EP4389687A1 - Elektrisches arbeitsfahrzeug mit hydrostatischem antriebsstrang - Google Patents

Elektrisches arbeitsfahrzeug mit hydrostatischem antriebsstrang Download PDF

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Publication number
EP4389687A1
EP4389687A1 EP23217906.9A EP23217906A EP4389687A1 EP 4389687 A1 EP4389687 A1 EP 4389687A1 EP 23217906 A EP23217906 A EP 23217906A EP 4389687 A1 EP4389687 A1 EP 4389687A1
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EP
European Patent Office
Prior art keywords
drive
hydrostatic
displacement
work vehicle
drive unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP23217906.9A
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English (en)
French (fr)
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EP4389687C0 (de
EP4389687B1 (de
Inventor
Hervé MERTEN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Manitou BF SA
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Manitou BF SA
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Publication of EP4389687A1 publication Critical patent/EP4389687A1/de
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Publication of EP4389687C0 publication Critical patent/EP4389687C0/de
Publication of EP4389687B1 publication Critical patent/EP4389687B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/20—Means for actuating or controlling masts, platforms, or forks

Definitions

  • the invention relates to an electric work vehicle driven in movement by a kinematic chain with hydrostatic transmission, also called a hydrostatic kinematic chain.
  • Work vehicles in particular load handling machines, are generally equipped with a drive train comprising a diesel-type internal combustion engine coupled to a hydrostatic transmission.
  • a hydrostatic transmission may in particular comprise a hydrostatic pump with continuously variable displacement and one or more hydrostatic motors with fixed displacement.
  • a hydrostatic drive train On a work vehicle equipped with four-wheel drive, a hydrostatic drive train is capable of developing a significant tractive effort in a four-wheel drive configuration, and of allowing the work vehicle to reach high forward speeds in a two-wheel drive configuration.
  • An idea underlying the invention is to provide a work vehicle equipped with a hydrostatic drive train of simple arrangement, capable of developing a significant tractive effort while allowing the work vehicle to reach speeds of high advancement.
  • the control of the rotational speed of the electric motor - particularly responsive - makes it possible to control the variation in hydraulic fluid flow resulting from the variation in the total engine displacement when switching the driving displacement.
  • the work vehicle can thus switch smoothly and on the move between hydrostatic configurations developing significant load forces. traction but low forward speeds, and hydrostatic configurations of lower total engine displacement, developing little traction effort but allowing high forward speeds to be achieved.
  • the hydrostatic pump is a positive displacement pump with axial pistons or a positive displacement pump with radial pistons.
  • the hydrostatic pump has a fixed displacement.
  • the hydrostatic pump has a continuously variable displacement.
  • the hydrostatic motors are axial piston motors or radial piston motors.
  • the work vehicle further comprises a forward speed sensor configured to measure a forward speed of the work vehicle, and the control unit is configured to control the switching device so as to switching the driving displacement to switch from slow moving drive to fast moving driving when the traveling speed is greater than or equal to a switching speed, and fast moving drive to slow moving drive when the moving speed is lower than the switching speed.
  • control unit automatically controls the switching of the engine displacement in order to optimize the performance of the hydrostatic drive train of the work vehicle.
  • control unit includes a memory and the switching speed has been previously determined by digital simulation or by workshop testing and stored in the memory of said control unit.
  • the work vehicle further comprises a travel need sensor configured to measure a travel need, and the switching speed is a function of the forward speed of the work vehicle and the travel need.
  • the switching device includes a switching control allowing an operator to manually switch the engine displacement.
  • the two drive units comprise a front drive unit comprising two front drive wheels and at least one front hydrostatic motor, and a drive unit comprising two rear drive wheels and at least one rear hydrostatic motor , the front and rear hydrostatic motors being connected to each other in parallel.
  • At least one of the front drive unit and the rear drive unit comprises a transmission bridge equipped with a pair of drive wheels and a hydrostatic motor coupled to the two drive wheels.
  • the switching device comprises a set of valves configured to selectively allow the supply of hydraulic fluid to a said variable drive unit by the hydrostatic pump for driving while moving and to prevent the supply in hydraulic fluid from said variable drive unit by the hydrostatic pump for fast moving drive.
  • the set of valves prevents the supply of hydraulic fluid to said variable drive unit
  • no hydrostatic motor of the variable drive unit is supplied with hydraulic fluid by the hydrostatic pump . Consequently, the driving displacement that the variable drive unit functionally contributes to the total engine displacement is zero, even though the displacement of the hydrostatic motor(s) not supplied with hydraulic fluid would not be physically zero.
  • the engine displacement that the variable drive unit functionally contributes to the total engine displacement is variable at least due to the valve assembly; it can even be variable only due to the set of valves, if the or each hydrostatic motor of the variable drive unit is of constant displacement.
  • one of the rear drive unit and the front drive unit is configured as a variable drive unit, and wherein the slow moving drive is four-wheel drive, front and rear, and the fast-moving drive is two-wheel drive, front or rear.
  • said or each hydrostatic motor of a variable drive unit has constant displacement.
  • said variable drive unit comprises a double-displacement hydrostatic motor
  • the switching device is configured to selectively switch the double-displacement hydrostatic motor in a first displacement for rapid movement drive and in a second displacement strictly greater than the first displacement for slow movement drive.
  • the driving displacement that the variable drive unit functionally contributes to the total engine displacement is variable at least due to the switching of the double-displacement hydrostatic motor between the first displacement and the second displacement, therefore due to the physical change of the displacement of the double-displacement hydrostatic motor.
  • the double-displacement hydrostatic motor does not have a continuously variable displacement.
  • This vehicle can be an all-terrain or off-road electric motorized truck, such as an electric forklift with a vertical mast, an electric forklift with an articulated chassis, an electric load handling truck for example with a telescopic arm, a rotating telescopic forklift or another electric compact loader.
  • This list is not exhaustive.
  • the work vehicle 1 is an electric forklift with a vertical mast.
  • a vehicle comprises a chassis 2 surmounted by a driving cabin 3 inside which an operator can sit.
  • Chassis 2 is equipped with a ground engagement structure S comprising two drive axles, front 7F and rear 7R, located one after the other in the direction of movement D of the work vehicle 1.
  • L The front drive axle 7F and the rear drive axle 7R each have two drive wheels, denoted 8F and 8R respectively. Driving the work vehicle in movement is enabled by rotating the drive wheels 8F and/or 8R in contact with the ground S.
  • the work vehicle 1 also includes a lifting mast 4 articulated at the front of the chassis 2.
  • the lifting mast 4 is generally equipped with forks 5 mounted movable up and down along the lifting mast 4.
  • the lifting mast 4 is coupled to the chassis 2 by a first pivot connection P with a horizontal pivot axis extending transversely to the direction of movement D of the work vehicle, parallel to the axis of rotation of the drive wheels 8F, 8R.
  • At least one actuator 6, such as a hydraulic cylinder, arranged between the chassis 2 and the lifting mast 4 allows the pivoting movement of the lifting mast 4 around the pivot axis P in the direction of inclination of the lifting mast 4 towards the front or rear of the chassis 2.
  • the work vehicle 1 is equipped with a hydrostatic kinematic chain comprising an electric motor 9 supplied with electrical energy by an electrical energy source 10, a hydrostatic pump 11 driven in rotation by the motor electric 9, and two drive units, namely a front drive unit 12F provided with the two front drive wheels 8F and a rear drive unit 12R provided with the two rear drive wheels 8R.
  • the electrical energy source 10 may consist of a modular assembly of electrochemical accumulator batteries and/or energy storage capacitors.
  • the output shaft of the electric motor 9 is coupled to the drive shaft of the hydrostatic pump 11, for example by means of a key or spline connection system.
  • the electric motor 9 is dedicated solely to driving the hydrostatic pump 11 in rotation, with the exception of a booster pump 15 which supplies hydraulic fluid to a booster circuit described later.
  • the rotation speed of the electric motor 9 can thus be accelerated or slowed down to vary only the flow rate of hydraulic fluid delivered by the hydrostatic pump 11.
  • the hydrostatic pump 11 has a continuously variable displacement D p , for example controlled hydraulically, hydromechanically or electrically.
  • the hydrostatic pump has a fixed displacement.
  • the hydrostatic pump 11 is a positive displacement pump with pistons, axial (barrel pump or straight axis pump, or pump with connecting rods or broken axis) or radial.
  • the displacement of the hydrostatic pump 11 is for example controlled by a displacement regulation device (not shown) configured to control the displacement as a function of the rotation speed of the electric motor 9.
  • a displacement regulation device (not shown) configured to control the displacement as a function of the rotation speed of the electric motor 9.
  • Such regulation of the displacement of the hydrostatic pump 11 depending on the engine speed is called “automotive” type; it can be carried out by hydraulic or electrohydraulic control of the displacement, preferably proportional.
  • the hydrostatic pump 11 is provided with a discharge port 11a and a suction port 11b.
  • Each drive unit, front 12F and respectively rear 12R further comprises a hydrostatic motor, front 13F and respectively rear 13R.
  • the front 13F, respectively rear 13R, hydrostatic motor allows the rotation of a front 8F, respectively rear 8R drive wheel.
  • the 13F front hydrostatic motors have a fixed displacement D m (f) and the 13R rear hydrostatic motors have a fixed displacement D m (r) .
  • the front 13F and rear 13R hydrostatic motors are axial piston motors (barrel or straight axis motors) or radial piston motors.
  • the hydrostatic pump 11 and the front 13F and rear 13R hydrostatic motors operate in a closed circuit.
  • the hydraulic fluid is first delivered by the hydrostatic pump 11 to the front 13F and rear 13R hydrostatic motors via high pressure fluid connections of the hydraulic circuitry of the hydrostatic kinematic chain.
  • the hydraulic fluid is then redigested towards the suction of the hydrostatic pump 11 via low pressure fluid connections.
  • the hydraulic fluid is a mineral or synthetic oil obtained by petroleum refining.
  • the hydraulic circuitry of the hydrostatic kinematic chain comprises a high pressure main pipe 14a and a low pressure main pipe 14b.
  • the main high pressure pipe 14a branches into four high pressure branches 141 Fa, 141 Ra.
  • the high pressure main pipe 14a and the two high pressure branches 141Fa, respectively 141Ra connect the discharge port 11a of the hydrostatic pump 11 to the inlet ports 13Fa, respectively 13Ra, of the front 13F, respectively rear 13R hydrostatic motors.
  • the main low pressure pipe 14b also branches into four low pressure branches 141Fb, 141Rb.
  • the two low pressure branches 141Fb, respectively 141Rb, and the main low pressure pipe 14b connect the outlet ports 13Fb, respectively 13Rb, of the front hydrostatic motors 13F, respectively rear 13R to the suction port 11b of the hydrostatic pump 11.
  • each of the front 13F and rear 13R hydrostatic motors is connected in parallel to the hydrostatic pump 11.
  • the main pipes 14a, 14b and their branches 141Fa, 141Ra, 141Fb, 141Rb are for example steel pipes or flexible pipes.
  • the hydrostatic kinematic chain further comprises, in a manner known per se, a booster pump 15 coupled to the hydrostatic pump 11 and, therefore, driven by the electric motor 9.
  • the booster pump 15 draws hydraulic fluid from a reservoir 16 through a strainer 17 and delivers it, via charge valves 18, into one of the low pressure fluid connections 14b, 141Fb or 141Rb to compensate internal leaks from the closed hydraulic circuit of the hydrostatic driveline.
  • the supply pressure of the booster circuit is limited by the pressure limiter 19.
  • the work vehicle 1 further comprises a switching device 20.
  • the switching device 20 comprises two on-off solenoid valves 21, with two positions and three controlled ways, each controlled by a solenoid 23.
  • such solenoid valves comprise a fixed hollow body inside which a movable drawer moves. Holes drilled in the body make it possible to establish the desired connections or closures between the different channels to control the flow of hydraulic fluid.
  • the solenoid valves 21 are positioned on the high pressure branches 141Ra, i.e. between the discharge port 11a of the hydrostatic pump 11 and the inlet ports 13Ra of the rear hydrostatic motors 13R.
  • Each solenoid valve 21 has a first position I, illustrated on the figure 2 , allowing the flow of hydraulic fluid between the hydrostatic pump 11 and the rear hydrostatic motors 13R.
  • the first position I corresponds, for example, to the position of the movable drawer in the absence of magnetic excitation of the solenoid 23 under the effect of the mechanical reaction of a spring 22.
  • the activation of the solenoid 23 allows the change of position of the solenoid valve 21, from the first position I to a second position II, illustrated on the Figure 3 , preventing the flow of hydraulic fluid between the hydrostatic pump 11 and the rear hydrostatic motors 13R.
  • the rear hydrostatic motors 13R are supplied with hydraulic fluid by the hydrostatic pump 11; the driving displacement of the rear drive unit 12R is equal to 2 D m (r) .
  • the solenoid valves 21 are in their second position II, the supply of hydraulic fluid to said rear hydrostatic motors 13R is cut off; the driving displacement of the rear drive unit 12R is zero.
  • the rear drive unit 12R is therefore configured as a variable drive unit having a variable driving displacement.
  • the solenoid valves 21 could be positioned on the high pressure branches 141Fa, i.e. between the discharge orifice 11a of the hydrostatic pump 11 and the inlet orifices 13Fa of the front hydrostatic motors 13F.
  • the switching device 20 may further comprise a switching control 24, for example electrically connected to the solenoid valves 21, to allow an operator to manually switch the drive mode of the work vehicle 1.
  • the switching control 24 is connected to a control unit 25, described below, which controls the solenoid valves 21.
  • switching the driving displacement of the rear drive unit 13R between a four-wheel drive slow travel drive 8F, 8R and a two-wheel drive fast travel drive 8F of the work vehicle 1 correspondingly generates a variation of the total engine displacement between respectively a minimum value D ⁇ ,min and a maximum value D ⁇ ,max .
  • the work vehicle 1 further comprises a control unit 25.
  • the control unit 25 is an electronic and/or computer unit which can be produced in different forms, in a unitary or distributed manner, by means of hardware components and/or or software, associated with a memory.
  • Usable hardware components are specific ASIC integrated circuits, FPGA programmable logic networks or microprocessors.
  • Software components can be described in different programming languages, for example C, C++, Java or VHDL. This list is not exhaustive.
  • Memory stores data and computer instructions. The computer instructions are executed by the hardware and/or software components to allow the control unit 25 to carry out the operations or steps subsequently described.
  • the control unit 25 configured to, on the one hand, control the switching device 20 so as to switch the driving displacement of the rear drive unit 12R variable in movement as a function of a switching speed V C and , on the other hand, control the rotational speed of the electric motor 9 in response to a switching of said driving displacement, or even in response to a variation of the total motor displacement D ⁇ .
  • the switching speed V C may have been previously determined by digital simulation or by workshop testing, and stored in the memory of the control unit 25.
  • the control unit 25 determines the switching speed V C as a function of the forward speed V of the work vehicle 1 and the forward motion requirement BD specified by the operator. Indeed, when the work vehicle 1 is placed on a sloping or uneven ground, advances against a heavy load or even transports a heavy load, the traction force on the drive wheels 8F, 8R increases compared to the same displacement at empty on flat ground. Determining the switching speed V C as a function of the forward speed V and the displacement requirement BD makes it possible to optimize the performance of the hydrostatic kinematic chain taking into account field conditions and handling operations.
  • the forward speed V of the work vehicle 1 relative to the ground S is measured by means of a forward speed sensor 26, placed for example between one of the hydrostatic motors 13F, 13R and the drive wheel 8F, 8R which it rotates.
  • the forward speed sensor 26 is connected by wired or wireless connection to the control unit 25.
  • the need for movement BD can be specified by the operator by means of an accelerator pedal 27 installed in the driving cabin 3 of the work vehicle 1.
  • the accelerator pedal 27 is equipped with a position sensor 28
  • the position sensor 28 is configured to measure the degree of depression of the accelerator pedal 27, or to measure the pressure exerted by the operator on the accelerator pedal 27.
  • the position sensor 28 is. connected by wired or wireless connection to the control unit 25 to which it transmits the data it acquires.
  • the unit of command correlates the position data of the accelerator pedal 27 to a need for movement BD of the work vehicle 1, for example a need for torque to be applied to the drive wheels 8F and/or 8R, a need for forward speed of the work vehicle 1 or a need for power to overcome the resistance to movement of work vehicle 1.
  • the switching control 24 of the switching device 20 is connected, by wired or wireless connection, to the control unit 25, which controls the manual switching of the engine displacement specified by the operator.
  • FIG. 5 illustrates a variation profile of the total engine displacement D ⁇ as a function of the forward speed V of the work vehicle 1.
  • FIG. 6 is a graphic representation of the traction force 29 applied to the drive wheels 8F, 8R as a function of the forward speed V of the work vehicle 1 on flat ground S.
  • Curve 30 represents the traction force 29 provided by the hydrostatic kinematic chain when the work vehicle 1 is driven slowly, i.e. with four-wheel drive 8F, 8R.
  • Curve 31 represents this same traction force 29 when the work vehicle 1 is driven in rapid movement with two driving wheels 8F.
  • Work vehicle 1 is initially stationary. The operator presses the accelerator pedal: the traction force 29 developed by the hydrostatic kinematic chain is maximum, as visible on curve 30 of the Figure 6 . The work vehicle 1 is driven in slow movement at forward speed V.
  • the control unit 25 controls the switching device 20 so that the work vehicle 1 remains driven slowly, i.e. four-wheel drive 8F, 8R.
  • the four-wheel drive 8F, 8R of the vehicle work 1 allows the hydrostatic kinematic chain to develop the greatest traction forces.
  • the total engine displacement D ⁇ is equal to a maximum value D ⁇ ,max since all the hydrostatic motors, namely the front 13F and rear 13R hydrostatic motors of the front 12F and rear 12R drive units are supplied with hydraulic fluid by the hydrostatic pump 11.
  • the control unit 25 controls the switching device 20 so as to switch the driving displacement of the rear drive unit 12R for switching from the four-wheel drive slow travel drive 8F, 8R to the two-wheel drive fast travel drive 8F in which only the front hydrostatic motors 13F are supplied with hydraulic fluid by the pump hydrostatic 11.
  • the supply of hydraulic fluid to the two rear hydrostatic motors 13R by the hydrostatic pump 11 being cut off, the total engine displacement D ⁇ drops suddenly to a minimum value D ⁇ , min , i.e. a variation in the total engine displacement D ⁇ of D ⁇ , max ⁇ D ⁇ , min 2 ⁇ D m r .
  • the control unit 25 controls the electric motor 9 to reduce its rotation speed so as to absorb the excess flow of hydraulic fluid resulting from the disconnection of the rear hydrostatic motors 13R.
  • the control unit 25 controls the switching device so that the work vehicle 1 is driven into rapid movement with two-wheel drive 8F. Reducing the total engine displacement D ⁇ allows the work vehicle 1 to accelerate to reach the maximum forward speed V max . Such a speed could not be achieved if the four-wheel drive 8F, 8R was selected, as visible by comparing curves 30 and 31 on the Figure 6 .
  • the work vehicle 1 is driven to move at a forward speed V greater than or equal to the switching speed V C (V ⁇ V C ), that is to say two-wheel drive 8F.
  • V C switching speed
  • D ⁇ the total engine displacement D ⁇ is equal to its minimum value D ⁇ , min since only the front hydrostatic motors 13F of the front drive unit 12F are supplied with hydraulic fluid by the hydrostatic pump 11.
  • the work vehicle 1 decelerates, for example because the operator brakes or releases the accelerator pedal 27.
  • the control unit 25 controls the switching device 20 so as to switch the driving displacement of the rear drive unit 12F from the slow moving drive to the fast moving drive in which all motors hydrostatics 13F, 13R are supplied with hydraulic fluid by the hydrostatic pump 11.
  • the total engine displacement D ⁇ then increases suddenly from its minimum value D ⁇ ,min to its maximum value D ⁇ ,max .
  • control unit 25 controls the electric motor 9 to increase its rotation speed so as to provide the required hydraulic fluid flow resulting from the connection of the rear hydrostatic motors 13F to the hydrostatic pump 11.
  • FIG. 7 shows a work vehicle 701 according to a second embodiment.
  • the representation is simplified; in particular, the hydraulic components of the feed circuit are not included.
  • the elements similar or identical to those of the first embodiment, in particular illustrated in figure 2 And 3 carry the same reference number increased by 700.
  • the front drive unit 712F (respectively rear 712R) comprises a front transmission axle 732F (respectively rear 732R) equipped with a pair of front drive wheels 708F (respectively rear 708R), and a front hydrostatic motor 713F (respectively rear 712R). respectively rear 713R) coupled to the front transmission bridge 732F (respectively rear 732R).
  • the front 732F and rear 732R hydrostatic motors are mounted in parallel.
  • the front hydrostatic motor 13F has a fixed displacement D m (f) and the rear hydrostatic motor 13R has a fixed displacement D m (r) .
  • the switching device 720 comprises a single solenoid valve 721, interposed between the discharge port of the hydrostatic pump 711 and the inlet port of the rear hydrostatic motor 713R.
  • the slow moving drive is four-wheel drive 708F, 708R, the solenoid valve 721 being in the first position I so that all the hydrostatic motors, front 713F and rear 713R, are supplied with hydraulic fluid by the hydrostatic pump 711.
  • the fast moving drive is two-wheel drive 708F, the solenoid valve 721 being in the second position II so that only the front hydrostatic motor 713F is supplied with hydraulic fluid by the hydrostatic pump 711.
  • the control of the switching device 720 and the rotation speed of the electric motor 709 by the control unit 725 is identical to that which was previously described.
  • the control unit 725 controls, on the one hand, the switching device 720 so as to switch the driving displacement of the rear drive unit 712R variable in movement as a function of a switching speed V C and pilot, on the other hand, the speed of the engine 709 in response to a switching of said driving displacement, generating a variation in the total engine displacement D ⁇ between its maximum value D ⁇ ,max and its minimum value D ⁇ ,min .
  • FIG 8 shows a work vehicle 801 according to a third embodiment.
  • the representation is simplified; in particular, the hydraulic components of the feed circuit are not included.
  • the elements similar or identical to those of the first embodiment, in particular illustrated in figure 2 And 3 carry the same reference number increased by 800.
  • the hydrostatic kinematic chain is structurally identical to that of the first embodiment illustrated in figure 2 And 3 , but the front 813F and rear 813R hydrostatic motors are double displacement.
  • the switching device 820 comprises specific displacement regulators 833F, 833R configured to selectively switch the front hydrostatic motors 813F, respectively rear 813R, in a first displacement D m1 (f) , respectively D m1 (r) , for the drive in rapid movement, and in a second displacement D m2 (r) , respectively D m2 (f) , for slow movement drive of the work vehicle 1.
  • the first displacement value D m1 (f) , D m1 (r) is strictly less than the second displacement value D m2 (f) , D m2 (r) .
  • the front drive units 812F and rear drive units 812R are variable drive units.
  • the engine displacement of the front 812F, respectively rear 812R drive unit varies between a minimum value of 2 x D m1 (r) , respectively 2 x D m1 (r) , and a maximum value of 2 x D m2 (f) , respectively 2 x D m2 (r) .
  • the slow travel drive is a four-wheel drive travel drive 808F, 808R in which all hydrostatic motors, front 813F and rear 813R, are supplied with hydraulic fluid by the hydrostatic pump 811 in their second displacement D m2 (f) , D m2 (r) .
  • the fast travel drive is also a four-wheel drive travel drive 808F, 808R, but in which all the hydrostatic motors, front 813F and rear 813R, are supplied with hydraulic fluid by the hydrostatic pump 811 in their first displacement D m1 ( f) , D m1 (r) .
  • the control unit 825 also controls the speed of the engine 809 in response to a switching of the variable engine displacements. Variation of rotation speed of the engine 809 makes it possible to control the corresponding variation in the total engine displacement D ⁇ between its maximum value D ⁇ ,max and its minimum value D ⁇ .min .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
EP23217906.9A 2022-12-21 2023-12-19 Elektrisches arbeitsfahrzeug mit hydrostatischem antriebsstrang Active EP4389687B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2214182A FR3144126B1 (fr) 2022-12-21 2022-12-21 Véhicule de travail électrique comportant une chaîne cinématique hydrostatique

Publications (3)

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EP4389687A1 true EP4389687A1 (de) 2024-06-26
EP4389687C0 EP4389687C0 (de) 2025-06-18
EP4389687B1 EP4389687B1 (de) 2025-06-18

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110198141A1 (en) * 2010-02-16 2011-08-18 Genie Industries, Inc. Hydraulic electric hybrid drivetrain
DE102010010578A1 (de) * 2010-03-08 2011-09-08 Mkf Gmbh & Co. Kg Hydrostatisch-elektrischer Antrieb, Flurförderfahrzeug mit einem solchen Antrieb
US20120023924A1 (en) * 2010-07-30 2012-02-02 Genie Industries, Inc. Variable hydraulic system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110198141A1 (en) * 2010-02-16 2011-08-18 Genie Industries, Inc. Hydraulic electric hybrid drivetrain
DE102010010578A1 (de) * 2010-03-08 2011-09-08 Mkf Gmbh & Co. Kg Hydrostatisch-elektrischer Antrieb, Flurförderfahrzeug mit einem solchen Antrieb
US20120023924A1 (en) * 2010-07-30 2012-02-02 Genie Industries, Inc. Variable hydraulic system

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FR3144126B1 (fr) 2025-02-21
EP4389687C0 (de) 2025-06-18
FR3144126A1 (fr) 2024-06-28
EP4389687B1 (de) 2025-06-18

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