Hydrostatic traction drive for a laterally-steered vehicle and hydrostatic drive for a laterally-steered mobile work machine

Abstract

A hydrostatic traction drive has a steering function, which is implemented via two laterally acting secondary units (traction motors), which are supplied by a common primary unit (pump) in the open circuit. The primary unit is pressure-controlled. The two secondary units are torque-controlled. The affected vehicle is steerable as a function of a steering command by different torque specifications for the two secondary units. Furthermore, a hydrostatic drive for a mobile work machine has working hydraulics in addition to the traction drive. The working hydraulics are also supplied by the primary unit in parallel to the two secondary units.

Claims

1. A hydrostatic traction drive for a laterally-steered vehicle, comprising: a left secondary unit; a right secondary unit, the left and right secondary units configured as hydrostatic adjustable and through-pivotable axial piston machines; and a common hydrostatic adjustable primary unit configured to supply the left and right secondary units via an open hydrostatic circuit, wherein the primary unit is pressure-controlled, while the left and right secondary units are torque-controlled, and wherein the traction drive has a steering function for the vehicle, which is implemented via unequal or separate control of the torque of the left and right secondary units.

2. The hydrostatic traction drive according to claim 1, wherein the traction drive is configured to determine a first setpoint torque of the left secondary unit and a second setpoint torque of the right secondary unit from a driving command of at least one operating element and from a steering command of at least one steering element.

3. The hydrostatic traction drive according to claim 2, wherein the traction drive is further configured to determine an overall setpoint torque from the driving command and a first actual rotational speed of the left secondary unit and a second actual rotational speed of the right secondary unit.

4. The hydrostatic traction drive according to claim 3, wherein the traction drive is further configured to: determine a travel speed from the first and second actual rotational speeds, determine the driving command from a position of an accelerator pedal, and determine the overall setpoint torque from the travel speed and the position of the accelerator pedal using a characteristic map.

5. The hydrostatic traction drive according to claim 4, wherein the traction drive is further configured to determine the first and second setpoint torques from the overall setpoint torque and from the steering command.

6. The hydrostatic traction drive according to claim 5, wherein: the first and second setpoint torques are respective pilot control components, and the traction drive has a closed controller configured to calculate two torque components from a setpoint rotational speed ratio and an actual rotational speed ratio of the two secondary units, the two torque components being added to the respective pilot control components to determine two final torque specifications.

7. The hydrostatic traction drive according to claim 6, wherein the traction drive is further configured to determine a first setpoint pivot angle of the left secondary unit and a second setpoint pivot angle of the right secondary unit from the two final torque specifications and from a measured actual pressure or a setpoint pressure.

8. The hydrostatic traction drive according to claim 3, wherein the traction drive is further configured to decrease the overall setpoint torque to a reduced setpoint torque as a function of a current torque and an actual rotational speed and a setpoint rotational speed of a drive machine.

9. The hydrostatic traction drive according to claim 8, wherein the traction drive is further configured to determine the first and second setpoint torques from (i) the overall setpoint torque or the reduced setpoint torque and (ii) the steering command.

10. The hydrostatic traction drive according to claim 2, wherein the traction drive is further configured to determine a first setpoint pivot angle of the left secondary unit and a second setpoint pivot angle of the right secondary unit from the first and second setpoint torques and from a measured actual pressure or a setpoint pressure.

11. The hydrostatic traction drive according to claim 2, wherein the traction drive is configured to implement the unequal or separate control of the torque of the left and right secondary units based on the first and second setpoint torques.

12. A hydrostatic drive for a mobile work machine, comprising: a hydrostatic traction drive comprising: a left secondary unit; a right secondary unit, the left and right secondary units configured as hydrostatic adjustable and through-pivotable axial piston machines; and a common hydrostatic adjustable primary unit configured to supply the left and right secondary units via an open hydrostatic circuit; wherein the primary unit is pressure-controlled, while the left and right secondary units are torque-controlled, and wherein the traction drive has a steering function for the mobile work machine, which is implemented via unequal or separate control of the torque of the left and right secondary units; a valve assembly; and at least one hydrostatic consumer supplied via the valve assembly, wherein the at least one hydrostatic consumer and the valve assembly form working hydraulics, which are arranged in parallel to the left and right secondary units in the open hydrostatic circuit, and which are supplied by the primary unit.

13. The hydrostatic drive according to claim 12, further comprising: a load sensing system, which, as a setpoint pressure of the pressure control of the primary unit, determines a highest pressure from a group that includes (i) at least one current load pressure of the at least one hydrostatic consumer of the working hydraulics plus a pressure differential value, and (ii) a pressure derived from a driving command of at least one operating element.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) One exemplary embodiment of the hydrostatic traction drive according to the disclosure having steering function is illustrated in the figures.

(2) In the Figures

(3) FIG. 1 shows a mobile work machine having the exemplary embodiment of the hydrostatic traction drive according to the disclosure having steering function in a simplified illustration,

(4) FIG. 2 shows a simplified hydraulic circuit diagram of the exemplary embodiment of the hydrostatic traction drive from FIG. 1,

(5) FIG. 3 shows a diagram of the signal sequence of the exemplary embodiment of the hydrostatic traction drive, and

(6) FIG. 4 shows a characteristic map of the exemplary embodiment of the hydrostatic traction drive.

DETAILED DESCRIPTION

(7) FIG. 1 shows a mobile work machine which is designed as a skid steer loader. It has a hydrostatic drive, which comprises the exemplary embodiment of the hydrostatic traction drive according to the disclosure having steering function for its four wheels 3. Furthermore, the drive comprises working hydraulics, which consists in the exemplary embodiment shown of two consumers 1 and a valve assembly 2, which is designed as a valve block having at least two valves for controlling the two consumers 1.

(8) A hydrostatic primary unit P, which is designed as an adjustable axial piston machine, is driven by a drive machine 4, which is designed in the exemplary embodiment shown as an internal combustion engine. A left secondary unit Mleft and a right secondary unit Mright and the valve assembly 2 are supplied by the primary unit P via a branched working line 6. The two secondary units Mleft, Mright are designed as adjustable and through-pivotable axial piston units, which are used in the driving mode as traction motors. For this purpose, the left secondary unit Mleft is coupled in a rotationally-fixed manner to the two left wheels 3, while the right secondary unit Mright is coupled in a rotationally-fixed manner to the two right wheels 3. The four wheels 3 are not pivotable out of the position shown in FIG. 1. Instead, the two wheels 3 of one side are driven faster than the two wheels 3 of the other side to steer the mobile work machine. It is also possible that the two wheels 3 of one side are driven forward and the secondary unit Mleft, Mright of the other side is pivoted through, so that the two wheels 3 of the other side are driven in reverse. The mobile work machine can thus rotate around its vertical axis.

(9) The hydrostatic drive is controlled via an electronic control unit 8, which is in a signal connection on the operator side with an accelerator pedal 10 and a travel direction switch VNR and two joysticks 12. Furthermore, the electronic control unit 8 is in a signal connection with the three units P, Mleft, Mright and with the valves of the valve assembly 2.

(10) FIG. 2 shows a simplified hydraulic circuit diagram of the exemplary embodiment of the hydrostatic drive from FIG. 1. It is shown that a high-pressure fitting of the primary unit P is connected via the triple-branched working line 6 to the high-pressure fittings of the two secondary units Mleft, Mright and the valve assembly 2. On the low-pressure side, the two secondary units Mleft, Mright and the valve assembly 2 are connected via a shared branched tank line to the tank T.

(11) Furthermore, respective pivot angle sensors 14 are arranged at the three units P, Mleft, Mright. A pressure sensor 16 is accordingly provided at the primary unit P, which is pressure-regulated according to the disclosure.

(12) FIG. 3 shows a diagram of the signal sequence of the exemplary embodiment of the hydrostatic traction drive of the hydrostatic drive from the two preceding figures. The module Target-Torque-Planner TTp has as the input the driving command DriveCmd, which corresponds to the position of the accelerator pedal 10, the selection of the travel direction switch VNR, and the measured actual rotational speeds nLeft.sub.act, nRight.sub.act of the two secondary units Mleft, Mright.

(13) The output variable of the module Target-Torque-Planner TTp corresponds to a setpoint torque T.sub.des, which is ascertained from the characteristic map according to FIG. 4 as a function of the average travel speed VehSpd and the position of the accelerator pedal 10. The average travel speed VehSpd is calculated from the actual rotational speeds nLeft.sub.act, nRight.sub.act. With the aid of the travel direction switch VNR, the sign of the setpoint torque T.sub.des may be determined, for example, positive for forward travel, negative for reverse travel.

(14) This setpoint torque T.sub.des is limited in the second step in a limiting load controller LLC to a smaller value T.sub.des* if an overload situation of the drive machine 4 (internal combustion engine or electric motor) driving the primary unit P occurs on the primary side. The overload situation can arise, for example, due to a reduction of the primary-side input power (for example, air conditioner is switched on) or hydraulic consumer 1 of the working hydraulics is activated. The limiting load controller LLC has as the input the current torque T.sub.eng and the setpoint rotational speed neng.sub.nom and the actual rotational speed neng.sub.act of the drive machine 4.

(15) In the next step, the calculation of the setpoint torque distribution between the left and the right secondary units Mleft, Mright takes place. The two setpoint torques T.sub.Left_static, T.sub.Right_static correspond to a pilot control of the setpoint torques based on the steering command SteerCmd, which is transmitted from the joysticks 12 (or also from a steering wheel). The steering command SteerCmd may be interpreted as a setpoint rotational speed ratio nRatio.sub.Nom, since the curve radius of the mobile work machine is proportional to the rotational speed ratio nRatio between the left rotational speed nLeft and the right rotational speed nRight or between the inner rotational speed and the outer rotational speed.

(16) Since the pilot control is never exact due to disturbances and errors in the module assumptions, these inaccuracies are regulated out in the module Speed-Ratio-Feedback-Control 18 in the closed control loop. As the input, the steering command SteerCmd is again entered, from which the setpoint rotational speed ratio nratio.sub.Nom is ascertained, and the actual rotational speed ratio nRatio.sub.Act is entered, which is calculated from the two actual rotational speeds nLeft.sub.act, nRight.sub.act. These two torque components T.sub.left_dyn, T.sub.right_dyn, are added to the respective pilot control components T.sub.Left_static, T.sub.Right_static to thus determine the two final torque specifications T.sub.Left, T.sub.Right.

(17) Using the two final torque specifications T.sub.Left, T.sub.Right and with the aid of the measured actual pressure p.sub.PumpActFilt (or alternatively the setpoint pressure p.sub.PumpNom), in the module Torque-Generation TG, the two pivot angle specifications or setpoint pivot angles .sub.Mleft, .sub.Mright are calculated. This takes place via the known relationship
T=*Vg Max*p/20.

(18) The setpoint pivot angles .sub.Mleft, .sub.Mright are transmitted to the drivers EOC-M of the two secondary units Mleft, Mright.

(19) The drivers EOC-M of the two secondary units Mleft, Mright and a driver EOC-P of the primary unit P each output a control current I for the models 20.

(20) FIG. 4 shows the way in which the ascertainment of the overall setpoint torque T.sub.des takes place. In the module Target Torque planner TTp, the characteristic map shown is stored, which ascertains as a function of the current travel speed VehSpd [kph] and the accelerator pedal position, which is possible from 0 to 100%, and is shown in characteristic curves each having 20% difference, the overall setpoint torque T.sub.des [Nm].

(21) A hydrostatic traction drive having a steering function is disclosed, which is implemented via two laterally acting secondary units (traction motors) Mleft, Mright, which are supplied in the open circuit by a common primary unit (pump) P. The primary unit P is pressure-controlled. The two secondary units Mleft, Mright are torque-controlled. The affected vehicle is steerable as a function of a steering command SteerCmd by different torque specifications for the two secondary units Mleft, Mright.

(22) Furthermore, a hydrostatic drive for a mobile work machine is disclosed, wherein the drive also has working hydraulics in addition to the traction drive. These are also supplied by the primary unit P in parallel to the two secondary units Mleft, Mright.

LIST OF REFERENCE SIGNS

(23) 1 consumer 2 valve assembly 3 wheel 4 drive machine 6 working line 8 electronic control unit 10 accelerator pedal 12 joystick 14 pivot angle sensor 16 pressure sensor 18 module Speed-Ratio-Feedback-Control 20 models .sub.Mleft setpoint pivot angle of the left secondary unit .sub.Mright setpoint pivot angle of the right secondary unit delta-p pressure differential value DriveCmd driving command EOC-P drivers of the primary unit EOC-M drivers of the secondary unit I control current LLC limiting load regulator Mleft left secondary unit (motor) Mright right secondary unit (motor) neng.sub.act actual rotational speed of the drive machine neng.sub.nom setpoint rotational speed of the drive machine nLeftact actual rotational speed of the left secondary unit nRightact actual rotational speed of the right secondary unit nratio.sub.Nom setpoint rotational speed ratio of the two secondary units nRatio.sub.Act actual rotational speed ratio of the two secondary units P primary unit (pump) p.sub.PumpActFilt actual pressure p.sub.PumpNom setpoint pressure p.sub.Pump pressure of the group p.sub.LSWork load pressure SteerCmd steering command TTp module Target Torque planner T.sub.left_static setpoint torque of the left secondary unit T.sub.right_static setpoint torque of the right secondary unit T.sub.left_dyn torque component of the left secondary unit T.sub.right_dyn torque component of the right secondary unit T.sub.Left final torque specification of the left secondary unit T.sub.Right final torque specification of the right secondary unit T.sub.des overall setpoint torque (of the traction drive) T.sub.des* reduced setpoint torque (of the traction drive) T.sub.eng current torque of the drive machine Td module Torque-distribution Tg module Torque-Generation TTp module Target-Torque-Planner VNR travel direction signal/travel direction switch VehSpd travel speed