WO2019149487A1 - Procédé et dispositif pour l'inversion du sens de rotation dans un groupe motopropulseur d'une machine de travail - Google Patents

Procédé et dispositif pour l'inversion du sens de rotation dans un groupe motopropulseur d'une machine de travail Download PDF

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Publication number
WO2019149487A1
WO2019149487A1 PCT/EP2019/050489 EP2019050489W WO2019149487A1 WO 2019149487 A1 WO2019149487 A1 WO 2019149487A1 EP 2019050489 W EP2019050489 W EP 2019050489W WO 2019149487 A1 WO2019149487 A1 WO 2019149487A1
Authority
WO
WIPO (PCT)
Prior art keywords
directional
temperature
closed
clutch
reversing
Prior art date
Application number
PCT/EP2019/050489
Other languages
German (de)
English (en)
Inventor
Simon Geiger
Matthias MADLENER
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2019149487A1 publication Critical patent/WO2019149487A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0246—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by initiating reverse gearshift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/124—Limiting the input power, torque or speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds

Definitions

  • reversing gear reversing couplings are used to change direction. These reversing clutches, also called directional couplings are opened or closed depending on the desired direction of rotation of an output shaft of the transmission. The change in the direction of rotation of the output shaft leads to a change in a direction of travel of a work machine.
  • the directional clutch of the current direction of travel is opened and the directional clutch of the new direction of travel is modeled.
  • Such a change of direction or such a reversal of the direction of rotation is also referred to as reversing.
  • the temperature of the directional couplings can therefore increase so much that it can lead to damage to the directional coupling.
  • an actuation of the directional coupling can be prevented when a limit temperature is exceeded.
  • a directional coupling having too high a temperature can be opened and kept in this state until sufficient cooling of this directional clutch has occurred.
  • a reversal intended by a user can therefore be aborted if the directional clutch temperature is too high. This leads to lower machine availability and productivity losses due to unnecessary downtime.
  • DE 198 30 953 A1 discloses a drive train with a reversing gear to carry out a change of direction.
  • the reversing gear has a coupling for forward drive and a clutch for reverse drive, which are actuated in a reversing.
  • Proposed is a method for reversing the direction of rotation in a drive train of a work machine.
  • a work machine may in particular be a construction machine or an agricultural machine.
  • the powertrain may include a reverse shuttle with directional couplings.
  • the reversing gear may have a planetary gear set, which can rotate without loss as a block when driving forward, for example, when a directional clutch for forward drive is closed. If the direction of rotation is reversed to effect a reverse drive, the direction clutch for forward travel is opened and the direction clutch for reverse travel is closed. The power flow over the planetary gear remains the same.
  • the planetary gear set has the task of the translation adjustment.
  • the powertrain may include a prime mover, such as an internal combustion engine.
  • the drive train may have a control device for automatically reversing the direction of rotation and thus the direction of travel.
  • the controller may be configured to drive individual components of the powertrain, such as the prime mover or the directional couplings, or multiple components of the powertrain.
  • a change of direction can be understood as a change of direction of the working machine.
  • the process of reversing the direction of rotation is also referred to as reversing.
  • Such a reversal of direction or such a change of direction can be initiated via a control by a driver.
  • the working machine can delayed according to a given driving strategy in the old direction and accelerated again in the new direction of travel.
  • Such a driving strategy may include, for example, a predetermined reduction in clutch differential speed between a clutch input speed and a clutch output speed of the reversing clutch over time.
  • the reduction of the clutch differential speed is determined in the given driving strategy and is done by closing a directional clutch to be closed at a predetermined time and with a predetermined pressure or clutch torque. The generated friction reduces the clutch differential speed.
  • the method is suitable for use in a continuously variable power split transmission, in a power shift transmission with a torque converter or in a hydrostatic transmission with reversing clutches.
  • the directional couplings can be multi-plate clutches.
  • the method and the device are based on the recognition that inactivating the directional clutch due to overheating can be avoided by a targeted introduction of measures to avoid an excessive increase in the directional coupling temperature.
  • the direction of travel change can be made so that the temperature of a clutch to be closed does not exceed a predetermined limit temperature in the event of frictional engagement. In this way, a state in which a directional clutch for cooling must be neutralized avoided.
  • the energy input normally caused by the change of direction is the energy input that would occur when the direction change is made with a predetermined driving strategy.
  • the default driving strategy for direction change may be specified for the work machine.
  • the preset driving strategy can be used for direction change whenever the distance or the temperature difference is sufficiently large and at least not zero.
  • the preset driving strategy can be selected, for example, so that when the direction of rotation reverses a uniform deceleration of the machine and a uniform acceleration of the machine done.
  • the direction of rotation is reversed so that the machine changes the direction of travel without jerky movement.
  • the deceleration of the work machine in the current direction of travel and the acceleration of the work machine in the new direction of travel can be the same size.
  • the energy input into a directional clutch by a reversal of rotation is dependent on an output speed of the reversing gear or a speed of the machine when entering the reversing.
  • the energy input can therefore be reduced by the fact that the initiation of the change of direction is not carried out at a predetermined time, but at a later time.
  • the output speed can be reduced until the later time so that upon closing the directional clutch at this later time a correspondingly reduced energy input into the directional coupling is required to reverse the direction of rotation.
  • this can be closed, for example, only when the output speed is zero, ie when the machine is stationary.
  • a maximum output speed of the work machine for an entry into the clutch reversal can be specified.
  • the directional coupling is allowed only near standstill of the output shaft or in the extreme case only at standstill of the output shaft. As a result, the predetermined driving strategy is changed and the energy input into the directional coupling is reduced.
  • the energy input into the directional coupling to be closed by a reversal of the direction of rotation is also dependent on a Reversieraggresstechnik.
  • Reversieraggresstechnik the deceleration and acceleration dynamics of the output shaft or the vehicle to understand.
  • the reversing aggressiveness corresponds to a reduction in the rotational speed and subsequent increase in the rotational speed in the reverse direction per unit of time.
  • a high Reversieraggresssko is present when a large speed change per unit time takes place. In other words, there is a high Reversieraggresstechnik when the gradient of the output speed at the reversing is high.
  • a predetermined Reversieraggresstechnik can be predefined by the default driving strategy.
  • the reversing aggressiveness can be adjusted so that the lower the temperature difference, the lower it becomes.
  • the reversing aggressiveness can be adjusted by a given regression aggressiveness as a function of the temperature difference.
  • the energy input into the directional coupling to be closed by a reversal of direction is also dependent on a clutch differential speed or an actual speed of the drive machine when the directional coupling is connected to the input side of the drive machine.
  • the input speed can be reduced by specifying a lower target speed of the drive machine.
  • the differential speed at the directional couplings corresponds directly with the input speed. Therefore, a low engine speed results in a lower differential speed in the directional clutch and thus less friction work or energy input into the directional clutch.
  • the energy input into the directional coupling to be closed by a reversal of the direction of rotation is also dependent on a clutch slip duration.
  • Coupling slip duration is understood to be the time required until frictional engagement occurs in the clutch. At frictional engagement, coupling halves of the directional coupling rotate synchronously.
  • the clutch slip time depends on the output speed when reversing and the required reversing aggressiveness.
  • the energy input can be reduced in any of the ways described above or by a combination of the types described above.
  • the directional clutch to be closed can always be actuated, since an impermissible increase in the directional coupling temperature is avoided by adapting the driving strategy.
  • an actual temperature of the directional clutch to be closed can be determined. Determining the actual temperature may be a mathematical determination or estimation of the actual temperature or a measurement of the actual temperature.
  • the expected temperature of the directional coupling to be closed at frictional engagement can be determined.
  • the expected temperature can be determined based on the determined actual temperature and a predicted temperature increase due to a predetermined driving strategy when reversing the direction of rotation.
  • a driving strategy may be predetermined. In other words, a general driving strategy or standard driving strategy may be provided, which is deviated from as needed.
  • the temperature difference between the expected temperature and the limit temperature can be determined.
  • a predetermined condition in which the determined temperature difference is less than or equal to a predetermined value.
  • the predetermined value may be zero, for example. If the predetermined value is zero, the predetermined condition is satisfied when the expected temperature corresponds to the limit temperature. A value less than zero indicates that the expected temperature exceeds the limit temperature.
  • the predetermined or preset driving strategy can be changed in such a way that the directional clutch to be closed heats up to a temperature which is lower than the limit temperature.
  • the driving strategy is thereby changed so that the factors or variables described above for influencing the energy input are changed.
  • an actuation of the directional clutch to be closed then occurs after the change of the driving strategy in order to reverse the direction of rotation.
  • Fig. 1 shows temperature characteristics of direction-of-travel couplings in successive changes of direction.
  • Fig. 2 shows a time course of an output speed of a reversing gear and a change of an entry time in a reversing.
  • Fig. 3 shows a reduction in a rotational speed of a prime mover.
  • Fig. 4 shows a reduction in reversing aggressiveness.
  • Fig. 5 shows a reduction of a clutch slip time
  • FIG. 7 shows a schematic of a drive train with a control device according to an embodiment.
  • the drive train 1 is shown schematically in FIG. 7 and has an engine 2 and a transmission 5.
  • the transmission 5 has a reversing gear 3 with two directional couplings 6 and 7. Further, a controller 4 is provided which is connected to the engine 2 and the transmission 5 to control them.
  • a temperature profile of the directional couplings 6 and 7 is shown at several successive reversals.
  • the reversing times ti to t 6 are shown under the temperature profile in a separate representation.
  • Each directional coupling 6, 7 undergoes an energy input during its actuation, which manifests itself by an increase in temperature.
  • the directional clutch 7 is closed in the illustration shown.
  • the temperature of the directional clutch 7 rises sharply up to a maximum value after time ti.
  • the maximum value corresponds to the temperature T of the directional coupling at frictional engagement.
  • the strong increase in temperature results from the friction work to be performed in the clutch until friction is achieved.
  • the directional clutch 7 is then kept closed until a time t2. After reaching the maximum value, the temperature of the directional coupling 7 decreases as a function of a cooling capacity of the clutch.
  • the directional clutch 7 is opened and the directional clutch 6 is closed.
  • the directional clutch 7 can now cool faster, which is why the temperature of the directional clutch 7 decreases faster from the time t2.
  • the temperature of the directional couplings must not exceed a specified limit temperature T grenz. According to the embodiment, therefore, the method shown in Fig. 6 for a directional clutch to be closed is carried out at each reversing.
  • step S2 based on the determined actual temperature T is t, an expected temperature T erw of the directional clutch 7 is determined at frictional engagement. In this case, a predicted temperature increase T erh is assumed, which would occur if the directional clutch 7 is actuated without changing a driving strategy.
  • step S3 a temperature difference DT between the limit temperature T gren z and the expected temperature T erw is determined.
  • step S4 it is determined whether the temperature difference DT is zero or less or less than a minimum distance to the threshold temperature.
  • the expected temperature T aw between the times t 3 and U is below the threshold temperature T 9Gbhz . Therefore, the process is stopped at this point and the directional clutch is closed without changing the driving strategy.
  • Steps S1 to S4 are executed as already described. However, in step S4 now been found that the temperature difference DT is less than zero since the expected temperature T ext the limit temperature T exceeds gre n z. The predetermined condition is therefore satisfied. Therefore, in step S5, the driving strategy is now changed so that the directional clutch does not reach the expected temperature T erw or heats up to a temperature T that is lower than the temperature expected after time ts with the driving strategy unchanged.
  • step S6 the directional clutch 7 is actuated after the change of the driving strategy to reverse the direction of rotation.
  • the directional clutch 7 is heated only to a temperature T, which is below the limit temperature Tg ⁇ z.
  • a changed temperature profile is shown in dashed lines in Fig. 1.
  • a predetermined time course of the output speed is shown na of the reversing gear during reversing. Above the time axis, the output speed is shown in the current direction of rotation and below the time axis the output speed is shown in the new direction of rotation.
  • the gradient of the output speed is fixed in this embodiment and should not be changed.
  • the directional clutch is not closed at the time ts but only time-delayed at the time tsi, since at the time t 5i already a lower output speed n so n is present.
  • FIG. 3 shows a further measure for reducing the energy input.
  • the rotational speed n at the engine 2 and thus the input rotational speed n e of the reversing clutch is reduced.
  • FIG. 4 shows a further measure for reducing the energy input. More precisely, FIG. 4 shows the adaptation of the reversing aggressiveness to the reduction tion of the energy input. In this case, the gradient of the output rotational speed n a is reduced, whereby the energy input is reduced.
  • FIG. 5 shows a further measure for reducing the energy input.
  • the clutch slip time t r is reduced in order to bring about a lower energy input into the directional clutch.
  • step S6 is carried out in order to close the directional clutch 7.
  • the method is carried out at each reversal analogous to the directional coupling 6, if this is to be closed.
  • T is the actual temperature of the directional clutch to be closed

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé pour l'inversion du sens de rotation dans un groupe motopropulseur (1) d'une machine de travail. Le groupe motopropulseur comprend un inverseur (3) comprenant des accouplements directionnels (6, 7). Pour inverser le sens de rotation, un des accouplements directionnels (6) est ouvert et l'autre accouplement directionnel (7) est fermé. Un apport énergétique dans l'accouplement directionnel (7) à fermer est commandé par le changement de sens, en fonction d'une différence de température (ΔΤ) entre une température prévue (Terw) de l'accouplement directionnel à fermer (7) en cas de liaison par friction et d'une température limite prédéfinie (Tgrenz). Le contrôle s'effectue de telle façon que la température (T) de l'accouplement directionnel à fermer ne dépasse pas la température limite (Tgrenz).
PCT/EP2019/050489 2018-01-30 2019-01-10 Procédé et dispositif pour l'inversion du sens de rotation dans un groupe motopropulseur d'une machine de travail WO2019149487A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018201352.7 2018-01-30
DE102018201352.7A DE102018201352A1 (de) 2018-01-30 2018-01-30 Verfahren und Einrichtung zum Umkehren der Drehrichtung in einem Antriebsstrang einer Arbeitsmaschine

Publications (1)

Publication Number Publication Date
WO2019149487A1 true WO2019149487A1 (fr) 2019-08-08

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PCT/EP2019/050489 WO2019149487A1 (fr) 2018-01-30 2019-01-10 Procédé et dispositif pour l'inversion du sens de rotation dans un groupe motopropulseur d'une machine de travail

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WO (1) WO2019149487A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19830950A1 (de) * 1998-07-10 2000-01-13 Zahnradfabrik Friedrichshafen Verfahren und Vorrichtung zur Betätigung einer Kraftfahrzeug-Kupplungsvorrichtung
DE19830953A1 (de) 1998-07-10 2000-03-30 Zahnradfabrik Friedrichshafen Verfahren und Vorrichtung zur Steuerung eines Kraftfahrzeug-Antriebsstranges
US20040192495A1 (en) * 2003-03-28 2004-09-30 Hans Hofler Method for the control of a drive train

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19830950A1 (de) * 1998-07-10 2000-01-13 Zahnradfabrik Friedrichshafen Verfahren und Vorrichtung zur Betätigung einer Kraftfahrzeug-Kupplungsvorrichtung
DE19830953A1 (de) 1998-07-10 2000-03-30 Zahnradfabrik Friedrichshafen Verfahren und Vorrichtung zur Steuerung eines Kraftfahrzeug-Antriebsstranges
US20040192495A1 (en) * 2003-03-28 2004-09-30 Hans Hofler Method for the control of a drive train

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