# US 2014/0190157 A1 · Drive Train Of A Vehicle > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 2014/0190157 A1 - Document ID: US20140190157A1 - Status: Published application - Kind: A1 - Application number: 14/082,854 - Filed: 2013-11-18 - Published: 2014-07-10 - Earliest claimed: 2012-11-22 - Assignees: Linde Hydraulics GmbH & Co. KG - Applicants: Linde Hydraulics GmbH & Co. KG - Inventors: Lukas Krittian; Martin Steigerwald; Martin Oberhausser; Alfred Langen - Web page: https://patentgrep.com/patent/US20140190157A1 ## CPC - F15B 1/024: {used as a supplementary power source, e.g. to store energy in idle periods to balance pump load} - B60K 6/12: by means of a chargeable fluidic accumulator - B60K 6/46: Series type - B60W 10/30: including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps - E02F 9/2066: {of the type combustion engines} - E02F 9/2217: {with energy recovery arrangements, e.g. using accumulators, flywheels} - E02F 9/2292: {Systems with two or more pumps} - F02N 7/00: Starting apparatus having fluid-driven auxiliary engines or apparatus - F02N 11/0814: {comprising means for controlling automatic idle-start-stop} - Y02T 10/62: Hybrid vehicles - F15B: SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR - B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - E02F: DREDGING; SOIL-SHIFTING (winning peat E21C49/00) - F02N: STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A drive train (1) has an internal combustion engine (2), a traction drive (3), and working hydraulics (4) having at least one hydraulic pump (7). A connecting line (26) leads to a hydraulic accumulator (25) and is connected to a delivery line (10) of the hydraulic pump (7) that leads to the working hydraulics (4). A shutoff valve (30) is located in the connecting line (26). The shutoff valve (30) is a check valve (31) that opens automatically and as a function of the pressure to allow a flow to the hydraulic accumulator (25). A pressure relief valve (32) is operatively associated with the connecting line (26) between the shutoff valve (30) and the hydraulic accumulator (25). ## Claims ### Claim 1 A drive train of a vehicle, comprising: an internal combustion engine; a traction drive driven by the internal combustion engine; working hydraulics driven by the internal combustion engine, wherein the working hydraulics include at least one hydraulic pump driven by the internal combustion engine, which at least one hydraulic pump is operable as a pump and as a motor, wherein the hydraulic pump, when operated as a pump, sucks hydraulic fluid from a tank on a suction side of the hydraulic pump and delivers into a delivery line that leads to the working hydraulics, and wherein the hydraulic pump, when operated as a motor, forms a hydraulic starter of a start-stop function to start the internal combustion engine and is supplied with hydraulic fluid from a hydraulic accumulator on the suction side; a connecting line that leads to the hydraulic accumulator is connected to the delivery line of the hydraulic pump that leads to the working hydraulics; a shutoff valve located in the connecting line, wherein the shutoff valve opens automatically and as a function of pressure to allow a flow to the hydraulic accumulator; and a pressure relief valve operatively associated with the connecting line between the shutoff valve and the hydraulic accumulator. ### Claim 2 (depends on 1) The drive train as recited in claim 1, including a flow control device located in the connecting line. ### Claim 3 (depends on 1) The drive train as recited in claim 1, wherein located in the delivery line of the hydraulic pump that leads to the working hydraulics is a charging valve that throttles the delivery line to charge the hydraulic accumulator, and wherein the connecting line is connected to the delivery line upstream of the charging valve. ### Claim 4 (depends on 3) The drive train as recited in claim 3, wherein the charging valve is a retarder valve which, during braking operation of the vehicle, is actuated into a throttle position that throttles the delivery line. ### Claim 5 (depends on 1) The drive train as recited in claim 1, wherein a connection of the hydraulic accumulator with the suction side of the hydraulic pump is controlled by an electrically actuated control valve. ### Claim 6 (depends on 5) The drive train as recited in claim 5, wherein the control valve is located in a branch line which runs from the connecting line between the shutoff valve and the hydraulic accumulator to an intake line of the hydraulic pump, which intake line runs from the tank to the suction side of the hydraulic pump. ### Claim 7 (depends on 6) The drive train as recited in claim 6, including another shutoff valve located in the intake line that runs from the tank to the suction side of the hydraulic pump, which another shut off valve shuts off flow to the tank, and wherein the another shutoff valve is a check valve. ### Claim 8 (depends on 1) The drive train as recited in claim 1, including a pressure sensor operatively associated with the connecting line between the shutoff valve and the hydraulic accumulator. ### Claim 9 (depends on 1) The drive train as recited in claim 1, wherein the hydraulic pump supplies hydraulic fluid to a hydraulic steering device, and wherein a priority valve is operatively associated with the delivery side of the hydraulic pump for priority supply of the hydraulic steering system, and wherein the delivery line of the working hydraulics is connected to the output side of the priority valve. ### Claim 10 (depends on 1) The drive train as recited in claim 1, including a charge pump driven by the internal combustion engine, wherein the charge pump is operable as a pump and as a motor, wherein when the charge pump is operated as a pump sucks hydraulic fluid via a suction side from the tank and delivers into a charge pressure line that leads to a charging circuit, and wherein the charge pump when operated as a motor is supplied on the suction side with hydraulic fluid from the hydraulic accumulator. ### Claim 11 (depends on 10) The drive train as recited in claim 10, wherein the connection of the hydraulic accumulator with the suction side of the charge pump is controlled by an additional electrically actuated control valve. ### Claim 12 (depends on 11) The drive train as recited in claim 11, wherein the additional control valve is located in a branch line which leads from the connecting line between the shutoff valve and the hydraulic accumulator to an intake line of the charge pump, which intake line leads from the tank to the suction side of the charge pump. ### Claim 13 (depends on 12) The drive train as recited in claim 12, including a further shutoff valve that shuts off flow to the tank, wherein the further shutoff valve is a check valve located in the intake line that leads from the tank to the suction side of the charge pump. ### Claim 14 (depends on 10) The drive train as recited in claim 10, wherein the hydraulic pump of the working hydraulics and the charge pump have a common intake channel which connects the suction side of the hydraulic pump and the suction side of the charge pump with the tank and in which is located an intake channel shutoff valve in the form of a check valve that shuts off flow to the tank, wherein the hydraulic accumulator is connected by a common electrically actuated control valve with the common intake channel of the hydraulic pump and of the charge pump. ### Claim 15 (depends on 14) The drive train as recited in claim 14, wherein the common control valve is located in a branch line which runs from the connecting line between the shutoff valve and the hydraulic accumulator to the common intake channel of the hydraulic pump and of the charge pump. ### Claim 16 (depends on 10) The drive train as recited in claim 10, wherein the charge pump functions as a hydraulic starter to start the internal combustion engine and/or a booster drive to deliver torque to the drive train driven by the running internal combustion engine. ### Claim 17 (depends on 1) The drive train as recited in claim 1, wherein the hydraulic pump of the working hydraulics is selected from the group consisting of a constant displacement pump with a constant displacement volume and a variable displacement pump with a variable displacement volume. ### Claim 18 (depends on 1) The drive train as recited in claim 1, wherein the hydraulic pump is selected from the group consisting of an axial piston machine and a radial piston machine and a gear machine. ### Claim 19 (depends on 1) The drive train as recited in claim 1, wherein the shutoff valve is a check valve that opens to allow a flow to the hydraulic accumulator. ### Claim 20 (depends on 2) The drive train as recited in claim 2, wherein the flow control device is selected from the group consisting of a diaphragm and a throttle.