• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a hydraulic transmission device for a vehicle, said device comprising a first pump and a second pump, a first hydraulic device and a second hydraulic device, a first supply circuit connecting the first pump to the first device and a second supply circuit connecting the second pump to the second device and wherein a check valve between the supply circuits, the valve having a direction from the first to the second supply circuit, a first return circuit connecting the first apparatus to said pumps, a second return circuit the second apparatus to admissions to said pumps, so that the return circuits are in continuous fluid communication with each other through a junction.
    公开号:FR3016671A1
    申请号:FR1457994
    申请日:2014-08-26
    公开日:2015-07-24
    发明作者:Jean Andre Heren；Hersignerie Cyrille D
    申请人:Poclain Hydraulics Industrie；
    IPC主号:
    专利说明:

    [0001] GENERAL TECHNICAL FIELD The invention relates to the field of hydraulic circuits for assisting the motor skills used in particular for vehicles.
    [0002] In particular, the invention relates to the management of the flow of feed pumps. STATE OF THE ART It is known the use of hydraulic apparatus for carrying out the training of vehicles, particularly with applications for agricultural machinery (harvester, combine harvester or self-propelled spray) or construction site. These vehicles generally have two types of operation: - Operation in working condition: the speeds are quite low, typically less than 20 km / h and the need for torque is important (loaded vehicle, slope, difficult terrain, etc.) - Operation in transfer condition: speeds are higher, typically greater than 20 km / h and the need for torque is lower (unladen vehicle, no slope, practicable terrain, etc.). a device that can function as a motor or as a hydraulic pump is referred to as a hydraulic device. These vehicles include hydraulic motors and a hydrostatic transmission, which can provide power to each of the axles, in particular each of the wheels. When passing in "difficult" areas (steep slope for example), it can occur a loss of grip on one or more wheels, which affects the performance of the vehicle. There are currently solutions to limit these pitfalls.
    [0003] In the case of vehicles comprising, as illustrated in FIGS. 1a, 1b, two pumps P1, P2 and a motor M11, M12, M21, M22 (which may be of variable displacement) on each of the wheels of the front axles E1 and E2 rear axle, In general, there are two ways to connect the motors to the pumps: In crossed circuit (see figure la): the pump P1 will be connected for example to the front left M12 and right rear M21 engines and the other pump P2 to the right front M11 engines and left rear M22.
    [0004] Such a configuration makes it possible to change the displacement of the engines by axles E1, E2, without having to modify the relative flow rates of each pump P1, P2. On the other hand, the loss of grip on a complete axle greatly limits the performance of the vehicle, particularly in the event of a steep slope (ascent or descent). One of the solutions consists in adding flow dividers (or limiters) to be installed at the outlet of pumps P1, P2. These involve an additional cost as well as a delicate management. In separate axle circuit (see figure lb): each pump is connected to a single axle, that is to say that: o the pump P1 feeds the motors M11, M12 of the front axle El by a circuit of supply Cia and return Clb and o the pump P2 supplies the motors M21, M22 of the rear axle E2 by a supply circuit C2a and return C2b. Nevertheless, an exchange between the two hydraulic supply circuits Cia, C2a is possible thanks to a valve V1 having a passing position and a blocker, and an exchange between the two return circuits Cib, C2b is possible thanks to a valve V2 having a busy position and a blocking. The two valves V1, V2 are controlled by a selector S controlled by a pedal typically. In "normal" situation, that is to say not "difficult", the two valves V1, V2 are passing and each pump P1, P2 participates in the power received by the two axles El, E2. In a difficult situation, the valves V1, V2 are blocking and each pump supplies only one axle. Such a configuration complicates the change of displacement by axle and leads to introduce intercommunication valves between the circuits, which means in fact to bring them together. In addition, the two solutions mentioned require a strong vigilance as to the accuracy of the pump controls and the pressure levels in each circuit, so that the motors on each axle work together and in a balanced way.
    [0005] Finally, it is also necessary to provide a command to open the intercommunication between the circuits, during operations in transfer mode (that is to say generally on road, low load and speeds higher than 20km / h), compared to a mode of work (ie generally in fields, high load and speed less than 20 km / h). The invention proposes to remove these intercommunication elements and their control, while offering comparable performance.
    [0006] PRESENTATION OF THE INVENTION For this, the invention proposes a hydraulic transmission device for a vehicle, said device comprising: a first pump and a second pump, each pump comprising an inlet and a discharge, a first hydraulic device and a second hydraulic apparatus, each apparatus comprising an inlet and a discharge, - a first supply circuit connecting the discharge of the first pump to the inlet of the first apparatus and, - a second supply circuit connecting the discharge of the second pump to the inlet of the second apparatus and wherein: - a nonreturn valve between the supply circuits the valve having a direction passing from the first to the second supply circuit, - a first return circuit connecting the discharge of the first apparatus for admitting said pumps, - a second return circuit connecting the discharge of the second device to the admissions of said pump s, so that the return circuits are in permanent fluid communication with each other through a junction.
    [0007] The invention thus simplifies the circuit while reducing the cost of the solution. In addition, a reduction of the pressure losses is observed compared to the prior art, and there is no control to predict, the check valve being autonomous and mechanically controlled by the pressures and flows in the circuits of 'food. In addition, the non-return valve provides satisfactory operation without resorting to fine control of the two pumps. Finally, this type of closed-loop circuit technique is generally applicable, regardless of the number of wheels, the variability of the displacements, the technology of the motors and the pumps. Advantageously, the invention comprises the following characteristics, taken alone or in combination: the first return circuit is connected to the inlet of the first pump and the second return circuit is connected to the inlet of the second pump, the two return circuits being interconnected by a communication circuit, the first return circuit is connected to the inlet of the second pump and the second return circuit is connected to the inlet of the first pump, the two circuits the second apparatus having a greater displacement than the first apparatus, the device as described above furthermore comprises an exchange unit able to take oil for its operation. treatment, said exchange block comprising a main sampling circuit taking the fluid between: - the junction of the return circuits and - the admission of the first pump, so Since the exchange block can take oil from both the first and second apparatus, the exchange unit further comprises a secondary sampling circuit which draws fluid between: the admission of the first apparatus and - the delivery of the first pump, the two sampling circuits being connected at a selector able to close the two circuits or to connect one of the two circuits to a drainage circuit by closing the other, pumps are pumps with proportional electric control, the second pump having a higher maximum flow rate less than or equal to the maximum permissible flow rate in the second apparatus, - for a given rotational speed of the apparatuses, the flow rate of the second pump is less than the flow rate of the second device required, and the flow rate of the first pump is greater than the flow demand of the first device, so that the first pump is able to complete the call. The invention also relates to a vehicle comprising a device as described above, having a preferred direction of movement defining front and rear wheels, wherein the first hydraulic device motorizes at least one front wheel and the second hydraulic device motorizes a rear wheel. The invention also relates to a method of using a vehicle as previously described, said vehicle having a second apparatus of displacement greater than the first apparatus, said method comprising a step during which the non-return valve sends an oil flow from the first pump to the second device. Advantageously, the method comprises the following characteristics taken alone or in combination: the method comprises a sequence of steps in which the non-return valve changes from an on state to a blocking state when: the front wheels begin to skate when forward movement, o Rear wheels lock during a forward restraint, - the method includes a sequence of steps in which the check valve changes from a blocking state to an on state when: o The front wheels stop spinning when driving forward, o The rear wheels are unlocked during forward restraint, - the vehicle is in reverse, and the method includes the steps of: o Slip detection a rear wheel, o Adjustment of the flow rate of the first pump to provide at most the flow called by the first device. - The vehicle is in forward, and the method comprises the steps of: o Detecting a slip of a front wheel, o Adjusting the flow rate of the second pump to provide the full flow called by the second device, 10 the front wheels of the vehicle are steered wheels, and the method comprises the steps of: Detecting a turn made by the vehicle; Adjusting the flow rate of the first and second pumps to provide all the flow rates called respectively by the first device and the second device. PRESENTATION OF THE FIGURES Other characteristics, objects and advantages of the invention will emerge from the description which follows, which is purely illustrative and nonlimiting, and which should be read with reference to the appended drawings, in which: FIGS. 1b represent the state of the art, FIG. 2 represents a device according to an embodiment of the invention mounted on a vehicle, FIGS. 3a, 3b, 3c represent various embodiments of the device, FIG. FIG. 4 shows the preceding device with the vehicle moving forward without skidding; FIG. 5 shows the preceding device with the vehicle in reverse without skidding; FIG. 6a represents the preceding device with the vehicle in reverse and 6b illustrates this situation; FIG. 7 shows a device according to an embodiment of the invention mounted on a vehicle; FIG. the, with the vehicle in forward motion, without skidding, in the transfer condition; FIG. 8a shows a device with the vehicle in the forward direction, and front wheel slip; FIG. 8b illustrates this situation; FIG. 9a shows a device with the vehicle in the forward direction, and in restraint and without locking the wheels; FIG. 9b illustrates this situation; FIG. 10a shows a device with the vehicle in the forward direction, and in restraint and with locking of the rear wheels; Figure 10b illustrates this situation. - Figure 11a shows a device with the vehicle in turn; Figure 11b illustrates this situation.
    [0008] DETAILED DESCRIPTION For reasons of symmetry and simplification, only one side of the device 1 as installed on a vehicle 2 will be described first.
    [0009] With reference to FIG. 2, the invention comprises: - a first pump 10 and a second pump 20, each pump 10, 20 comprising an inlet 10a, 20a and a discharge 10b, 20b, - A first hydraulic apparatus 11 and a second hydraulic apparatus 21, each apparatus 11, 21 comprising an inlet 11a, 21a and a discharge 11b, 21b. The invention further comprises: - a nonreturn valve 30 situated between the supply circuits 12, 22, the valve 30 having a direction from the first 12 to the second supply circuit 22, - a first return circuit 13 connecting the discharge 11b of the first apparatus 10 to the inlets 10b, 20b of said pumps 10, 20, - a second return circuit 23 connecting the discharge of the second apparatus 20 to the admissions 10b, 20b of said pumps 10,20, so that the return circuits 13, 23 are in permanent fluid communication with each other via a junction 31. Between the supply circuits 12, 22, the communication fluidic is done if the pressure inside the first supply circuit 12 is greater than the pressure inside the second supply circuit 22: the non-return valve 30 is then open. Such a valve 30 limits the pressure losses in use compared to the devices of the prior art. For example, an accumulation of oil in the first supply circuit 12 will cause an overpressure which will open the non-return valve 30. In addition, the non-return valve 30 for distributing the oil flow of the first circuit of supply 12 to the second circuit 22, satisfactory operation of the device 1 can be obtained without the flow rates of the pumps 10, 20 being precisely controlled.
    [0010] This is a closed loop circuit. It is recalled here that a hydraulic apparatus is a machine that can function as a motor, that is to say that the hydraulic power is converted into mechanical power, or as a pump, that is to say that the mechanical power is converted to hydraulic power. In a largely majority, in current use, the devices 11, 21 operate as motors.
    [0011] According to one embodiment, they are typically mounted on axles E1, E2. In addition, the hydraulic devices advantageously rotate at the speed of the wheels, which means that there is no reduction stage between the output of a device and the wheel that it drives. Hydraulic devices are advantageously radial piston machines and multilobe cams. Hydraulic devices are advantageously crankcase rotating on a wheel spindle, that is to say that the rotation of the housing causes the wheel or fixed housing and rotating shaft, that is to say it is a output shaft of the device that drives the wheel. According to another embodiment, the hydraulic devices include the wheel bearing and each carry a wheel (called "wheel motor"), there is no axle.
    [0012] Similarly, the pumps 10, 20 can also function as motors. In current use, the pumps 10, 20 effectively function as pumps. The pumps are advantageously axial piston machines and swashplate.
    [0013] In addition, the hydraulic devices 11, 12 can operate in both directions, that is to say according to the clockwise and counterclockwise rotation. In this way, the terms "intake" and "discharge" are in no way limiting and an inlet port can also be, if necessary, alternately a discharge port.
    [0014] Similarly, the pumps 10, 20 can operate in both directions. The pumps 10, 20 may be variable or fixed displacement and are typically powered by a heat engine (not shown in the figures).
    [0015] The device further comprises a booster pump 40 and an oil tank Res, the booster pump drawing the oil from the reservoir Res.
    [0016] The booster pump 40 is connected to each supply circuit 12, 22 and to each return circuit 13, 23 by a respective non-return valve 41 (passing from the booster to the circuits) and a respective pressure limiter 42, in order to allow the feeding of the oil circuits (via the four non-return valves 41) by protecting the pumps from an overpressure (thanks to the four pressure limiters 42). A pressure limiter 43 is also located between the outlet of the booster pump 40 and the tank Res. One can also find a valve in parallel with said valves 41 and limiters 42, to allow the towing of the vehicle and have a coasting mode. These elements are known to those skilled in the art and will not be detailed.
    [0017] The connections between the return circuits 13, 23 and the pumps 10, 20, as well as the junction 31 can be made in different ways: - Scheme A (see FIG. 3a): the first return circuit 13 is connected to the inlet 10a of the first pump 10 and the second return circuit 23 is connected to the inlet 20a of the second pump 20. The junction 31 is a communication circuit 32 (as shown in Figures 2, 3a, 4 to 9) which connects the two return circuits 13, 23, so that the two return circuits 13, 23 are in communication via said communication circuit 32, - Scheme B (see FIG. 3b): the first return circuit 13 is connected to 20ad admission the second pump 20 and the second return circuit 23 is connected to the inlet 10a of the first pump 10. The junction 31 is the communication circuit 32 which connects the two return circuits 13, 23, so that the two return circuits 13, 23 are in communication via said communication circuit 32, - Scheme C (see Figure 3c): the return circuits 13, 23 meet in the form of a common portion 33 (which is the junction 31), the common portion 33 redividing to connect the admissions 10b, 20b respectively of the pumps 10, 20, the common portion 33 acting as a mixer. From a technical point of view, diagram A is the simplest to realize (less piping). On the other hand, diagram B allows a circulation of the oil at "8", that is to say that most of the oil flows successively from the first pump 10 to the first device 11, then to the second pump 20 and the second apparatus 21. Finally, scheme C, which allows a good mixture of the oil of the two circuits, is more complex to achieve: the common portion 33 undergoes a flow almost doubled compared to the other portions of the circuits and requires suitable piping. The device 1 also advantageously comprises an exchange block 50 whose purpose is to allow the renewal of the oil and the cooling of the circuits. Indeed, during its operating cycles, the oil undergoes a heating, including loss of load and friction and clogs, thus adversely affecting the performance of the vehicle 2 and altering the duration of use of the vehicle 2.
    [0018] For this, the exchange block 50 comprises a main sampling circuit 51, said circuit 51 taking the fluid between the junction 31 of the return circuits 13, 23 and the inlet 10a of the first pump 10 (in the case of the diagrams B and C, it can be the admission 20a of the second pump 20, since the oil is mixed before). The circuit 51 is connected to a drainage circuit 54 via a selector 53 having a passing position and a locking position. The drainage circuit 54 comprises a pressure limiter 55 and opens into the tank Res where the oil is restored thereafter. The advantages of such an investment will be explained later, when describing the different scenarios. Additionally, the exchange block 50 also comprises a secondary sampling circuit 52 drawing the fluid between the inlet 11a of the first apparatus 11 and the discharge 10b of the first pump 10.
    [0019] The selector 53 is then preferably a three-port three-position valve adapted to close the two sampling circuits 51, 52 and or to connect one of the two circuits 51, 52 to the drainage circuit 54 by closing the other circuit 52, 51 .
    [0020] The selector 53 selects from the main circuit 51 and the secondary circuit 52 the one that has the lowest pressure and connects it to the drainage circuit 54. The oil withdrawal for the exchange block is therefore done only on the first circuits supply 12 and return 13.
    [0021] Thanks to the architectures of the hydrostatic transmission previously described and the location of the fluid intake, which allows to renew both the oil of the first and second circuits, it is possible to use only one block exchange 50 against two in the prior art (one for each circuit), resulting in a gain of space, mass, and economy. A preferred direction of movement is defined for the vehicle 2, thus defining front wheels 2a and rear wheels 2a.
    [0022] According to a first definition, the front wheels 2a can "tow" the vehicle 2 and the rear wheels to "propel" the vehicle 2b. This definition depends on the position of the center of gravity of the vehicle 2: by projecting orthogonally the wheel / ground contact point and the center of gravity on a plane, the wheels will be said: - traction if their projection is between the front (according to the preferred meaning) and the projected center of gravity, and - propulsion if they are located on the back side and the projected center of gravity.
    [0023] According to a second definition, for a vehicle 2 in forward and uphill, the front wheels 2a are those which are at a higher altitude than the rear wheels 2b.
    [0024] In the case where the vehicle 2 comprises intermediate wheels, depending on their role, they can be considered as rear relative to the front wheels 2a or before with respect to the rear wheels 2b.
    [0025] In the configuration as shown in the figures, the vehicle 2 typically comprises four wheels including two front wheels 2a and two rear wheels 2b, whatever the definition used in the present case. Nevertheless, the device 1 can be adapted to the other configurations (six, eight wheels ...), depending on the role (traction or propulsion) or the altitude of the wheel according to the definitions previously given. The first devices 11 powering the front wheels 2a are then each connected to the first feed circuits 12 and 13 back, in parallel.
    [0026] The second devices 21 powering the rear wheels 2b are then each connected to the second supply circuits 22 and return 23, in parallel. The first device 11 powers the front wheel 2a and the second device 12 powers the rear wheel 2b. Thus, the check valve 30 is passing in the direction from the supply circuit 12 of the front wheels 2a to the supply circuit 22 of the rear wheels 2b. The cubic capacity of the second apparatus 21 is greater than or equal to that of the first apparatus 11, for reasons of rate call that will be explained later. Now, the invention will be described in the setting of the device and the vehicle, the hydraulic circuit chosen being the scheme A.
    [0027] Figure 4 shows the device 1 when the vehicle 2 is in forward (direction of the arrow) and without slipping or wheel slip. The displacement ratio between the first apparatus 11 (that of the front wheels 2a) and the second apparatus 21 (that of the rear wheels 2b) is here 2/3 (two liters of displacement for the first apparatus 11 and three liters for the second apparatus 21). The values shown in FIG. 4 are examples and make it possible to easily calculate the displacement ratios. In the same way, the flows of the different circuits are represented on the diagram. These values are also examples and make it easy to calculate flow ratios. Each pump delivers a certain flow (here 100 L / min). Since the displacements of the apparatuses 11, 21 are not the same, the necessary oil flow rates are not the same (the flow rate calls are made in the ratio of the displacements). Thus, a part of the flow (here 80 L / min) of the first pump 10 feeds the first device 11 and another part of the flow (here 20 L / min) is not used by the first device 11 and is therefore used to supplying the second apparatus 21 for which the flow rate (here 100 L / min) of the second pump 20 is not sufficient to obtain the same speed of rotation. Indeed, a slight excess pressure is created in the first supply circuit 12, which allows the opening of the non-return valve 30. In this way, the device 1 spontaneously distributes the flow of the two pumps 10, 20 as needed devices without the need to electronically or mechanically control valves. It is now understood why the displacement of the first device 11 is less than or equal to that of the second device 21: in fact, the nonreturn valve 30 allows an oil transfer only from the first circuit 11 to the second circuit. 12. If the displacement of the first apparatus 11 was greater than that of the second apparatus 12, a portion of the flow rate of the second pump 20 should be provided to the first apparatus 11, which the check valve 30 does not allow. Additionally, it is preferable that all the flow received by the second apparatus 21 is not provided solely by the second pump 20; this is why, at a determined rotational speed, in order to allow the mixing of the oils, the flow rate of the second pump 20 is preferably lower than the flow rate call of the second apparatus 21. If the debit call can not be satisfied by the first pump 10, then the speed of the vehicle 2 decreases.
    [0028] At the return circuits 13, 23, the two flow rates of the first circuit (here 80 L / min) and the second circuit (here 120 L / min) are redivisible between the two pumps, thanks to the permanent fluid communication between the two feedback circuits 13, 23. In this way, each pump 10, 20 receives the same flow that it has emitted (here 100 L / min).
    [0029] The pressure in the intake circuits 12, 22 is greater than that in the return circuits 13, 23 (of the order of 400 bars against 20 bars).
    [0030] According to one embodiment, given the values of the pressures in the circuits, the selector 53 selects the main sampling circuit 51 of the exchange block 50 to take a certain flow (here 10 L / min) between the junction 31 of the two feedback circuits 13, 23 and the inlet port 10b of the pump 10. Since the flow rate in the first return circuit (here 80) is lower than the flow rate before said seam 31 after (here 100 L / min), it is ensured that the fluid flow taken (here 10 L / min) comprises oil from each device 11, 21, which helps to renew the oil of the entire circuit and not only one device. Said oil flow taken is compensated at the first return circuit 13 by the booster pump 40, so that the first pump 10 receives the same flow it emits (here 100 L / min). Alternatively, each respective pump 10, 20 can provide the exact flow required for the respective apparatus 11, 21. There is thus no oil transmitted by the non-return valve 30. Nevertheless, such an embodiment does not promote the mixing of oil at the main sampling circuit 51 since each return circuit 13, 23 transmits a flow equivalent to that emitted by the respective pumps 10, 20. Figure 5 shows the device 1 when the vehicle 2 is in reverse (direction of the arrow) and without sliding. The ratio of displacement is here 2/3 again. Due to a larger displacement in the second apparatus 21 than in the first apparatus 11, only the second pump 20 is activated. This delivers a flow (here 100 L / min) towards the return circuits 13, 23. By the flow rate calls of the apparatuses 11, 21 and the fluid communication between the two return circuits 13, 23, the flow rate of the second pump 20 is distributed between said two circuits (here 33 L / min for the first return circuit 13 and 67 L / min for the second return circuit 23).
    [0031] The flow of the first return circuit 13 is found in the first supply circuit 12 and then, via the non-return valve 30, joins the second supply circuit 22, so that the second pump 20 recovers the flow rate emitted. . Alternatively, the first pump 10 is also activated and provides a flow rate adapted to the first device 11, that is to say that the entire flow rate is absorbed by said device 11 (for this, the ratio of the flow rate supplied by the first pump 10 on the second pump 20 is for example equal to said ratio of displacements).
    [0032] Figure 6a shows the device 1 when the vehicle 2 is in reverse (direction of the arrow) and with sliding of the rear wheels (see Figure 6b). The ratio of displacement is here 2/3 again. In addition to the second pump 20, the first pump 10 is this time activated and provides a flow rate adapted to the first device 11, that is to say that all of said flow is absorbed by said device 11 (for this, the ratio of the flow rate provided by the first pump 10 on the second pump 20 is for example equal to said ratio of cubicles, modulo the flow rate taken by the exchange block 50).
    [0033] Such activation of the first pump 10 advantageously prevents the rear wheels from slipping backwards 2b. Indeed, in such a vehicle 2, when the wheels spin, they create a "suction" flow, that is to say that the oil tends to move towards the device motorizing the wheels that skate, c that is to say the apparatus which undergoes a loss of load. In the present case, if the rear wheels 2b spin, the pressure in the return circuits 13, 23 drops (typically 100 bar against 400 bars without slip) and the second apparatus 21 creates a debit call.
    [0034] Since the second pump 20 can not absorb a higher flow rate than it delivers, the flow demand that can not be satisfied will cause an increase in the pressure in the second supply circuit 22 and in this way the pressure differential around the second apparatus 21 is reduced. Thus, the torque provided at the rear decreases, to limit or stop the sliding of the rear wheels 2b. The first device 11, still powered by the first pump 10, keeps the motor. According to one embodiment, since the pressure is greater in the return circuit 13 than in the supply circuit 12 (it is recalled that the devices 11, 21 operate in reverse), the secondary sampling circuit 52 samples a portion of the flow of the first supply circuit 12 (here 10 L / min) to send it to the exchange block 50. The booster pump 40 compensates for this withdrawal at the discharge 10b of the first pump (it is recalled that the vehicle is in reverse in this case). Alternatively, if the two devices 11, 21 have equal displacements, the two pumps 10, 20 can be activated by delivering the same flow. In this way, each flow call of the two devices 11, 21 being the same, there will be no oil exchange at the check valve 30.
    [0035] With scheme A, this does not contribute to the oil mixture allowing to renew the oil of the device with a single exchange block 50. On the other hand, with the diagrams B and C, the oil mixture is done.
    [0036] FIG. 7 shows the device 1 when the vehicle is in forward motion (direction of the arrow) under the transfer condition (high speed) with a first device 11 with variable displacement (ratio (1 + 1) / 3 compared to the displacement second apparatus 21). In transfer condition, only the first displacement of the first device 11 is activated, so that the displacement ratio is in fact 1/3. The two pumps 10, 20 are activated and deliver the same flow rate (here 100 L / min). The principle of the flow distribution is similar to that of FIG. 3. Due to the displacement ratio of 1/3, a part of the flow rate of the first pump 20 (here 50 L / min) is redirected towards the second apparatus 21 (which here receives a flow rate of 100 + 50 L / min) via the check valve 30. The distribution is automatically redone at the return circuits 13, 23. There is also preferably the flow sampling for the exchange block 50 , similar to the configuration of FIG. 5. At the first device 11, an auxiliary circuit 111 and a selector 112 are noted. Said selector makes it possible to change the displacement of said apparatus (here from 1L to 1 + 1 = 2L) according to FIG. the use, by feeding from the first supply circuit 12 is: - only a single displacement (see Figure 7), in this case the other displacement is fed from the first return circuit 13 via said selector 112 and the circuit Annex 111, so as to allow the rotation of said apparatus; - The two displacements, in this case the architecture of the circuits is similar to that of a device having a single displacement.
    [0037] The oil withdrawal for the exchange block 50 is by the main sampling circuit 51 and the oil flow taken off is compensated by the booster pump 40 at the first return circuit 13 (similarly to the embodiment of Figure 3).
    [0038] In this situation, the pressure in the intake circuits 12, 22 is greater than that in the return circuits 13, 23 (of the order of 400 bars maximum against 20 bars).
    [0039] Figure 8a shows the device 1 when the vehicle 2 is in forward direction (direction of the arrow) with a wheel slip front 2a (see Figure 8b). The ratio of the cubicles is always 2/3, with a larger displacement at the rear (here 3L) than at the front (here 2L). As mentioned above, when the wheels slip, the apparatus suffers a pressure drop and creates a "suction" flow, that is to say that the oil tends to move towards the device motorizing the wheels that skate. The example shown in Figure 8a illustrates one of the advantages of the invention.
    [0040] Each pump 10, 20 here provides the same flow (100 L / min). In the preceding case, due to the flow rate call of the second apparatus 21, the check valve 30 allows a passage of the flow from the first supply circuit 12 to the second supply circuit 22. In case of front wheel slip 2a as the first apparatus 11 undergoes a pressure drop and the pressure in the first supply circuit 12 drops, said apparatus 11 will capture all the flow of the first pump 10 (here 100L / min) but not that of the second 20, because of the presence of the non-return valve 30. In this way, the second device 21 is always supplied with pressurized oil (here 100 L / min) and the rear wheels 2b retain their motricity. It will be noted that the speed of rotation of said apparatus 21 is reduced because of the decrease in flow rate (in this case 20L / min difference with respect to an absence of slipping), said drop being due to the first apparatus 11 which captures the entire flow of the first pump 10. In case of slippage, the non-return valve 30 separates the supply circuits 12, 22 to ensure traction of the rear wheels 2b. Alternatively, as soon as a slip is detected, the flow rate of the second pump 20 is adjusted to provide the entire flow rate called by the second device 21 (here 120 L / min) and the flow rate of the first pump 10 is adjusted to flow of the first device 11 (here 80 L / min). In this way, the vehicle 2 does not slow down. During this operation, and with the diagram A, there is almost no oil mixture at the return circuits 13, 23, due to the equivalent flow in each of the circuits 13, 23. Nevertheless, the skating n being a transient state, this is not a disadvantage that needs to be resolved. With the other schemes B and C, mixing is done. The oil withdrawal for the exchange block 50 is by the main sampling circuit 51 and the oil flow taken off is compensated by the booster pump 40 at the first return circuit 13 (similarly to the embodiment Figures 3, 6). Figure 9a shows the device 1 when the vehicle 2 is in forward direction (direction of the arrow) in restraint in a descent (see Figure 9b) without slippage. The ratio of the cubicles is always 2/3, with a larger displacement at the rear (here 3L) than at the front (here 2L). In this configuration, the devices 11, 21 operate as a pump and the pumps 10, 20 operate as a motor. Indeed, the pumps 10, 20 deliver a certain flow rate (in this case 100 L / min for both) which distributes again in a similar way between the first supply circuit 12 (here 80 L / min) and the second circuit. supply 22 (here 120 L / min), via the check valve 30. In contrast, the pressure in the return circuits 13, 23 is higher (high pressure) than the (low pressure) of the supply circuits 12 , 22 (of the order of 400 bars against 20 bars) because the vehicle 2 is retained in the descent. More specifically, the pressure in the return circuits 13, 23 is determined by the load of the vehicle 2 (which depends on its mass, the slope, etc.).
    [0041] The oil received at the intake ports 11a, 21a is "pumped" by the apparatus 11, 21 which mount the oil under pressure. In this way, the devices 11, 21 have a negative (or resistant) torque which makes it possible to brake the vehicle 2 (the wheels always turn in the direction of the forward movement). The pumps 10, 20 receive oil under high pressure, which operates the pumps 10, 20 motor, which reflect the torque on the pump supply, so typically on the engine, which then uses the engine brake to brake the vehicle.
    [0042] The torque transmission chain is thus carried from the front wheels 2a and rear 2b to the apparatus 11, 21, then the pumps 10, 20 and the engine brake of the engine. Alternatively, the high pressure carried out by the devices 11, 21 can be used to load oil tanks under high pressure in order to have reserves for punctual power supply (field of hybridization and energy recovery), in particular on other functions of the vehicle (tools, etc.). In this configuration, the oil intended for the exchange block 50 is taken at the level of the first supply circuit 12 by the secondary sampling circuit 52, where the pressure is the lowest (low pressure) and the booster pump 40 feeds at the first feed circuit 12 too.
    [0043] Figure 10a shows the device 1 when the vehicle 2 is in forward direction (direction of the arrow) in restraint in a descent (see Figure 10b) and the rear wheels 2b are blocked. The ratio of the cubicles is always 2/3, with a larger displacement at the rear (here 3L) than at the front (here 2L). In this configuration always, the devices 11, 21 operate as a pump and the pumps 10, 20 operate as a motor.
    [0044] In the state of the art, if the negative (or resistant) torque at the second device 21 causes a locking of the rear wheels 2b, the restraint is abruptly reduced, which can cause the loss of control of the vehicle 2.
    [0045] Thanks to the invention, one is forewarned against this consequence. Indeed, when the rear wheel 2b slows or hangs, the pressure in the second supply circuit 22 will increase, the check valve 30 preventing the oil to be redirected to the first supply circuit 12. As the pressure is mounted in the second supply circuit 22 and that the pressure in the second return circuit 23 is always determined by the load, the pressure difference around the second device 21 decreases, which reduces the negative (or resistant) torque and the wheels 2b are unlocked and start rolling again.
    [0046] In return, since the pressure in the second feed circuit 22 has increased, there is no longer transfer of oil flow from the first supply circuit 12 to the second 22, which increases the flow supplying the first device 11 (here a flow rate of 100 L / min). In this way, the speed of the vehicle will increase but still keep the traction of the four wheels. In this configuration, the non-return valve 30 makes it possible to separate the two supply circuits 12, 22. In this configuration, the oil intended for the exchange block 50 is taken from the first supply circuit 12 by the secondary circuit. sampling point 52, where the pressure is the lowest (low pressure) and the booster pump 40 feeds at the first feed circuit 12 too (similarly to the embodiments of Figures 8a.
    [0047] The use of the non-return valve 30 thus makes it possible to limit the slippage of the wheels situated at the highest altitude. In addition, the junction 31 of the return circuits 13, 23 allows a mixture of the oil and thus have only one exchange block 50 to collect and recycle the oil. Figure 11a shows the device 1 when the vehicle 2 is in forward (direction of the arrow) and cornering, the front wheels 2a being directed. The front wheels 2a travels a greater distance than the rear wheels 2b (see Figure 11b). The rate call of the first apparatus 11 is more important than in a straight line. Two possibilities are conceivable: the flow rate of the first pump 10 is increased so as to satisfy both the flow rate called by the first and second devices 11, 21. The flow rate of the second pump 20 is unchanged. - The flow rates of the two pumps 10, 20 are increased to be able to meet the two calls of flow devices 11, 21.
    [0048] In the event of slippage during the turn, the slip control will do the same, with the rear axle capable of operating at high pressure even in the event of loss of front axle grip. This is a special case, but it appears fairly quickly in situations of turning on a wheeled vehicle before 2a guidelines for example. In this case, the front devices 11 mounted on the steering wheels 2a, call a flow that may be greater than the flow required for the rear wheels 2b. In view of the features of the invention, it is possible to install a first pump 10 more economical than the second pump 20, that is to say having a lower power. Indeed, when slipping from the front, the check valve 30 prevents oil communication, which means that only the second pump 20 provides traction to the vehicle 2 via the rear wheels 2b. In practice, it is actually possible to use a second pump 20 having a higher maximum setting on the second supply circuit 22 than on the first supply circuit 21 forward with respect to the pressure forward. For example, the second pump 20 is of the "heavy duty" type (more than 100 cm 3), capable of delivering a pressure of 500 bar and the first pump 10 is of the "medium duty" type (approximately 70 cm 3) which can provide a pressure of 350 bars (such displacements allow to ensure the flow rates generated in the apparatuses 11, 21 of displacements respectively two and three liters). This saves space, mass and costs. Alternatively or additionally, the pumps 10, 20 can be proportionally electric controlled, to provide the minimum flow rate to each minimum device 11, 21, as has been explained in some scenarios before. For example, providing exactly the flow rate call makes it possible, among other things, to limit skidding and also overspeeding when the front wheels 2a are slipping uphill (see FIGS. 6a, 6b) since the flow rate is limited to the required amount (due to the displacement difference, it is recalled that the same flow causes different speeds of rotation) or for example during a descent restraint (see Figures 7a, 7b). The second pump 20 thus preferably has a maximum flow rate equal to or less than the maximum permissible flow rate in the second apparatus 21.
    [0049] The detection of slippage or wheel slip can be done using a slip sensor 60. The measurement of the turn can be done at one of a turn sensor 61. The setting of the electrically controlled pumps proportional can be performed by a computing unit 62, receiving data from the sensors 60, 61.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. Hydraulic transmission device (1) for a vehicle, said device comprising: - A first pump (10) and a second pump (20), each pump (10, 20) comprising an inlet (10a, 20a) and a discharge (10b, 20b), - a first hydraulic apparatus (11) and a second hydraulic apparatus (21), each apparatus (11, 21) comprising an inlet (11a, 21a) and a discharge (11b, 21b), supply (12) connecting the delivery (10b) of the first pump (10) to the inlet (11a) of the first device (11) and, - a second supply circuit (22) connecting the delivery (20b) of the second pump (20) at the inlet (12a) of the second apparatus (12) and characterized in that the device further comprises: - a non-return valve (30) between the supply circuits (12, 22), the valve (30) having a direction from the first (12) to the second supply circuit (22), - a first return circuit (13) connecting the discharge (11b) of the first apparatus (10) at the inlets (10b, 20b) of said pumps (10, 20), - a second return circuit (23) connecting the discharge of the second apparatus (20) to the inlets (10b, 20b) of said pumps (10, 20), so that the return circuits (13, 23) are in continuous fluid communication with one another via a junction (31).
    [0002]
    2. Device according to claim 1, wherein the first return circuit (13) is connected to the inlet (10b) of the first pump (10) and the second return circuit (23) is connected to the inlet ( 20b) of the second pump (20), the two return circuits (13, 23) being interconnected by a communication circuit (32).
    [0003]
    3. Device according to claim 1, wherein the first return circuit (13) is connected to the inlet (20b) of the second pump (20) and the second return circuit (23) is connected to the inlet ( 10b) of the first pump (10), the two return circuits (13, 23) being interconnected by a communication circuit (32).
    [0004]
    4. Device according to claims 1 and 3, wherein the second apparatus (21) has a larger displacement than the first apparatus (11).
    [0005]
    5. Device according to one of the preceding claims, further comprising an exchange block (50) adapted to take oil for processing, said exchange block comprising a main sampling circuit (51) removing the fluid between: - the junction (31) of the return circuits (13, 23) and - the inlet (10a) of the first pump (10), so that the exchange block can take oil from the times of the first (11) and the second apparatus (21).
    [0006]
    6. Device according to the preceding claim, wherein the exchange block (50) further comprises a secondary sampling circuit (52) collecting the fluid between: - the inlet (11a) of the first device (11) and - the discharge (11b) of the first pump (10), the two sampling circuits (51, 52) being connected at a selector (53) able to close the two circuits (51, 52) or to connect one two circuits (51, 52) to one drainage circuit (54) closing the other (52, 51).
    [0007]
    7. Device according to one of the preceding claims, wherein the pumps (10, 20) are proportionally electrically controlled pumps, the second pump (20) having a maximum flow rate less than or equal to the maximum permissible flow in the second apparatus (21). ).
    [0008]
    8. Device according to one of the preceding claims, wherein, for a determined rotational speed of the devices (10, 20), the flow rate of the second pump (20) is lower than the flow rate of the second device (21). ), and the flow rate of the first pump (10) is greater than the flow demand of the first device (11), so that the first pump (10) is able to complete the debit call of the second device via the non-return valve (30).
    [0009]
    9. Vehicle (2) comprising a device (1) according to one of the preceding claims, having a preferred direction of movement defining front wheels (2a) and rear (2b), wherein the first hydraulic apparatus (11) motorizes at at least one front wheel (2a) and the second hydraulic apparatus (21) drive a rear wheel (2b).
    [0010]
    10.Process of use of a vehicle (2) according to the preceding claim, said vehicle having a second apparatus (21) of greater displacement than the first apparatus (11), said method comprising a step during which: - the anti-tamper valve return (30) sends an oil flow from the first pump (10) to the second apparatus (12).
    [0011]
    11.Procédé according to the preceding claim, comprising a sequence of steps in which the check valve (30) goes from an on state to a blocking state when: - The front wheels (2a) begin to skate during a forward, - The rear wheels (2b) lock during forward restraint.
    [0012]
    12.Procédé according to one of claims 10 or 11, comprising a sequence of steps in which the non-return valve (30) switches from a blocking state to an on state when: - The front wheels (2a) stop skate when driving forward, - The rear wheels (2b) are unlocked during forward restraint.
    [0013]
    13.A method according to claim 10, wherein the vehicle (2) is in reverse, comprising the steps of: - Detecting a sliding of a rear wheel (2b), - Adjusting the flow rate of the first pump (10). ) to provide at most the flow rate called by the first device (11, 21).
    [0014]
    14.Procédé according to one of claims 10 to 12, wherein the vehicle (2) is in forward motion, comprising the steps of: Detecting a slip of a front wheel (2a), - Adjusting the flow rate of the second pump (20) for providing the entire flow rate called by the second apparatus (21).
    [0015]
    15.Procédé according to one of claims 10 to 14, wherein the front wheels of the vehicle (2) are steering wheels, comprising the steps of: - Detection of a turn made by the vehicle (2), - Adjustment of the flow rate of the first and second pump (10, 20) to provide all flow rates called respectively by the first device (11) and the second device (21).
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3002484B1|2017-11-01|Oil distribution device with check valve
    EP2126420B1|2012-06-27|Hydrostatic transmission device for a heavy vehicle
    EP3126175B1|2018-06-06|Hydraulic assistance system
    FR2982202A1|2013-05-10|HYDROSTATIC TRAINING
    FR3033529A1|2016-09-16|HYDRAULIC ASSISTANCE DEVICE ON VEHICLE AND METHOD FOR EMPTYING SUCH A DEVICE
    WO2014162103A1|2014-10-09|Hydraulic transmission device
    FR3022860A1|2016-01-01|TRANSMISSION COMBINING TWO ENGINES INCLUDING A RADIAL PISTON HYDRAULIC ENGINE
    FR2987317A1|2013-08-30|COMPACT HYDRAULIC MODULE FOR HYDRID HYDRAULIC VEHICLE
    WO2014170608A1|2014-10-23|Hydrostatic transmission device of a mobile machine travelling on a slope with a tilt.
    FR2972146A1|2012-09-07|Hydrostatic transmission device for mobile machine e.g. tractor, has pressure control valves connected to conduits, where valves connect conduits to high pressure duct when valves are in specific position
    EP2817167B1|2016-03-30|Compact hydraulic module for hydraulic hybrid vehicle
    EP3126176A1|2017-02-08|Hydraulic boost system for vehicle
    FR2907528A1|2008-04-25|Hydrostatic transmission device for e.g. four-wheeler, has connection selector occupying position in which one of direct and series loops is by-passed by by-pass connection, and by-pass selector restricting fluid circulation in connection
    WO2018077883A1|2018-05-03|System for assisting the driving of a vehicle comprising an open hydraulic circuit
    CA2981639A1|2017-05-26|Power steering electrohydraulic system and electric vehicle fitted with such a system
    FR3057917A1|2018-04-27|HYDRAULIC CIRCUIT WITH FLOW DIVIDER DRIVER
    EP2495476B1|2016-04-20|Hydrostatic transmission device of a mobile unit, provided with a pressure-control valve and a selector
    EP2742260B1|2016-05-04|Hydrostatic transmission device ensuring good driveability
    EP3532752B1|2020-08-12|Vehicle drive assistance system comprising an open hydraulic circuit
    FR3105112A1|2021-06-25|Improved open hydraulic assist system.
    FR3035829A1|2016-11-11|HYDRAULIC ASSISTING SYSTEM FOR MOTORIZED ENGINE WITH OPEN CIRCUIT
    FR3053951A1|2018-01-19|DEVICE FOR CONTROLLING THE TRACKS OF A CRAWLERED MACHINE, SUITABLE FOR ROLLING ON ROAD
    FR3033528A1|2016-09-16|HYDRAULIC ASSISTANCE CIRCUIT WITH LOW PRESSURE EXCHANGER
    同族专利:
    公开号 | 公开日
    US10131224B2|2018-11-20|
    BR102015020445A2|2016-10-04|
    FR3016671B1|2016-01-22|
    CN105387010B|2018-10-09|
    US20160059694A1|2016-03-03|
    CN105387010A|2016-03-09|
    EP3002484B1|2017-11-01|
    EP3002484A1|2016-04-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2044296A6|1968-04-19|1971-02-19|Poclain Sa|
    DE19833942A1|1998-07-28|2000-02-10|Brueninghaus Hydromatik Gmbh|Hydrostatic drive with differential lock|
    US4040254A|1976-03-25|1977-08-09|Eaton Corporation|Hydrostatic transmission with automatic displacement shifter|
    US4241577A|1979-08-23|1980-12-30|Paul Revere Corporation|Auxiliary drive system with neutral|
    US4401182A|1980-12-10|1983-08-30|Sundstrand Corporation|Variable displacement hydraulic drive with disconnect|
    DE4224359C1|1992-07-23|1993-05-27|Hydromatik Gmbh, 7915 Elchingen, De|
    DE10025508B4|2000-05-23|2009-02-05|Sauer-Danfoss Holding Aps|Vehicle drive arrangement|
    DE10032514C2|2000-07-05|2003-03-13|Brueninghaus Hydromatik Gmbh|Hydrostatic drive with differential lock|
    DE10356155B4|2003-12-02|2006-06-14|Brueninghaus Hydromatik Gmbh|Hydrostatic drive system with pump-side hydraulic fluid volume division|
    DE10360959A1|2003-12-23|2005-07-21|Brueninghaus Hydromatik Gmbh|Hydrostatic drive system with pump-side hydraulic fluid distribution for two hydraulic circuits|
    DE102004061557B4|2004-12-21|2006-12-14|Brueninghaus Hydromatik Gmbh|Hydrostatic drive with differential locking effect|
    US8033107B2|2006-06-02|2011-10-11|Brueninghaus Hydromatik Gmbh|Hydrostatic drive having volumetric flow equalisation|
    FR2971023B1|2011-01-31|2014-07-11|Poclain Hydraulics Ind|HYDRAULIC TRANSMISSION DEVICE FOR ENERGY RECOVERY|
    US8668042B2|2011-11-29|2014-03-11|Caterpillar Inc.|System and method for controlling hydraulic system based on temperature|
    DE102012111296A1|2012-11-22|2014-05-22|Linde Hydraulics Gmbh & Co. Kg|Drive train of a vehicle, in particular a mobile work machine|WO2015117962A1|2014-02-04|2015-08-13|Dana Italia Spa|Travel and work functions integrated into a hydraulic hybrid system|
    JP6583965B2|2014-02-04|2019-10-02|ダナ イタリア エスピーエー|Series-parallel hydraulic hybrid structure|
    AU2015215027B2|2014-02-04|2019-01-03|Dana Italia Spa|Powerboost hub|
    CN105980712B|2014-02-04|2018-06-01|意大利德纳股份有限公司|Accumulator frame|
    EP3002147A1|2014-10-02|2016-04-06|Dana Italia S.p.A.|Dual drive driveline|
    法律状态:
    2015-08-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-08-12| PLFP| Fee payment|Year of fee payment: 3 |
    2017-08-08| PLFP| Fee payment|Year of fee payment: 4 |
    2018-08-13| PLFP| Fee payment|Year of fee payment: 5 |
    2019-08-12| PLFP| Fee payment|Year of fee payment: 6 |
    2020-08-10| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1457994A|FR3016671B1|2014-08-26|2014-08-26|OIL DISTRIBUTION DEVICE WITH ANTI-RETURN VALVE|FR1457994A| FR3016671B1|2014-08-26|2014-08-26|OIL DISTRIBUTION DEVICE WITH ANTI-RETURN VALVE|
    BR102015020445A| BR102015020445A2|2014-08-26|2015-08-25|oil distribution device with a check valve|
    EP15182353.1A| EP3002484B1|2014-08-26|2015-08-25|Oil distribution device with check valve|
    US14/835,621| US10131224B2|2014-08-26|2015-08-25|Oil distribution device with a non-return valve|
    CN201510531770.3A| CN105387010B|2014-08-26|2015-08-26|Oily distributor with check valve|
    [返回顶部]