CN110001650B - Power limiting of transmission power via external interface - Google Patents
Power limiting of transmission power via external interface Download PDFInfo
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- CN110001650B CN110001650B CN201811473426.3A CN201811473426A CN110001650B CN 110001650 B CN110001650 B CN 110001650B CN 201811473426 A CN201811473426 A CN 201811473426A CN 110001650 B CN110001650 B CN 110001650B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 281
- 238000000034 method Methods 0.000 claims abstract description 19
- 238000010276 construction Methods 0.000 claims description 5
- 244000037459 secondary consumers Species 0.000 claims description 5
- 230000003247 decreasing effect Effects 0.000 claims description 2
- 230000007257 malfunction Effects 0.000 claims 1
- 238000010606 normalization Methods 0.000 description 8
- 230000001419 dependent effect Effects 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 238000012360 testing method Methods 0.000 description 3
- 230000033001 locomotion Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000001174 ascending effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- 238000013021 overheating Methods 0.000 description 1
Classifications
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1061—Output power
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- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The present invention relates to power limiting of transmission power via an external interface. A method for operating a travel gear of a work vehicle is proposed, wherein drive power is supplied to the travel gear by a drive (2) when the work vehicle is in operation, and wherein the travel gear (5) outputs gear power to a travel output (3), wherein the travel gear (5) has at least one gear control unit (6) which, when the work vehicle (1) is in operation, controls at least the travel gear (5), wherein the gear control unit (6) has an interface (7) via which control data and/or operating data can be exchanged with the gear control unit (6). The limiting value can be fed via the interface (7) to the transmission control unit (6) for limiting the transmission power, so that the transmission control unit (6) controls the travel transmission (5) as a function of the limiting value.
Description
Technical Field
The present invention relates to a method for operating a travel gear of a work vehicle and a travel gear.
Disclosure of Invention
The object of the invention is achieved by the features of the claims. Further advantageous embodiments emerge from the dependent claims and the figures.
A method for operating a traveling transmission of a work vehicle is presented. The work vehicle may be, for example, a construction, agricultural and/or forestry machine. In addition, drive power is supplied to the travel gear by the drive device during operation of the work vehicle. The drive device may be, for example, an internal combustion engine which transmits its drive power to the travel gear. The traveling power transmission device outputs traveling power to the traveling driven end. The drive transmission can in this case, for example, convert the rotational speed of the drive and/or the torque of the drive and output it to the drive output. For example, the traveling power transmission device may convert a driving rotational speed output from the driving device to the traveling power transmission device into a driven rotational speed output to the driven end for traveling. Additionally, the travel gear may convert an input torque output by the drive device to the travel gear into an output torque output to the travel driven end. The drive wheels of the work vehicle can be driven, for example, by means of the drive power for travel, in order to put the work vehicle in motion.
The travel gear further has at least one gear control unit which controls at least the travel gear when the work vehicle is running. The transmission control unit may, for example, control the transmission ratio of the traveling transmission in order to adapt the output rotational speed and/or the output torque of the traveling transmission to the traveling situation of the work vehicle. In particular, the output rotational speed of the travel gear can be assigned to the travel speed of the work vehicle, so that the output rotational speed of the travel gear can be controlled by means of the gear control unit, so that the travel speed of the work vehicle can be varied.
The transmission control unit has an interface via which control data exchange with the vehicle control unit and/or operating data exchange with the transmission control unit is possible. The vehicle control unit may be arranged, for example, in a cab of the work vehicle and may control components of the work vehicle. For example, the control data may be supplied via an interface to a transmission control unit, which controls the travel transmission in such a way that the output rotational speed is increased in order to increase the travel speed of the work vehicle. In addition or alternatively, operating data can also be read via the interface, which include, for example, the operating state of the transmission for travel, such as the current gear ratio, the input rotational speed and/or the output rotational speed. The operation of the travel gear can thereby be monitored. But the operational data may also include additional data. For example, the operating data may also include the operating state of the drive, which may be exchanged via the interface.
In order to limit the transmission power, a limit value is supplied from the vehicle control unit to the transmission control unit via the interface. The term transmission power refers to the drive-end power for travel and the transmission input power. Thus, in the description and claims of the present invention, transmission power is defined to be not just the sole drive-by-drive power, and therefore not just the transmission-by-drive power or the transmission output power, but this term also encompasses transmission input power or transmission input power. By this method, either the input power or the output power of the transmission can be limited. The limiting value in the description of the invention thus relates to the maximum input power or the maximum output power of the transmission. For example, it may be advantageous for power management to limit transmission input power, but not transmission output power. There are applications where it is more advantageous to limit the transmission output power rather than the transmission input power.
In this regard, the transmission control unit controls the traveling transmission depending on the limit value. By means of the limiting value, the transmission power from the driving transmission and/or from the drive to the driving driven end can be constrained. In particular, it is possible to limit only the transmission power transmitted by the travel transmission, and not the drive power of the drive device. Thus, the restriction may occur only through the travel-purpose transmission. For example, the drive can be protected from overload due to the limitation of the drive power by means of the limiting value. Furthermore, the transmission power can be constrained, for example, by a limitation by means of a limiting value, so that the driving output (for example, the drive axle) is not overloaded. Of course, there is not only the possibility of limiting the output power of the transmission only, but also the possibility of limiting the input power of the transmission only.
However, restrictions by means of the restriction values may also be used when certain driving conditions exist. For example, if the work vehicle is located on an unreinforced ground, skidding of the drive wheels may occur, which results in damage to the ground and difficulty in controlling the work vehicle. By virtue of this limitation, the transmission power can be constrained, thereby reducing the occurrence of slip of the drive wheel.
The limitation by means of the limiting value has further advantages here. When the limit is activated, the operator of the work vehicle need not consider the restriction of transmission power by means of an accelerator pedal or other control device. The operator can fully actuate an accelerator pedal or other control device that controls the drive power of the drive device. Even when the accelerator pedal is fully depressed, the travel drive transmits only limited travel driven end power, or receives only limited transmission input power.
In an advantageous refinement, the limit value can be known and/or created by the vehicle control unit. Furthermore, the limiting value can be transmitted from the vehicle control unit to the transmission control unit via the interface. The transmission control unit may also transmit the running data of the running transmission to the vehicle control unit via the interface. The vehicle control unit may be arranged, for example, in the cab in order to display operating data of the transmission for travel to an operator of the work vehicle. Additionally or alternatively, the operator may also input control data to the vehicle control unit.
Advantageously, the limit value is manually adjusted by an operator of the work vehicle. Thus, the operator can autonomously decide what limit value he wants to adjust. The operator himself can react to specific driving situations and, for example, increase or decrease the limit value in order to adapt the transmission power accordingly.
Advantageously, at least one power characteristic is stored in the transmission control unit, by means of which the transmission control unit is made aware of the maximum transmission power of the transmission for travel as a function of the output rotational speed of the transmission for travel and/or the drive rotational speed of the drive. The power characteristic can also be stored in the vehicle control unit in addition or instead, wherein the vehicle control unit also knows the maximum transmission power. For example, when the drive and the travel gear are connected to each other by only one shaft, the drive rotational speed may correspond to the input rotational speed of the travel gear.
In this case, a plurality of power profiles can be stored in the transmission control unit and/or the vehicle control unit, wherein each power profile describes a different state of the drive and/or of the transmission for travel. For example, a power characteristic curve can be assigned to a state of the drive, in which the drive has a constant drive speed of 1800 revolutions per minute (1/min).
In addition or alternatively, the power characteristic can also be dependent on an adjustment of the drive transmission for travel. In the travel gear, for example, a CVT gear, i.e., a continuously variable gear, may be arranged. The continuously variable transmission may also include a variable transmission (Variatorgetriebe). By means of the variable transmission, the driving transmission can be controlled, for example, such that the driving transmission has a constant input rotational speed but no constant output rotational speed. There is also the possibility that the output rotational speed can be reduced to zero (neutral) despite the input rotational speed. Therefore, the traveling gear in this state also has no power at the gear output. By means of a variable transmission or a continuously variable transmission, the power flow through the travelling transmission can advantageously be controlled. In this case, the adjustment of the travel gear must likewise be taken into account when selecting the power characteristic curve. In the transmission control unit and/or the vehicle control unit, a power profile of the vehicle can be stored for each adjustment of the drive transmission.
The drive rotational speed and/or the output rotational speed can be measured, for example, by means of a sensor unit and can be fed, for example, via an interface to a transmission control unit. The transmission control unit selects a power profile in dependence on the adjustment and/or the driving rotational speed of the driving transmission and knows the maximum transmission power which can be imparted by the driving transmission using these adjustments and speeds. The maximum transmission power is the maximum power that can be led to the drive output for travel at a specific adjustment and/or drive rotational speed of the drive for travel. The maximum transmission power is not necessarily constant, but can rather vary depending on the drive speed and the adjustment of the drive transmission (e.g. the gear ratio). In general, the maximum transmission power is lower, for example, when the drive speed of the drive is lower. At a specific drive speed and/or a specific adjustment of the travel transmission, the maximum transmission power may be, for example, 100 kw.
Furthermore, a value of 100% can always be assigned to the transmission power, since the traveling transmission does not transmit more transmission power to the traveling output than the maximum transmission power. The maximum transmission power thus has a maximum transmission power of 100% in each operating point, wherein the kw value can be varied depending on the drive speed and/or the adjustment of the drive transmission.
The at least one power characteristic can be an already existing graph, which is known, for example, by testing the travel gear on a test bench.
It is furthermore advantageous to apply a limit value to the maximum transmission power. At the drive output, only a portion of the maximum transmission power is thus available, and the drive and/or drive is accordingly relieved of load.
Advantageously, the maximum transmission power of the transmission for travel, the available transmission power and/or the present transmission power is transmitted by the transmission control unit to the vehicle control unit. When the maximum transmission power is transmitted to the vehicle control unit, the operator of the work vehicle may for example decide if he wants to apply a limitation of the travelling driven end power by means of the limiting value, because for example the transmission power is too high for the ground surface of the work vehicle. The operator is informed of the maximum transmission power in kw, for example via a vehicle control unit. Since the maximum transmission power can be continuously changed, for example, due to fluctuating drive speeds, the maximum transmission power can be continuously transmitted to the vehicle control unit, so that the user is always informed of the current maximum transmission power.
When the limit value is, for example, a multiplication factor, for example, 70% or 0.7, the available transmission power may be the product of the limit value and the maximum transmission power. The calculation may be performed in the transmission control unit and/or in the vehicle control unit, so that the operator of the work vehicle is informed of the available travel power that can be provided.
Furthermore, the present transmission power can also be transmitted to the vehicle control unit. For example, the current transmission power may be measured at the traveling driven end. The present transmission power can be derived, for example, from the output torque and output rotational speed of the traveling transmission. Depending on the present transmission power, the operator can also recognize, for example, whether or not the available transmission power and/or the maximum transmission power has been reached. The present transmission power may also be transmitted as kilowatt values to the vehicle control unit.
It is also advantageous to normalize (normiert) the available transmission power and/or the present transmission power to the maximum transmission power of the travel transmission. In this way, the operator of the work vehicle can be more easily informed of the available transmission power and/or the present transmission power. Thus, the operator can be notified of the percentage value.
It is also advantageous if the sum of the present transmission power and the sum of the power of all secondary consumers, for example via the secondary drive of the work vehicle, exceeds the maximum drive power of the drive, if the limit value for limiting the transmission power is increased. In this case, the increase in the limit value is accompanied by a decrease in the available transmission power. For example, at a secondary driven end, a work machine may be coupled to a work vehicle that receives some secondary driven end power. For simplicity, it should be assumed that the sum of the power of all the secondary consumers remains constant and is, for example, 50 kw. Further, as an example, the maximum driving power of the driving device should be 100 kw.
If the present transmission input power is, for example, 60 kw (which is known to the transmission control unit), the sum of the secondary output power and the present transmission power is 110 kw, so that the maximum drive power of the drive is exceeded and the drive is overloaded. The limit value can then be adapted in such a way that the transmission power used is only 50 kw. The adaptation may be performed by the transmission control unit and/or the vehicle control unit. However, the limit value can also be selected, for example, in such a way that the sum of the available transmission power and the auxiliary output power does not reach the maximum drive power. The drive is thus never fully loaded, which can also protect the drive from damage. Here, the limit value may also be changed according to the limit value that has been applied when the maximum drive power is exceeded. For example, when the work vehicle shifts from horizontal travel to uphill travel, the maximum drive power may be exceeded. Thus, the traveling driven end requires more transmission power that the drive must apply in addition to the secondary driven end power. In this case, a limitation of the transmission power may lead to a reduction in the travel speed of the work vehicle.
It is furthermore advantageous if the limit value for limiting the transmission power is reduced when the sum of the current transmission power and the secondary consumer is lower than the drive power of the drive. Thereby increasing the maximum transmission power. This makes it possible to guide additional transmission power to the traveling output without the drive being 100% loaded.
Advantageously, the limit value is increased or decreased stepwise. In this way, the available transmission power can be increased stepwise until the highest possible transmission power is reached, which does not overload the drive. The limit value can thus be increased until the sum of the present transmission power and the auxiliary output power falls below the maximum drive power of the drive.
Advantageously, in the event of a fault in the work vehicle, a limitation of the transmission power by means of a limiting value is used. Such a fault situation may be, for example, the drive device overheating due to overload for a period of time. This can be detected by the transmission control unit and/or the vehicle control unit by means of suitable sensors and the limit value is set to a value corresponding to, for example, 20%. The transmission power then corresponds to only 20% of the maximum transmission power. Thereby, although the traveling speed of the work vehicle is reduced, the drive device can be prevented from being damaged. However, the fault situation may also be that the travel gear overheats after an excessively long load, wherein the temperature of the travel gear can also be measured by means of a temperature sensor. If the drive train is overheated, the drive train control unit and/or the vehicle control unit can likewise correspondingly define a limit value. Although an operator may, for example, fully manipulate the accelerator pedal of the work vehicle after a limit, the travel transmission still directs only limited transmission power to the travel driven end.
It is furthermore advantageous if the limit value is known as a function of the rotational speed of the transmission for travel in order to control the transmission power as a function of the travel speed of the work vehicle. For example, when the work vehicle is on a soft ground, the limit value at the start of the work vehicle may be high to prevent the drive wheels from slipping, thereby causing the transmission power to be relatively strongly constrained. For example, the limit value may be selected in such a way that only 20% of the transmission power is available for the traveling driven end. Thus, even when the accelerator pedal is fully operated, for example, the drive wheel can be prevented from slipping at the time of starting. Only 20% of the maximum transmission power is then provided to the traveling driven end. The available transmission power is then likewise only 20%, and can be supplied to the vehicle control unit in order to inform the operator of the available transmission power. If the travel speed increases, the slip tendency of the drive wheel decreases, so that the limit value can be matched in dependence on the travel speed. The limit value may be selected in such a way that more transmission power is available as the travel speed increases. If the travel speed drops again, the limit value can also be adapted again in such a way that the available transmission power at the travel output likewise drops.
In this case, the transmission is advantageously controlled in such a way that the transmission output and/or the transmission input is brought into the drive in the case of a negative limit value. The negative limiting value here causes the transmission to be actuated in such a way that it leads to a power flow from the driving output to the secondary output and/or the drive. It is thus contrary to the normal power flow of the running slave drive to the travelling slave and/or the slave.
Furthermore, a travel gear for a work vehicle is proposed, which is used for driving a travel driven end of the work vehicle. The work vehicle may be, for example, a construction, agricultural and/or forestry machine. By means of the travelling driven end, the work vehicle can be moved. The driving driven end may comprise, for example, a driving wheel, which is connected to the driving transmission via an axle and/or shaft.
The travel gear comprises at least one gear control unit which can control the travel gear at least when the work vehicle is running. The drive for travel can be controlled, for example, in such a way that the gear ratio of the drive for travel is changed.
The transmission control unit has an interface via which control data and/or operating data can be exchanged with the transmission control unit. For example, the control data may include a desired gear ratio that converts an input rotational speed of the travel-purpose transmission to an output rotational speed. The operating data may include an input speed, an output speed, and/or an adjusted gear ratio of the transmission.
The travel gear is designed in such a way that it can be operated according to one or more of the method features described above.
Drawings
The invention is explained in more detail below with reference to the drawings. Wherein:
FIG. 1 shows a schematic view of a work vehicle having a drive and a driveline;
FIG. 2 shows a graph for performing travel power calculations;
FIG. 3 shows a graph of travel power calculation utilizing limits by means of limit values; and
Fig. 4 shows a graph of travel power calculation, which makes use of the limitation by means of the limit value.
Detailed Description
Fig. 1 shows a schematic view of a work vehicle 1. Work vehicle 1 may be, for example, a construction, agricultural and/or forestry machine. Work vehicle 1 includes at least one drive device 2 by which at least one traveling slave 3 and/or slave 4 is driven during operation of work vehicle 1. Here, the traveling driven end 3 is used to move the work vehicle 1, for which purpose the traveling driven end 3 can drive, for example, a drive wheel. At the secondary driven end 4, a work machine may be coupled to the work vehicle 1, for example. The secondary driven end 4 may for example comprise a power take-off shaft with which the agricultural equipment may be driven. The work vehicle 1 further has at least one travel gear 5, by means of which travel output is guided to the drive wheels when the work vehicle 1 is running. In the present embodiment, the driving wheel is constituted by a first rear wheel 12 and a second rear wheel 13, which are arranged on the rear axle 14.
Further, the work vehicle 1 has a first front wheel 9 and a second front wheel 10, which are arranged on a front axle 11. According to the present embodiment, the front wheels 9, 10 are not driven by the driving device 2. However, additionally or alternatively, the front wheels 9, 10 can likewise be driven by the drive 2.
A drive shaft 15 is also arranged between the drive 2 and the travel gear 5 in order to guide the drive power from the drive 2 to the travel gear 5. The drive shaft 15 may have a drive rotational speed corresponding to the rotational speed of the drive device 2. In order to guide the power of the traveling driven end from the traveling transmission 5 to the traveling driven end 3, the work vehicle 1 according to the present embodiment has a driven shaft 16 that connects the traveling transmission 5 with the rear axle 14. The driven shaft 16 transmits the driving end power for travel to the driving wheel, here the two rear wheels 12, 13. The driven shaft 16 may rotate at a driven rotational speed that is different from the driving rotational speed or the motor rotational speed. The traveling transmission 5 may convert the driving rotation speed into the driven rotation speed so as to enable the rapid or slow traveling of the work vehicle 1. The output rotational speed may correspond to the travel speed of work vehicle 1.
The rotational speeds of the travel gear 5 can be given different names. The rotational speed introduced into the travel gear 5 may be referred to as an input rotational speed or a drive rotational speed. The rotational speed derived from the traveling transmission 5 may be referred to as an output rotational speed or a driven rotational speed. The same can be applied to torque. The torque introduced into the travel-purpose transmission 5 may be referred to as an input torque or a drive torque. The torque drawn from the traveling transmission 5 may be referred to as output torque or driven torque.
According to the present embodiment, the sub-driven shaft 17 is arranged on the driving shaft 15. By means of the secondary driven shaft 17, at least part of the drive power can be branched off for the secondary driven end 4. Thereby, the driving device 2 drives the sub-driven end 4 and drives the driving driven end 3 via the driving transmission device 5.
The travel gear 5 further has at least one gear control unit 6, which is shown here next to the travel gear 5 and which controls at least the travel gear 5 when the work vehicle 1 is in operation. The transmission control unit 6 may also be arranged in the travel transmission 5. But the transmission control unit 6 may also be arranged outside the travel transmission 5. By means of the transmission control unit 6, for example, the transmission ratio of the travel transmission 5 can be changed. The traveling transmission 5 may also include a CVT transmission (Continuously Variable Transmission (continuously variable transmission)), which may likewise be controlled by the transmission control unit 6. The CVT transmission is a continuously variable transmission, so that the torque and/or rotational speed can be adjusted steplessly by the traveling transmission 5 and further guided. Additionally or alternatively, the transmission control unit 6 may also control the drive 2.
The transmission control unit 6 further comprises an interface 7 via which control data and/or operating data can be exchanged with the transmission control unit 6. By means of the control data, the transmission control unit 6 can control at least the travel-purpose transmission 5. For example, the control data may comprise gear ratios, so that the transmission control unit 6 may control the travelling transmission 5 accordingly. The operating data may comprise, for example, at least the operating state of the travel gear 5. The operating data may include rotational speed and/or transmission ratio of the transmission 5 for travel.
According to the present embodiment, a connection can be established between the transmission control unit 6 and the vehicle control unit 8 by means of the interface 7. According to fig. 1, this connection CAN be a data connection 18, which is embodied, for example, as a CAN bus. Control data and/or operating data can be exchanged between the transmission control unit 6 and the vehicle control unit 8 via the data connection 18.
Since the drive device 2 drives the sub-driven end 4 and the traveling driven end 3, the drive device 2 may be overloaded on the sub-driven end 4 in a specific traveling condition of the work vehicle 1 or in a work load of the work machine. For example, if the work vehicle 1 climbs upward at a constant traveling speed, the driving device 2 must apply the corresponding driving-use driven-end power. The power of the traveling driven end required for ascending the slope and the power split additionally at the secondary driven end 4 may rise up to a total exceeding the maximum drive power of the drive device 2. Thereby, the driving device 2 is overloaded.
In other travel situations, it may be advantageous not to supply the greatest possible travel drive output to the travel drive 3. If the work vehicle 1 is moving, for example, on an unreinforced ground (e.g., a forest ground), too high a power at the driving end for traveling may cause the driving wheels to slip and thus damage the ground.
Although it is possible for the operator of the work vehicle 1 to adjust the power at the driven end for travel, for example by means of an accelerator pedal, in the case of unintentional operation, slipping of the drive wheels or overloading of the drive device 2 may still occur.
By means of the limit value, the driving driven end power can be restrained. With the aid of the limitation of the power of the traveling driven end by means of the limiting value, even in the case of a fully actuated accelerator pedal, only the limited guidance is provided to the traveling driven end 3.
In order to limit the drive output for travel, a limiting value can be fed to the transmission control unit 6 by the vehicle control unit 8 via the interface 7, so that the transmission control unit 6 controls the drive 5 for travel in dependence on the limiting value.
The limit value can be designed as a percentage limit value, which limits the maximum transmission power through the transmission 5 in a percentage manner. The limit value may be, for example, 70%, so that the transmission control unit 6 controls the traveling transmission 5 in such a way that 70% of the maximum possible traveling driven end power is led to the traveling driven end 3. This can prevent the drive wheels, which are the rear wheels 12, 13 in the present embodiment, from slipping, for example. In addition, the limit value is advantageous because the operator of the work vehicle 1 no longer has to control the driven end power for travel, for example with an accelerator pedal, in the travel situation of the work vehicle 1. Although the accelerator pedal may be maximally manipulated. But manipulating the accelerator pedal to 100% now corresponds to 70% of the maximum travel driven end power exemplarily described.
Advantageously, the operator of the work vehicle 1 can manually input the limit value by means of the vehicle control unit 8. For this purpose, for example, the abovementioned 70% is manually set as limit value. The operator may additionally or alternatively input a travel program on the vehicle control unit 8. The travel program contains, for example, information about the movement of the work vehicle 1 on the forest floor. The operator can select this and let the vehicle control unit 8 automatically create a relevant limit value, which is then fed to the transmission control unit 6 via the data connection 18.
The transmission control unit 6 can also calculate the currently available maximum transmission power, which can be referred to the maximum transmission power of the travel transmission 5. The current maximum transmission power available may be a percentage value associated with the limited transmission power. For example, if the transmission control unit 6 autonomously limits the transmission power, this is initially not directly identifiable to the operator. Thus, the current available transmission power can be created and supplied to the vehicle control unit 8, wherein it can then be displayed to the operator. For example, the currently available transmission power may be a percentage value related to the maximum transmission power. For example, the operator may recognize that only 30% of the maximum transmission power is available. But the currently available transmission power may also include kilowatt values. For example, the operator may be notified that only 50 kw of transmission power is available, for example.
Furthermore, the transmission control unit 6 can learn, for example, the current transmission power. For this purpose, the gear control unit 6 can measure the adjustment, the gear ratio and/or the rotational speed of the travel gear 5 and thus learn the current gear power applied at the moment on the travel driven end 3. The present transmission power may be given as a percentage value related to the maximum transmission power. However, the present transmission power may also be kilowatt. The present transmission power can also be supplied to the vehicle control unit 8 via the data connection 18, for example, in order to inform the operator of this.
It is also advantageous if the transmission control unit 6 and/or the vehicle control unit 8 knows the difference from the available transmission power and the current transmission power in order to know the transmission power that is still available. This still available transmission power can be communicated to the operator so that he knows how much more transmission power can be increased.
Fig. 2 shows an example of a graph for making the travel power calculation 19. In the present example, the rotational speed 20 of the transmission 5 is plotted on the x-axis of the graph. The rotational speed 20 may be, for example, an output rotational speed or a driven rotational speed of the travel gear 5, which is led to the travel driven end 3. On the y-axis of the graph, the torque 21 of the traveling transmission 5 is plotted in the present example. The torque 21 may be, for example, an output torque of the traveling gear 5, which is led to the traveling driven end 3. Thus, the first curve 24 of the graph of the travel power calculation 19 may show the relationship between the output rotational speed and the output torque of the travel transmission 5. For example, the output torque decreases as the output rotational speed increases. The drive output can be calculated from the output rotational speed and the output torque, for example, by means of multiplication. The drive output can thus be derived from these two values, wherein the drive output can in particular vary with the output rotational speed and the output torque.
By means of a further diagram, not shown here, the drive output power for travel can be ascertained as a function of the output rotational speed, for example for a given and in particular constant drive rotational speed of the drive 2. Here, the graph of such travel power calculation 19 will be different from the graph shown here. The travel power calculation 19 may be empirically known. For example, the travel power calculation 19 may be known on a test bench.
In the transmission control unit 6 and/or in the vehicle control unit 8, a plurality of travel power calculations 19 can also be stored, which can have different curves from one another and which are associated with various settings, such as the transmission ratio of the travel transmission 5 and/or the drive rotational speed of the drive 2. By means of the travel power calculation 19, the maximum transmission power at each point in time or each operating point of the work vehicle 1 can be ascertained.
Fig. 2 also shows a normalization 22 of the travel power calculation 19. The rotational speed 20, in particular the output rotational speed of the drive 5 for travel, can again be plotted on the x-axis. On the y-axis of the normalization 22, the available travelling driven end power 23 can be plotted, which can be guided to the travelling driven end 3 in a specific operating point of the travelling transmission 5 and/or of the drive 2. In this embodiment, the available travelling slave power 23 is normalized to 100% so that the second curve 25 of the graph is a constant line at 100%. According to normalization 22 of fig. 2, available traveling slave power 23 is the maximum traveling slave power. In this example, the limit value corresponds to 100% so that the power of the traveling slave is not limited.
Fig. 3 shows a graph of a travel power calculation 19 with a limitation by means of a limit value. From the travel power calculation 19 of fig. 3, the torque 21, for example the output torque of the travel gear 5, is plotted again against the rotational speed 20, for example the output rotational speed of the travel gear 5. The first curve 24 and the second curve 25 may correspond to the curves of the graph of fig. 2.
The first curve 24 may, for example, correspond to the maximum driving output which the driving transmission 5 can transmit to the driving output 3. The first curve 24 corresponds to the second curve 25 of the normalization 22. The second curve 25 corresponds, for example, to 100% of the first curve 24, which corresponds to the maximum driving output.
The travel power calculation 19 also has a third curve 26 and a fifth curve 28. The third curve 26 shows a torque 21, which is dependent on the rotational speed 20, for example, wherein a limit value of 50% is applied. For example, the transmission control unit 6 actuates the traveling transmission 5 in such a way that only the torque 21 can be transmitted to the traveling output 3 as a function of the rotational speed 20 according to the third curve 26. By means of the torque 21 according to the third curve 26 falling relative to the first curve 24, the driving output likewise falls. The maximum driving driven power described by the first curve 24 is no longer provided on the driving driven 3; instead, according to the third curve 26, only 50% of the maximum travel driven end power is available. The third curve 26 may describe the available driving driven end power 23, which in this example is 50%.
The same applies to the fifth curve 28, which describes a limit value of 25%, for example, so that only 25% of the maximum driving output can be transmitted by the driving transmission 5.
In normalization 22, a fourth curve 27 and a sixth curve 29 are also shown. The fourth curve 27 may correspond to the third curve 26 of the travel power calculation 19, wherein the fourth curve 27 has a constant value of 50% in this example. According to e.g. the first curve 24, the available travelling driven end power 23 is now only 50% of the maximum travelling driven end. The sixth curve 29 has a constant value of 25% and therefore, according to this example, only a maximum value of 25% is available. The sixth curve 29 corresponds, for example, to the fifth curve 28 of the travel power calculation 19.
Fig. 4 shows a graph of a travel power calculation 19 by limiting by means of limiting values according to a further embodiment. Only important differences from the preceding figures should be discussed here. From the fifth curve 28 of the travel power calculation 19, the speed 20-dependent limit value is not constant, for example a sixth curve 29 to which the normalization 22 belongs is also shown. As can be seen in the combination of the fifth and sixth curves 28, 29, the limit value is about 80% at the first rotational speed 32. Based on the travel power calculation 19, the travel gear 5 can only output a torque 21 below the first curve 24 describing the maximum travel driven end power. If the rotational speed 20 increases from the first rotational speed 32 to the second rotational speed 33 (whereby the travel speed of the work vehicle 1 can also be increased in relation), the limit value continues to increase until it reaches 100% at the second rotational speed 33. The fifth curve 28 approximates the first curve 24 and describes the maximum traveling driven end power at a certain operating point. Further, the sixth curve 29 approximates the second curve 25. For example, such a rotational speed-dependent limit value may be adjusted when the work vehicle 1 is moving on a soft ground. To prevent wheel slip, the traveling driven end power may be reduced at a low rotational speed 20. When the work vehicle 1 moves, the traveling driven end power can be increased.
However, the limiting value may also be selected such that the driving power is limited according to the seventh curve 30 of the driving power calculation 19. The traveling driven end power is increased from the first rotational speed 32 and reaches a maximum traveling driven end power at the third rotational speed 34. An eighth curve 31 of the normalization 22 describes, for example, the available drive output power 23 as a function of the rotational speed 20. The available power 23 reaches 100% of the maximum power at the third rotational speed 34.
The invention is not limited to the embodiments shown and described. Modifications within the scope of the claims are equally possible, such as combinations of features, even if they are shown and described in different embodiments.
List of reference numerals
1. A work vehicle;
2. Driving device
3. Driven end for traveling
4. Auxiliary driven end
5. Transmission device for travelling
6. Transmission control unit
7. Interface
8. Vehicle control unit
9. First front wheel
10. Second front wheel
11. Front axle
12. First rear wheel
13. Second rear wheel
14. Rear axle
15. Driving shaft
16. Driven shaft
17. Auxiliary driven shaft
18. Data connection part
19. Travel power calculation 19
20. Rotational speed
21. Torque moment
22. Normalization
23. Usable power at the driven end for traveling
24. First curve of
25. Second curve
26. Third curve
27. Fourth curve of
28. Fifth curve
29. Sixth curve
30. Seventh curve
31. Eighth curve
32. First rotation speed
33. Second rotation speed
34. Third rotation speed
Claims (15)
1. Method for operating a transmission (5) for travel of a work vehicle (1), wherein drive power is supplied to the transmission (5) for travel by a drive (2) and the transmission (5) for travel outputs transmission power to a driven end (3) for travel when the work vehicle is in operation, wherein the transmission (5) for travel has at least one transmission control unit (6) which, when the work vehicle (1) is in operation, controls at least the transmission (5) for travel, and wherein the transmission control unit (6) has an interface (7) via which control data and/or operating data can be exchanged with a vehicle control unit (8), characterized in that a limit value is supplied from the vehicle control unit (8) to the transmission control unit (6) via the interface (7) for limiting transmission power, and the transmission control unit (6) controls the transmission (5) in dependence on the limit value, wherein, in the transmission control unit and/or the transmission control unit (6) has an interface (7) via which control data and/or operating data can be exchanged with a vehicle control unit (8), wherein at least one of the power curve and/or the vehicle control unit (6) is/are stored by means of at least one characteristic of the power control unit (6) and/or the vehicle control unit (6) 8) The maximum transmission power of the transmission (5) for travel is determined as a function of at least one output rotational speed of the transmission (5) for travel and/or the drive rotational speed of the drive (2).
2. Method according to claim 1, characterized in that the limit value is learned and/or created by a vehicle control unit (8).
3. Method according to claim 1, characterized in that the limit value is manually adjusted by an operator of the work vehicle (1).
4. A method according to any one of claims 1 to 3, characterized in that the maximum transmission power is limited to a limit value.
5. A method according to any one of claims 1-3, characterized in that the maximum transmission power of the traveling transmission (5), the available transmission power (23) and/or the present transmission power is transmitted to the vehicle control unit (8) by the transmission control unit (6).
6. A method according to any one of claims 1-3, characterized in that the available transmission power (23) and/or the present transmission power is normalized to the maximum transmission power of the traveling transmission (5).
7. A method according to any one of claims 1-3, characterized in that the limit value for limiting the transmission power is increased when the sum of the transmission input power and all further secondary consumers exceeds the maximum drive power of the drive (2).
8. A method according to any one of claims 1-3, characterized in that the limit value for limiting the travelling output power is reduced when the sum of the present transmission power and the sum of all further secondary consumers is below the maximum drive power of the drive means (2).
9. The method of claim 7, wherein the limit value is increased or decreased stepwise.
10. Method according to claim 1, characterized in that the transmission power is limited by means of a limit value in the event of a malfunction of the work vehicle (1).
11. Method according to claim 1, characterized in that the limit value is known in dependence on the rotational speed of the drive device (2) in order to control the transmission power in dependence on the travel speed of the work vehicle (1).
12. A method according to any one of claims 1-3, characterized in that in the case of a negative limit value the travelling transmission (5) is controlled in such a way that the transmission input torque becomes negative.
13. A method according to any one of claims 1-3, characterized in that the travelling transmission is a travelling transmission of a construction, agricultural and/or forestry machine.
14. Travel gear (5) for a working vehicle (1) for driving a travel driven end (3) of the working vehicle (1), having at least one gear control unit (6) which can control at least the travel gear (5), wherein the gear control unit (6) has an interface (7) via which control data and/or operating data can be exchanged with the gear control unit (6), characterized in that the travel gear (5) is configured in such a way that the travel gear can be operated according to the method according to any one of claims 1 to 13.
15. A travelling transmission according to claim 14, characterised in that the travelling transmission is a travelling transmission of a construction, agricultural and/or forestry machine.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017221977.7 | 2017-12-06 | ||
| DE102017221977.7A DE102017221977B4 (en) | 2017-12-06 | 2017-12-06 | Power limitation of the transmission power via external interface |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110001650A CN110001650A (en) | 2019-07-12 |
| CN110001650B true CN110001650B (en) | 2024-09-06 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811473426.3A Active CN110001650B (en) | 2017-12-06 | 2018-12-04 | Power limiting of transmission power via external interface |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN110001650B (en) |
| DE (1) | DE102017221977B4 (en) |
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| IT202200009410A1 (en) * | 2022-05-06 | 2023-11-06 | Cnh Ind Italia Spa | IMPROVED METHOD FOR CONTROL OF A WORK VEHICLE ENGINE |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5679085A (en) * | 1995-04-05 | 1997-10-21 | Claas Kgaa | Vehicle propulsion unit and method for controlling same |
| DE102014204902A1 (en) * | 2014-03-17 | 2015-09-17 | Zf Friedrichshafen Ag | Method for actuating a continuously power-split transmission device |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19646069A1 (en) * | 1996-11-08 | 1998-05-14 | Zahnradfabrik Friedrichshafen | Method for operating a drive unit for motor vehicles |
| DE10230993A1 (en) * | 2002-07-10 | 2004-01-22 | Zf Friedrichshafen Ag | Method and device for controlling functions of a work vehicle |
| DE102004002761B4 (en) * | 2004-01-20 | 2017-01-05 | Daimler Ag | Method for operating a drive train of a motor vehicle |
| DE102004027063A1 (en) | 2004-06-03 | 2005-12-22 | Zf Friedrichshafen Ag | Method for optimized detection of the transmission input torque in vehicles equipped with auxiliary units on the engine side |
| DE102004027062A1 (en) | 2004-06-03 | 2005-12-22 | Zf Friedrichshafen Ag | Switching oscillations avoiding method for motor vehicle, involves determining real transmission input power and moment as function of engine speed, where optimal shifting-up point is found by criteria of halting power or traction force |
| DE102005048533A1 (en) | 2005-10-11 | 2007-04-12 | Daimlerchrysler Ag | Monitoring mechanical component, especially motor vehicle gearbox, involves controlling and/or regulating component and/or another device to reduce/restrict instantaneous load on component if impending failure of component detected |
| US8216109B2 (en) * | 2007-09-28 | 2012-07-10 | Caterpillar Inc. | Torque-based control system for a continuously variable transmission |
-
2017
- 2017-12-06 DE DE102017221977.7A patent/DE102017221977B4/en active Active
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- 2018-12-04 CN CN201811473426.3A patent/CN110001650B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5679085A (en) * | 1995-04-05 | 1997-10-21 | Claas Kgaa | Vehicle propulsion unit and method for controlling same |
| DE102014204902A1 (en) * | 2014-03-17 | 2015-09-17 | Zf Friedrichshafen Ag | Method for actuating a continuously power-split transmission device |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102017221977B4 (en) | 2022-09-29 |
| DE102017221977A1 (en) | 2019-06-06 |
| CN110001650A (en) | 2019-07-12 |
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