WO2019170345A1 - Entraînement pour une machine de travail - Google Patents

Entraînement pour une machine de travail Download PDF

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Publication number
WO2019170345A1
WO2019170345A1 PCT/EP2019/052823 EP2019052823W WO2019170345A1 WO 2019170345 A1 WO2019170345 A1 WO 2019170345A1 EP 2019052823 W EP2019052823 W EP 2019052823W WO 2019170345 A1 WO2019170345 A1 WO 2019170345A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric motor
speed
accelerator pedal
characteristic
torque
Prior art date
Application number
PCT/EP2019/052823
Other languages
German (de)
English (en)
Inventor
Jürgen LEGNER
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 CN201980018282.9A priority Critical patent/CN111836933B/zh
Publication of WO2019170345A1 publication Critical patent/WO2019170345A1/fr

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
    • E02F9/2062—Control of propulsion units
    • E02F9/2075—Control of propulsion units of the hybrid type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • B60W30/1886—Controlling power supply to auxiliary devices
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
    • E02F9/2062—Control of propulsion units
    • E02F9/207—Control of propulsion units of the type electric propulsion units, e.g. electric motors or generators
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
    • E02F9/2091—Control of energy storage means for electrical energy, e.g. battery or capacitors
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/2058—Electric or electro-mechanical or mechanical control devices of vehicle sub-units
    • E02F9/2095—Control of electric, electro-mechanical or mechanical equipment not otherwise provided for, e.g. ventilators, electro-driven fans
    • 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
    • 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
    • B60W2540/12—Brake pedal position
    • 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
    • B60W2710/081—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
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/40—Special vehicles
    • B60Y2200/41—Construction vehicles, e.g. graders, excavators
    • B60Y2200/415—Wheel loaders

Definitions

  • the invention relates to a drive of a working machine such as a wheel loader according to the closer defined in the preamble of claim 1.
  • Generic drives have an electric motor which drives the vehicle wheels.
  • the present invention has for its object to further improve the drive for a work machine with an electric motor for driving the vehicle wheels.
  • the drive has a computing unit which can receive signals from an accelerator pedal and which drives a first electric motor for driving the vehicle wheels. Furthermore, the arithmetic unit controls a further motor, which is suitable for driving a working equipment, for example by the drive of a hydraulic pump. There is the possibility that this further motor is a second electric motor. However, there is also the possibility that this further engine is a different type of engine. In the following, however, only the term second electric motor will be used for the sake of simplicity.
  • the first electric motor for driving the vehicle wheels and the second electric motor for driving the working equipment can be controlled separately from one another.
  • This makes it possible to control a work machine such as a wheel loader so that it has a similar ride as today's diesel engine-driven wheel loader.
  • This makes it possible to use a purely electric machine, without the driver of a diesel engine driven working machine has to get used.
  • the working machine can draw the energy from a battery.
  • the work machine has a fuel cell or other electrical energy sources such as a connection to a network by means of a cable. This makes it possible to operate the machine purely electrically.
  • an accelerator pedal In the driver's cab of the wheel loader, an accelerator pedal is arranged, which outputs a signal to the arithmetic unit. When the accelerator pedal is not actuated, it is possible to output a signal with 0%; with the accelerator pedal fully depressed it is possible to output a signal with 100%. Furthermore, a brake pedal is arranged to brake the vehicle. The brake pedal also outputs a signal to the arithmetic unit. In the first pedal stroke of the brake pedal, the brake pedal outputs a signal in order not to brake the vehicle by means of the service brake, but a so-called inching operation is to be activated. In inching mode, the speed of the motor for driving the work equipment should be increased and the torque on the vehicle wheels should be reduced.
  • the wheel loader on a multi-function lever by means of which the operation of the working equipment, such as the Hub ... and the bucket is possible and the direction of travel can be set and a driving range, for example, a fast driving range and a slow driving range is selectable.
  • the vehicle further includes a neutral switch and a parking brake operation.
  • the first electric motor should be controllable in response to the signal of the position of the accelerator pedal.
  • the accelerator pedal to an analog sensor, which detects the position of the accelerator pedal and used as a default for the speed and torque of the first electric motor becomes.
  • an additional memory unit is present, in which a map is stored with characteristics in which the torque of the first electric motor and the rotational speed of the first electric motor are stored to a plurality of pedal positions of the accelerator pedal. The characteristics are designed so that when the first electric motor is stopped, the torque varies depending on the pedal position. This is possible, for example, in that the maximum torque corresponds to the maximum actuated accelerator pedal and no torque corresponds to a non-actuated accelerator pedal. Now, the torque can be linearly associated with the change of the accelerator pedal.
  • a limited torque is predetermined in order to map the driver to a known coasting or braking behavior. Since in today's internal combustion engine drives, the braking torque is significantly smaller than the drive torque, the drive and thus the first electric machine should always be transferred to overrun when the maximum speed at torque 0 is exceeded with the appropriate pedal position of the accelerator pedal.
  • the braking torque should increase with increasing speed in a gradient up to a defined level and remain almost constant even with further increasing speed.
  • the maximum braking torque is preferably predetermined independently of the pedal position of the accelerator pedal. There is also the possibility to increase the braking torque with less pedal operation of the accelerator pedal and specify the brake torque lower with strong pedal operation of the accelerator pedal.
  • the maximum rotational speed of the first electric motor is only limited at very high, namely the technically meaningful maximum rotational speed.
  • the speed is limited significantly earlier depending on the position of the accelerator pedal.
  • the accelerator pedal position is divided 0 to 100% to a speed range of the first electric motor, wherein the maximum speed in the slow driving range, for example, one third of the maximum speed of the fast driving range can correspond.
  • the vehicle has a brake pedal next to the accelerator pedal.
  • inching mode the power from the first electric motor is reduced and the power of the second electric motor is increased.
  • the brake pedal has an analog sensor which outputs a signal depending on the position of the brake pedal. This signal is used as a default for reducing the speed and torque of the first electric motor for ferry operation. In the first part of the brake pedal operation, the service brake is not activated. The sensor signal is thus used in this part for the inching operation, the reduction of the speed and the torque of the first electric motor and the increase of the power of the second electric motor.
  • the service brake is additionally actuated.
  • the second electric motor which drives the actuation of the working equipment, is controlled in dependence on the signal of the accelerator pedal. It is possible to control the second electric motor not only as a function of the accelerator pedal signal, but also as a function of the rotational speed of the first electric motor.
  • the working equipment may be, for example, the lifting and bucket movement, which can be activated with a multi-function lever. It is possible to use the second electric motor to drive hydraulic pumps which act on cylinders of the working equipment. These hydraulic pumps can be designed as constant pumps, thus pumps with constant displacement volume, but it is also possible to use pumps with adjustable displacement. When using pumps with a constant displacement volume, the speed of the second electric motor determines the delivery volume.
  • the second electric motor should be controlled so that without actuation of the accelerator pedal, the second electric motor has a minimum speed, whereby a minimum volume flow can be conveyed in order to perform steering movements even when the vehicle is stationary.
  • the pump which is connected to the second electric motor, in this case promotes pressure medium to a steering valve, which acts on actuators for the steering with pressure medium.
  • a speed specification for the first electric motor is output via a characteristic which is stored in a memory unit.
  • the speed of the second electric motor is limited depending on the speed of the first electric motor. At low speed of the first electric motor, the speed of the second electric motor must be possible up to the maximum speed. At higher speed of the first electric motor, the speed of the second electric motor can be reduced, since in this case the vehicle has a higher speed and thus the work equipment, such as the lifting or blade hydraulics, does not have to be moved quickly. However, a minimum speed for the steering of the vehicle must be maintained, so the speed of the second electric motor must not fall below a minimum speed. By limiting the speed of the second electric motor, the efficiency is improved.
  • constant displacement pumps driven by the second electric motor are used for lower power work machines.
  • Heavy duty machines use adjustable pumps, which are preferably used in combination with a Loud Sensing System.
  • Loud Sensing System several consumers The highest load pressure and the pump pressure of a pressure layer are used to adjust the pump. The pump only delivers as much as the driven consumers need in total. The pump pressure always corresponds to the highest load consumer. If no consumer is activated, the pump only delivers the leakage oil flow.
  • this pump which can be adjusted in its stroke volume, has a sensor by means of which the current delivery volume of the pump can be detected.
  • This signal is used for the speed specification of the second electric motor.
  • the sensor signal is calibrated and interpreted.
  • the signal can take values between 0% and 100%.
  • the speed of the second electric motor can now be adjusted depending on the signal of the sensor to the corresponding needs. If no work function is actuated, for example, the cylinders of the hoist not controlled, the sensor signal of the adjustable pump is almost 0. In this state, the speed specification for the second electric motor is controlled to a lower limit.
  • the Loud Sensing System of the work pump a funding requirement and the work pump will increase its flow and the sensor signal will increase.
  • the term working pump is hereby referred to as the adjustable pump, which is connected to the second electric motor. If the available flow rate of the working pump increases beyond the required level, this is detected by a falling sensor signal from the working pump. Another speed increase does not make sense. Therefore, the second electric motor is driven so that it no longer increases its speed. When the threshold value is not reached, the speed specification for the second electric motor is reduced to the lower limit value by means of a control algorithm.
  • the lower limit is defined by a minimum volume flow, for example for the steering.
  • a hysteresis between increasing and decreasing sensor signal is present.
  • the change of the sensor signal over time can be used for the speed specification of the second electric motor.
  • a strongly rising or falling signal can influence the dynamics of the speed specification.
  • the sensors in the multi-function lever or in the hoist and the bucket generate a proportional signal according to the operation of the hoist and the bucket. These sensor signals are calibrated and interpreted. Both signals can take values between -100% and + 100%. For the lifting movement, the sensor signal is calibrated for maximum lowering to -100% and for maximum lifting to + 100%. For the blade movement, a sensor signal of -100% means a maximum tilting of the blade and + 100% a maximum tip-in of the blade. If the multi-function lever is not actuated, ie no movement is requested for the hub and the bucket, then the sensors each deliver a signal of 0%. The speed specification for the second electric motor should each use the largest amount of the two sensor signals.
  • the first electric motor and the second electric motor each have power electronics, which is arranged immediately adjacent to the first electric motor and the second electric motor.
  • the power electronics of the first electric motor and the power electronics of the second electric motor are connected via a CAN bus system with a vehicle computer, also called arithmetic unit. There is the possibility that additionally a display is connected via the CAN.
  • the vehicle computer receives signals from a brake pedal, an accelerator pedal, a parking brake switch, and a travel direction switch, a vehicle speed switch between a fast and a slow vehicle speed, and a neutral position switch.
  • the vehicle computer can also receive a signal from a sensor on the position of the stroke volume of the working pump.
  • the power supply is via a battery.
  • a combination of these power supplies exists.
  • the arithmetic unit is according to the operating strategy setpoints for the speed and the maximum torque to the power electronics of the first electric motor and to the power electronics of the second electric motor.
  • the power electronics themselves regulate the two electric motors according to the specifications.
  • the actual values of the rotational speed and of the torque as well as the operating states of the two electric motors are reported back to the arithmetic unit.
  • standard power electronics can be used, which only have so much computing power that they can operate the electric motors.
  • the arithmetic unit needs no additional outputs, but only inputs and communication via the CAN. This is very inexpensive. Further features can be found in the description of the figures.
  • Fig. 1 is a wheel loader
  • Fig. 6 is a characteristic for controlling the speed of the second electrical
  • Fig. 8 is a characteristic for driving the second electric motor
  • Fig. 9 is a characteristic for controlling the second electric motor in response to the signal of the accelerator pedal and the multi-function lever.
  • a wheel loader 1 has a battery 2, which provides the energy for the first electric motor 3 and the second electric motor 4.
  • the first electric motor 3 drives the vehicle wheels 5. It is possible to use a plurality of electric motors instead of a first electric motor 3.
  • the second electric motor 4 drives a pump 6, which is also called a work pump and the cylinders of the lifting mechanism 7 and the steering of the wheel loader 1 supplied with pressure medium.
  • the pump 6 may be designed for vehicles with lower power than pump with constant displacement, in this case, more constant pumps can be used. For vehicles with greater power, it is also possible to form the pump 6 as one or more pumps with adjustable delivery. These variable displacement pumps are often designed as Loud Sensing pumps.
  • the energy of the battery 2 is supplied via the power electronics 8 to the first electric motor 3.
  • the energy of the battery 2 is supplied via the power electronics 9 to the second electric motor 4.
  • the second electric motor 4 drives the pump 6, which is designed to be adjustable in its stroke volume.
  • the first motor 3 drives not shown vehicle wheels. About valves 10 actuators 1 1 of the work equipment or the steering can be controlled.
  • a sensor 12 is connected to the pump 6.
  • a computing unit 15 which is also called vehicle computer connected.
  • the arithmetic unit 15 receives signals from a sensor of the brake pedal 16, a sensor of the accelerator pedal 17, a switch for the parking brake 18 and multiple switches and / or sensors in a multi-function lever 19, by means of which the speed range of a neutral function and other functions, such as the operation the actuators 1 1 of the working equipment, such as the bucket or the hoist, are controllable. It is possible to form the functions of the multi-function lever 19 in a lever. However, it is also possible to form the individual sensors and switches in several switches and levers.
  • the arithmetic unit 15 If, for example, the accelerator pedal 17 is actuated, then the arithmetic unit 15 generates a signal for the first electric motor 3.
  • the arithmetic unit 15 is also a Store memory unit within which the characteristics, which are described in the other figures, are stored.
  • the arithmetic unit 15 calculates a pre-signal which the arithmetic unit 15 outputs via the line 13. This makes it possible to form the power electronics 8 and the power electronics 9 so that they must be able to control only the first electric motor 3 and the second electric motor 4.
  • the pump 6 When using the pump 6 as a load sensing pump, it is possible to determine by means of a sensor, the Vegna the stroke volume of the pump 6.
  • the highest load pressure and the pump pressure of a pressure compensator are used to adjust the pump for several consumers.
  • the pump only delivers as much as the driven consumers need in total.
  • the pump pressure always corresponds to the highest load consumer. If no consumer is activated, the pump 6 promotes only the leakage oil flow.
  • the current delivery volume of the pump can be detected.
  • This signal is now used for the speed specification of the second electric motor 3.
  • the sensor signal is calibrated and interpreted.
  • the signal can take values between 0% to 100%.
  • the sensor signal of the adjustment of the pump 6 will be almost 0%.
  • the speed command for the second electric motor 4 is controlled to a lower limit.
  • the load sensing system of the pump 6 reports a delivery requirement and the pump 6 will increase its delivery and the sensor signal will increase.
  • a threshold value for the sensor signal is defined. niert, in which the pump 6 is almost completely swung out, for example, 95%. If this threshold is exceeded, this is interpreted as insufficient flow and therefore increases the speed specification for the working drive to the maximum value.
  • a hysteresis is used to stabilize the speed command by this threshold.
  • characteristic curves are stored, which map a fast driving range and a slow driving range.
  • the diagram shown in FIG. 3 depicts the fast driving range.
  • the position of the accelerator pedal is determined by means of a sensor, wherein, when the accelerator pedal is not actuated, the sensor outputs a signal which corresponds to the accelerator pedal signal 20 of 0%, and when fully accelerated. tigtem accelerator pedal, the sensor outputs a signal corresponding to the accelerator pedal signal 20 of 100%.
  • FIG. 3 The characteristics of FIG. 3 are entered in a Cartesian coordinate system, wherein the coordinate depicts the torque 21 of the first electric motor and the abscissa represents the rotational speed 22 of the first electric motor.
  • intersections 25 are generated which are associated with a defined pedal position of the accelerator pedal. For example, it is possible to generate these intersections with a certain number of characteristics, for example 0%, 25%, 50%, 75% and 100%.
  • the linear distribution is only an example, it is also possible to create a non-linear distribution.
  • the intermediate values between the characteristic curves are then interpolated. Thus, it is possible to generate a torque at the vehicle wheels at standstill of the vehicle to each accelerator pedal position.
  • the speed 22 of the first electric motor is moved in the same way, which also points of intersection with the abscissa at 0 torque are generated. So that the vehicle does not come above the maximum permissible speed, the speed 22 of the first electric motor is limited to a maximum speed 26. This makes it possible to regulate the speed of the vehicle by means of the accelerator pedal with very little or no torque. Subsequently, the diagram is created so that first the maximum possible power as a function of the accelerator pedal position is plotted. The maximum power is shown in line 27. In the other lines, the intersections of the ordinate are connected to the intersections of the abscissa.
  • the diagram shown shows only one quadrant of possible operation of the first electric motor. In this quadrant the train area and the direction of rotation are shown forward. A similar or mirrored characteristic curve can also be used backwards in the opposite direction of rotation.
  • overrun advantageous a limited torque is given to represent a usual coasting or braking behavior.
  • the braking torque is significantly smaller than the drive torque.
  • the drive should only go into push mode when the intersection of the speed is exceeded at 0 torque and corresponding pedal position.
  • the generated braking torque should rise with increasing speed in a gradient up to a defined level and remain almost constant even with further increasing speed.
  • the maximum braking torque can be set constant and independent of the pedal position or be set higher with low pedal operation and lower with strong pedal operation.
  • the slow driving range shown in Fig. 4 is required for positioning maneuvers, such as working with a fork, with a fine accelerator pedal resolution.
  • fine accelerator pedal resolution means here that the final speed in the slow driving range is reached only when the accelerator pedal is fully actuated and not in the first third of the actuation of the accelerator pedal, as in the fast driving range.
  • the points of intersection 25 of the respective maximum torque at the speed 0 are identical to the points of intersection 25 of the fast driving range of FIG. 3.
  • the maximum speed 26, however, is significantly reduced compared to the maximum speed 26 of FIG.
  • the maximum speed 26 of FIG. 4 is also reached only at 100% of the accelerator pedal signal 20.
  • the interfaces of the respective maximum rotational speed of the first traction motor are scaled at torque 0 to lower rotational speeds.
  • the signal of the brake pedal is processed in addition to the signal of the accelerator pedal.
  • This makes it possible to operate the vehicle in inching mode, that is, the power and thus the torque and reduce the speed of the first electric motor and the power, thus the speed and the torque, for the second electric motor and thus the pump 6 of Figure 2 for the work equipment, thus the steering and / or lifting and rotating of the blade, to increase.
  • the brake pedal position via a sensor, preferably an analog sensor, detected and used as a default for the reduction of the speed and torque, thus the power of the first electric motor for the travel drive.
  • the current value of the signal 20 of the accelerator pedal between 0 and 100% is listed on the ordinate of FIG. 5 and on the abscissa is the signal of
  • Brake Pedal 28 listed from 0 to 100%. If the brake pedal is not actuated, the signal of the accelerator pedal is not reduced. When fully depressed accelerator pedal, thus at 100%, and not actuated brake pedal the signal of the accelerator pedal 20 thus remains the same. The more the brake pedal is pressed, the more the signal of the accelerator pedal is reduced. In the first part 29 of the brake operation, the service brake is not activated, but reduces the power for the first electric motor by using the characteristic curve 30, the signal of the accelerator pedal is reduced, and thus the first electric motor is driven with a lower target signal. Thus, the speed specification for the first electric motor with constantly depressed accelerator pedal and increasing depressed brake pedal is always reduced.
  • the characteristic curve 30 is designed in such a way that when the accelerator pedal is fully depressed, the signal of the accelerator pedal is already greatly reduced when the brake pedal is pressed only slightly. If the accelerator pedal is only slightly activated, the brake pedal must be pressed very far in order to reduce the signal of the accelerator pedal. From a previously defined actuation path of the accelerator pedal, the service brake is additionally activated. At point 31, the characteristic 30 intersects the abscissa, which means that the accelerator pedal is not actuated, this point 31 either being coincident with the actuation travel at which the service brake is actuated, or shortly after this actuation travel of the brake pedal to ensure appropriate overlap. By the characteristic curve 30, the accelerator pedal signal is reduced in accordance with the operation of the brake pedal, there is a change in the control of the first electric motor with respect to its speed and its torque. Fig. 6:
  • the vehicle has a multi-function lever in the driver's cab, by means of which the working equipment, for example, the lifting and blade movement is controllable.
  • the characteristic shown in Fig. 6 is used for the second electric motor with one or more pumps with constant displacement.
  • the delivery volume is determined solely by the speed of the second electric motor.
  • a pump for the articulation of the wheel loader and a second pump for the work equipment may be present.
  • the direct control of the second electric motor allows by controlling the speed of the second electric motor to adjust the flow rate to the required work situation.
  • the pump is directly connected to the internal combustion engine, whereby a free control of the pump is not possible.
  • the control of the rotational speed of the second electric motor should be effected in dependence on the accelerator pedal signal and in dependence on the rotational speed of the first electric motor.
  • the accelerator pedal is not actuated, causing the vehicle is at a standstill.
  • the second electric motor is driven at a minimum speed as shown in point 32.
  • the speed specification for the second electric motor is increased up to the maximum speed 34 via the characteristic curve 33.
  • a second dependence on the speed of the first electric motor is used.
  • the speed of the first electric motor must be able to reach the maximum speed his.
  • the speed of the second electric motor is plotted on the ordinate and the speed of the first electric motor is indicated on the abscissa. Up to point 35, the vehicle is still at low driving speeds and the maximum possible speed of the second electric motor, which is represented by the characteristic curve 36, is not reduced.
  • the line 37 shows the maximum speed of the first electric motor or the maximum driving speed in the slow driving range and the line 38 shows the maximum possible speed of the first electric motor or the maximum driving speed of the vehicle in the fast driving range.
  • the speed of the second electric motor is reduced to the point 39 to ensure a sufficient flow rate for the steering.
  • the speed of the second electric motor can be further adjusted according to demand.
  • the dependencies of the speed specification for the second electric motor for accelerator pedal position and the speed of the first electric motor remain.
  • the information of the sensors of the operation of the hoist and the blade is used. These sensors provide a signal according to the operation, which may be, for example, a proportional signal.
  • These sensor signals are calibrated and interpreted. Both signals can take values from -100% to + 100%, for which the sensor signal for maximum lowering can be calibrated, for example, to -100% and calibrated to 100% for the maximum lifting of the lifting movement.
  • a sensor signal of -100% means a maximum tilting of the blade and a sensor signal of + 100% a maximum tip-in of the blade. If the multi-function lever is not actuated, thus no movement of the working equipment or the hoist and the bucket is requested, the sensors each deliver a signal of 0%.
  • Fig. 8 shows the dependence of the speed command for the second electric motor on the speed of the first electric motor and the signal of the sensors of the work equipment. On the ordinate here the speed of the second electric motor is plotted and on the abscissa the speed of the first electric motor is plotted.
  • Line 40 shows an increase in the speed of the second electric motor while reducing the speed of the first electric motor.
  • the line 37 here is the maximum achievable speed of the first electric motor in the slow driving range and the line 38 is in this case the maximum achievable speed of the first electric motor in the fast driving range.
  • the characteristic 36 with the points 35 and 39 corresponds to the characteristic curve 36 of FIG. 7. This speed is now reduced depending on the sensor signal of the lifting equipment to the line 40. This is shown by the arrow 41.
  • Fig. 9 the reduction of the rotational speed of the second electric motor in response to the sensors of the working equipment is shown as described in Fig. 7.
  • the diagram corresponds to the diagram of FIG. 6 and the arrow 42 shows that the speed of the second electric motor in dependence the signals of the sensors of the working equipment reduced. It is only possible to reduce the speed of the second electric motor to line 43.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Operation Control Of Excavators (AREA)

Abstract

L'invention concerne un entraînement pour une chargeuse sur roues, présentant un premier moteur électrique (3) servant à entraîner les roues de véhicule (5) et un deuxième moteur électrique (4) servant à entraîner une pompe (6) pour l'équipement de travail (7). Le premier moteur électrique (3) et le deuxième moteur électrique (4) sont commandés en fonction d'un signal de la position d'une pédale d'accélérateur, de sorte que, lorsque le véhicule est à l'arrêt, le couple du premier moteur électrique (3) dépend directement de la position de la pédale d'accélérateur.
PCT/EP2019/052823 2018-03-09 2019-02-06 Entraînement pour une machine de travail WO2019170345A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201980018282.9A CN111836933B (zh) 2018-03-09 2019-02-06 用于作业机械的驱动器

Applications Claiming Priority (2)

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DE102018203624.1 2018-03-09
DE102018203624.1A DE102018203624A1 (de) 2018-03-09 2018-03-09 Antrieb für eine Arbeitsmaschine

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WO2019170345A1 true WO2019170345A1 (fr) 2019-09-12

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CN (1) CN111836933B (fr)
DE (1) DE102018203624A1 (fr)
WO (1) WO2019170345A1 (fr)

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US20210025139A1 (en) * 2018-03-09 2021-01-28 Zf Friedrichshafen Ag Drive for a machine

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DE102019214351A1 (de) * 2019-09-20 2021-03-25 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs einer Arbeitsmaschine, Antriebsstrang für eine Arbeitsmaschine und Arbeitsmaschine
DE102019214353A1 (de) * 2019-09-20 2021-03-25 Zf Friedrichshafen Ag Elektrisches Antriebssystem für ein knickgelenktes Arbeitsfahrzeug
DE102020206466A1 (de) 2020-05-25 2021-11-25 Zf Friedrichshafen Ag Verfahren zum Betreiben eines elektrischen Antriebsstrangs einer Arbeitsmaschine, elektrischer Antriebsstrang für eine Arbeitsmaschine und Arbeitsmaschine
DE102020206581A1 (de) 2020-05-27 2021-12-02 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs einer Arbeitsmaschine, Antriebsstrang für eine Arbeitsmaschine und Arbeitsmaschine
DE102020213940A1 (de) 2020-11-05 2022-05-05 Zf Friedrichshafen Ag Steuerungssystem zum Bestimmen einer Zugkraft eines Getriebes
DE102021211760B3 (de) 2021-10-19 2023-01-19 Zf Friedrichshafen Ag Verfahren zum Steuern eines elektrischen Fahrantriebs
DE102022210110A1 (de) * 2022-09-26 2024-03-28 Zf Friedrichshafen Ag Verfahren zum Steuern eines elektrischen Antriebsstrangs einer Arbeitsmaschine

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JP2006233843A (ja) * 2005-02-24 2006-09-07 Hitachi Constr Mach Co Ltd ハイブリッド駆動式のホイール系作業車両
US20120109444A1 (en) * 2009-07-09 2012-05-03 Toyota Jidosha Kabushiki Kaisha Fuel cell system and control method of same
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US11761174B2 (en) * 2018-03-09 2023-09-19 Zf Friedrichshafen Ag Drive for a machine

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CN111836933A (zh) 2020-10-27
CN111836933B (zh) 2022-07-19

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