Hydrostatic transmission with overspeed protection facility

A hydrostatic transmission for a traction drive includes a variable-displacement pump and one or more motors coupled to one another in a closed hydraulic circuit. A braking operation by means of the transmission can be initiated in the traction drive by an electronic control unit if there is a risk of overspeeding of an associated internal combustion engine. The braking operation is initiated if at least two activation thresholds are overshot, of which a first activation threshold is variable whereas the further activation threshold is fixed or variable.

This application claims priority under 35 U.S.C. § 119 to patent application no. DE 10 2017 202 275.2, filed on Feb. 14, 2017 in Germany, the disclosure of which is incorporated herein by reference in its entirety.

The disclosure relates to a hydrostatic transmission with which a hydrostatic braking operation is possible, and which has an overspeed protection facility for an internal combustion engine coupled to the transmission.

BACKGROUND

The prior art has disclosed hydrostatic transmissions for mobile working machines in which a hydrostatic pump (primary unit) and a hydrostatic motor (secondary unit) are fluidically connected to one another by means of a closed circuit. An internal combustion engine, for example a diesel engine of the mobile working machine, is coupled rotationally conjointly to the primary unit, and an output, for example an axle or a wheel of the mobile working machine, is coupled rotationally conjointly to the secondary unit. The mobile working machine thus has a traction drive which has a hydrostatic transmission.

The document EP 1 960 699 B1 discloses a hydrostatic transmission, with which braking can also be performed. Here, in relation to traction operation, the power flows in the reverse direction from the output, via the secondary unit acting as a pump and via the primary unit acting as a motor, to the internal combustion engine, which is then driven in a passive cranking operating mode. The highly pressurized working line of the closed circuit is in this case safeguarded by means of a pressure-limiting valve, by means of which, too, a part of the braking power can be dissipated during the braking operation. In the case of said solution, however, the braking operation is triggered only when the driver explicitly expresses the demand by means of an actuation of the brake pedal. The driver must therefore also actuate the brake pedal in order to avoid excessively high rotational speeds of the internal combustion engine.

The documents DE 10 2014 211 393 A1 and US 2014/0372000 A1 each disclose a hydrostatic transmission, wherein it is sought to protect the internal combustion engine against overspeeding. For this purpose, a speed control system is described which identifies an overshooting of the braking power of the internal combustion engine and thereupon automatically triggers a high-power braking operation. A part of the braking power is output to the internal combustion engine, whereas another part of the braking power is converted by means of the pressure-limiting valve of the high-pressure line in question into heat. Here, a combination of the actual rotational speed of the internal combustion engine and a further signal, such as a rotational speed deviation and a speed deviation, are used. A disadvantage of this hydrostatic transmission is that situations arise in which it is not sufficient to protect the internal combustion engine on the basis of the described criteria. Furthermore, the transmission does not take into consideration the large differences that can exist between the various mobile working machines in question.

Furthermore, from the prior art, a hydrostatic transmission is known which, in the event of an overshooting of a rotational speed threshold or of an activation threshold of the rotational speed of the internal combustion engine, triggers a high-power braking operation by virtue of the primary unit being pivoted back. Thus, although the internal combustion engine is protected, its possible braking power is not optimally utilized.

By contrast, it is the object of the disclosure to provide a hydrostatic transmission in the case of which, during a braking operation, the internal combustion engine is reliably protected against overspeeding and at the same time discharges or dissipates the maximum possible braking power.

Said object is achieved by means of a hydrostatic transmission having the features disclosed herein.

SUMMARY

The claimed hydrostatic transmission is provided for a traction drive which has an internal combustion engine, for example a diesel engine, and an output, for example a wheel or an axle. The hydrostatic transmission has a driveshaft, which is couplable to the internal combustion engine of the traction drive and which operates as a pump during traction operation, of a primary unit, and a secondary unit, which is couplable to the output of the traction drive, or multiple secondary units which are connected hydraulically in parallel, which operate as motor(s) during traction operation. The two units are fluidically connected to one another by means of two working lines of a closed circuit. The primary unit has an adjustable pivot angle and thus an adjustable swept volume, which pivot angle or swept volume is controllable by an electrical control unit during a braking operation of the hydrostatic transmission. A braking operation is automatically initiated by the control unit if an actual rotational speed of the internal combustion engine or a value derived from the former, for example an actual rotational speed of the primary unit, reaches or overshoots a first activation threshold or an activation threshold derived from the former, for example a rotational speed of the primary unit, and if a further actual value additionally also reaches or overshoots a further activation threshold. The first activation threshold is always greater, by a particular added-on value or offset, than a setpoint rotational speed of the internal combustion engine or than a value derived from the former, for example than a setpoint rotational speed of the primary unit. Thus, the first activation threshold is variable and is always adapted to the present operating situation of the internal combustion engine. By means of the further activation threshold and by means of the interaction of the two activation thresholds, the internal combustion engine can be protected against overspeeding in a flexible and reliable manner, and can at the same time dissipate the maximum possible braking power. Furthermore, the hydrostatic transmission according to the disclosure can be flexibly adapted to different mobile working machines and to different braking operations.

If the setpoint rotational speed is adjustable by means of a driver demand, in particular by means of an operating element, for example by means of a brake pedal or else by means of an accelerator pedal or an accelerator lever or by means of an automatic speed controller, the foresight of the driver can be advantageously utilized. For example, the first activation threshold is indirectly reduced by the driver if he or she predefines a reduction in a setpoint rotational speed, and vice versa.

According to a first refinement, the further activation threshold is a fixed rotational speed of the internal combustion engine or a fixed activation threshold derived from the former.

According to a second refinement, the further activation threshold is a fixed acceleration of the internal combustion engine or a fixed activation threshold derived from the former.

According to a third refinement, the further activation threshold is a variable or adjustable activation threshold of the rotational speed or an activation threshold derived from the former, which is dependent on an actual traveling speed of the mobile working machine or on a value derived from the former, for example an actual rotational speed of the secondary unit.

A refinement is particularly preferred in which the three abovementioned activation thresholds are stored or calculated in the control unit simultaneously. Thus, the braking operation is automatically initiated by the control unit if—aside from the first activation threshold—at least also one of the following (abovementioned) further activation thresholds is reached or overshot:

the fixed activation threshold of the rotational speed of the internal combustion engine or the activation threshold derived from the former, or

the fixed activation threshold of the acceleration of the internal combustion engine or the activation threshold derived from the former, or

the variable or adjustable activation threshold of the rotational speed, or the activation threshold derived from the former, which is dependent on the actual traveling speed of the mobile working machine or on the value derived from the former.

The further variable or adjustable activation threshold of the rotational speed or the activation threshold derived from the former is preferably lower than or equal to the further fixed activation threshold of the rotational speed or the activation threshold derived from the former.

The further variable or adjustable activation threshold of the rotational speed or the activation threshold derived from the former is set by the control unit to be equal to the further fixed activation threshold of the rotational speed, or to the activation threshold derived from the former, if the actual traveling speed of the mobile working machine or the value derived from the former is lower than or equal to a setpoint traveling speed or a value derived from the former, and said further variable or adjustable activation threshold of the rotational speed or the activation threshold derived from the former is set to be lower than the further fixed activation threshold of the rotational speed if the actual traveling speed or the value derived from the former is higher than the setpoint traveling speed of the mobile working machine or than the value derived from the former.

It is preferable if the braking operation is also automatically ended by the control unit in the event of a decrease of the actual rotational speed of the internal combustion engine or of the value derived from the former below a deactivation threshold of the rotational speed or below a deactivation threshold derived from the former, for example a deactivation threshold of the rotational speed of the primary unit. The deactivation threshold may be dependent on the mobile working machine.

The derived activation thresholds and derived values frequently mentioned in this document are in particular equal or proportional to the respective aforementioned activation threshold or to the aforementioned value. This is possible for example if the two relevant activation thresholds of a rotational speed are coupled by means of a unipartite shaft, or if they are coupled rotationally conjointly to one another by means of a mechanical transmission. For example, it is possible for the rotational speed thresholds and the crankshaft of the internal combustion engine (which does not belong to the claimed transmission) to be derived from the driveshaft, coupled to said internal combustion engine, of the primary unit (of the claimed transmission).

To permit a high-power braking operation, it is particularly preferable if in each case one pressure-limiting valve is arranged on both working lines. A first part of the braking power can be dissipated via the pressure-limiting valve involved in the braking operation, whereas a second part of the braking power can be dissipated via the primary unit and via the internal combustion engine. The braking power that can be realized is particularly high if the first part is greater than the second part.

If, during the high-power braking operation, the volume flow via the primary unit increases, the volume flow via the related pressure-limiting valve decreases. Thus, the pressure in the working line at high pressure can fall. To minimize this pressure reduction or to keep the pressure approximately constant, pressure-limiting valves are preferred which have a flat characteristic curve with regard to their pressure difference as a function of their passed-through volume flow.

In a preferred refinement of the hydrostatic transmission according to the disclosure, the pivot angle and the swept volume of the primary unit are adjustable in both directions from a zero position. The traction drive in question can thus, with a constant direction of rotation of the internal combustion engine, be utilized in traction operation in both directions of travel of the mobile working machine, and can correspondingly be braked (with high-power action) according to the disclosure in both directions.

If the secondary unit also has an adjustable pivot angle and thus an adjustable swept volume, which pivot angle or swept volume is controllable by the control unit during the braking operation, it is furthermore possible for a braking torque to be adjusted during the braking operation.

The braking torque is preferably variable or adjustable during the braking operation, in particular in a manner dependent on the operating element, that is to say on the driver demand.

An exemplary embodiment of the transmission according to the disclosure is illustrated in the drawings. The disclosure will now be discussed in more detail on the basis of the figures of said drawings.

DETAILED DESCRIPTION

According toFIG. 1, a hydrostatic traction drive of a mobile working machine (not shown in any more detail) (for example wheeled loader, telehandler, combine harvester or field harvester) has a hydrostatic transmission1according to the disclosure. The transmission1has a hydrostatic primary unit2which is operated primarily as a hydraulic pump and which is driven by an internal combustion engine4, designed as a diesel engine, of the traction drive via a driveshaft5. Furthermore, the transmission1has a hydrostatic secondary unit6, which is coupled via a driveshaft8to an axle14, which has two wheels12, of the traction drive and which is operated primarily as a hydraulic motor. More specifically, the driveshaft8is coupled to a differential transmission10of the axle14.

Both hydraulic machines2,6are adjustable in terms of their swept volume Vg_pump, Vg_mot by means of a respective adjustment device16,18. The first hydraulic machine2is fluidically connected to the secondary unit6in a closed hydraulic circuit via a first working line20, which in the further explanations is the feed line and via which pressure medium flows from the primary unit2to the secondary unit6, and via a second working line22, which in the further explanations is the return line and via which pressure medium flows from the secondary unit6to the primary unit2.

The hydrostatic transmission1has a feed pump26which is connected to the driveshaft5of the primary unit2and which can deliver pressure medium from a tank T into a feed line28. The latter branches into three branches, wherein a first branch can be placed in pressure-medium-conducting connection with the tank T via a pressure-limiting valve30. A second and a third branch can be connected in pressure-medium-conducting fashion via a respective pressure-limiting valve32,34, of which each has an integrated replenishment check valve36,38, to the branch line20and to the branch line22respectively.

Both units2,6are operable in all four quadrants, such that both the flow direction of the pressure medium in the closed hydraulic circuit and the direction of rotation of each of the units2,6is reversible.

The hydrostatic transmission1has a control unit40, to which a brake pedal44is connected via a signal line42. The brake pedal44has a sensor46by means of which an actuation intensity of the brake pedal44can be detected and transmitted via the signal line42to the control unit40. The latter is connected via an electrical signal line48to the adjustment device16of the primary unit2and via an electrical signal line50to the adjustment device18of the secondary unit6.

Via an electrical signal line52, a rotational speed detection unit54by means of which an actual rotational speed n_mot_act of the secondary unit6can be detected at the driveshaft8is connected to the control unit40. Via an electrical signal line62, a rotational speed detection unit60by means of which an actual rotational speed n_pump_act of the primary unit2can be detected at its driveshaft5is connected to the control unit40. Owing to the fact that the driveshaft5is formed in one piece with a crankshaft of the internal combustion engine4that is to be protected against overspeeding, an actual rotational speed n_eng_act of the internal combustion engine4, which is to be limited, is also detected by means of the rotational speed detection unit60.

During the high-power braking operation by means of the hydrostatic transmission1according to the disclosure, the axle14is supported, via the driveshaft8and via the secondary unit6operating as a pump and via one of the two working lines22and via the primary unit2operating as a motor and via the driveshaft5of the primary unit2, on the internal combustion engine4, which is then cranked and, by means of its friction and acceleration forces of the pistons, dissipates at least a part of the braking energy of the mobile working machine.

Furthermore, an automatic speed controller64, an accelerator pedal66and an accelerator lever68are electrically connected via respective signal lines to the control unit40.

During the operation of the hydrostatic transmission1according to the disclosure, the control unit40calculates a setpoint rotational speed n_mot_des of the driveshaft8of the secondary unit2from the setting of the automatic speed controller64or the position of the accelerator pedal66or of the accelerator lever68, which all constitute a driver demand, because said setpoint rotational speed is proportional to the setpoint traveling speed v_veh_des of the mobile working machine in question. Correspondingly, the actual traveling speed v_veh_act is inferred from the actual rotational speed n_mot_act of the secondary unit6.

The control unit40has a memory unit56, in which two fixed activation thresholds n_eng_on, α_eng_on are stored, and a processor unit58, in which two variable activation thresholds n_eng_on_min, n_eng_on_v_veh are calculated and which automatically initiates and executes the high-power braking operation in a manner dependent on all four activation thresholds n_eng_on_min, n_eng_on, n_eng_on_v_veh, α_eng_on.

FIG. 2shows the interaction of the four different activation thresholds n_eng_on_min, n_eng_on, n_eng_on_v_veh, α_eng_on. Illustrated at the bottom inFIG. 2is the first activation threshold n_eng_on_min, which must in any case be overshot by the actual rotational speed n_eng_act of the internal combustion engine4in order for the high-power braking operation to be automatically triggered. Here, the first activation threshold n_eng_on_min is always greater than the setpoint rotational speed n_eng_des by a particular added-on value or offset.

Also illustrated inFIG. 2are the three further activation thresholds n_eng_on, n_eng_on_v_veh, α_eng_on, of which one activation threshold must be overshot in order for the high-power braking operation to be triggered. More specifically, in addition to the abovementioned first activation threshold n_eng_on_min, either the actual rotational speed n_eng_act of the crankshaft of the internal combustion engine4must overshoot the fixed rotational speed threshold n_eng_on or the variable rotational speed threshold n_eng_on_v_veh, or the acceleration α_eng_act of the crankshaft of the internal combustion engine4exceeds the acceleration threshold α_eng_on. Here, the variable rotational speed threshold n_eng_on_v_veh is calculated in a manner dependent on the actual traveling speed v_veh_act and the setpoint traveling speed v_veh_des of the mobile working machine in question as follows:
v_veh_act≤v_veh_des→n_eng_on_v_veh=n_eng_on
v_veh_act>v_veh_des→n_eng_on_v_veh=0.9·n_eng_on
The further activation threshold n_eng_on_min has the task of preventing high-power braking in the following two situations if such braking is not yet required in order to protect the internal combustion engine against overspeeding:

1.) during on-road travel with a relatively low actual rotational speed n_eng_act at which the internal combustion engine4still has an adequate upward rotational speed reserve. It is sought to prevent the high-power braking operation being triggered in the presence of a high actual acceleration α_eng_act of the internal combustion engine4(α_eng_act>α_eng_on) even though the actual rotational speeds n_eng_act are not critical.

2.) during working operation in which the internal combustion engine4, for example of a combine harvester or field harvester, has very high working constant rotational speeds n_eng_act. Here, no high-power braking is required because the actual traveling speed v_veh_act is relatively low, and because the internal combustion engine4is additionally loaded by consumers, such as for example threshing mechanism, infeed or grain separator. When said consumers are deactivated, the internal combustion engine4is relieved of load, such that the actual rotational speed n_eng_act briefly increases somewhat until it is reduced again by a closed-loop rotational speed controller. Since said high working constant rotational speeds n_eng_act already lie very close to the additional activation threshold n_eng_on, it may be the case that, in the load relief situation, said activation threshold is overshot despite no high-power braking being required. For this reason, the additional activation threshold n_eng_on_min is variable and has a fixed added-on value or offset with respect to the setpoint rotational speed n_eng_des.

In a first operating situation, the setpoint rotational speed n_eng_des is 1500 rpm, and the added-on value is 150 rpm, such that the first activation threshold n_eng_on_min is 1650 rpm. The further activation threshold n_eng_on is 2100 rpm and is thus higher than the first. Thus, the high-power braking operation is triggered only if the further activation threshold n_eng_on of 2100 rpm is overshot.

In a second operating situation, the setpoint rotational speed n_eng_des is 2000 rpm. In the case of the added-on value of 150 rpm, the resulting first activation threshold n_eng_on_min is 2150 rpm. Thus, the further activation threshold n_eng_on of 2100 rpm is somewhat lower than the first. Thus, the high-power braking operation is triggered only if the first activation threshold n_eng_on_min of 2150 rpm is overshot.

The example shows that the first activation threshold n_eng_on_min (despite its name or reference designation) is not always the lower activation threshold.

FIGS. 3 and 4show, in each case in a profile with respect to time, further examples of the activation thresholds and of the deactivation threshold. The figures each show firstly an activation, that is to say the automatic initiation of the high-power braking operation, and subsequently a deactivation, that is to say the automatic ending of the high-power braking operation.

FIG. 3shows the further fixed activation threshold of the acceleration α_eng_on and an exemplary profile of the actual acceleration α_eng_act of the crankshaft of the internal combustion engine4. If the actual rotational speed n_eng_act overshoots the first activation threshold n_eng_on_min (cf.FIG. 4) and, as perFIG. 3, the actual acceleration α_eng_act overshoots the activation threshold α_eng_on, the high-power braking operation is triggered.

FIG. 4shows the different rotational speeds n_eng in relation to one another. In addition to the setpoint rotational speed n_eng_des, an exemplary profile of the actual rotational speed n_eng_act is shown, along with the various rotational speed thresholds. More specifically, the first fixed activation threshold n_eng_on_min and the further variable activation threshold n_eng_on_v_veh and the further fixed activation threshold n_eng_on and the deactivation threshold n_eng_off are shown. It can be seen that the high-power braking operation is triggered after an overshooting of the fixed activation threshold n_eng_on_min and additionally when the further variable activation threshold n_eng_on_v_veh is reached, and said high-power braking operation is performed until the actual rotational speed n_eng_act falls to the deactivation threshold n_eng_off.

A hydrostatic transmission for a traction drive is disclosed, wherein a variable-displacement pump and one or more motors are coupled to one another in a closed hydraulic circuit. A braking operation by means of the transmission can be initiated in the traction drive by an electronic control unit if there is a risk of overspeeding of the internal combustion engine. The braking operation is initiated if at least two activation thresholds are overshot, of which a first activation threshold is variable whereas the further activation threshold is fixed or variable.

LIST OF REFERENCE DESIGNATIONS

1Hydrostatic transmission2Primary unit4Internal combustion engine5Driveshaft6Secondary unit8Driveshaft10Differential transmission12Wheel14Output/axle16Adjustment device18Adjustment device20Working line22Working line26Feed pump28Feed line30Pressure-limiting valve32Pressure-limiting valve34Pressure-limiting valve36Replenishment check valve38Replenishment check valve40Control unit42Signal line44Brake pedal46Sensor48Signal line50Signal line52Signal line54Rotational speed detection unit56Memory unit58Processor unit60Rotational speed detection unit62Signal line64Automatic speed controller66Accelerator pedal68Accelerator levern_eng_act Actual rotational speed of the internal combustion enginen_eng_des Setpoint rotational speed of the internal combustion enginen_eng_off Deactivation threshold (rotational speed of the internal combustion engine)n_eng_on Further activation threshold (rotational speed of the internal combustion engine)n_eng_on_min First activation threshold (rotational speed of the internal combustion engine)n_eng_on_v_veh Further activation threshold (rotational speed of the internal combustion engine)n_mot_act Actual rotational speed of the secondary unitn_pump_act Actual rotational speed of the primary unitn_pump_des Setpoint rotational speed of the primary unitn_pump_off Deactivation threshold (rotational speed of the primary unit)n_pump_on Derived further activation threshold (rotational speed of the primary unit)n_pump_on_min Derived first activation threshold (rotational speed of the primary unit)n_pump_on_v_veh Derived further activation threshold (rotational speed of the primary unit)Vg_mot Swept volume of the secondary unitVg_pump Swept volume of the primary unitv_veh_act Actual traveling speedv_veh_des Setpoint traveling speedα_eng_act Actual acceleration of the internal combustion engineα_eng_on Further activation threshold (acceleration of the internal combustion engine)α_pump_on Further activation threshold (acceleration of the primary unit)T Tank