WO2019092028A1 - Système d'entraînement pour une machine de travail - Google Patents

Système d'entraînement pour une machine de travail Download PDF

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Publication number
WO2019092028A1
WO2019092028A1 PCT/EP2018/080487 EP2018080487W WO2019092028A1 WO 2019092028 A1 WO2019092028 A1 WO 2019092028A1 EP 2018080487 W EP2018080487 W EP 2018080487W WO 2019092028 A1 WO2019092028 A1 WO 2019092028A1
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WO
WIPO (PCT)
Prior art keywords
switching
gear
axis
unit
shift
Prior art date
Application number
PCT/EP2018/080487
Other languages
German (de)
English (en)
Inventor
Stefan Frank
Robert Naether
Alexander Baar
Martin Wegscheider
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 WO2019092028A1 publication Critical patent/WO2019092028A1/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
    • 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
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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
    • 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/17—Construction vehicles, e.g. graders, excavators
    • 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
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/403—Torque distribution between front and rear axle

Definitions

  • the invention relates to a traction drive assembly for a work machine having at least a first and a second axis having at their distal ends a respective wheel, wherein the axes or the wheels are connected to a respective associated drive unit, wherein in the power flow between the Axes or the wheels and the respective drive unit, a respective gear unit is arranged, wherein the respective gear unit comprises a respective transmission with a plurality of switching stages. Furthermore, the invention relates to a method for performing a switching operation in such a traction drive assembly. In addition, the invention also relates to a work machine and a computer program product. State of the art
  • a traction drive assembly with a drive motor and a transmission device shows that includes a gearbox with a plurality of shift stages each having a fixed gear ratio and a variable gate with continuously variable transmission ratio.
  • the variator and arranged between the drive motor and the variator, releasable coupling are connected upstream of a first switching stage of the gearbox and a second switching stage of the gearbox is connected directly to the input side or with the interposition of at least one further translation stage with the drive motor.
  • the present invention seeks to further develop a traction drive assembly for a work machine, and in particular perform switching operations of traction drive assembly traction interruption-free.
  • the task is solved by the counterpart Stand of the patent claim 1.
  • Preferred embodiments are given in the dependent claims.
  • a traction drive arrangement has at least one first and one second axle, which has at least one respective wheel at its distal ends, wherein the at least one first and second axle or the wheels are connected to a respective associated drive unit, wherein in the power flow between the at least one first and the second axle or the wheels and the respective drive unit, a respective associated transmission unit is arranged, each gear unit comprises a respective transmission with a plurality of shift stages, wherein the gearbox by means of an associated control unit are staggered with respect to each other to a switching operation of the traction drive assembly between the Axles traction uninterruptible perform.
  • the working machine has a final drive or a single-wheel drive.
  • the first axis is preferably the front axle, the second axis preferably the rear axle of the working machine. If the working machine is operated axially, then each axle has a separate drive unit and a respective gear unit with a respective associated transmission.
  • the gear unit is connected to the drive unit via a drive shaft and connected to the respective wheel via a respective output shaft.
  • a respective differential is arranged in the power flow between the respective gear unit and the respective wheels, which is intended to drive two wheels such that they can rotate, for example during cornering of the work machine with different speeds, but with the same propulsion power.
  • the differential is connected via an output shaft with the gear unit and is preferably located between the two wheels, wherein the output shaft of the gear unit is also the drive of the differential. Since each axis of the work machine preferably has two wheels connected to one another via the axle, the differential thus has two power take-offs.
  • the differential is designed as axle differential. If the working machine is driven by individual wheels, each wheel at the distal end of the at least first and second axles has a separate drive unit and a respective gear unit with a respective associated manual transmission. Analogous to the final drive, each gear unit is connected to the drive unit via a drive shaft and to the respective wheel via a respective output shaft.
  • the drive units can be designed, for example, as an electric motor. All drive units can be supplied centrally by a power supply unit with electrical energy. Alternatively, the drive units can also be designed as a thermal motor, wherein the drive units are designed such that a switching axis, as described below, at least briefly can undertake a takeover of the drive of the machine.
  • the respective gearbox integrated in the transmission unit has at least two switching stages, preferably three or more switching stages, wherein each switching stage preferably has a fixed gear ratio. All gearboxes have an identical number of shift stages, wherein the gear ratios of the switching stages of the first axis differ from the gear ratios of the switching stages of the second axis.
  • the first axis thus achieves a switching time during an acceleration process of the work machine due to the higher transmission ratio compared to the second axis at an earlier point in time.
  • the first axis is a switching axis during the switching process.
  • the second axis is in this case a non-switching axis, wherein the non-switching second axis assumes a tensile force portion of the switching first axis at least briefly during the switching operation.
  • the drive torques that is, the traction components are taken over in half by the first axis and half by the second axis.
  • the non-switching axis then takes over half of it the currently switching axis. In other words, the non-switching axis provides 100% of the drive power for the duration of the shift.
  • the second axis of the work machine switches due to a lower gear ratio at a later time than the first axis.
  • the second axis at this moment is the switching axis and the first axis is the non-switching axis.
  • the first axis takes over at least briefly the Buchkraftanteil the second axis.
  • the switching operation of the traction drive assembly is thus off-axis, wherein the switching operation of the first axis is always performed at a different time than the switching operation of the second axis. It is advantageous that a drop in the tensile force of the traction drive assembly is avoided by the acquisition of the tensile component of the respective non-switching axis.
  • the acceleration process for a work machine driver is unchanged and without noticeable traction losses, the speed range of the machine is thereby optimally utilized. Furthermore, by such a configuration of the traction drive assembly to wear-prone components, such as clutches and / or synchronization units are dispensed with.
  • the gear ratios of the first switching stages of both axes differ from each other, so that each axis with the associated gearboxes switches at a different time from the first to a second switching stage or vice versa.
  • the gear ratios of the second shift stages of the two axles differ from one another, so that each axle with the associated shift transmissions advances from the second to a third shift stage at a different time or switches back from the second to a first shift stage.
  • the manual transmissions are controlled by a control unit in such a way that they are shifted in time with respect to one another in order to carry out an off-axis switching operation of the traction drive assembly from a first to at least one second switching stage without traction interruption.
  • the switching operation of the respective gearbox from a first switching stage in at least one second switching stage is carried out speed-dependent and / or speed-dependent.
  • the shift operation can be viewed on the one hand from the viewpoint of the driving speed of the working machine.
  • the switching operation can be considered from the viewpoint of the rotational speed of the respective drive unit.
  • the respective gearboxes are designed by a suitable choice of the respective gear ratio such that a switching operation of the at least one gearbox of a respective axis at a certain driving speed of the driven machine, wherein due to the different ratios of the shift stages of the switching operation of the respective axes is carried out at a different driving speed ,
  • the respective first shift mechanism of the first axle shifts during an acceleration process because of the higher transmission ratio of the respective shift stage. at a first driving speed in the next higher switching stage and during a deceleration process of the machine at the first driving speed in the next lower switching stage.
  • the second second-speed transmission shifts to the next higher gearshift stage during an acceleration operation at a second vehicle speed and to the next lower shift stage during a deceleration operation of the work machine at the second vehicle speed due to the lower gear ratio of the respective shift stage relative to the first axle.
  • the second driving speed is greater than the first driving speed. Since the second driving speed is reached at a later time than the first driving speed of the working machine, the switching operation between the first and second axis is delayed.
  • the respective transmission is such that a switching operation at a certain switching speed of the drive unit, ie at a switching time of the respective drive unit, wherein the at least one gearbox of the respective axis the switching operation due to different transmission ratios at a time offset.
  • the switching speed, in which the respective switching operation of the respective gearbox is performed is preferably below a limit speed of the respective drive unit to ensure a long life of the traction drive assembly and to increase the safety of the traction drive assembly.
  • the respective first transmission of the first axis shifts at a first time in the next higher switching stage due to the higher compared to the second axis ratio during an acceleration process at the switching speed of the drive unit.
  • the respective second second-speed transmission shifts to a second time in the next higher switching stage due to the lower compared to the first axis ratio during the acceleration process at the switching speed of the drive unit.
  • the second time is later than the first time, wherein the switching speed of both drive units is identical. Consequently, the switching operation of the manual transmission is offset and offset in time.
  • the second second-speed transmission shifts during a deceleration Process at the switching speed of the drive unit first in the next lower switching stage.
  • the first transmission of the first axis subsequently switches during a deceleration process at the switching speed of the drive unit at a later time in the next lower switching stage.
  • a single-wheel drive can be performed analogously to the axle drive described above, wherein the gearbox of the wheels of the respective axis perform the switching operation either at a certain, different driving speed of the machine or at the switching speed of the respective drive unit.
  • the traction drive assembly is used in a work machine.
  • a working machine for example, a wheel loader is to be understood, which is provided according to its type and its particular, firmly connected to the vehicle devices for loosening and conveying material.
  • traction drive assembly can be used in agricultural vehicles, passenger cars or trucks.
  • Fig. 1 is a greatly simplified schematic representation of an inventive
  • Fig. 2 is a greatly simplified schematic representation of the invention
  • FIG. 3 shows an exemplary speed curve of the drive units of the traction drive arrangement according to FIG. 1.
  • FIG. 1 a first exemplary embodiment of a traction drive arrangement 1 for a work machine 12 is shown, wherein the working machine 12 is currently driven in the axial direction.
  • the traction drive assembly 1 comprises a first and a second
  • the first axis 2 is in this case the front axle and the second axle 3, the rear axle of the working machine 12.
  • Wheel 4a, 4b are connected to the first axle 2 and the third and fourth wheels 4c, 4d are connected to the second axle 3.
  • Each of the axles 2, 3 is further connected to a respective drive unit 5a, 5b, wherein a respective gear unit 6a, 6b is arranged in the power flow between the axles 2, 3 and the respective drive unit 5a, 5b.
  • the two gear units 6a, 6b comprise a respective one
  • Manual transmission 7a, 7b by means of an associated control unit 10 are staggered in time to each other to perform a switching operation of the traction drive assembly 1 zugkraftunterbrechungsok. Further, in the power flow between the respective gear unit 6a, 6b of the axles 2, 3 and the respective ones
  • Wheels 4a, 4b, 4c, 4d a respective differential IIa, IIb arranged.
  • the first drive unit 5a is operatively connected to the first transmission unit 6a via a first drive shaft 16a, wherein the first transmission unit 6a is connected to the first differential IIa via a driving shaft (not shown here).
  • the first differential IIa is further operatively connected to the first wheel 4a via a first output shaft 17a and to the second wheel 4b via a second output shaft 17b, thereby driving the first and second wheels 4a, 4b.
  • the second drive unit 5b is operatively connected to the second gear unit 6b via a second drive shaft 16b, wherein the second gear unit 6b is connected to the second differential IIb via a driving shaft (not shown here).
  • the second differential IIb is further operatively connected to the third wheel 4c via a third output shaft 17c and to the fourth wheel 4d via a fourth output shaft 17d, thereby driving the third and fourth wheels 4a, 4b.
  • a second embodiment of a traction drive assembly 1 for a work machine 12 is shown, wherein the working machine 12 in the present case is single wheel driven.
  • the traction drive assembly 1 comprises a first and a second Axle 2, 3, wherein the two axes 2, 3 at their distal ends a respective wheel 4a, 4b, 4c, 4d have.
  • the first and second wheels 4a, 4b are connected to the first axle 2 and the third and fourth wheels are connected to the second axle 3.
  • Each of the wheels 4a, 4b, 4c, 4d is further connected to a respective drive unit 5a, 5b, 5c, 5c, wherein in the power flow between the wheels 4a, 4b, 4c, 4d and the respective drive unit 5a, 5b, 5c, 5d respective gear unit 6a, 6b, 6c, 6d is arranged.
  • Each of the gear units 6a, 6b, 6c, 6d comprises a respective shift transmission 7a, 7b, 7c, 7d with a plurality of shift stages 8a, 9a, wherein the shift gears 7a, 7b of the first axle 2 have the same number of shift stages 8a, 9a and the manual transmission 7c, 7d of the second axis 3 have the same number of switching stages 8a, 9a.
  • the manual transmissions 7a, 7b, 7c, 7d can be shifted in time relative to one another by means of an associated control unit 10 in order to interrupt a switching operation of the traction drive assembly 1 without traction interruption
  • the first drive unit 5a is operatively connected to the first gear unit 6a via a drive shaft (not shown), wherein the first gear unit 6a is operatively connected to the first wheel 4a via an output shaft (not shown here) and thus drives the first wheel 4a.
  • the second drive unit 5b is operatively connected to the second gear unit 6b via a drive shaft 6b, wherein the second gear unit 6b is actively connected to the second wheel 4b via an output shaft (not shown here) and thus drives the second wheel 4b.
  • the third drive unit 5c is operatively connected to the third gear unit 6c via a drive shaft 6c, wherein the third gear unit 6c is operatively connected to the third wheel 4c via an output shaft (not shown here) and thus drives the third wheel 4c.
  • the fourth drive unit 5d is operatively connected to the fourth gear unit 6d via a drive shaft 6d, wherein the fourth gear unit 6d is operatively connected to the fourth wheel 4d via an output shaft (not shown here) and thus drives the fourth wheel
  • the left-hand ordinate describes the rotational speed 13 in revolutions per minute for the rotational speed curves 19a, 19b of the drive units 5a, 5b shown in FIG.
  • FIG. 3 shows a first speed curve 19a for the first drive unit 5a of the first axle 2 and a second speed curve 19b for the second drive unit 5b of the second axle 3 as a function of time 15 for a typical axle-driven drive assembly 1 according to FIG. 1.
  • the right-hand ordinate describes the travel speed 14 in kilometers per hour for the vehicle speed curve 21 of the work machine 12 shown in FIG. 1 during an acceleration process.
  • the first shift transmission 7a of the first axle 2 has a first and a second shift stage 8a, 9a
  • the second shift gear 7b of the second axle 3 likewise has a first and second shift stage 8b, 9b.
  • the gearboxes 7a, 7b of the respective axles 2, 3 have two respective switching stages 8a, 8b, 9a, 9b.
  • the shift stages 8a, 9a of the first shift transmission 7a have a first transmission ratio and the shift stages 8b, 9b of the second shift transmission 7b have a second transmission ratio.
  • the first gear ratio is in this case designed to be higher than the second gear ratio, so that a first switching operation 18a of the first axis 2 from the first switching stage 8a in the second switching stage 9a at an earlier time than a second switching operation 18b in the second axis 3 of the first switching stage 8b in the second switching stage 9b.
  • the second axis 3 during the first switching operation 18a is a non-switching axis and the first axis 2 is a switching axis.
  • the time of the respective axis 2, 3 is referred to below switching time 23a, 23b.
  • the second axle 3 takes over the tensile force of the first axle 2 for a short time, namely for the time duration of the first shift operation 18a, so that the first shift operation 18a for the work machine operator is traction interruption-free and thus not substantially noticeable.
  • the second shift Operation 18b takes over the first axis 2 briefly, namely for the duration of the second shift operation 18b, the tensile force of the second axis 3, so that the second shift operation 18b for the work machine driver also traction interruption-free and thus not substantially noticeable.
  • the switching operations 18a, 18b are performed depending on the speed. In other words, the switching operations 18a, 18b of the gearboxes 7a, 7b take place in each case at a switching speed 22 which is below a limit speed 20 of the drive units 5a, 5b.
  • the first drive unit 5a according to the first speed curve 19a reaches the shift speed 22 due to the higher first gear ratio of the respective shift stage 8a to a first shift timing 23a.
  • the second drive unit 5b reaches the shift speed according to the second speed curve 19b due to the lower second gear ratio of the respective shift stage 8b to a second shift time point 23b, the second shift time point 23b being behind the first shift time point 23a.
  • the respective drive unit 5a, 5b switched torque-free that is, the respective axis 2, 3 generates no drive torque.
  • the second drive unit 5b compensates for the traction power drop of the first drive unit 5a and during the second shift operation 18b the first drive unit 5a briefly compensates for the traction power drop of the second drive unit 5b, the acceleration process of the work machine 12 continuing unchanged in both switching operations 18a, 18b , This shows the driving speed curve 21.
  • a deceleration process of the working machine 12 takes place in the reverse order to the described acceleration process.
  • the shift operation can also be considered from the point of view of the travel speed of the work machine 12.
  • the switching operation of the traction drive assembly 1 is dependent on driving speed.
  • the respective switching operation 18a, 18b is performed by reaching a switching speed 24a, 24b of the working machine 12 defined by the control unit 10.
  • the first shift transmission 7a at the first shift speed 24a is shifted from the first to the second shift stage 8a, 9a due to the higher first gear ratio of the respective shift stage 8a, and the second shift gear 7b at the second shift speed 24b due to the lower second gear
  • Switching stage 8b, 9b connected, wherein the switching operations 18a, 18b are analogous to the speed-dependent switching operation.
  • Work machine 12 takes place in reverse order to the described acceleration process.
  • the driving speed of the working machine 12 is coupled to the rotational speed of the respective drive units 5a, 5b.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un système d'entraînement (1) pour une machine de travail (12) comportant au moins un premier et un deuxième essieu (2, 3), lesdits premier et deuxième essieux (2, 3) ayant au moins une roue respective (4a, 4b, 4c, 4d) à leurs extrémités distales, au moins le premier et le deuxième essieu (2, 3) ou les roues (4a, 4b, 4c, 4d) étant reliés à une unité d'entraînement respective (5a, 5b, 5c, 5d). Une unité d'entraînement respective (6a, 6b, 6c, 6d) étant disposée dans le flux de puissance entre l'au moins un premier et l'au moins un deuxième essieu (2, 3) ou les roues (4a, 4b, 4c, 4d) et l'unité d'entraînement respective (5a, 5b, 5c, 5d), chaque unité d'entraînement (6a, 6b, 6c, 6d) comprenant un entraînement à variation de vitesses (7a, 7b, 7c, 7d) et plusieurs rapports d'une boîte de vitesses (8a, 8b, 9a, 9b). Les entraînements à variation de vitesses (7a, 7b, 7c, 7d) peuvent être déplacés les uns par rapport aux autres dans le temps au moyen d'une unité de commande associée (10) afin d'effectuer une opération de déplacement du système d'entraînement (1) entre les essieux (2, 3) sans interruption de la force de traction. L'invention concerne en outre un procédé de mise en oeuvre d'un changement de vitesse dans un tel système d'entraînement (1). L'invention concerne également une machine de travail (12) et un produit programme informatique.
PCT/EP2018/080487 2017-11-07 2018-11-07 Système d'entraînement pour une machine de travail WO2019092028A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017219756.0A DE102017219756A1 (de) 2017-11-07 2017-11-07 Fahrantriebsanordnung für eine Arbeitsmaschine
DE102017219756.0 2017-11-07

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WO2019092028A1 true WO2019092028A1 (fr) 2019-05-16

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE2350939A1 (en) * 2022-08-09 2024-02-10 Ponsse Oyj Work machine and method in power transmission of work machine
DE102022209178A1 (de) 2022-09-05 2024-03-07 Zf Friedrichshafen Ag Elektrofahrzeuggetriebe in Mischbauweise

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020000462A1 (de) 2020-01-24 2021-07-29 Man Truck & Bus Se Modularer Getriebebaukasten für ein Kraftfahrzeug
DE102022211979A1 (de) 2022-11-11 2024-05-16 Zf Friedrichshafen Ag Antrieb für eine Arbeitsmaschine, Verfahren zum Betreiben eines Antriebs für eine Arbeitsmaschine und Arbeitsmaschine

Citations (6)

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Publication number Priority date Publication date Assignee Title
EP0807772A2 (fr) * 1996-05-14 1997-11-19 Voith Turbo GmbH & Co. KG Méthode pour l'entraînement d'un véhicule avec plusieurs machines motrices
US20020023791A1 (en) * 2000-08-30 2002-02-28 Honda Giken Kogyo Kabushiki Kaisha Control device for in-wheel transmissions in an electric vehicle
EP1466772A2 (fr) * 2003-04-11 2004-10-13 Deere & Company Système d'entraínement pour véhicule
DE102010036142A1 (de) 2010-09-02 2012-03-08 Linde Material Handling Gmbh Fahrantrieb mit einem Antriebsmotor und einer Getriebeeinrichtung mit Schaltgetriebe und Variator
DE102011055177A1 (de) * 2011-11-09 2013-05-16 Linde Material Handling Gmbh Hydrostatischer Fahrantrieb für eine allradgetriebene Arbeitsmaschine
US20170136871A1 (en) * 2014-05-27 2017-05-18 Doosan Infracore Co., Ltd. Wheel driving system for construction machinery

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0807772A2 (fr) * 1996-05-14 1997-11-19 Voith Turbo GmbH & Co. KG Méthode pour l'entraînement d'un véhicule avec plusieurs machines motrices
US20020023791A1 (en) * 2000-08-30 2002-02-28 Honda Giken Kogyo Kabushiki Kaisha Control device for in-wheel transmissions in an electric vehicle
EP1466772A2 (fr) * 2003-04-11 2004-10-13 Deere & Company Système d'entraínement pour véhicule
DE102010036142A1 (de) 2010-09-02 2012-03-08 Linde Material Handling Gmbh Fahrantrieb mit einem Antriebsmotor und einer Getriebeeinrichtung mit Schaltgetriebe und Variator
DE102011055177A1 (de) * 2011-11-09 2013-05-16 Linde Material Handling Gmbh Hydrostatischer Fahrantrieb für eine allradgetriebene Arbeitsmaschine
US20170136871A1 (en) * 2014-05-27 2017-05-18 Doosan Infracore Co., Ltd. Wheel driving system for construction machinery

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE2350939A1 (en) * 2022-08-09 2024-02-10 Ponsse Oyj Work machine and method in power transmission of work machine
DE102022209178A1 (de) 2022-09-05 2024-03-07 Zf Friedrichshafen Ag Elektrofahrzeuggetriebe in Mischbauweise

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