Patent Application
20140305113
This application claims priority under 35 U.S.C. §119 to patent application no. EP 13 16 3445.3, filed on Apr. 12, 2013 in the European Patent Office, the disclosure of which is incorporated herein by reference in its entirety.
The disclosure relates to a power split transmission for a travel drive, and to a method for controlling the transmission.
Besides a mechanical power branch, which can be operated with a fixed or variable transmission ratio, power split transmissions of generic type for a travel drive, in particular that of a mobile machine, for example a wheeled loader, comprise a further power branch. The latter is embodied as a hydraulic transmission branch having a hydraulic pump and a hydraulic motor in the form of a closed hydraulic circuit. Here the hydraulic pump, at least, has an adjustable displacement, so that the overall transmission ratio of the power split transmission is continuously variable by way of the hydraulic transmission branch. The hydraulic motor may be designed with an adjustable or a constant displacement.
Power outputs of the two power branches can be combined by way of a summing transmission section of the transmission, often embodied as planetary gearing, and transmitted to a transmission output, for example an output shaft of the transmission. In addition the power branches can be coupled or are coupled to a prime mover of the travel drive, for example an internal combustion engine, preferably a diesel engine, by way of a transmission input, in particular a transmission input shaft.
Here an adjustment of the displacement of the hydrostatic units, oriented to current demand, is performed by way of a preferably electro-hydraulic adjustment device. For this purpose this device can be subjected to a control fluid by way, for example, of a solenoid-actuated proportional directional-control valve. For this, the valve is actuated by a control device of the transmission or the travel drive at a displacement setting varying as a function of the current demand. A speed of travel is requested by way of an accelerator pedal, for example, which is actuated by an operator, and which in turn is connected to the control device. For the hydraulic pump and possibly for the hydraulic motor, said device determines a setting for the displacement of each adjustable hydraulic machine, on the basis of the request and kinematic equations of the transmission, of the inverse kinematic. The current vehicle speed is fed back to the control device via a rotational speed sensor.
Power split transmissions of generic type are shown, for example, by the published patent applications DE 10 2007 037 107 A1 and DE 10 2007 037 664 A1. These have multiple drive modes. A purely hydraulic drive mode prevails when only the hydraulic power branch is involved in transmitting power between the input shaft and the output shaft of the transmission, bypassing the mechanical power branch. Conversely a purely mechanical drive mode exists when only the mechanical power branch is involved. If both power branches are involved in the transmission of power, the drive mode is classed as a power split drive mode.
In vehicle acceleration, the vehicle passes through successive drive modes, and within the drive modes through drive mode sections. For driving away, a first, purely hydrostatic drive mode is preferably selected. Here, with the aim of maximizing driveaway torque during a first drive mode section, the adjustable hydraulic motor is first set to its maximum displacement, which is kept constant, whilst the displacement of the hydraulic pump, always oriented by the control device previously described to the current demand according to the required speed, is increased from a minimum, in particular from zero. Once the displacement of the hydraulic pump reaches a maximum, a change ensues from the first drive mode section into a second drive mode section of the hydrostatic drive mode. In this section the control device thereafter keeps the displacement of the hydraulic pump constant, whilst the latter serves to reduce the displacement of the hydraulic motor, oriented by the control device previously described to the current demand, according to the required speed.
On attaining a suitable shift criterion, the mechanical branch is connected to the summing transmission section by way of a clutch, so that a power split drive mode is selected and a third drive mode section ensues. In this section a further increase in the speed or the transmission ratio can be achieved, depending on the concept of the summing transmission section, for example by increasing the capacity and/or reducing the volumetric delivery of one or both hydraulic machines. Further transmission stages may be coupled to the two power branches in order to form further drive modes.
A disadvantage to the known solutions is that in transitions between drive modes or transitions between drive mode sections, in which one of the hydraulic machines experiences a change from the constantly maintained to the variably controlled displacement—or vice-versa—or in transitions in which a change occurs in the power flow direction of the transmission, less power is available, adversely affecting the driving dynamics. This is perceptible by the operator in the form of jerky driving, for example, or a discrepancy between the current and the required speed of travel. The reason for this lies, for example, in finite response times of the actuated hydraulic machine or a discontinuous transmission characteristic.
The object of the disclosure, by contrast, is to create a power split transmission for a travel drive having improved driving dynamics. A further object of the disclosure is to create a method for controlling such a transmission.
A power split transmission for a travel drive, in particular that of a wheeled loader, comprises a transmission input which can be coupled, in particular, to a prime mover of the travel drive and which comprises, in particular, an input shaft of the transmission. It furthermore comprises a transmission output, which can be coupled in particular to a wheel or axle unit of the travel drive and which comprises, in particular, an output shaft of the transmission. Here a transmission ratio of the transmission can be defined by rotational speeds of the input and the output. In terms of actual values for the rotational speed this relates, in particular, to an actual or current transmission ratio of the transmission. The transmission also comprises a hydraulic power branch having a first hydraulic machine, which can be coupled, in particular mechanically, to the transmission input, and a second hydraulic machine, which can be hydraulically connected to the former by way of a first working line and a second working line, and coupled to the transmission output. The working lines and the hydraulic machines thus form, in particular, a closed hydraulic circuit. Here at least one of the hydraulic machines comprises an adjusting device for adjusting its displacement. The transmission moreover comprises a further, in particular mechanical power branch, which can be coupled, in particular mechanically, to the transmission input and the transmission output. The transmission furthermore comprises a control device for controlling the transmission ratio. This is designed in such a way that it serves to actuate at least the one adjusting device at a displacement setting or a setting proportional thereto, which is adjusted in relation to a displacement setting oriented to a current demand, at least in a drive mode of the transmission in which the displacement of one of the hydraulic machines reaches an absolute or a local maximum, or is reduced from the maximum.
In one possible development of the transmission the current demand is a currently requested transmission ratio of the transmission or a currently requested speed of travel of the travel drive, either of which can be relayed to the control device.
The displacement setting adjusted in relation to the displacement setting oriented to the current demand affords the advantage that the transmission ratio and/or the speed of travel can be made to track the demand more dynamically and also more continuously. For an operator of the transmission or travel drive this makes itself felt in improved driving dynamics in the form of a more precise control of the transmission ratio and more comfortable driving, with the added effect of a more constant power consumption by the transmission with no surges.
The transmission preferably comprises more than one drive mode. The drive mode extends over a drive mode-specific interval of the transmission ratio. It may be unsplit, so that only one of the power branches contributes to the power transmitted by the transmission. Drive modes or their transmission ratio intervals may overlap or they may be separated from one another. A purely hydraulic drive mode of the transmission, in which the power is transmitted solely via the hydraulic power branch and the other power branch is decoupled, is particularly suitable, for example, for a working travel of the travel drive, in which only low speeds are required, although a drive torque must be precisely adjustable over wide ranges. A power split or a purely mechanical drive mode, on the other hand, is mainly suitable for driving with limited dynamics in terms of the speed of travel and tractive force, or with a virtually constant operating point.
If the power branches can be selectively connected to the transmission via clutches of the transmission, a defined circuit diagram of the clutches corresponds to each drive mode. The drive mode can then be changed, for example, by actuating or releasing at least one of the clutches.
A drive mode comprises either just one or multiple drive mode sections, by means of which the transmission ratio interval of the drive mode is divided into multiple sections. If it comprises just the one drive mode section, the drive mode section extends over its entire drive mode.
A drive mode section is defined, for example, in that in this section the actual displacement of only one of the hydraulic machines is variable, whereas the other is constant. Another drive mode section may be defined in that in this section the actual displacement of both hydraulic machines is variable.
In order to determine at least the adjusted displacement setting, and preferably likewise to determine the displacement setting oriented to the demand, the control device in one possible development comprises a memory unit, in which a method (as described further below] can be stored. It may furthermore comprise a processor unit for performing the method.
The control device is preferably designed in such a way that for receiving the demand it can be signal-connected to a set-point adjuster of the transmission or the travel drive by way of a signal line, in particular via a bus system, or wirelessly connected, in particular via WLAN.
If the transmission is used in a travel drive, the set-point adjuster is preferably embodied as an accelerator pedal or joystick of the travel drive.
In a preferred development both hydraulic machines each comprise an adjusting device, which in a known manner can be actuated via the control device at a prevailing displacement setting, which is adjusted in relation to the displacement setting oriented to the current demand, at least in the one drive mode of the transmission.
In this case fulfillment of the demand can be controlled with particular flexibility by the control device.
Alternatively, the transmission may be designed in such a way that only the first hydraulic machine comprises the adjusting device and the second hydraulic machine is designed with a constant displacement. The mechanisms in this variant are particularly simple.
In an especially advantageous development of the transmission the control device is designed in such a way that it serves to adjust one or both of the displacement settings at least as a function of the drive mode of the transmission and/or of the actual transmission ratio (r) and/or of a power flow direction of the transmission and/or of a working pressure of the working lines and/or of a working pressure limit of the working lines and/or of a transmission input speed and/or of a fluid temperature.
This adjustment is a correction of the one or both displacement settings as a function of process parameters of the transmission, which makes it possible to minimize the residual deviation of the transmission ratio from the required transmission ratio. For the operator, this also again results in the aforementioned improvement in the driving dynamics and more precise control of the transmission ratio and the speed of travel.
The control device is more preferably designed in such a way that it serves to vary the displacement setting(s) as a function of all seven said parameters: drive mode, transmission ratio, power flow direction, working pressure, working pressure limit, transmission input speed and fluid temperature.
The power may be susceptible to summation in a summing transmission section of the transmission to form an output power at the transmission output. The transmission may be of input-coupled design, in which the branching can be formed by a geared stage and the summing transmission section by a planetary gearing. In this case a fixed speed ratio prevails on the branching and a fixed torque ratio on the summation. Alternatively, the transmission may be of output-coupled design, in which the branching is embodied by a planetary gearing and the summing transmission section by a geared stage. A fixed torque ratio then prevails on the branching and a fixed speed ratio on the summation. Alternatively, the transmission may have a mixed architecture based on these concepts.
The power flow direction may be positive or negative. It is defined as positive if a mechanical power is absorbed by the transmission input, transmitted via the power branch(es) to the transmission output and delivered by the latter. In this case a tractive condition occurs on the travel drive. Where power is absorbed on the transmission output and power is delivered on the transmission input, it is defined as negative, so that an overrun condition prevails.
The control device may be designed in such a way that it serves to determine the displacement settings of both hydraulic machines—oriented to the demand or adjusted—by way of an inverse kinematic stored therein. For each of the drive modes this comprises at least one equation containing factors associated with the drive mode. The latter are equation constants which serve to map kinematics of the transmission. The two displacement settings determined in this way, at least one of which is adjusted, as already mentioned, consequently allow the control device to determine a transmission ratio of the hydraulic power branch.
The transmission may comprise external or internal power branching.
In a further advantageous development of the transmission the second hydraulic machine also comprises an adjusting device and the control device is designed in such a way that is serves to adjust the displacement setting of the second hydraulic machine at least in a first interval of the transmission ratio, in such a way that it is limited to a fraction of a maximum, in particular a maximum possible displacement setting of the second hydraulic machine.
The fraction is preferably 50% to 90%, more preferably 70% to 80% of the maximum possible displacement setting. The first interval preferably covers a predominant range of the transmission ratio, more preferably all possible defined transmission ratios and hence drive modes.
The advantage in limiting the setting to this fraction results from the following correlation: for a given load moment acting on the second hydraulic machine, the smaller displacement setting—and thereby the associated actual value—means that a higher working pressure results in the high-pressure working line than with an unlimited, maximum displacement setting. This is advantageous if the fluid in this working line is intended as control fluid source of the adjusting device of the second hydraulic machine. The higher the working pressure, the higher the control pressure that can be derived from this. The higher control pressure in turn results in a greater speed of adjustment for the second hydraulic machine, so that the residual deviation of the transmission ratio from the required transmission ratio or demand can be minimized. For the operator, this here too again results in the aforementioned improvement in the driving dynamics and more precise control of the transmission ratio and the speed of travel.
A further advantage to this is that owing to the limited displacement setting of the second hydraulic machine, a range of the transmission ratio, in which this varies solely as a function of the adjustment of the first hydraulic machine, is increased. A more uniform, steadier control of the transmission ratio can thereby be achieved.
In conventional power split transmissions, on the other hand, the displacement setting of the second hydraulic machine is unlimited and is then 100% of the maximum possible displacement setting, if the first hydraulic machine is actuated by the control device at its displacement setting oriented to the demand. According to the preceding description the lower control pressure and the lower speed of adjustment of the second hydraulic machine, and high residual deviation are thereby disadvantageously linked.
A further advantage lies in the increased working pressure in a range in which the volumetric efficiencies of the hydraulic machines are higher, and therefore relatively smaller losses occur in the transmission of power.
In a further advantageous development of the transmission the control device is designed in such a way that it serves to actuate adjusting devices of both hydraulic machines, which are intended for adjusting their displacements, more or less simultaneously, in particular independently of one another.
This simultaneous actuation makes it possible to compensate for dead times or the response time of one or both hydraulic machines, resulting in a more continuous and more stable profile of the transmission ratio and thereby of the speed of travel.
The control device here is preferably designed in such a way that the displacement settings of the hydraulic machines can have gradients other than zero with different signs, at least in a second interval of the transmission ratio, especially one corresponding to the dead time.
This means, therefore, that whilst one of the hydraulic machines, for example, is actuated with the displacement setting still rising, the other is actuated with the displacement setting already falling, or vice-versa.
In an especially advantageous development of the transmission the control device is designed in such a way that it serves to adjust the displacement setting in relation to the displacement setting oriented to the current demand, at least as a function of a dead time or response time of one of the hydraulic machines.
This is advantageous particularly in drive modes in which, in order to adjust the transmission ratio, for example when increasing it during an acceleration, the displacement setting of one of the two hydraulic machines is intended to shift from a variably controlled to a constant value, and the displacement setting of the other of the two hydraulic machines is conversely intended to shift from a constant to a variably controlled value.
In conventional power split transmissions, in such drive modes the other of the two hydraulic machines is actuated only from a transmission ratio at which the displacement or the displacement setting of the one hydraulic machine has reached the so-called constant value, that is to say sequentially. During the then elapsing dead time of the other hydraulic machine there is at first no further change in the transmission ratio, which in driving can be perceived as a jerk. This adversely affects the driving sensation of an operator and the precision of the travel drive. Only when the dead time has elapsed does the displacement setting of the other hydraulic machine take effect, so that the adjustment of the transmission ratio can proceed further.
By contrast, the actuation mentioned, as a function of the dead time, allows an earlier actuation at a future displacement setting of the other hydraulic machine. In other words, the displacement setting of the other hydraulic machine is revised in relation to the current demand as a function of the dead time, in such a way that it corresponds to the displacement setting of a future or anticipated demand or required transmission ratio. This means that the moment the one hydraulic machine reaches its constant value, the dead time of the other hydraulic machine has already elapsed and the displacement of the latter hydraulic machine shifts from the constant to the variably controlled value, resulting in a continuous, stable profile of the transmission ratio and the speed of travel without perceptible jerking.
The control device is preferably designed in such a way that it serves to adjust the displacement setting in relation to the displacement setting oriented to the current demand not only as a function of the dead time or response time but moreover at least as a function of a rate of adjustment or a gradient of the transmission ratio.
In one embodiment the control device is designed in such a way that the second interval comprises extreme values of the displacement settings of the hydraulic machines.
An embodiment is furthermore possible in which the control device is designed in such a way that the second interval comprises extreme values of actual values of the displacements.
It is possible here for the control device to be designed in such a way that the extreme values of the actual values are located on a boundary of the second interval.
The hydraulic machine is preferably designed as an axial piston machine of swash plate or inclined axis type. In this case the displacement is proportional to a swivel angle of the swash plate or inclined axis.
A method for controlling the transmission ratio of a power split transmission, which is designed according to one or more aspects of the preceding description, comprises at least the steps:
determination of the displacement setting, adjusted in relation to the displacement setting oriented to the demand, for at least one hydraulic machine” and “actuation of the adjusting device of at least the one hydraulic machine at the displacement setting adjusted in this way”.
This method affords the same advantages as have already been described for the device for the power split transmission: the transmission ratio of the transmission and/or the speed of travel of the travel drive can be made to track the demand more dynamically and also more continuously. For an operator of the transmission or travel drive this makes itself felt in improved driving dynamics and moreover in a more precise control of the transmission ratio and the speed of travel and smoother and hence more comfortable driving.
In a preferred development of the method the step “determination of the displacement setting, adjusted in relation to the displacement setting oriented to the demand, for at least the one hydraulic machine” is performed at least as a function of the drive mode, that is to say indirectly or directly as a function of the transmission ratio, and/or of the transmission ratio and/or of a power flow direction of the transmission and/or of a working pressure of the working lines and/or of a working pressure limit of the working lines and/or of a transmission input speed (nE) and/or of a fluid temperature.
The advantages of this determination and actuation as a function of said parameters are set forth in the preceding description.
Here the displacement setting(s) is/are preferably determined as a function of all seven said parameters: drive mode, transmission ratio, power flow direction, working pressure, working pressure limit, transmission input speed and fluid temperature.
The method preferably comprises a step “determination of the displacement settings of both hydraulic machines via equations of an inverse kinematic”, the inverse kinematic having already been described in the preceding description.
Provided that the second hydraulic machine also comprises the adjusting device, in an advantageous development of the method the step “determination of the displacement setting, adjusted in relation to the displacement setting oriented to the demand, for the second hydraulic machine” is performed at least in a first interval of the transmission ratio at least via a step “limiting of the displacement setting to a fraction of a maximum or maximum possible displacement setting.
The adjustment here is performed via a limiting of the displacement setting. As already mentioned, the fraction is preferably 50% to 90%, more preferably 70% to 80% of the maximum possible displacement of the second hydraulic machine, and the first interval covers a predominant range of the transmission ratio, more preferably all possible defined transmission ratios and hence drive modes and drive mode sections.
The advantage of this limitation is also set forth in the preceding description.
Provided that both hydraulic machines comprise an adjusting device, in an advantageous development the step “actuation of the adjusting device of at least the one hydraulic machine at the displacement setting adjusted in this way” is performed more or less simultaneously, in particular independently of one another, with a step “actuation of the adjusting device of the other hydraulic machine at a displacement setting”. The latter can likewise be adjusted according to the disclosure or oriented to the demand.
Here it is advantageous if the method is designed in such a way that in a second interval of the transmission ratio, corresponding in particular to the dead time, the displacement settings of both hydraulic machines can have gradients other than zero with different signs. Then, whilst one of the hydraulic machines, for example, is actuated with the displacement setting still rising, the other is actuated with the displacement setting already falling, or vice-versa.
Provided that both hydraulic machines comprise an adjusting device, the step “determination of the displacement setting, adjusted in relation to the displacement setting oriented to the demand, for at least one hydraulic machine” is performed particularly advantageously at least as a function of the dead time or response time of one of the hydraulic machines.
An exemplary embodiment of a transmission according to the disclosure and three exemplary embodiments of methods according to the disclosure for controlling the transmission are explained in more detail below with reference to ten figures, of which:
a shows a displacement-transmission ratio diagram of a conventional method for controlling the transmission according to
b shows a displacement-transmission ratio diagram of a first exemplary embodiment of a method for controlling the transmission according to
a shows a flow chart of a second exemplary embodiment of a method for controlling the transmission according to
b shows a calculation of a hydrostatic efficiency compensation of the method according to
c shows a calculation of an inverse kinematic of the method according to
a shows profiles of correction factors in performing the method according to
b shows pressure profiles correlating with
c shows a swivel angle-time diagram, correlating with
d shows a transmission ratio-time diagram, correlating with
For easier orientation, the same reference numerals are hereinafter used for the same or similar components appearing in the various figures.
According to
For adjusting their respective displacements each hydraulic machine 16, 18 comprises an adjusting device 17, 19. Both adjusting devices 17, 19 are connected by signal lines to a control device 34, which in turn is connected via a signal line to an accelerator pedal 35. The control device 34 comprises a memory unit 52, in which a method 48 is stored for execution. The method 48 serves for controlling the displacements of the hydraulic machines 16, 18 and can be executed in a processor unit 54 of the control device 34.
The first hydraulic machine is driven by the prime mover 6 by way of the input shaft 8. The second hydraulic machine 18 comprises an output shaft 20. This shaft 20 may be connected via a first clutch C1 and a pair of gear wheels to a planet arm 23 of a single-stage planetary gearing, which serves to form a summing transmission section 22 of the transmission 2. A first engine gear wheel 28 is rotationally fixed to the output shaft 20 and by way of an intermediate gear wheel 30 drives a gear wheel 36, rotationally fixed to a sun gear 32 of the planetary gearing. Accordingly, the sun gear 32 is permanently driven in the direction of rotation of the hydraulic motor 18 and at a speed directly dependent upon the second hydraulic machine 18. When the clutch C1 is closed, the planet arm 23 is driven at a speed directly dependent upon the second hydraulic machine 18, the directions of rotation of the planet arm 23 and of the second hydraulic machine 18 being opposed to one another.
The input shaft 10 of the mechanical power branch 14 may be connected by way of a second clutch C2 to an input shaft 11 of the summing transmission section 22, which is rotationally fixed to an internal ring gear 25. An output speed of the planet arm 23 is set by the speeds of the sun gear 32 and the internal ring gear 25 of the summing transmission section 22. The rotation of the planet arm 23 is transmitted to the output shaft 24 of the transmission by means of further gear wheels.
For a more detailed description of the construction of the travel drive 1 and the transmission 2 and for the purpose of disclosure, reference should be made at this juncture to the published patent applications DE 10 2007 037 107 A1 and DE 10 2007 037 664 A1.
A first exemplary embodiment of a method according to the disclosure for controlling the transmission 2 is described with reference to
a shows the profile of the actual value of the displacement vP of the first hydraulic machine 16 over the transmission ratio r as a solid curve. It further shows the profile of the actual value of the displacement vM of the second hydraulic machine 18 as a dashed curve. The axis of the transmission ratio r is divided into four different drive mode sections Ia, Ib, H and HI. In a first drive mode section Ia the first hydraulic machine 16, starting from a displacement 0, is adjusted towards its maximum displacement (100%). For this purpose it is actuated by the control device 34 according to
According to the conventional control method according to
It should be noted that a purely hydrostatic, unsplit drive mode is formed over the drive mode sections Ia and Ib.
b also shows a sequential actuation of the two hydraulic machines 16, 18. In contrast to the conventional control according to
a to 3c show a second exemplary embodiment of a method for controlling the transmission according to
b shows the detailed calculation process of the hydraulic efficiency compensation HWK,
p
F
=p
A,B
/p
max Equation 1.1
ηnpmax=f(ra,nE,P+/−) Equation 1.2
ηpA,B=f(pF,ηpmax) Equation 1.3
K
T
=f(Tp) Equation 1.4
ηK=ηpA,B*KT Equation 1.5
η′K=f(P+/−,ηK) Equation 1.51
r
hs
=r
ha*η′K Equation 1.6
where:
As already mentioned in the preceding general description, this correction serves to reduce a residual deviation of the transmission ratio r from the required transmission ratio rs, taking into account the volumetric and mechanical efficiency of the hydraulic machines, which for the operator results in the increased driving dynamics already mentioned and more precise control of the transmission ratio and the speed of travel.
a to 4d now show further diagrams, which represent the effect of the method already demonstrated and the effect of a further exemplary embodiment of the method, of a dead time compensation on the control of the transmission ratio r.
d shows the profile of the actual transmission ratio r as a solid curve and above this the profile of the required transmission ratio ra as a function of the time t. It can easily be seen that the actual value of the transmission ratio r always has a residual deviation from the required transmission ratio ra, which is nevertheless small compared to the prior art.
c shows a profile of swivel angle settings αPs and αMs of the hydraulic pump 16 and the hydraulic motor 18 corresponding to displacement settings vPs, vMs. As already explained for
From time t=0 onwards the swivel angle setting αMs of the hydraulic motor 18 has a value of 100%, whereas the swivel angle setting αPs of the hydraulic pump 16 rises continuously. The control of the transmission ratio is based in this drive mode section, that is to say at first, solely on the variable actuation of the hydraulic pump 16. In a dead time interval tM of the hydraulic motor 18, which corresponds to a response time of the hydraulic motor 18 to a setting signal, both hydraulic machines 16, 18 are now actuated simultaneously by the control device 34 with a variable displacement setting vPs, vMs. Here the control device 34 according to
Looking at the profile of the actual transmission ratio r in
b shows the curve profile of the maximum admissible working pressure pmax and the actual working pressure pA,B. In the diagram the line segments are marked a and b.
a shows the profile of the correction factors ηpmax and ηpA,B. Here the influence of the sump temperature Tp is disregarded, it being assumed to be constant. This results in a KT of 1.
A power split transmission is disclosed with a hydraulic power branch having two hydraulic machines arranged in a hydraulic circuit, at least one of which is designed with an adjustable displacement. The transmission here comprises a control device for controlling the transmission ratio, which is designed in such a way that it serves to actuate at least the one adjusting device at a displacement setting, which is adjusted in relation to a displacement setting oriented to a current demand, at least in a drive mode or drive mode section in which the displacement of one of the hydraulic machines reaches a maximum or is reduced from this maximum.
A method is furthermore disclosed for controlling the transmission ratio of such a transmission, which serves to determine the displacement setting adjusted in relation to the displacement setting oriented to the demand, and to actuate at least the one adjusting device at the displacement setting adjusted in this way.
| Number | Date | Country | Kind |
|---|---|---|---|
| 13163445.3 | Apr 2013 | EP | regional |
