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WO2004092618A1 - Dispositif d'alimentation en huile pour le circuit hydraulique d'une boite de vitesses de vehicule et procede de commande ou de regulation de ce dispositif d'alimentation en huile - Google Patents

Dispositif d'alimentation en huile pour le circuit hydraulique d'une boite de vitesses de vehicule et procede de commande ou de regulation de ce dispositif d'alimentation en huile Download PDF

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Publication number
WO2004092618A1
WO2004092618A1 PCT/EP2004/003967 EP2004003967W WO2004092618A1 WO 2004092618 A1 WO2004092618 A1 WO 2004092618A1 EP 2004003967 W EP2004003967 W EP 2004003967W WO 2004092618 A1 WO2004092618 A1 WO 2004092618A1
Authority
WO
WIPO (PCT)
Prior art keywords
circuit
control
pump
line
pressure
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.)
Ceased
Application number
PCT/EP2004/003967
Other languages
German (de)
English (en)
Inventor
Adamis Panagiotis
Rainer Petersen
Lars Hofmann
Peter Tenberge
Jörg MÖCKEL
Hisashi Machida
Naser Emamdjomeh
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.)
NSK Ltd
Original Assignee
NSK Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by NSK Ltd filed Critical NSK Ltd
Publication of WO2004092618A1 publication Critical patent/WO2004092618A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefor
    • F16H61/0031—Supply of control fluid; Pumps therefor using auxiliary pumps, e.g. pump driven by a different power source than the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps; Pressure control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H2061/66286—Control for optimising pump efficiency

Definitions

  • Oil supply device for the hydraulic circuit of a vehicle transmission or method for controlling or regulating the oil supply device
  • the invention relates to an oil supply device for the hydraulic circuit of a vehicle transmission, in particular an automatic transmission, wherein a first pump and second pump as hydraulic pumps for conveying the oil, vzw. are provided via a filter from a tank, the first pump by a first shaft, vzw. the transmission input shaft or the motor output shaft is drivable, and wherein the hydraulic circuit has a low pressure and
  • the invention relates to a method for controlling or regulating the aforementioned oil supply device.
  • the high-pressure pump In the two-pump systems known in the prior art, the high-pressure pump must be designed for the maximum high-pressure volume flow.
  • this high-pressure volume flow for example in the case of stepless transmissions with looping or friction wheel variators, can be high for fast adjustment processes even at low engine speeds.
  • Automatic transmissions also require a sufficiently large volume flow for fast gear changes, which can occur even at low drive speeds.
  • a mechanically driven pump would also have to be relatively large, so it requires a large installation space in order to deliver a sufficient volume flow even at low drive speeds.
  • Even a pressure accumulator in the high-pressure system only slightly improves the performance balance. In order for the pressure memory not to become too large, its "peak pressure" must then be steep
  • the pressure-volume characteristic curve in the charging cycle is significantly higher than the maximum system pressure at which the pressure accumulator, for example directly after a switching operation, can even be approximately empty. The then possible high pressure difference between the pressure accumulator and the consumer is then reduced towards the consumer by reducing the pressure and is therefore lost as a loss. In addition, with the higher pressure level in the storage line, the leaks and thus the losses increase even further.
  • Oil under high pressure with relatively low volume flows is essentially required for the high pressure circuit, oil under relatively high volume flows under low pressure is required for the low pressure circuit.
  • the low-pressure circuit essentially supplies the pinions or gearwheels of the transmission of the vehicle and contributes to their lubrication or cooling.
  • the high-pressure circuit essentially realizes the actuation of the actuators, in particular hydraulically, and is therefore used in the transmission for
  • a pressure supply for a transmission is known (DE 100 14 731 Cl), a first pump being driven by the drive shaft of the transmission, ie being designed as a driven mechanical pump, and a second pump being provided as an electrically operated pump. Both pumps are controlled or operated in such a way that the hydraulic circuit is supplied appropriately for the different driving conditions of the motor vehicle.
  • An oil supply device is also known (DE 100 28 074 A1), which has a first pump driven by the internal combustion engine and an additional second electric pump.
  • the oil supply device For the execution of the oil supply device or for the control thereof, it is now important that the individual hydraulic circuits, that is to say the low pressure circuit and also the high pressure circuit, are adequately supplied with oil, that is to say with the corresponding volume flow including the corresponding pressure.
  • the oil supply device and the method for controlling it must be implemented as optimally as possible from an economic / ecological point of view, in particular also taking into account the efficiency of the two pumps. From an energetic point of view, this has not yet been optimal in the prior art.
  • the invention is therefore based on the object of designing and developing the aforementioned oil supply device and the method for controlling it in such a way that the first and second pumps are designed or constructed and / or controllable in such a way that the overall efficiency of the system is increased as well as the control effort and the associated costs are reduced.
  • the second pump can be driven by a second shaft and that a hydraulic control / regulation circuit is provided, that the control / regulation circuit has at least one first and one second input line and one has first and a second output line, each of the two pumps being connected to an input line in each case, and the low pressure circuit being able to be supplied by the first output line and the high pressure circuit being able to be supplied by the second output line.
  • the control / regulation circuit has at least one first and one second input line and one has first and a second output line, each of the two pumps being connected to an input line in each case, and the low pressure circuit being able to be supplied by the first output line and the high pressure circuit being able to be supplied by the second output line.
  • the first pump is now driven by a first shaft and - now - the second pump is also driven by a second shaft.
  • both pumps are now vzw. mechanically driven. This eliminates the Control effort for a purely electrically driven pump, but now both pumps, ie the first and the second pump, are controlled in this way and the hydraulic circuit with the components provided here is designed such that the low-pressure circuit is essentially fed by the first pump and the high pressure circuit is essentially fed by the second pump.
  • the high-pressure circuit can also be fed by the first pump or only by the first pump in addition to the second pump, which will be explained in detail below becomes.
  • the first pump should be able to supply the low pressure circuit for lubrication and cooling adequately in all operating conditions.
  • the volume flow of the first pump is as small as possible for these operating states, but is sufficiently dimensioned.
  • the additional second pump (high pressure pump) is designed so that it can supply the high pressure circuit for high forces and fast movements of the actuators in the main operating states, which take up approx. 70% to 80% of the operating time.
  • the two-pump system dimensioned here is therefore cheaper than a single-pump system in which the entire volume flow is first biased to high pressure and then the larger proportion of low pressure is expanded to low pressure again.
  • the two-pump system described here is also more energy-efficient than a two-pump system with "rigid assignment" of the pumps to the low-pressure or high-pressure circuit for all operating states, as was previously customary in the prior art.
  • the two-pump system described here is so designed that when the supply of the high pressure circuit through the second
  • the first pump also supplies the high pressure circuit.
  • the operating states of the vehicle are recognized automatically and quickly, namely here by means of the hydraulic control and / or regulating circuit provided according to the invention, which is referred to below as "control / regulating circuit".
  • control / regulating circuit The effort for the sensors and actuators is therefore as low as possible So that costs, weight and reaction times of the system are minimized.
  • a corresponding microprocessor can be provided, in particular for detecting and forwarding the corresponding electrical / electronic switching signals, or a high pressure sensor etc. for controlling the existing electrically operated valves.
  • Car wash i.e. the corresponding second pump is operated when the engine is not running.
  • the second pump therefore supplies the high pressure circuit alone, with the hydraulic control provided in all other operating states in which the second pump is not sufficient to supply the high pressure circuit.
  • Fig. 1 is a schematic representation of the oil supply device or the system implemented here for controlling the corresponding oil supply device for a vehicle transmission.
  • the oil supply device 1 shows an oil supply device 1 or a “hydraulic diagram” for the oil supply device 1 for the hydraulic circuit of a vehicle transmission, not shown here.
  • the oil supply device 1 is used to supply a hydraulic circuit of a vehicle transmission, in particular an automatic transmission vzw. via the common suction line 29.
  • the oil supply device 1 has a first pump 6 and a second pump 8 as hydraulic pumps for conveying the oil, vzw. via a filter 10 from a tank 11.
  • the first pump 6 is by a first shaft 7, vzw. driven by the transmission input shaft or the motor output shaft, the hydraulic circuit having a low-pressure circuit 2 and a high-pressure circuit 4, which are shown schematically here and can each discharge the oil back to the tank 11, which is not shown here.
  • the second pump 8 can be driven by a second shaft 9 and in that a hydraulic control / regulation circuit 12 is provided, that the control / regulation circuit 12 has at least one first and one second input line
  • the low-pressure circuit 2 ie the oil present here with the corresponding low pressure, is used for the supply, namely for the lubrication and / or cooling of the corresponding components of the transmission, in particular the automatic transmission of the motor vehicle.
  • the high-pressure circuit 4 that is to say the oil which is under high pressure here, essentially serves to supply, in particular to activate and / or deactivate the corresponding actuators provided in the transmission, so that corresponding circuits or continuously variable transmission positions can also be implemented in the transmission. It is now necessary to generate pressure according to requirements with an optimal efficiency, ie oil in the high-pressure circuit 4 should circulate at a relatively high pressure and at a relatively low volume flow, with oil under low pressure circulating in the low-pressure circuit 2 with a relatively high volume flow.
  • the need-based pressure generation is realized via the first pump 6 or the second pump 8, which will be described in the following: At the start of the vehicle engine, the vzw. is connected directly to the first shaft 7, the first pump 6 is driven immediately. If the second shaft 9 is not yet rotating, the second pump 8 still does not deliver any volume flow. However, the first and the second pumps 6 and 8 can be controlled in this way and the hydraulic control circuit 12, which is shown here with the dashed line
  • Border is limited, is designed such that the low-pressure circuit 2 can be fed essentially by the first pump 6 and the high-pressure circuit 4 can be fed essentially by the second pump 8, the high-pressure circuit 4 additionally or exclusively by in certain driving conditions of the motor vehicle the first pump 6 can be fed.
  • the control circuit 12 now has a first subcircuit, the higher of the two pressures of the first or second pump 6 or 8, vzw. in the start-up state of the vehicle connects to the high-pressure circuit 4 or also connects the two pumps 6 and 8 to the high-pressure circuit 4, whom " both
  • This first subcircuit now contains three hydraulic lines, namely a first line 22, which is directly connected to the first pump 6, the second input line 36 by the second pump
  • the first subcircuit furthermore has a first check valve 15, which releases the flow from the first pump 6 to the second output line 5, a second check valve 16 also being provided - Is seen that releases the flow from the second pump 8 to the second output line 5. So then flows during the first sub-circuit, vzw. in the start-up state of the motor vehicle, the volume flow from the first pump 6 via the first input line 35 into the first line 22 and via the first check valve 15 into the second output line 5, since the pressure control valve 13 is still in this driving state by the spring 14 in the "flow" position The second check valve 16 prevents oil from flowing back into the tank 11 through the second pump 8, which has not yet been operated.
  • the oil then flows through the second outlet line 5 into the high-pressure circuit 4, where it builds up a corresponding pressure
  • This pressure also acts in the corresponding control lines of the control Z control circuit 12, which are shown here in dashed lines, namely in the first control line 25, in the fourth control line 23 and in the corresponding hydraulic lines, in particular in the first partial region 26a of the second line 26.
  • the second line 26 has three sections, namely the
  • Subregions 26a, 26b and 26c are also provided within the control Z-control circuit 12, namely a third control line 27 including a plurality of branches and a second control line 28 which connects corresponding valves to one another, which will be explained in the following. It is a
  • Diaphragm valve 17 is provided, to which a control line (not designated in more detail) leads from the partial region 26a of the second line 26, so that in the switching position loaded by the spring 18, the high pressure in the partial region 26b or in the third control line 27 builds up somewhat laterally.
  • the pressure control valve is in particular when the motor vehicle is started
  • the control Z control circuit 12 now has a second subcircuit which limits the pressure in the high pressure circuit 4 to an adjustable value and for this purpose releases the second line 26 into the low pressure circuit 2 for the excess oil.
  • the second subcircuit has the pilot valve 19 and the main control valve 30 as well as the high-pressure sensor 37, the first control line 25 being connected in terms of flow with the second control line 28 via the pilot valve 19 in a first switching position.
  • the second switching position of the pilot valve 19 shown in FIG. 1 the second control line 28 is connected to a tank by the force of the spring 24, vzw. even fluidly connected to the tank 11.
  • the oil under pressure can flow out of the second control line 28, so that the second control line 28, vzw. is in a depressurized state.
  • Vzw. the pilot valve 19 is initially energized, so that here the first control line 25 is fluidly connected to the second control line 28. Now measure the high pressure sensor 37 that there is sufficient pressure in the high pressure circuit 4, it gives a corresponding signal, vzw. via a microprocessor to the pilot valve 19, so that the pilot valve 19 is increasingly moved from its first switching position to the second switching position via sliding intermediate positions, that is to say it is blocked. As a result, the second
  • the main control valve 30 previously held in the closed position is now increasingly being opened, that is to say brought into its second switching position, in which the flow from the second line 26, in particular from the partial region 26b to the first output line 3 is made possible via the further partial area 26c.
  • the second subcircuit of the control Z control circuit 12 thus comprises the vzw. electrically controlled pilot valve 19, which regulates the pressure in the second control line 28 relative to the high pressure in the first control line 25.
  • Vzw. in the de-energized state the pilot valve 19 is in its second switching position by the force of the spring 24, so that the second control line 28 is relieved of pressure in the corresponding tank.
  • Nzw. in the energized state the pilot valve 19 opens and assumes the first switch position, where the second control line 28 is connected to the first control line 25. The higher the required high pressure is to be, the more the pilot valve 19 is energized, the smaller the pressure difference in the second and third is
  • Control lines 28 and 27 As already explained above, the pressures of the second and third control lines 28 and 27 act on the main control valve 30, which - as shown in FIG. 1 - is held in the "flow blocked” position by the spring 31. This main control valve 30 only moves in the direction of the "flow open” position when the control pressure in the third
  • Control line 27 is so much higher than the corresponding pressure in the second control line 28, so that the corresponding force from this pressure difference becomes greater than the force of the spring 31 and the main control valve 30 thus opens.
  • the opening pressure for the main control valve 30 can thus be adjusted via the electrical energization of the pilot valve 19. This energization is controlled via the high pressure measured with the high pressure sensor 37 in the first control line 25.
  • the pilot-operated main control valve 30 opens a little in the manner explained above and leaves the excess volume flow from the second output line 5 via the second line 26 flow into the first outlet line 3 to the low pressure circuit 2.
  • the low-pressure circuit 2 is now filled with this oil until the pressure also rises here.
  • the control Z control circuit 12 now has a third subcircuit, which measures the volume flow that flows from the high pressure circuit 4 into the low pressure circuit 2 via the second subcircuit.
  • the orifice valve 17 is provided for this.
  • This orifice valve 17 is held in the "orifice in flow” position by the force of a spring 18.
  • the valve position of the orifice valve 17 is determined by the force of the spring 18 on the basis of the pressures in the second line 26, namely in the partial area 26a or partial area 26b
  • the partial area 26a which is connected to the second outlet line 5 in terms of flow, is connected via a diaphragm to the partial area 26b leading to the main control valve 30.
  • the control Z control circuit 12 has a fourth subcircuit which, depending on the volume flow that flows via the second subcircuit from the high pressure circuit 4 into the low pressure circuit 2, actuates a pressure control valve 13 which connects the first pump 6 directly to the low pressure circuit 2.
  • the fourth sub-circuit has the pressure control valve 13 which, in a first switching position held by the force of a spring 14, blocks the flow from a third line 21, which is connected directly to the first input line 35 and the first pump 6, to the first output line 3 , and wherein the pressure control valve 13 via the differential pressure between the fourth control line 23, which is connected to the second output line 5, and the third control line 27 against the force of the spring 14 is displaceable in a second switching position.
  • the control Z control circuit 12 now has a fifth subcircuit which limits the pressure in the low pressure circuit 2 and directs the excess oil directly into a suction line 29 to the first and second pumps 6 and 8.
  • the fifth subcircuit has a pressure relief valve 32 which is arranged between the first output line 3 and a suction line 29, at least the first pump 6 sucking in oil from this suction line 29.
  • control-regulating circuit 12 has a sixth sub-circuit which dampens the vibrations in the high-pressure circuit 4.
  • the sixth subcircuit has a pressure accumulator 33, which is connected to the second output line 5 via a throttle 34.
  • the second pump 8 When the vehicle is running, the second pump 8 is also driven via the second shaft 9. With increasing speed, this second pump 8 pumps more oil than is necessary for its own internal leaks. A corresponding pressure then builds up in front of the check valve 16 in the second inlet line 36. When the high pressure is reached, this check valve 16 opens and the second pump 8 pumps in addition to the first pump 6 into the high pressure circuit 4. If more oil is now pumped than the high pressure circuit 4 requires, more and more oil flows through the orifice of the orifice valve 17. The pressure difference between the sub-area 26a and the sub-area 26b of the line 26 increases, and with it the pressure difference between the control lines 23 and 27. Thus, the pressure control valve 13 opens and goes into its "flow open" position ".
  • the second pump 8 can supply the high-pressure circuit 4 alone, the high pressure no longer drops.
  • the pressure in the fourth control line 23 remains stable.
  • the pressure control valve 13 opens completely and connects the first pump 6 to the low-pressure circuit 2. Since the Pressure at the first pump 6 drops, the first check valve 15 closes. The first pump 6 then only supplies the low pressure circuit 2.
  • the high pressure circuit 4 is then only supplied by the second pump 8.
  • the low pressure is limited by the spring-loaded pressure relief valve 32. After this pressure relief valve 32, the excess oil flows back into the suction line 29, from which both pumps 6 and 8 suck. Thus, only the oil actually used and returned to the tank 11 has to be sucked in again through the filter 10.
  • the second pump 8 delivers a volume flow that is proportional to the speed of the second shaft 9. If the volume flow is required to be greater than in the high-pressure circuit 4, more and more volume flow must always be via the orifice valve 17 and the main control valve
  • a further pressure relief valve (not shown in FIG. 1) can be arranged between the high-pressure circuit 4 and the tank. This valve would then be set to the maximum permissible high pressure.
  • the first and second pumps 6 and 8 are expediently designed such that the second pump 8 can supply the high-pressure circuit 4 in the main operating range of the vehicle at normal temperatures and speeds which have a high proportion of time. At high temperatures and very low speeds, as well as rare operating conditions with a high high-pressure volume flow, the first pump 6 should also supply the high-pressure circuit 4. Otherwise, the first pump 6 is only to be designed for the low-pressure volume flow. In the high proportion of time in which the second pump 8, which is thus smaller, supplies the high-pressure circuit 4 alone, the volume flow from the first pump
  • the second pump 8 is driven by the second shaft 9, namely by the shaft of the transmission of the vehicle, which has a fixed speed ratio to the output shaft of the motor vehicle. This has the advantage that the transmission is also supplied with oil if the vehicle is being towed with the internal combustion engine stopped. This is for example when towing or when

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un dispositif d'alimentation en huile (1) ainsi qu'un procédé permettant de commander ou de réguler ledit dispositif d'alimentation en huile pour le circuit hydraulique d'une boîte de vitesses de véhicule, en particulier d'une boîte de vitesses automatique. Le dispositif selon l'invention comprend une première pompe (6) ainsi qu'une deuxième pompe (8) qui servent de pompes hydrauliques pour transporter l'huile contenue dans un réservoir (11), de préférence en la faisant passer par un filtre (10). Ladite première pompe (6) peut être entraînée par un premier arbre (7), de préférence par l'arbre d'entrée de la boîte de vitesses ou l'arbre de sortie du moteur, et ledit circuit hydraulique comporte un circuit basse pression (2) ainsi qu'un circuit haute pression (4). Le dispositif d'alimentation en huile (1) ainsi que ledit procédé sont améliorés comme suit : la deuxième pompe (8) peut être entraînée par un deuxième arbre (9), et un circuit de commande/régulation hydraulique (12) est prévu ; ce circuit de commande/régulation (12) comporte au moins une première et une deuxième ligne d'entrée (35, 36) ainsi qu'une première et un deuxième ligne de sortie (3, 5), chacune desdites deux pompes (6, 8) étant raccordée à respectivement une ligne d'entrée (35 ou 36) ; le circuit basse pression (2) peut être alimenté par la première ligne de sortie (3) tandis que le circuit haute pression peut être alimenté par la deuxième ligne de sortie (5).
PCT/EP2004/003967 2003-04-17 2004-04-15 Dispositif d'alimentation en huile pour le circuit hydraulique d'une boite de vitesses de vehicule et procede de commande ou de regulation de ce dispositif d'alimentation en huile Ceased WO2004092618A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10318152.0A DE10318152B4 (de) 2003-04-17 2003-04-17 Ölversorgungsvorrichtung für den Hydraulikkreislauf eines Fahrzeuggetriebes bzw. Verfahren zur Steuerung oder Regelung der Ölversorgungsvorrichtung
DE10318152.0 2003-04-17

Publications (1)

Publication Number Publication Date
WO2004092618A1 true WO2004092618A1 (fr) 2004-10-28

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PCT/EP2004/003967 Ceased WO2004092618A1 (fr) 2003-04-17 2004-04-15 Dispositif d'alimentation en huile pour le circuit hydraulique d'une boite de vitesses de vehicule et procede de commande ou de regulation de ce dispositif d'alimentation en huile

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DE (1) DE10318152B4 (fr)
WO (1) WO2004092618A1 (fr)

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EP1722121A1 (fr) * 2005-05-09 2006-11-15 HOERBIGER Antriebstechnik GmbH Embrayage double hydraulique
EP1881222A1 (fr) 2006-07-17 2008-01-23 HOERBIGER Antriebstechnik GmbH Procédé de commande d'un système hydraulique de commande pour transmission à double embrayage, et système hydraulique de commande pour transmission à double embrayage
WO2008106927A1 (fr) * 2007-03-07 2008-09-12 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dispositif hydraulique conçu pour commander une boîte de vitesses à double embrayage d'un véhicule à moteur
WO2010012757A3 (fr) * 2008-07-29 2010-04-01 Zf Friedrichshafen Ag Transmission d'un organe d'entraînement
EP2286116A4 (fr) * 2008-05-09 2011-09-28 Volvo Lastvagnar Ab Procédé et dispositif destinés à assurer la lubrification d'une transmission manuelle automatisée dans un véhicule
WO2013061129A1 (fr) * 2011-10-24 2013-05-02 Eaton Corporation Système de distribution hydraulique utilisant une pompe double
CN103174816A (zh) * 2013-04-03 2013-06-26 湘潭大学 一种压差控制式无级变速器流量主动控制系统
CN103174826A (zh) * 2013-04-03 2013-06-26 湘潭大学 一种比例控制式无级变速器流量主动控制系统
US8943818B2 (en) 2009-05-13 2015-02-03 Toyota Jidosha Kabushiki Kaisha Hydraulic device for stepless transmission
US9488285B2 (en) 2011-10-24 2016-11-08 Eaton Corporation Line pressure valve to selectively control distribution of pressurized fluid
CN116221208A (zh) * 2022-09-09 2023-06-06 奇瑞汽车股份有限公司 用于混动变速箱的液压系统及汽车
CN117072505A (zh) * 2023-10-18 2023-11-17 山河智能特种装备有限公司 一种炉前设备及其节能液压行走闭式系统
AT526807A1 (de) * 2023-08-22 2024-07-15 Vds Holding Gmbh Ölversorgungsvorrichtung für den hydraulikkreislauf eines getriebes
DE102023202156A1 (de) * 2023-03-10 2024-09-12 Zf Friedrichshafen Ag Hydraulisches System für ein Kraftfahrzeug

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DE102005029963B4 (de) 2005-06-28 2018-10-11 Volkswagen Ag Hydraulikkreislauf für ein Getriebe eines Kraftfahrzeuges
DE102005050478A1 (de) * 2005-10-21 2007-04-26 Volkswagen Ag Hydraulisches Fördersystem für druckbetriebene Verbraucher
DE102006024372A1 (de) * 2006-05-24 2007-12-06 Zf Friedrichshafen Ag Verfahren zur fluidgestützten Steuerung einer Getriebestelleinheit und Vorrichtung hierfür
DE102007024751A1 (de) * 2007-05-26 2008-11-27 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug mit einem Getriebe und einer Ölversorgungseinrichtung zur Versorgung des Getriebes mit Getriebeöl
DE102008040269A1 (de) * 2008-07-09 2010-02-18 Zf Friedrichshafen Ag Verfahren zur Erkennung einer Fehlfunktion des Druckbegrenzungsventils für den Getriebekühler in einem Doppelkupplungsgetriebe
DE102008043734B4 (de) 2008-11-14 2023-05-04 Zf Friedrichshafen Ag Getriebevorrichtung mit einem eine Getriebehauptpumpeneinrichtung aufweisenden Hydrauliksystem
US8347618B2 (en) * 2009-05-13 2013-01-08 Deere & Company Dual pump hydraulic system
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DE102015215930B4 (de) * 2015-08-20 2024-07-25 Zf Friedrichshafen Ag Hydrauliksystem eines Automatgetriebes
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NL2018732B1 (en) 2017-04-18 2018-10-29 Punch Powertrain Nv a hydraulic system for a vehicle, a vehicle transmission, and method for operating a vehicle transmission
DE102017219198A1 (de) 2017-10-26 2019-05-02 Zf Friedrichshafen Ag Hydrauliksystem für ein Kraftfahrzeuggetriebe
EP3477159A1 (fr) 2017-10-26 2019-05-01 ZF Friedrichshafen AG Système hydraulique pour une transmission de véhicule automobile
CN111279102B (zh) * 2017-10-26 2023-05-16 采埃孚股份公司 用于机动车辆变速器的液压系统
DE102018219170A1 (de) 2018-11-09 2020-05-14 Volkswagen Aktiengesellschaft Ölsystem, insbesondere Ölsystem für ein Kraftfahrzeug, mit einem Niederdruckzweig und mit einem Hochdruckzweig
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CN103174826A (zh) * 2013-04-03 2013-06-26 湘潭大学 一种比例控制式无级变速器流量主动控制系统
CN103174816A (zh) * 2013-04-03 2013-06-26 湘潭大学 一种压差控制式无级变速器流量主动控制系统
CN116221208A (zh) * 2022-09-09 2023-06-06 奇瑞汽车股份有限公司 用于混动变速箱的液压系统及汽车
DE102023202156A1 (de) * 2023-03-10 2024-09-12 Zf Friedrichshafen Ag Hydraulisches System für ein Kraftfahrzeug
AT526807A1 (de) * 2023-08-22 2024-07-15 Vds Holding Gmbh Ölversorgungsvorrichtung für den hydraulikkreislauf eines getriebes
CN117072505A (zh) * 2023-10-18 2023-11-17 山河智能特种装备有限公司 一种炉前设备及其节能液压行走闭式系统
CN117072505B (zh) * 2023-10-18 2024-02-13 山河智能特种装备有限公司 一种炉前设备及其节能液压行走闭式系统

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