequently has a large flow cross-section.
  • the connecting line containing the pressure chambers 3a, 3b or the hydraulic lines H3, H4 leading to them to the consumers and containing the switching valve ShV is as short as possible and starts at least at a pressure chamber as directly as possible at the outlet of the piston-cylinder unit.
  • the flow resistance increasing elements, such as additional valves, etc., as possible in this area be avoided.
  • a switching valve ShV instead of a switching valve ShV, a plurality of switching valves may be connected in parallel in the connecting line H5. By such a parallel connection standard valves from mass production can be used.
  • By switching the pressure compensation valve ShV a connection between the front and rear of the Doppelhubkolbens 1 can be made and the KolbenHub different effective surfaces can be realized by pressure equalization.
  • the flow cross section of the switching valve ShV and the flow resistance of the hydraulic lines connecting the working chambers of the Doppelhubkolben less relevant and the connection can also be made via several valves, for example in the hydraulic circuit.
  • valve ShV By the pressure generating device two hydraulic circuits Kl and K2 are supplied.
  • circuit 1 When valve ShV is closed, circuit 1 is supplied with pressure in the forward stroke and circuit 2 in the return stroke.
  • valve ShV When the valve ShV is open, both the circuit Kl and the circuit K2 are supplied together with the effective area A1-A2 (in the forward stroke) or A2 (in the return stroke) in the forward and return stroke.
  • the pressure in at least one hydraulic line H3, H4 is determined by means of a pressure transmitter 7, optionally also by means of the two pressure sensors 7, 7a. On a pressure transducer can be dispensed with the control when calculated via the phase current measurement, the torque of the motor M and calculated over the effective cross-sectional area of the system pressure.
  • Fig.lc represents an extension of the pressure generating device of Fig. Lb, wherein further switching valves SV1, SVla and SV2 are provided in the hydraulic lines H3, H4.
  • the switching valves SV1 and SV2 are disposed at the outputs of the front chamber 3a and rear chamber 3b, and the switching valve ShV directly connects the hydraulic circuit K1 to the chamber 3b.
  • the switching valve SVla is then arranged in front of the connecting line H5 and the hydraulic circuit Kl.
  • valves in Fig. Lc are switched as follows.
  • it can also be dispensed with for the rules described below to the valve PD2 and the Hydrau ⁇ lik Koch H2 because it operates always closed in the listed functions, and thus the function corresponds to a non-return valve
  • Fig.2 describes the same pressure generating device as Fig. 1a with the difference that the push rod piston 2 is actuated via a linear actuator, consisting of an armature 15 with permanent magnets 15a, a stator with excitation coils 16 and a linear displacement sensor 17.
  • a linear actuator consisting of an armature 15 with permanent magnets 15a, a stator with excitation coils 16 and a linear displacement sensor 17.
  • the function is the same as in FIG. la.
  • Linear actuators have advantages compared to motorized screw drives when the double-stroke piston is designed for small strokes and low forces occur in the system.
  • the connecting valve ShV is used, which has the same mode of action as in FIG. lb described.
  • FIG. 3a describes the control strategy for accurate pressure regulation by mapping a pressure-volume (displacement) characteristic curve in a relationship between pressure rod displacement sk and pressure p.
  • the pressure sensor 7 of FIGS. 1 a, 1 b, 1 c is used.
  • the pressure volume characteristic can be adjusted. This method is particularly in the pressure build-up and pressure reduction of clutch plates and other consumers, such.
  • gear actuators used when no simultaneous pressure build-up and pressure reduction is required, ie. either a clutch or a gear selector operated in sequential order.
  • the pressure buildup starts from an outlet pressure sO A i.
  • a desired control pressure pl is set by controlling the linear actuator during pressure build-up p au n with surface AI z. B. in the pre-stroke to the position S p i, the pressure build p aU fn with surface A2 z. B. in the return stroke to the position Sp 3 .
  • the control is based on the pressure-displacement curve, which maps the non-linear relationship between pressure and displacement. It is also possible to control lower pressures than pl via the pressure path characteristic. When switching to the effective area A2, the pressure volume characteristic shifts. This results in a new reference path s p3 .
  • Pressure changes can be adjusted by setting difference paths Dsk.
  • the path-controlled pressure control strategy has the advantage that the pressure can be set much better if the control is carried out via stroke and not via use of the pressure sensor, since pressure fluctuations and elasticities of the pressure line do not influence the control as disturbances and do not impose any high demands on the accuracy of Pressure transmitters must be made.
  • the pressure control unit according to FIG. lb used, ie with pressure reduction valve PD1 the pressure can be controlled via the displacement control sk in the degradation over the pressure-path relationship (p a bi) -
  • the piston 1 is operated in the return stroke. It must be ensured that the volume in the second chamber 3b is not compressed, ie can escape via PD2 in the reservoir.
  • a comparable pressure reduction (p a bn) can also be regulated in the preliminary stroke with a smaller effective area.
  • the volume is drained via reservoir PD2 in the reservoir.
  • p abII is achieved when the ShV valve is opened in the return stroke. Then no PD1 or PD2 valve is required for pressure reduction.
  • the displaced volume is conveyed from the rear chamber 3b into the front chamber of the double-stroke piston.
  • 3 b describes the control method with simultaneous pressure build-up and pressure reduction via both chambers of the DHK (eg when two clutches are actuated in the system configuration according to FIG. 5).
  • the piston is moved in the return stroke from the position S1 to the position S2.
  • the pressure of the clutch Kl is reduced by the operating pressure ⁇ to approximately zero, while at the same time increases the pressure in clutch K2 from approximately zero to p K2 .
  • the actuator is further moved to position S2 until the operating pressure pK2 is reached.
  • the missing volume from the storage chamber is conveyed via the check valves into the front chamber of the DHK in order to avoid negative pressure.
  • the pressure in a clutch can be used as an energy source, so that a drive motor with minimum power requirement is only required, or the dynamics of the switching process compared to a 2-actuator system can be significantly improved in the switching process with the same engine, since the stored hydraulic energy in the Switching operation can be used.
  • the controller can be optimized, for. B. that the detachment process of a clutch Kl is synchronized with the application process of the second clutch, i. with an adjustment path in the middle between Sl and S2 (i.e.
  • the DHK pressure supply unit can also be used with a valve circuit as explained in FIG.
  • FIG. 4 illustrates the one embodiment of the pressure generating device according to the embodiment in FIG. Ib, in which the potential of the Doppelhubkolbens 1 is used.
  • Each working space 3a, 3b is connected to a slave cylinder V1K, V2K of the two clutches VI and V2.
  • This system design allows the pressure reduction of the clutch Kl (p a t> Ki) via the front chamber 3 a of the Doppelhubkolbens while the pressure build- up in the clutch K2 (p aU fK2) via adjustment in the return stroke of the Doppelhubkolbens.
  • the simultaneous pressure build-up and pressure reduction can also be done in Vorhubraum.
  • the pressure in the consumer V2 is reduced by Vorhubiolo the Doppelhubkolbens and built up in consumer VI.
  • both PDl and PD2 can be used for pressure reduction control.
  • the ShV valve can also be opened for pressure reduction as well as for the pressure build-up control and the pressure variable via the movement of the double-stroke piston can be influenced by connecting the circuits K1 and K2.
  • FIG. 4a Another possibility of pressure regulation is shown in FIG. 4a and consists in that the pressure from at least one of the consumers VI, V2 via an associated outlet valve AV K i, AV K2 , which is preferably connected between consumer and switching valve SV1, directly via a separate Hydraulic line H6, H7 are dismantled into the storage container 5.
  • this is illustrated by the example of the pressure reduction (p a bK 2 ) in the circle K2 with simultaneous pressure build- up in the circle K2 (p aU fKi).
  • the surfaces in working space 3a and 3b are different, more volume is conveyed during the preliminary stroke into the chamber VIK than the chamber V2K is removed.
  • valves PDl and PD2 are provided, then at least one pressure reduction valve AV K i is required, which connects a hydraulic circuit K1 or K2 to the reservoir for the pressure reduction.
  • the use of an AV valve with upstream switching valve instead of PDl and PD2 has the disadvantage that the pressure reduction with closed switching valve SV1 can not use pressure information and thus the valves must be equipped in the sense of meeting an accurate pressure reduction accuracy and manufacturing tolerances with small opening cross-sections or must be operated via PWM control.
  • the special solution offers the advantage that in a transition phase of a system introduction standard exhaust valves, which are manufactured in mass production as well as the software for a pressure relief control known from the operation of brake systems can be used.
  • valve ShV can be used for downsizing the torque of the drive motor with an area ratio A1 / A2 of approximately 2: 1 for the same volume balance of the clutches VI and V2.
  • A1 / A2 of approximately 2: 1 for the same volume balance of the clutches VI and V2.
  • the normally open switching valves SV1 and SV2 make it possible, when the setpoint pressure of the clutch is reached, to be closed by energization and the pressure in the slave piston hydraulics to be maintained at a low valve current.
  • the current load of the motor M and the power requirement can be reduced and the control can be facilitated, in particular the consumer can be separated upon reaching the desired pressure and adjusted in a sequential step, the other consumers to the target pressure level via the pressure volume control.
  • the pressure generating device can also be used with a valve circuit as explained in FIG.
  • the valve circuit of FIG. 2 can also be compared to FIG. lb on Fig. lc be adjusted. The same applies to the following system descriptions in FIG. 5 and 6.
  • Fig. 5 shows an extension of the in Fig. 4 described system for the additional operation of several consumers V3, V4 while waiving a pressure transducer in the circle K2.
  • a pressure transducer in the circle K2 is possible and in the circle Kl is dispensed with the pressure transducer.
  • V1-V4 switching valves SV1, SV2, SV3, SV4 are provided for each consumer.
  • the gear regulators are controlled in the so-called multiplex process, ie confirmation of hydraulic consumers VS3 or VS4, the normally open switching valves of the clutch plates are closed, so that the pressure is maintained by energizing the solenoid valves or not on the confirmation Pressure is built up.
  • the pressure of the slave piston of the consumption V3 or V4 is, as already described, built up or reduced via the double-stroke piston taking into account the pressure volume characteristic (p M ux, v3,
  • the system can be significantly simplified over conventional dual clutch systems in which a drive mechanism is provided for each gear selector and each clutch. Since switching valves, even with low flow resistance are relatively cheap and easy, thus a significant cost and weight reduction can be achieved.
  • FIG. 6 shows an alternative to FIG. 5, in which two chambers V1 K1 and V1 K2 of a consumer VI in addition to a second consumer V2 with the pressure generating device according to the invention are pressurized in multiplex mode.
  • the piston of the consumer VI is adjustable in both directions, wherein in the adjustment of the rod in VI both hydraulic circuits Kl and K2 are used in which pressure is reduced in a chamber of the Doppelhubkolbens and by displacement of the piston in a another chamber pressure is built up.
  • the valves PD1, PD2 or SHV are additionally used, whereby only a maximum of 2 valves are required for control. Comparable to FIG.
  • FIGS. 4a can also be an outlet valve AV K 3 between a hydraulic chamber of a consumer, here exemplified for the consumer V3 and connected to the respective switching valves SV3, via which the pressure from the chamber V3k via a separate hydraulic line H8 can be derived directly to the storage container 5, wherein the FIGS. 4a described disadvantages are to be accepted.
  • the pressure in the chamber V1K2 or V1K2 supplied with pressure and the piston with the pressure control method according to the invention adjusted very accurately.
  • consumers can represent, for example, a steering or gear regulator (VI) as well as a clutch (V2).
  • V4 can be connected with upstream switching valves SV4 and SV5 with active principle of the consumer VI or V2 and operated in multiplex mode.
  • a complete dual-clutch transmission (with 2 clutches, 4 gear shifter) or a plurality of clutches and a steering can be operated with a pressure supply unit or other hydraulic systems can be supplied with pressure with a central regulator (eg electrohydraulic Ventitrieb)
  • Control unit (ECU) AV Pressure compensation valve switchable

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)

Abstract

L'invention concerne un dispositif de génération de pression comportant un ensemble cylindre-piston (DE) qui présente un piston à double effet (1) qui sépare hermétiquement l'un de l'autre deux espaces travail (3a, 3b) dans le cylindre. Le piston (1) présente deux surfaces actives (A1, A2), en particulier de taille différente, chaque surface active (A1, A2) du piston (1) délimite respectivement un espace de travail (3a, 3b), chaque espace de travail (3a, 3b) communique avec un circuit hydraulique (K1, K2) par l'intermédiaire d'une conduite hydraulique (H3, H4), au moins une chambre hydraulique d'un consommateur (V1, V1K1, V1K2, V2K, V3K, V4K) est raccordée à chaque circuit hydraulique (K1, K2), et un entraînement (M) entraîne le piston (1) de l'ensemble cylindre-piston (DE). Le dispositif est caractérisé soit en ce que chaque espace de travail (3a, 3b) communique avec un réservoir de stockage (5) d'un fluide hydraulique au moyen d'une conduite hydraulique (H1, H2), au moins une soupape de commande (PD1, PD2) servant à bloquer ou ouvrir sélectivement la conduite hydraulique (H1, H2) étant agencée dans chaque conduite hydraulique (H1, H2), soit en ce qu'un ou les deux espaces de travail (3a, 3b) communiquent avec un réservoir de stockage (5) d'un fluide hydraulique au moyen d'une conduite hydraulique (H1, H2), une soupape de commande (PD1, PD2) servant à bloquer ou ouvrir sélectivement la conduite hydraulique (H1, H2) étant agencée dans une ou dans les deux conduites hydrauliques (H1, H2), et/ou une soupape de sortie (AVi) servant à diminuer directement la pression de la chambre concernée vers le récipient de stockage (5) étant associée respectivement à une ou à plusieurs chambres hydrauliques du consommateur. L'invention est en outre caractérisée en ce que les espaces de pression (3a, 3b) et/ou les conduites hydrauliques (H3, H4) communiquent les uns avec les autres par l'intermédiaire d'une conduite de raccordement (H5), une soupape de commande (ShV) servant à ouvrir ou bloquer sélectivement la conduite de raccordement (H5) étant agencée dans la conduite de raccordement (H5).
PCT/EP2016/055703 2015-03-16 2016-03-16 Dispositif de génération de pression et procédé d'actionnement à piston à double effet a commande électrique WO2016146692A1 (fr)

Priority Applications (9)

Application Number Priority Date Filing Date Title
KR1020237039045A KR20230158650A (ko) 2015-03-16 2016-03-16 전기적으로 구동되는 더블-스트로크 피스톤들을 가지는 압력 생성 디바이스 및 작동 방법
EP22184243.8A EP4129783B1 (fr) 2015-03-16 2016-03-16 Dispositif de génération de pression et procédé d'actionnement à piston à double effet a commande électrique
EP16711220.0A EP3271228B1 (fr) 2015-03-16 2016-03-16 Dispositif de génération de pression et procédé d'actionnement à piston à double effet a commande électrique
CN202111170671.9A CN114368370B (zh) 2015-03-16 2016-03-16 具有电驱动的双冲程活塞的压力产生装置和操纵方法
KR1020177029740A KR102603676B1 (ko) 2015-03-16 2016-03-16 전기적으로 구동되는 더블-스트로크 피스톤들을 가지는 압력 생성 디바이스 및 작동 방법
US15/558,385 US11097708B2 (en) 2015-03-16 2016-03-16 Pressure generating device and operating method comprising an electrically driven dual-action reciprocating piston
CN201680016524.7A CN107438543B (zh) 2015-03-16 2016-03-16 具有电驱动的双冲程活塞的压力产生装置和操纵方法
JP2017548861A JP7264591B2 (ja) 2015-03-16 2016-03-16 電気的に駆動される往復ピストンを備えた圧力生成装置および作動方法
US17/378,201 US20210339727A1 (en) 2015-03-16 2021-07-16 Pressure generating device and operating method comprising an electrically driven dual-action reciprocating piston

Applications Claiming Priority (12)

Application Number Priority Date Filing Date Title
DE202015107072 2015-03-16
DE202015107079.9 2015-03-16
DE202015107075.6 2015-03-16
DE202015107072.1 2015-03-16
DE202015107075 2015-03-16
DE202015107079.9U DE202015107079U1 (de) 2015-03-16 2015-03-16 Bremssystem mit gemeinsamem Auslassventil für beide Bremskreise
DE202015107081.0 2015-04-21
DE202015107081 2015-04-21
DE202015008975.5U DE202015008975U1 (de) 2015-03-16 2015-12-30 Bremsanlage mit Schwimmkolben-Hauptbremszylindereinheit mit neuartiger MUX-Regelung (MUX 2.0) mit mindestens einem Auslassventil
DE202015008976.3 2015-12-30
DE202015008975.5 2015-12-30
DE202015008976.3U DE202015008976U1 (de) 2015-03-16 2015-12-30 Bremsanlage mit neuartiger MUX-Regelung (MUX 2.0) mit einem Auslassventil/Bremsanlage oder einem Auslassventil pro Bremskreis

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US15/558,385 A-371-Of-International US11097708B2 (en) 2015-03-16 2016-03-16 Pressure generating device and operating method comprising an electrically driven dual-action reciprocating piston
US17/378,201 Continuation US20210339727A1 (en) 2015-03-16 2021-07-16 Pressure generating device and operating method comprising an electrically driven dual-action reciprocating piston

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WO2019215278A2 (fr) 2018-05-09 2019-11-14 Ipgate Ag Système de freinage, en particulier pour conduite automatisée
WO2020002077A1 (fr) 2018-06-26 2020-01-02 Lsp Innovative Automotive Systems Gmbh Procédé d'activation de plusieurs organes de commande
DE102018115365A1 (de) 2018-06-26 2020-01-02 Lsp Innovative Automotive Systems Gmbh Vorrichtung zur Ansteuerung von mehreren Stellgliedern mit einem gemeinsamen getakteten Auslassventil zum Druckabbau
WO2022189117A1 (fr) * 2021-03-08 2022-09-15 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Mise en œuvre redondante d'un système de freinage électromécanique
WO2022214226A1 (fr) * 2021-04-07 2022-10-13 Ipgate Ag Concept de soupape à 3/2 voies pour un système d'actionnement hydraulique
US12005870B2 (en) 2018-05-09 2024-06-11 Ipgate Ag Brake system, in particular for automatic driving

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DE102009043484A1 (de) * 2009-09-30 2011-03-31 Ipgate Ag Bremssystem mit Speichereinrichtung mit Mehrfachfunktion
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WO2015036623A2 (fr) 2013-09-16 2015-03-19 Ipgate Ag Unité de refoulement à débit volumique et régulation de pression, à commande électrique
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WO2003038246A2 (fr) * 2001-10-19 2003-05-08 Robert Bosch Gmbh Actionneur hydraulique pour soupape a deux voies a gaz
DE102006038446A1 (de) 2006-08-16 2008-02-21 Lsp Innovative Automotive Systems Gmbh Elektromotorischer Kolbenantrieb
DE102009043484A1 (de) * 2009-09-30 2011-03-31 Ipgate Ag Bremssystem mit Speichereinrichtung mit Mehrfachfunktion
US20120061192A1 (en) * 2010-09-10 2012-03-15 Andreas Birkheim Brake system for a vehicle
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DE102016118423A1 (de) 2016-09-07 2018-03-08 Lsp Innovative Automotive Systems Gmbh Elektrohydraulisches System für die Betätigung von Kupplung(en) und Gangsteller(n) von Schaltgetrieben
US11472388B2 (en) 2017-06-20 2022-10-18 Ipgate Ag Brake system
WO2018234387A1 (fr) * 2017-06-20 2018-12-27 Ipgate Ag Système de freinage
US11987227B2 (en) 2017-06-20 2024-05-21 Ipgate Ag Brake system
GB2578399A (en) * 2017-06-20 2020-05-06 Ipgate Ag Brake system
GB2578399B (en) * 2017-06-20 2022-09-14 Ipgate Ag Brake system
US11981316B2 (en) 2017-06-20 2024-05-14 Ipgate Ag Brake system
WO2019215278A2 (fr) 2018-05-09 2019-11-14 Ipgate Ag Système de freinage, en particulier pour conduite automatisée
DE102018111126A1 (de) * 2018-05-09 2019-11-14 Ipgate Ag Bremssystem, insbesondere für automatisiertes Fahren
US12005870B2 (en) 2018-05-09 2024-06-11 Ipgate Ag Brake system, in particular for automatic driving
WO2020002077A1 (fr) 2018-06-26 2020-01-02 Lsp Innovative Automotive Systems Gmbh Procédé d'activation de plusieurs organes de commande
DE102018115364A1 (de) 2018-06-26 2020-01-02 Lsp Innovative Automotive Systems Gmbh Vorrichtung zur Ansteuerung von mehreren Stellgliedern
DE102018115365A1 (de) 2018-06-26 2020-01-02 Lsp Innovative Automotive Systems Gmbh Vorrichtung zur Ansteuerung von mehreren Stellgliedern mit einem gemeinsamen getakteten Auslassventil zum Druckabbau
WO2022189117A1 (fr) * 2021-03-08 2022-09-15 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Mise en œuvre redondante d'un système de freinage électromécanique
WO2022214226A1 (fr) * 2021-04-07 2022-10-13 Ipgate Ag Concept de soupape à 3/2 voies pour un système d'actionnement hydraulique
GB2620081A (en) * 2021-04-07 2023-12-27 Ipgate Ag 3/2-way valve concept for a hydraulic actuation system

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