WO2016198218A1 - Procédé permettant de faire fonctionner un système de propulsion hydrostatique et système de propulsion hydrostatique - Google Patents

Procédé permettant de faire fonctionner un système de propulsion hydrostatique et système de propulsion hydrostatique Download PDF

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Publication number
WO2016198218A1
WO2016198218A1 PCT/EP2016/060382 EP2016060382W WO2016198218A1 WO 2016198218 A1 WO2016198218 A1 WO 2016198218A1 EP 2016060382 W EP2016060382 W EP 2016060382W WO 2016198218 A1 WO2016198218 A1 WO 2016198218A1
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WO
WIPO (PCT)
Prior art keywords
speed
saving mode
energy
drive
output speed
Prior art date
Application number
PCT/EP2016/060382
Other languages
German (de)
English (en)
Inventor
Stefan Traub
Andreas Litz
Maik DREHER
Markus Eymüller
Klaus Baumann
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
Priority to EP16723694.2A priority Critical patent/EP3307598A1/fr
Publication of WO2016198218A1 publication Critical patent/WO2016198218A1/fr

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Classifications

    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • 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
    • 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
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0095—Automatic control mode change
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • B60W2510/1045—Output speed change rate
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change

Definitions

  • the invention relates to a method for operating a hydrostatic travel drive, in particular for construction machines, and to a hydrostatic drive which is suitable for carrying out the method.
  • a method for operating a hydrostatic drive with a hydrostatic drive pump and two hydrostatic drive motors is known in which the speed of the drive motor is lowered in the upper driving speed range of the vehicle.
  • a hydrostatic drive pump is briefly called a hydraulic pump
  • a hydrostatic drive motor is called a hydraulic motor.
  • the speed reduction on the drive motor causes a reduced drive speed of the driven by the drive motor hydraulic pump of the hydrostatic drive.
  • it is provided according to DE 1020121 12376 A1 to correspondingly reduce the intake-side absorption volume of a hydraulic motor of this travel drive.
  • the aim is to achieve a quiet and stable ride, but also a quick response of the drive should be maintained at short-term changes in performance requirements.
  • a corresponding hydrostatic drive should be specified.
  • a power saving mode can be activated in certain operating phases.
  • the drive motor is lowered with one Drive speed operated.
  • the drive motor may be operated in an optimal range of its fuel consumption map or at an adjustable engine speed with energy saving mode enabled to save fuel.
  • an output speed gradient is determined according to the invention and taken into account by a controller such that the energy-saving mode can only be activated if the output speed gradient is less than a predetermined first limit value.
  • the output speed gradient is the change in output speed over time and thus substantially corresponds to the acceleration or deceleration of the vehicle driven by the traction drive. It can be measured and indicated in the same way as the first limit, for example in the unit 1 / s 2 .
  • the output speed gradient is taken into account by the controller to determine if lowering the input speed is reasonable at all.
  • the speed of the drive motor should not be lowered because the vehicle is still in an acceleration phase. If the reduction of the speed occurs too early, too early in the performance reduction can lead to a discontinuity in the course of acceleration. Therefore, the reduction of the drive speed should begin only when a stable output speed is reached. A prerequisite for this is that the output speed gradient is smaller than the correspondingly determined first limit value.
  • the said control can be part of a central vehicle control unit or a transmission control unit, for example, so that the described tasks are taken over by an already existing control unit of the vehicle.
  • said control may consist of an electronic control device specially set up for the described tasks.
  • the output speed gradient may be calculated by the controller based on output speeds that occur at regular intervals. Detected distances from an output speed sensor and transmitted to the controller.
  • the energy saving mode before the activation of the energy saving mode by the controller and a speed difference between a requested output speed and an actual output speed is calculated and taken into account that the energy saving mode can only be activated if the speed difference is less than a predetermined second limit.
  • the requested output speed corresponds to a setpoint speed, which is determined by the controller, for example due to an accelerator pedal position and possibly a Kriechpedal too.
  • the actual output speed corresponds to the actual speed, which is detected for example by a speed sensor on an output shaft of the traction drive and transmitted to the controller.
  • the mentioned speed difference is particularly relevant in a driving operation on a slope or under load, as well as in dynamic operations of the driving operation, for example during acceleration.
  • the speed difference and the second limit can be specified in units of 1 / min, for example.
  • the speed difference can be compensated by the controller, for example, by appropriately changing the delivery volume of the hydraulic pump or the intake volume of at least one hydraulic motor.
  • accelerator pedal gradient Another parameter that is determined and taken into account by the controller prior to activation of the power saving mode according to the proposed method is an accelerator pedal gradient.
  • the accelerator pedal gradient is taken into account such that the energy-saving mode can only be activated if the accelerator pedal gradient is less than a predefined third limit value.
  • the accelerator pedal gradient is the change in accelerator pedal position over time. With the help of the accelerator pedal gradient is determined whether the driver operates the accelerator pedal quickly or slowly. A quick press indicates that the driver wants to maximally accelerate. Therefore, in this case the drive speed of the drive motor can not be lowered, ie the energy saving mode must not be activated.
  • the determined value of each said parameter must be less than the respectively associated limit value before the energy-saving mode can be activated or activated by lowering the rotational speed of the drive motor.
  • the driving speed present before activating the energy-saving mode can be maintained during operation in the energy-saving mode by reducing the displacement of at least one hydraulic motor of the hydrostatic drive accordingly. In this way, a quiet and stable ride and responsiveness of the traction drive can be achieved.
  • the energy-saving mode should only be activated if there is no limit load case. Otherwise, the drive motor, which already operates at the limit load, could be completely overloaded or even strangled by lowering the speed.
  • the activated energy-saving mode is deactivated if at least one of the aforementioned conditions exists. Accordingly, the energy saving mode is deactivated when the above-described speed difference between requested output speed and actual output speed is greater than the predetermined second limit, when a limit load case occurs during operation in the energy saving mode, when changing from one normal mode to another mode, or if the Accelerator pedal position during operation in energy saving mode injured at least one adjustable limit.
  • a limit load case exists when the drive motor is overloaded by the applied load torque or when an overload is imminent, because the sum of the demanded by the drive motor power of all consumers exceeds the installed drive power of the drive motor.
  • a limit load control valve via a metering orifice a speed drop of the drive motor, which is referred to as engine return.
  • engine return a speed drop of the drive motor
  • an adjusting pressure in the region of a pump displacement of a hydraulic pump of the hydrostatic drive is reduced in the presence of a Motord and with appropriate design of the control and regulating system of the hydrostatic drive.
  • the reduction of the adjustment pressure in turn causes a pivoting back of the pump device, whereby the power consumption of the hydraulic pump and the engine return are reduced.
  • the energy-saving mode should also be deactivated when switching from normal operation to another operating mode.
  • a change from a normal mode into another mode takes place, for example, in the case of a defective element of the drive train, in which case in an emergency mode, for example, Limp_Home is called, is switched.
  • an emergency mode for example, Limp_Home is called
  • not all otherwise available functions are available. Instead, only the essential functions for driving should be maintained until the defect has been corrected again.
  • the energy-saving mode is not one of these essential functions.
  • Further operating modes that can be switched out of the normal operating mode are called, for example, "Transmission Shutdown" or "TCU Shutdown".
  • the energy-saving mode is to be deactivated even if the accelerator pedal position during operation in energy-saving mode violates at least one adjustable accelerator pedal position limit value.
  • a first pedal position limit value and a second accelerator pedal position limit value are preferably taken into account.
  • the first accelerator pedal position limit value represents a lower limit value which is violated if it is undershot.
  • the first accelerator pedal position limit value represents the limit beyond which the requested input speed falls below the drive speed in energy-saving mode. That is, when the requested based on the accelerator pedal position input speed is below the calculated input speed in energy saving mode.
  • the setting of the first accelerator pedal position limit value depends on the size and the characteristics of the drive motor and may be, for example, approximately 40% of the total accelerator pedal travel.
  • an instantaneous accelerator pedal position of, for example, only 30% of the total accelerator pedal travel would correspond to a requested input speed which is below the input speed in energy-saving mode. Consequently, the activated energy-saving mode should be left or deactivated.
  • the second accelerator pedal position threshold is set near the fully depressed accelerator pedal, for example at 95% of the total accelerator pedal travel.
  • the second accelerator pedal position limit value thus represents an upper limit which is violated when the detected accelerator pedal position exceeds the second accelerator pedal position limit, ie when the driver signals by means of an almost completely depressed accelerator pedal that he requests a strong acceleration of the vehicle. To achieve this requirement, the energy-saving mode is not advantageous and should therefore be deactivated.
  • the energy-saving mode can only be activated if the output speed has previously been stable for a preset period of time, i. that the output speed over the preset period is within a predetermined speed window.
  • a timer can be set in the control to the preset period and started regularly. Only after the expiry of the timer and when the output speed has not left the predetermined speed window during this time, the energy-saving mode should be activated.
  • the energy-saving mode be activated and the speed of the drive motor lowered.
  • the speed reduction as well as the speed increase when deactivating the energy-saving mode preferably takes place along a ramp. This means that the specification of the speed for the drive motor always takes place during the transitions between activation and deactivation via a ramp in order to be able to perform the transitions without noticeable speed changes on the output.
  • the displacement of at least one hydraulic motor of the hydrostatic drive along a ramp is reduced accordingly, so that the reduction in the input speed is compensated and the output speed remains constant.
  • the displacement of at least one hydraulic motor of the hydrostatic drive along a ramp is increased so that the output speed either remains constant, or that a requested output speed is achieved as soon as possible.
  • Such a further reduction of the drive speed is preferably carried out via a ramp function.
  • the function can be used to protect the hydrostatic transmission components, in particular the hydraulic pumps and hydraulic motors, against impermissible volumetric flows.
  • the reduction is to be understood as a speed limit of the drive motor. This limit can be set with parameters via the software and the controller. The drive motor must not exceed the specified speed limit. This behavior is monitored by the software. When exceeding the speed limit by the drive motor, a fault memory entry can be generated and the maximum output speed can be lowered.
  • the invention further comprises a hydrostatic drive which is suitable for carrying out the method described above.
  • a hydrostatic drive comprises a drive motor, a hydraulic pump drivable by the drive motor and at least one hydraulic motor adjustable in its displacement, and a controller.
  • the controller may in particular be designed as an electronic control device and comprise a plurality of control devices, for example a vehicle control device, an engine control device and / or a transmission control device.
  • the various components of the controller are interconnected, for example, via at least one data-transmitting bus system.
  • the controller comprises means for determining various parameters, the parameters comprising at least one output speed gradient, an accelerator pedal gradient and a speed difference between a target output speed and an actual output speed.
  • the parameters for example, speed sensors and position sensors can be used.
  • For calculating said gradient and the speed difference is at least one data processing element, for example, a processor required as a central processing unit of the controller.
  • the controller has means for storing and retrieving limit values associated with the parameters.
  • electronic data storage can be used, in particular permanent or semi-permanent storage media, which are connected to the processor of the controller.
  • the controller comprises means for comparing a plurality of parameters, each with an associated limit value, in order to activate a power-saving mode when the limits of all compared parameters are met, the power-saving mode providing a driving operation with reduced drive speed.
  • the controller comprises means for controlling a drive speed of the drive motor and means for controlling a displacement adjustment of the at least one hydraulic motor so as to be able to reduce the displacement of the hydraulic motor to enable the energy-saving mode simultaneously with the lowering of the drive speed in that the output speed remains the same.
  • the controller may include a timer, with the aid of which it can be checked whether the output speed is within a predetermined speed window before activating the energy-saving mode in a time period preset on the timer. Only if this is the case, the energy-saving mode is activated. Also a stable course of the output speed and thus a quieter driving behavior are achieved.
  • FIG. 1 is a diagram showing the course of a drive speed, an associated output speed and the displacement of two hydraulic motors and
  • Fig. 2 is a diagram showing the course of a drive speed and an associated output speed before, during and after an operation in the energy saving mode.
  • Fig. 1 shows a time-speed diagram with the course of a drive speed, an associated output speed and the displacement of two hydraulic motors.
  • On the horizontal axis is the time t and on the vertical axis, the input speed n A N of a drive motor and an associated output speed n A B of a hydrostatic drive are plotted.
  • the displacement volume q_soii_MA and q_soii_MB of two adjustable hydraulic motors of the corresponding hydrostatic drive are plotted on the vertical axis.
  • the curves of the drive speed n A N and the output speed n A B are plotted as a solid line, while the curves of the displacement q_soii_MA and q_soii_MB are shown as dashed lines.
  • the diagram of FIG. 1 shows nominal values of the mentioned variables, which therefore have an exactly rectilinear, linear course.
  • An essential aspect of the present invention is to obtain a quiet driving behavior of the vehicle, even if it is changed from a normal driving mode in a power-saving mode with lowered input speed, or vice versa. During such a change, therefore, the output speed should, for example, remain the same.
  • Fig. 1 shows a period in which is changed from a normal driving mode in a power saving mode with lowered input speed.
  • this time interval does not change from t 0 to t 3 over the entire period and runs in the diagram along a horizontal, continuous characteristic curve.
  • the drive speed n A N of t 0 to ti is constant and from ti, the drive speed n A N is continuously lowered until the time t 2 , at which the lowered speed of the energy-saving mode is reached. From the time t 2 to the drive speed n A N over the entire further course shown again runs constantly at the lowered speed level, ie here the energy-saving mode is active.
  • the input speed n A N and the output speed n AB are constant. This means that the drive motor rotates at constant speed and that the drive ratio in the hydrostatic drive is not changed in this period, so that the output speed n AB does not change. Accordingly, the swallow volumes q_soii_MA and q_soii_MB remain unchanged in the period between t 0 and ti.
  • the constant output speed n AB from time t 2 is achieved because, parallel to the decreasing input speed n AN between ti and t 2, the displacement volumes q_soii_MA and q _SOII_MB of the hydraulic motors are reduced to the exact extent that the reduced input speed at the hydraulic pump of the hydraulic engine hydrostatic drive system is balanced.
  • the reduced flow rate of the hydraulic pump is thus compensated by the simultaneously reduced displacement of the hydraulic motors.
  • the reduction of the swallow volume is made in this phase mainly to the hydraulic motor A.
  • the displacement volumes q_soii_MA and q _SOII_MB of the hydraulic motors are changed in opposite directions, so that a total displacement of both hydraulic motors remains the same and the ratio of the hydrostatic drive is no longer changed.
  • the swallow volume is menu q_soii_MA of the hydraulic motor A is lowered according to a straight-line curve while the displacement q_soii_MB of the hydraulic motor B is raised in accordance with the corresponding straight-line rising curve.
  • the displacement q_soii_MA of the hydraulic motor A can be lowered to zero, so that the entire drive power of the hydrostatic drive is passed through the hydraulic motor B, or is converted by the hydraulic motor B into mechanical power.
  • the curve of the swallow volume q_soii_MA is drawn only until time t 3 .
  • FIG. 2 shows a time-speed diagram with the course of a drive speed n A N and an associated output speed n AB .
  • On the horizontal axis is the time t and on the vertical axis, the said speeds n of a hydrostatic drive are plotted.
  • the drive speed n A N is in the form of a solid line and the output speed n A B is shown in the form of a dashed line.
  • the state of the energy mode present in the respective time segment is drawn in the form of a dash-dot line, either active or inactive.
  • the input speed n AN is slightly sloping with a variable pitch.
  • the output speed n AB is decreasing in the same period with variable slope.
  • a rotational speed gradient band DG associated with the output rotational speed n AB which initially extends from t 4 to t 5 , indicates that the output rotational speed n AB changes in this period so that it does not lie within the rotational speed gradient band DG long enough.
  • the speed gradient is not below the predetermined first limit.
  • the output speed n AB is slowed down so much in the time interval between t 4 and t 5 that activation of the energy-saving mode is not meaningful.
  • a controller checks this relationship and takes into account the high speed gradient in such a way that the energy-saving mode at the end of this period at t 5 is not activated.
  • a check is made as to whether the speed difference between the requested output speed and the actual output speed is less than a predetermined second threshold, and whether the accelerator pedal gradient is less than a predetermined one third limit, is unnecessary for this period of time, because all of these conditions must be present for the energy-saving mode is activated.
  • the above requirements are all checked again. In this example, these conditions are met, so that the power saving mode is activated at time t 6 .
  • the output speed n A B varies slightly between t 5 and t 6 up and down, but overall it runs in this period at a nearly constant level and is over the entire period t 5 to t 6 within the speed gradient band DG. That is, in the period between t 5 and t 6 , the predetermined first limit value is exceeded and thus complied with.
  • the controller additionally checks this relationship as to whether the speed difference between the requested output speed and the actual output speed is less than a predetermined second threshold, and whether the accelerator pedal gradient is less than a predetermined third threshold. Since these requirements are present in the present example between t 5 and t 6 , the control activates the energy-saving mode at the end of the time segment at t 6 , so that the drive rotational speed n A N is lowered from t 6 .
  • the drive speed n A N is initially lowered by activating the energy saving mode, while the output speed n A B continues to run substantially at the existing speed level. This is achieved as described above by a simultaneous corresponding reduction in the absorption volume of at least one hydraulic motor of the hydrostatic drive.
  • the input speed n AN is gradually lowered via a ramp function, so that the compensation by simultaneously reducing the displacement of the hydraulic motors without noticeable speed changes of the output speed n AB can be made.
  • the increase in the drive speed is preferably made via a ramp function n AN
  • the input rotational speed n AN and the output rotational speed n AB increase again.
  • This is for example by a changed, in this case, an increased, power demand by the driver on the accelerator pedal caused.
  • the changed power demand causes the speed difference between the requested output speed and the actual output speed to be greater than the predetermined second limit and / or the current accelerator pedal position exceeds the second accelerator pedal position limit discussed above and / or a limit load case has been detected.
  • a load limit case usually occurs when the drive speed of the drive motor drops rapidly while the engine load increases. Because at the time t 7, at least one of said limits is violated, the power saving mode at time t 7 is deactivated again.
  • the drive speed n AN and the output speed n A B both continue to increase in the further course. In the present case, the energy-saving mode is therefore activated only between the times t 6 and t 7 .
  • the controller checks the specified conditions or parameters for activating and deactivating the energy-saving mode at regular intervals. As soon as all conditions are met, the energy-saving mode is reactivated or deactivated.

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

Abstract

L'invention concerne un procédé permettant de faire fonctionner un système de propulsion hydrostatique comprenant une pompe hydraulique pouvant être entraînée par un moteur d'entraînement, et au moins un moteur hydraulique. Un mode économie d'énergie dans lequel le moteur d'entraînement est entraîné à une vitesse de rotation réduite peut être activé dans certaines phases de fonctionnement. Avant l'activation du mode économie d'énergie, on détermine un gradient de vitesse de rotation de sortie, une différence entre une vitesse de rotation de sortie requise et une vitesse de rotation de sortie effective, et un gradient de pédale d'accélérateur, qui sont pris en compte par une commande de telle manière que le mode économie d'énergie ne peut être activé que si toutes les valeurs déterminées sont inférieures à une valeur limite respective prédéfinie. L'invention concerne par ailleurs un système de propulsion hydrostatique approprié pour la mise en œuvre du procédé.
PCT/EP2016/060382 2015-06-10 2016-05-10 Procédé permettant de faire fonctionner un système de propulsion hydrostatique et système de propulsion hydrostatique WO2016198218A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16723694.2A EP3307598A1 (fr) 2015-06-10 2016-05-10 Procédé permettant de faire fonctionner un système de propulsion hydrostatique et système de propulsion hydrostatique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015210623.3 2015-06-10
DE102015210623.3A DE102015210623A1 (de) 2015-06-10 2015-06-10 Verfahren zum Betreiben eines hydrostatischen Fahrantriebs und hydrostatischer Fahrantrieb

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WO2016198218A1 true WO2016198218A1 (fr) 2016-12-15

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DE (1) DE102015210623A1 (fr)
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DE102018002743A1 (de) * 2018-04-03 2019-10-10 Dynapac Gmbh Verfahren zum Betreiben einer Straßenbaumaschine
CN111409450B (zh) * 2020-03-31 2022-03-15 东风航盛（武汉）汽车控制系统有限公司 一种车辆的单踏板模式控制方法

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