Patent Application
20210252960
The present invention concerns a hydraulic energy management system for hydrostatic transmission, in particular a hydraulic transmission for work vehicles such as construction equipment vehicles or agricultural vehicles.
Work vehicles are usually provided with hydraulic motors which are used for a plurality of operation such as movement of the vehicle; such hydraulic motors transform a hydraulic energy, stored in a working fluid in form of pressure, into mechanical energy, e.g. rotation of a shaft with a predefined velocity and torque.
The pressure of the working fluid is usually given by a pump, carried by an engine, e.g. an internal combustion engine, which is connected through a hydraulic arrangement to hydraulic the hydraulic motors.
The aforementioned hydraulic arrangements are usually realized through a high number of valves which, on function of their state allowing or not the passage of a fluid into a designed hydraulic circuit, allow a plurality of operations, such as forward and reverse motion, boost, energy recovery, between such pump and hydraulic motors.
An example of such known hydraulic arrangement is disclosed in document US 2016375752 A1 in which (reference numbers as disclosed in the prior art document) a power boost hub 8 is interposed between a pump 2 carried by an internal combustion engine, hydraulic motor 3 and a high and low pressure accumulators 10, 11. Such power boost hub 8 is configured to manage a plurality of operation between pump 2 and motor 3, via a hydro-electrical circuit disclosed in
However, hydro-electrical manifold as disclosed in the above prior art document, comprising a high number of components, are consequently costly and bulk. Moreover, the large number of valves introduces significant pressure drops which decreased the efficiency of the transmission.
Further, the hydro-electrical manifold as the one cited above comprises a plurality of sensors configured to detect a plurality of physical quantities in the transmission so as to control consequently valves to set a mode of operation of the transmission.
In view of the above, the need is felt to provide a hydraulic transmission for work vehicles which comprises a small number of components, while allowing a plurality of operations.
An aim of the present invention is to satisfy the above mentioned needs in an optimized and cost-effective way.
The aforementioned aim is reached by a hydraulic energy management system for hydrostatic transmission as claimed in the appended set of claims.
For a better understanding of the present invention, a preferred embodiment is described in the following, by way of a non-limiting example, with reference to the attached drawings wherein:
Pump 2 is advantageously connected to an engine 7, advantageously an internal combustion engine, and hydraulic motor 3 may be connected to a final drive of a work vehicle. Both pump 2 and motor 3, as known, comprise respective first and second connection lines 2a, 2b, 3a, 3b configured to allow the passage of an operative fluid into pump 2 and motor 3. In particular, making reference on motor 3, fluid may flow realizing a path from first connection line 3a to second connection line 3b so as to impart to vehicle transmission a first torque and may flow realizing a path from second connection line 3b to first connection line 3a so as to impart to vehicle transmission a second torque opposite to the first one. In the present description first torque is configured to move forward the vehicle transmission carried by motor 3, while second torque is configured to move reversely such vehicle transmission. Similar consideration may be applied to pump 2, considering connection lines 2a, 2b. Preferably pump 2 and motor 3 may be variable displacement pumps.
Preferably, first accumulator 4 is a high pressure accumulator while second accumulator 5 is a low pressure accumulator, e.g. two accumulators 4,5 may be house respectively fluid at a pressure of 350 bar and 50 bar. Both first and second accumulators 4, 5 may be provided with related sensors, not shown, configured to detect the level of fluid stored inside these latter. Such levels, for each accumulator 4, 5, may be:
Accumulators 4 and 5 may be “ready” for use if fluid pressure is comprised between the above mentioned first and second intermediate levels, “fully charged” or “fully discharged” if the level is comprised between the intermediate levels and the respective high or low levels; otherwise they are not operable.
As will be described in more detail in the following, If the level is fully charged the accumulator can be only discharged, vice versa, if the accumulator are fully discharged they can only be charged. The difference between the high level threshold and the first intermediate level threshold defines an hysteresis during the discharging phase of the accumulator that allows the system to avoid oscillation. Similarly, the difference between the low level threshold and the second intermediate level threshold defines an hysteresis during the charging phase of the accumulator that allows the system to avoid oscillation
The above mentioned operative fluid may be oil of known typology for hydraulic transmission.
Hydraulic connection module 6 comprises a first subunit and a second subunit 7′. First subunit 7 is fluidly connected to pump 2 through a first conduit 101, to first accumulator 4 through a second conduit 102 and to second accumulator conduit 5 through a third conduit 103 and to motor 3 via a fourth conduit 104; similarly second subunit 7′ is fluidly connected to motor 3 through a fifth conduit 105, to first accumulator 4 through a sixth conduit 106, to second accumulator conduit 5 through a seventh conduit 107 and to pump 2 via an eight conduit 108.
Advantageously conduits 101 and 104 are fluidly connected together by an intermediate conduit 109 and conduits 105 ad 108 are fluidly connected together by an intermediate conduit 110.
As described in the following, each subunit 7, 7′ comprises a plurality of conduits fluidly connecting together the above defined ducts 101-108.
Subunit 7 comprises a conduit 121 fluidly connecting first conduit 101 and second conduit 102, a conduit 122 fluidly connecting second conduit 102 and fourth conduit 104, a conduit 123 fluidly connecting fourth conduit 104 and third conduit 103 and a conduit 124 fluidly connecting third conduit 103 and first conduit 101. Conduits 121, 122, 123, 124 are further fluidly connected together therefore defining a closed path 120 inside subunit 7.
Subunit 7′ comprises a conduit 131 fluidly connecting fifth conduit 105 and sixth conduit 106, a conduit 132 fluidly connecting fifth conduit 105 and seventh conduit 107, a conduit 133 fluidly connecting seventh conduit 107 and eight conduit 108 and a conduit 134 fluidly connecting eight conduit 108 and sixth conduit 106. Conduits 131, 132, 133, 134 are further fluidly connected together therefore defining a closed path 130 inside subunit 7′.
Subunit 7 and 7′ comprise moreover a single valve fluidly interposed on each of conduits 121-124 and 131-134, in particular a valve I on conduit 121, valve II on conduit 122, valve III on conduit 123, valve IV on conduit 124, valve V on conduit 134, valve VI on conduit 131, valve VII on conduit 132, valve VIII on conduit 133.
Valves I-VIII are advantageously of the same typology and may be electro-actuated proportional ON-OFF two ways-two positions valves.
Subunit 7 and subunit 7′ each further comprises a hydro-mechanical valve group 125, 126 fluidly interposed respectively on intermediate conduits 109, 110 and configured to allow or deny the passage of fluid through said intermediate conduits 109, 110 which by-pass paths 120, 130, according to the direction of the fluid.
Advantageously hydro-mechanical valve groups 125, 126 each comprises a relief valve 111, 112, in particular relief valve 111 is fluidly interposed on conduit 109 downstream conduits 121, 124 and upstream conduits 122, 123 and relief valve 112 is fluidly interposed on conduit 110 downstream conduits 134, 133 and upstream conduits 131, 132.
Each hydro-mechanical valve group 125, 126 may further comprise a by-pass conduit 113, 114 fluidly by-passing relief valves 111, 112 upstream and downstream the respective above mentioned conduits 121-124 and 131-134; such by-pass conduits 113, 114 may be provided with a valve 115, 116 each fluidly interposed on the respective conduit.
Relief valve 111, 112 may be preferably double pressure pilot relief valves; in particular relief valve 111 may acquire a first pressure pilot signal on the portion of intermediate conduit 101 between conduits 121, 124 between itself and by-pass conduit 113 and a second pressure pilot signal on eight conduit 108 upstream to subunits 7′, thereby allowing passage of fluid through conduit 109 from conduit 101 to conduit 104. Similarly, relief valve 112 may acquire a first pressure pilot signal on the portion of intermediate conduit 110 between conduits 133, 134 between itself and by-pass conduit 114 and a second pressure pilot signal on fourth conduit 104 downstream to subunits 7, thereby allowing passage of fluid through conduit 110 from conduit 108 to conduit 105.
Preferably valves 115 and 116 are advantageously of the same typology and may be check valves. In particular check valve 115 may allow fluid to flow from portion of conduit 109 comprised between relief valve 111 and conduits 122, 123 to portion of conduit 109 comprised between relief valve 111 and conduits 121, 124 and not the opposite, while check valve 116 may allow fluid to flow from portion of conduit 110 comprised between relief valve 112 and conduits 131, 132 to portion of conduit 110 comprised between relief valve 111 and conduits 133, 134 and not the opposite.
Hydraulic energy management system for hydrostatic transmission 1 may comprise a control system 10 configured to control the above disclosed elements, i.e. pump 2, motor 3, accumulators 4, 5, engine 7 and valves I-VIII. To this aim, all the aforementioned elements are electrically connected to a related control unit as described below.
As disclosed in
In particular, first hydraulic control unit 20 is electronically connected to engine 7 to receive as inputs the angular velocity of engine 7 and the vehicle speed, control unit 20 is configured to elaborate such values to calculate an optimized value of swashplate angle of variable displacement pump 2 and motor 3 and to communicate engine input values to transmission control unit 30.
Transmission control unit 30 is configured to receive as input from control unit 20 angular velocity of engine 7 and the vehicle speed, driver's commands, such as acceleration, brake, FNR (i.e. Forward Neutral Revers, the transmission status), from, e.g., an ECU of the vehicle, and state of charge of accumulators 4, 5. Such input values are elaborated to control the opening of valves I-VIII, i.e. allowing or not the passage of fluid through themselves, on the base of a control method consequent to the below possible modes of operation.
According to a first mode of operation of the hydraulic transmission 1 as disclosed in
In such configuration, pump 2 is carried by engine 7 and pumps from its first connection line 2a high pressure fluid via conducts 101, 109 and 104 into first connection line 3a of motor 3, which operates carrying forward the transmission of the vehicle. Consequently, low pressure fluid flows from second connection line 3b of motor 3 via conduits 105, 114 and 108 into second connection line 2b of pump 2. Relief valve 111 detects a difference of pressure between conducts 101 and 108, thereby allowing passage of fluid through itself, while relief valve 112 detects, between conduits 110 and 104, an opposite difference of pressure with respect to valve 111, thereby not allowing passage of fluid through itself.
According to a second mode of operation of the hydraulic transmission 1 as disclosed in
In such configuration, opposite to the first mode of operation, pump 2 is carried by engine 7 and pumps from its second connection line 2b high pressure fluid via conducts 108, 110 and 105 into second connection line 3b of motor 3, which operates carrying reversely the transmission of the vehicle. Consequently, low pressure fluid flows from firs connection line 3a of motor 3 via conduits 104, 113 and 101 into first connection line 2a of pump 2. Relief valve 112 detects a difference of pressure between conducts 108 and 104, thereby allowing passage of fluid through itself, while relief valve 111 detects, between conduits 101 and 108, an opposite difference of pressure with respect to valve 112, thereby not allowing passage of fluid through itself.
According to a third mode of operation of the hydraulic transmission 1 as disclosed in
In such configuration, engine 7 is not operative and pressure of fluid stored in high pressure accumulator 4 is used to carry engine 7 to help its start. Since valve V is opened, fluid flows through conduits 106, 134, and 108 to second connection line 2b of pump 2 which carries engine 7 to help its start. Then, since valve IV is opened, low pressure fluid passes through conduits 101, 124 and 103 to low pressure accumulator 5, recharging this latter. Both relief valves 111, 112 do not allow passage of fluid through themselves because they detect a not suitable difference of pressure between their pilot pressure inputs.
Summarizing, control system 10 would detect that engine is OFF, i.e. shut down, that high pressure accumulator 4 is fully charged/ready, that low pressure accumulator 5 is fully discharged/ready, that the accelerator is ON, that the brake is OFF, that pump 2 is in inverse displacement and that motor 3 is at zero displacement.
According to a fourth mode of operation of the hydraulic energy management system for hydrostatic transmission 1 as disclosed in
In such configuration, engine 7 is not operative and pump 2 is at zero displacement, i.e. is not working, and pressure of fluid stored in high pressure accumulator 4 is used to carry hydraulic motor 3 to move forward transmission of the vehicle. Since valve II is opened, fluid flows through conduits 102, 122, and 104 to first connection line 3a of motor 3 which carries forward the transmission, even if pump 2 is at zero displacement. Then, since valve VII is opened, low pressure fluid passes from second connection line 3b of motor 3, through conduits 105, 132 and 107, to low pressure accumulator 5, recharging this latter. Both relief valves 111, 112 do not allow passage of fluid through themselves because they detect a not suitable difference of pressure between their pilot pressure inputs.
Summarizing, control system 10 would detect that engine is ON at minimum, i.e. which works at low idle, that high pressure accumulator 4 is fully charged/ready, that low pressure accumulator 5 is fully discharged/ready, that the accelerator is ON, that the brake is OFF, that pump 2 is at zero displacement and that motor 3 is controlled by control unit 10.
According to a fifth mode of operation of the hydraulic transmission 1 as disclosed in
In such configuration, engine 7 is not operative and pump 2 is at zero displacement, i.e. is not working, and pressure of fluid stored in high pressure accumulator 4 is used to carry motor 3 to move reversely transmission of the vehicle. Since valve VI is opened, fluid flows through conduits 106, 131 and 105 to second connection line 3b of motor 3 which carries reversely the transmission, even if pump 2 is at zero displacement. Then, since valve III is opened, low pressure fluid passes from first connection line 3a of motor 3, through conduits 104, 123 and 103 to low pressure accumulator 5, recharging this latter. Both relief valves 111, 112 do not allow passage of fluid through themselves because they detect a not suitable difference of pressure between their pilot pressure inputs.
Summarizing, control system 10 would detect that engine is ON at minimum, i.e. which works at low idle, that high pressure accumulator 4 is fully charged/ready, that low pressure accumulator 5 is fully discharged/ready, that the accelerator is ON, that the brake is OFF, that pump 2 is at zero displacement and that motor 3 is controlled by control unit 10.
According to a sixth mode of operation of the hydraulic transmission 1 as disclosed in
In such configuration, pump 2 is carried by engine 7 and pumps from its first connection line 2a high pressure fluid via conducts 101, 109 and 104 into first connection line 3a of motor 3, which operates carrying forward the transmission of the vehicle. Consequently, low pressure fluid flows from second connection line 3b of motor 3 via conduits 105, 114 and 108 into second connection line 2b of pump 2. Relief valve 111 detects a difference of pressure between conducts 101 and 108, thereby allowing passage of fluid through itself, while relief valve 112 detects, between conduits 108 and 104, an opposite difference of pressure with respect to valve 111, thereby not allowing passage of fluid through itself. Moreover, since valves V and VII are opened, fluid from high pressure accumulator 4 flow through conduits 106 and 134 and merges with fluid coming from conduit 114 and part of fluid coming from second connection line 3b of motor 3 flows from conduit 105 through conduits 132 and 107 to recharge low pressure accumulator 5. In this way, the differential of pressure between first and second connection line 2a, 2b of pump 2 is increased, thereby increasing the power transmitted to motor 3.
Summarizing, control system 10 would detect that engine is ON, that high pressure accumulator 4 is fully charged/ready, that low pressure accumulator 5 is fully discharged/ready, that the accelerator is ON, that the brake is OFF, that pump 2 and motor 3 are controlled by control unit 10.
According to a seventh mode of operation of the hydraulic transmission 1 as disclosed in
In such configuration, opposite to the first mode of operation, pump 2 is carried by engine 7 and pumps from its second connection line 2b high pressure fluid via conducts 108, 110 and 105 into second connection line 3b of motor 3, which operates carrying reversely the transmission of the vehicle. Consequently, low pressure fluid flows from first connection line 3a of motor 3 via conduits 104, 113 and 101 into first connection line 2a of pump 2. Relief valve 112 detects a difference of pressure between conducts 108 and 104, thereby allowing passage of fluid through itself, while relief valve 111 detects, between conduits 101 and 108, an opposite difference of pressure with respect to valve 112, thereby not allowing passage of fluid through itself. Moreover, since valves I and VIII are opened, fluid from high pressure accumulator 4 flow through conduits 102 and 120 and merges with fluid coming from conduit 113 and part of fluid coming from first connection line 3a of motor 3 flows from conduit 104 through conduits 123 and 103 to recharge low pressure accumulator 5. In this way, the differential of pressure between first and second connection line 2a, 2b of pump 2 is increased, thereby increasing the power transmitted to motor 3.
Summarizing, control system 10 would detect that engine is ON, that high pressure accumulator 4 is fully charged/ready, that low pressure accumulator 5 is fully discharged/ready, that the accelerator is ON, that the brake is OFF, that pump 2 and motor 3 are controlled by control unit 10.
According to an eighth mode of operation of the hydraulic transmission 1 as disclosed in
In such configuration, engine 7 is not operative and pump 2 is at zero displacement, i.e. is not working, and braking of transmission carried forward by motor 3 is used for recharging high pressure accumulator 4. Since valve VI is opened, fluid comes from second connection line 3b of motor 3 and flows through conduits 105, 131 and 106 to high pressure accumulator 4 recharging this latter. Then, since valve III is opened, fluid from low pressure accumulator 5 flows through conduits 103, 123 and 104 to first connection line 3a of motor 3. Both relief valves 111, 112 do not allow passage of fluid through themselves because they detect a not suitable difference of pressure between their pilot pressure inputs.
Summarizing, control system 10 would detect that engine is ON at minimum, i.e. working at low idle, that high pressure accumulator 4 is fully discharged/ready, that low pressure accumulator 5 is fully charged/ready, that the accelerator is OFF, that the brake is ON, that pump 2 is at zero displacement and motor 3 is controlled by control unit 10.
According to a ninth mode of operation of the hydraulic transmission 1 as disclosed in
In such configuration, engine 7 is not operative and pump 2 is at zero displacement, i.e. is not working, and braking of transmission carried reversely by motor 3 is used for recharging high pressure accumulator 4. Since valve II is opened, fluid comes from first connection line 3a of motor and flows through conduits 104, 122 and 102 to high pressure accumulator 4 recharging this latter. Then, since valve VII is opened, fluid from low pressure accumulator 5 flows through conduits 107, 132 and 105 to second connection line 3b of motor 3. Both relief valves 111, 112 do not allow passage of fluid through themselves because they detect a not suitable difference of pressure between their pilot pressure inputs.
Summarizing, control system 10 would detect that engine is ON at minimum or OFF, that high pressure accumulator 4 is fully discharged/ready, that low pressure accumulator 5 is fully charged/ready, that the accelerator is OFF, that the brake is ON, that pump 2 is at zero displacement and motor 3 is controlled by control unit 10.
The present invention is also related to a control method, which is applied by control system 10, to set the opening of valves I-VIII so as to define one of the above mentioned possible operations. Such method comprises the following steps:
Advantageously the detected values may be engine rotation speed, vehicle speed about engine 7, acceleration, braking or FNR about driver's settings, swashplate angle of pump 2 and/or motor 3, fluid pressure levels of accumulators 4 and 5.
Advantageously the standard mode of operation may be the first or the second (depending on direction of movement of the vehicle) above described modes of operation. The possible preset modes may be the seven operation modes described above from third to ninth operation modes.
If all the conditions set in the related operation mode are met, control system 10 controls valves I-VIII to position accordingly to achieve the most suitable operation mode.
If at least one of the conditions are not met, control system 10 maintains valves I-VIII so as to remain in standard condition.
Control method operated by control system 10 may be advantageously operated automatically by a program configured to run supported by elaboration and memorizing means of control units of control system 10.
According to an alternative embodiment of the above described layout according to the present invention, not shown, subunit 7′ only comprises three valves, i.e. valves V-VII, therefore conduit 133 and valve VIII are not present.
The operation of such embodiment is the same of the latter; indeed in all possible above described modes of operation, valve VIII is always closed and therefore, being absent, is like being always positioned so as not to allow a passage of fluid.
In view of the foregoing, the advantages of a hydraulic transmission 1 according to the invention are apparent.
The disclosed layout imply a limited maximum number of valves, thereby reduces encumbrances, complexity and costs of transmission 1. Moreover, the limited number of valves allow to reduce pressure drops into transmission 1.
Moreover, only hydro-mechanical valves, i.e. relief valves 111, 112 are fluidly interposed on direct fluid connection, i.e. conduits 101-104-109 and 108-110-105 between pump 2 and motor 3. Such hydro-mechanical valves have a negligible pressure drop, thereby increasing the efficiency of the system.
Further the use of all equal valves I-VIII allows to standardize the components of transmission 1, thereby decreasing its costs.
The possibility of realizing a plurality of logic making combinations of fluid paths between pump 2, motor 3 and accumulators 4, 5 allows to design a plurality of operating modes in an optimized and customable way.
Further, valves are all electro-actuated valves, therefore the logic may be easily implemented in purely electronic control method.
Sensors number is reduced with respect to known systems, therefore the complexity of known transmissions is avoided and costs and encumbrances are decreased.
Operation modes are many with the same electro-hydraulic circuit, therefore the system is versatile and may be implemented in a great variety of vehicles.
It is clear that modifications can be made to the described hydraulic transmission 1 which do not extend beyond the scope of protection defined by the claims.
For example, the description has been disclosed taking into account only one pump 2 and one motor 3, however it is clear that number of such element may be increased in function of power needs of the vehicle.
Further valves I-VIII may be any typology of ON-OFF electro-actuated valves, e.g. three ways-three positions valves, proportional and many other. It could also be possible, although increasing complexity of the circuit, to manage control of such valves hydraulically.
Further it is clear that control system 10 may comprise a single ECU receiving all necessary signals from engine 7, driver and accumulators 4,5 and control pump 2 and motor 3 consequently.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102018000007829 | Aug 2018 | IT | national |
This application is a U.S. National Stage filing of International Application Serial No. PCT/EP2019/069102 entitled “HYDRAULIC ENERGY MANAGEMENT SYSTEM FOR HYDROSTATIC TRANSMISSION,” filed Jul. 16, 2019, which claims priority to Italian Application Serial No. 102018000007829, filed Aug. 3, 2018, each of which is incorporated by reference herein in its entirety for all purposes.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2019/069102 | 7/16/2019 | WO | 00 |
