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WO2014117922A1 - Dispositif de transmission de véhicule automobile à système hydraulique - Google Patents

Dispositif de transmission de véhicule automobile à système hydraulique Download PDF

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Publication number
WO2014117922A1
WO2014117922A1 PCT/EP2014/000174 EP2014000174W WO2014117922A1 WO 2014117922 A1 WO2014117922 A1 WO 2014117922A1 EP 2014000174 W EP2014000174 W EP 2014000174W WO 2014117922 A1 WO2014117922 A1 WO 2014117922A1
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WO
WIPO (PCT)
Prior art keywords
pressure
valve
control
low
motor vehicle
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/EP2014/000174
Other languages
German (de)
English (en)
Inventor
Markus Brandenburg
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of WO2014117922A1 publication Critical patent/WO2014117922A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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
    • F16H57/0435—Pressure control for supplying lubricant; Circuits or valves therefor
    • 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
    • F16H57/0446—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps; Pressure control the supply forming part of the transmission control unit, e.g. for automatic transmissions
    • 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
    • F16H2061/0037—Generation or control of line pressure characterised by controlled fluid supply to lubrication circuits of the gearing

Definitions

  • the invention relates to a motor vehicle transmission device with a hydraulic system according to the preamble of claim 1.
  • DE 10 2009 005 750 A1 discloses a motor vehicle transmission device with a hydraulic system which has a high-pressure circuit for supplying actuators and a low-pressure circuit for supplying lubricant and / or coolant, and with a control device which has a low-pressure valve provided for from the high pressure circuit to derive an operating medium pressure for the low pressure circuit, and having a mode valve, which is provided for an adjustment between at least two different lubrication and / or cooling modes, which differ from each other with respect to a maximum amount of lubricant and / or coolant known.
  • High-pressure circuit for supplying actuators and a low-pressure circuit for lubricating and / or coolant supply has, and with a control device, the
  • Low-pressure valve which is intended to derive an operating medium pressure for the low pressure circuit from the high pressure circuit.
  • Low-pressure valve (12) at least one control volume (14), which is provided for the adjustment between different lubrication and / or cooling modes.
  • Control of operating modes is improved. It is by a motor vehicle transmission device according to the invention with a hydraulic system according to the
  • the invention relates to a motor vehicle transmission device with a
  • Hydraulic system having a high pressure circuit for supplying actuators and a low pressure circuit for supplying lubricant and / or coolant, and with a control device having a low pressure valve, which is intended to derive an operating pressure for the low pressure circuit from the high pressure circuit, and a mode valve which is provided for an adjustment between at least two different lubrication and / or cooling modes, which differ from each other with respect to a maximum amount of lubricant and / or coolant.
  • Control volume of the operating mode valve are connected in parallel to a control valve.
  • a "high-pressure circuit” should be understood to mean, in particular, a system of hydraulic components which is used to guide and / or distribute operating equipment with an operating medium pressure
  • a low-pressure circuit is to be understood as meaning a system of hydraulic components which is provided for the management and / or distribution of equipment with an operating medium pressure which serves for lubricating and / or cooling transmission components, such as, for example, for lubricating a wheelset and / or cooling one
  • lubricant and / or coolant Operating medium pressures and / or different amounts of lubricant and / or coolant are set.
  • a quantity of lubricant and / or coolant should be understood here and below to mean, in particular, a resource volume flow per unit time.
  • control valve should be understood to mean, in particular, a valve which can be controlled electronically, such as, in particular, an electrically, electromechanically and / or electromagnetically actuated valve
  • Control volume of the operating mode valve in parallel to a pressure output of the control valve are connected, whereby the two control volumes are advantageously always acted upon with a same operating medium pressure.
  • control valve is designed as a proportional valve, which is provided for the variable adjustment of a control pressure.
  • proportional valve which is provided for the variable adjustment of a control pressure.
  • control device has an electronic control unit which is provided to set a control pressure of zero and at least two non-zero control pressures by means of the control valve.
  • control valve can be switched into at least three different switching positions, which are each associated with at least one of the lubrication and / or cooling modes.
  • the low-pressure valve has a second
  • Control volume which is for a regulation of the operating medium pressure in the
  • Low pressure circuit is provided at least at a control pressure of zero. Thereby, a self-day control of the operating medium pressure in the low-pressure circuit can be realized by the low-pressure valve, which can be adjusted by the first control volume of the low-pressure valve to the amount of resources required in the different lubrication and / or cooling modes.
  • first control volume and the second control volume act in opposite directions. This allows the demand-dependent setting of
  • Operating medium pressure in the low-pressure system can be particularly easily realized without a complex control, for example by an additional
  • Control valve necessary. By “acting in opposite directions” is meant in particular that a control pressure in the first control volume on a movable valve body exerts a force which is opposite to a force which exerts a control pressure in the second control volume on the movable valve body.
  • the low-pressure valve has a spring which acts in parallel to the control volume for adjustment between the different lubrication and / or cooling modes.
  • the spring the operating medium pressure
  • Low pressure valve sets when the control pressure in the first control volume is zero, be particularly easy to specify. In addition, a simple mechanical regulation of the operating medium pressure in the low-pressure circuit can thereby be realized.
  • the operating mode valve has two pressure inputs, which are connected in parallel to a pressure outlet of the low-pressure valve. This allows the
  • a pressure output can be provided, which is then connected in response to the lubrication and / or cooling mode with the corresponding pressure input, which can be provided at the pressure inputs and / or the pressure outputs screens over which a maximum amount of equipment can be set for the corresponding lubrication and / or cooling mode.
  • the motor vehicle transmission device has a cooler which is connected between the pressure outlet of the low-pressure valve and the
  • a change in the control pressure also affects an amount of operating fluid that flows through the radiator, whereby a change in the lubrication and / or cooling mode also causes a change in the cooling capacity.
  • the change in the cooling capacity is realized in particular by the connection of the low-pressure valve to the control valve, which can be dispensed with a separate valve for adjusting the cooling capacity.
  • a motor vehicle transmission device with at least three lubrication and / or cooling modes and a dependent cooling performance can thus be realized, which has only two valves for the change of the lubrication and / or cooling mode, which are designed as a slide, and that Low pressure valve and the
  • Supply of the low pressure circuit is provided.
  • Embodiment with an auxiliary pump can easily be provided a fourth lubrication and / or cooling mode.
  • a redundancy against failures of the main pump can be created via the additional pump.
  • the operating mode valve has a pressure input, which is connected to a pressure output of the auxiliary pump. This allows the resource, the provided by the auxiliary pump can be used directly for lubrication and / or cooling, whereby a high efficiency can be achieved.
  • the operating mode valve have a first pressure output for connecting a coupling supply and a second pressure output for connecting a wheelset supply.
  • the wheelset supply and the clutch supply can be fluidly separated from one another, in particular according to the operating mode valve, as a result of which, in particular, the clutch supply can be adapted to a necessary cooling power.
  • Fig. 1 is a hydraulic diagram of an inventive
  • Fig. 2 shows the hydraulic scheme in a lubrication and cooling mode, the one
  • Fig. 3 shows the hydraulic scheme in a lubrication and cooling mode, the one
  • Size cooling is associated with an input clutch.
  • Figures 1 to 4 show schematically a motor vehicle transmission device for an automatic or automated transmission of a motor vehicle.
  • Motor vehicle transmission device comprises a hydraulic system and a
  • the hydraulic system has a high pressure circuit 10 and a low pressure circuit 1 1.
  • the high pressure circuit 10 is used in particular for the actuation of actuators, such as gear actuators for actuating switching units, which are provided for the transmission of gears, and / or clutch actuators, which are provided for actuating an arranged between an internal combustion engine and a gear 29 of the transmission input clutch 30.
  • actuators such as gear actuators for actuating switching units, which are provided for the transmission of gears, and / or clutch actuators, which are provided for actuating an arranged between an internal combustion engine and a gear 29 of the transmission input clutch 30.
  • gear actuators for actuating switching units which are provided for the transmission of gears
  • clutch actuators which are provided for actuating an arranged between an internal combustion engine and a gear 29 of the transmission input clutch 30.
  • High pressure circuit 10 is not shown in detail.
  • the low pressure circuit 11 is provided for separate lubrication and cooling of the wheelset 29 and the cooling of the input clutch 30.
  • the input clutch 30 may be formed, for example, as a double clutch.
  • the electro-hydraulic control device is used in particular for adjustment
  • Control means an absolute pressure valve 31 and a high pressure valve 32.
  • the motor vehicle transmission device comprises a main pump 22 and a booster pump 23.
  • gear oil is used both for lubrication and cooling of the wheelset 29 and the input clutch 30 and for actuating the hydraulic actuators of the transmission is provided.
  • the absolute pressure valve 31 is disposed immediately after the main pump 22.
  • the absolute pressure valve 31 limits a discharged from the main pump 22
  • the absolute pressure valve 31 thus defines an operating medium pressure which can prevail as a maximum in the hydraulic system.
  • the absolute pressure valve 31 is formed as a spring-loaded control valve.
  • the high pressure valve 32 is formed as a control valve, which independently
  • the high-pressure valve 32 comprises a pressure input 33, which is connected to a pressure outlet 34 of the absolute pressure valve 31, a pressure outlet 35, to which the high pressure circuit 10 connects, and a pressure outlet 36, which is connected to a suction inlet 37 of the main pump 22.
  • the high pressure valve 32 includes a control volume 38, which with the
  • Pressure input 33 of the high-pressure valve 32 is connected, and a spring 39, which counteracts the control volume 38.
  • the control device further comprises a low-pressure valve 12, which is intended to derive from the high-pressure circuit 10, an operating medium pressure for the low-pressure circuit 11, and a mode valve 13, which is for an adjustment between
  • the different lubrication and cooling modes differ from each other in particular with respect to a maximum amount of lubricant and coolant. Basically, they are different different lubrication and cooling modes also with respect to a resource pressure in the low-pressure circuit 1 1 from each other.
  • the low pressure valve 12 is also provided for adjusting the different lubrication and cooling modes.
  • the low pressure valve 12 has a control volume 14, which is provided for the adjustment between the different lubrication and cooling modes.
  • a total of four different lubrication and cooling modes are adjustable by means of the low pressure valve 12 and the operating mode valve 13, which in particular with respect to one of
  • Input clutch 30 different amount of supplied resource. In the first lubrication and cooling mode, zero cooling is set for the input clutch 30. In the second lubrication and cooling mode, the input clutch 30 is a
  • Input clutch 30 set a maximum cooling.
  • a super-size cooling is set for the input clutch 30.
  • the different lubrication and cooling modes also influence one
  • the mode valve 13 comprises two control volumes 40, 41, three pressure inputs 18, 19, 24 and three pressure outputs 27, 28, 42. It further comprises a spring 43, the
  • Control volume 40 counteracts.
  • the control volume 41 acts parallel to the spring 43 and is connected to the pressure outputs 27, 28.
  • the control volume 41 is used for
  • Operating mode valve 13 is switchable into three different valve positions, i. It is designed as a 6/3-way valve.
  • the mode valve 13 is formed as a proportional valve. It is dependent on a pressure in the control volume 40
  • the low pressure valve 12 comprises a pressure input 44 and a pressure output 20. It is designed as a 2/2-way proportional valve.
  • the low-pressure valve 12 further comprises a spring 17 which acts in a same direction as the control volume 14.
  • the control volume 14 and the spring 17 are provided for increasing an amount of resource flowing through the low-pressure valve 12.
  • the low pressure valve 12 includes, in addition to the control volume 14 for switching the lubrication and cooling modes, a second control volume 16, which is for a regulation of the operating medium pressure for the
  • Low pressure circuit 11 at least at a control pressure of zero, is provided.
  • the second control volume 16 acts on the first control volume 14 and the spring 17th opposite.
  • the second control volume 16 limits the operating medium pressure in the low-pressure circuit 11. It is connected to the pressure outlet 20 of the low-pressure valve 12.
  • the pressure input 44 is connected to the high pressure system.
  • control device For controlling the low-pressure valve 12 and the operating mode valve 13, the control device comprises a control valve 15.
  • the control volume 40 of the operating mode valve 13 and the first control volume 14 of the low-pressure valve 12 are connected to the control valve 15.
  • Hydraulic system comprises a control line 45, to which the control volume 14 of the low-pressure valve 12 and the control volume 40 of the operating mode valve 13 are connected.
  • An operating medium pressure in the control line 45 is continuously adjustable by means of the control valve 15.
  • the control line 45 is connected to a pressure outlet 46 of the control valve 15.
  • a pressure input 47 of the control valve 15 is connected to the high-pressure circuit 10.
  • the control valve 15 is designed as a proportional valve, by means of which the control pressure in the control line 45 is variably adjustable.
  • the control valve 15 is formed as a 2/2-way valve.
  • the control valve 15 has an electronically controllable actuator 48, which is provided for adjusting the control pressure in the control line 45.
  • Control device comprises an electronic control unit, not shown in detail, to which the actuator 48 is connected.
  • the actuator 48 may be, for example
  • control unit is provided to set by means of the control valve 15 as the control pressure a value of zero and different values which are between zero and the operating medium pressure in the high-pressure circuit 10.
  • the motor vehicle transmission device For cooling the operating means, the motor vehicle transmission device comprises a cooler 21, which is fluidically connected between the pressure outlet 20 of the
  • Low-pressure valve 12 and the pressure inputs 18, 19 of the operating mode valve 13 is arranged.
  • the cooler 21 is disposed immediately after the low pressure valve 12, i. between the low pressure valve 12 and the radiator 21 no further valves are arranged. Between the radiator 21 and the mode valve 13, a filter 49 is arranged.
  • the cooler 21 and the filter 49 each include a bypass that opens when exceeding a defined pressure difference.
  • the pressure output 20 of the low pressure valve 12 is connected to the mode valve 13.
  • the two pressure inputs 18, 19 of the Operating mode valve 13 are connected to the pressure outlet 20 of the low pressure valve 12.
  • the third pressure input 24 of the operating mode valve 13 is connected to a
  • the mode valve 13 is supplied directly from the booster pump 23 with resources. To the main pump 22, the mode valve 13 is connected indirectly via the high-pressure circuit 10. The auxiliary pump 23 is also connected via a non-return valve to the pressure input 33 of the high-pressure valve 32. It can thereby provide on-demand supply of
  • High-pressure circuit 10 are provided, for example, in a failure of
  • Main pump 22 With respect to the pressure input 33 of the high-pressure valve 32, the main pump 22 and the auxiliary pump 23 are connected in parallel.
  • a supply line 50 for the cooling of the input clutch 30 is connected to the two pressure outputs 27, 28 of the operating mode valve 13.
  • the one pressure outlet 28 is provided in particular for the basic cooling of the input clutch 30.
  • the other pressure outlet 28 is particularly intended for maximum cooling and super-size cooling.
  • An orifice 51 which limits the amount of operating fluid in the basic cooling, is fluidly arranged between the pressure output 28 for the basic cooling and the input clutch 30.
  • 30 more orifices are arranged between the pressure outputs 27, 28 and the input clutch, are defined by the pressure ratios and resource quantities for the cooling of the input clutch 30 in all lubrication and cooling modes.
  • the hydraulic system comprises a central supply line 52, via which the entire operating means for lubrication and cooling of the wheelset 29 is guided.
  • the supply line 52 is connected directly to the pressure outlet 42 of the operating mode valve 13.
  • Low pressure valve 12 connected.
  • the cooler 21 and the filter 49 are included
  • the control unit In the first lubrication and cooling mode, which is associated with the zero cooling of the input clutch 30, the control unit by means of the control valve 15 in the control line 45, a control pressure of zero.
  • the mode valve 13 is thereby in the first Switched valve position, which is specified as the basic position by the spring 43.
  • the booster pump 23 is deactivated in the first lubrication and cooling mode.
  • Low pressure valve 12 is connected, and the pressure outputs 27, 28 to which the
  • Supply line 50 is connected to the input clutch 30, of a
  • control pressure in the control volume 14 of the low-pressure valve 12 is also zero in the first lubrication and cooling mode.
  • a valve position of the low-pressure valve 12 is thus defined in particular by the second control volume 16.
  • the control unit In the second lubrication and cooling mode, which is associated with the basic cooling of the input clutch 30, the control unit by means of the control valve 15 in the control line 45, a control pressure which is above zero, but at the same time is significantly lower than an operating medium pressure in the high-pressure circuit 10th
  • the operating mode valve 13 is thereby switched to the second valve position, which is designed as a middle position.
  • the pressure outlet 28, to which the supply line 50 for the input clutch 30 is connected via the diaphragm 51 is connected to the pressure input 19, which is connected to the low-pressure valve 12.
  • Supply line 50 adjusts an operating medium pressure, which depends on the control pressure and the operating medium pressure at the pressure output 28.
  • the amount of resource flowing to the input clutch 30 may be changed by means of the control pressure.
  • the control pressure By increasing the control pressure, the input quantity of the input clutch 30 is increased.
  • an increase in the control pressure leads to a reduction in the amount of operating fluid that is supplied to the wheel set 29, since with the increase in the control pressure, the pressure output 42, to which the wheel set 29 is connected, is decoupled from the pressure input 19.
  • control pressure in the control volume 14 of the low-pressure valve 12 is also greater than zero in the second lubrication and cooling mode.
  • the control pressure acts parallel to the spring 17, whereby the operating medium pressure to the pressure outlet 20 of the Low-pressure valve 12 increases in comparison to the first operating mode.
  • Low pressure valve 12 thereby provides a higher amount of equipment in the second lubrication and cooling mode than in the first lubrication and cooling mode.
  • the discharged from the low pressure valve 12 operating fluid flows through the radiator 21, which at the same time results in a change in the amount of equipment that flows through the radiator 21 with the change of the lubrication and cooling mode.
  • With the selected lubrication and cooling mode which depends in particular on the amount of equipment required for the input clutch 30 for cooling, thus also changes the cooling capacity, which is provided by the radiator 21 in the form of heat release.
  • High pressure circuit 10 corresponds.
  • the mode valve 13 is thereby in the third
  • Switched valve position which essentially corresponds to a complete actuation by the control volume 40.
  • the third valve position of the pressure input 24 of the operating mode valve 13 which is connected directly to the auxiliary pump 23, and the
  • the booster pump 23 is turned off in the third lubrication and cooling mode.
  • the pressure outlet 42 of the operating mode valve 13, to which the supply line 52 for the wheelset 29 is connected is decoupled from the low-pressure circuit 11 and the auxiliary pump 23.
  • the amount of equipment that is supplied to the wheel 29, is thus completely guided over the aperture 26, which is fluidically arranged between the pressure outlet 20 of the low pressure valve 12 and the supply line 52 for the wheelset 29.
  • the amount of resources that the wheelset 29th is thus particularly dependent on a diameter of the aperture 26 and the operating medium pressure, which prevails in the low-pressure circuit 1 1.
  • the controller sets by means of the control valve 15, the same control pressure, which is also set in the third lubrication and cooling mode.
  • the operating mode valve 13 is also switched to the third valve position in the fourth lubrication and cooling mode.
  • the auxiliary pump 23 is activated.
  • the two pressure inputs 18, 24 are connected to the pressure outlet 27, to which the supply line 50 for the input clutch 30 is connected.
  • the input clutch 30 is thus supplied via the low pressure valve 12 and the auxiliary pump 23 with resources.
  • the amount of resource supplied to the wheel set 29 is independent of the mode valve 13, even in the fourth lubrication and cooling mode. It depends mainly on the operating medium pressure in the low pressure circuit 1 1 and the
  • the medium pressure in the low pressure circuit 11 is slightly higher in the fourth lubrication and cooling mode than in the third lubrication and cooling modes, whereby the amount of resource supplied to the wheel set 29 is also slightly larger. Nevertheless, the amount of resource that is supplied to the input clutch 30, substantially larger than the amount of resources that is supplied to the wheel 29.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)

Abstract

L'invention concerne un dispositif de transmission de véhicule automobile pourvu d'un système hydraulique, comprenant un circuit haute pression (10) permettant l'alimentation d'actionneurs et un circuit basse pression (11) permettant l'alimentation en lubrifiant et/ou en réfrigérant. Le dispositif est également pourvu d'un système de commande comportant une soupape basse pression (12), laquelle est prévue pour évacuer du circuit haute pression (10) une pression moyenne de fonctionnement pour le circuit basse pression (11). Le système de commande comporte également une soupape sélectrice de fonctions (13), laquelle est prévue pour mettre en œuvre un passage entre au moins deux différents modes, à savoir un mode lubrification et/ou un mode refroidissement, ces derniers se différenciant l'un de l'autre par la quantité maximale de lubrifiant et/ou de réfrigérant. La soupape basse pression (12) comporte au moins un volume de commande (14), lequel est prévu pour mettre en œuvre le passage entre les différents modes de lubrification et/ou de refroidissement.
PCT/EP2014/000174 2013-02-02 2014-01-23 Dispositif de transmission de véhicule automobile à système hydraulique Ceased WO2014117922A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013001928.1A DE102013001928A1 (de) 2013-02-02 2013-02-02 Kraftfahrzeuggetriebevorrichtung mit einem Hydrauliksystem
DE102013001928.1 2013-02-02

Publications (1)

Publication Number Publication Date
WO2014117922A1 true WO2014117922A1 (fr) 2014-08-07

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PCT/EP2014/000174 Ceased WO2014117922A1 (fr) 2013-02-02 2014-01-23 Dispositif de transmission de véhicule automobile à système hydraulique

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DE (1) DE102013001928A1 (fr)
WO (1) WO2014117922A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20180087661A1 (en) * 2015-04-17 2018-03-29 Borgwarner Inc. Multi-pressure hydraulic control system for a step-gear automatic transmission
CN111173916A (zh) * 2018-11-09 2020-05-19 腓特烈斯港齿轮工厂股份公司 用于机动车变速器的液压系统的冷却优先阀
WO2020099026A1 (fr) * 2018-11-13 2020-05-22 Zf Friedrichshafen Ag Système hydraulique pour boîte de vitesses automatique
CN115875438A (zh) * 2023-03-03 2023-03-31 北京航空航天大学 一种混动传动系统主动精准冷却润滑分配结构与控制方法

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Publication number Priority date Publication date Assignee Title
JP6274292B1 (ja) 2016-11-09 2018-02-07 マツダ株式会社 油圧作動式変速機
JP6274293B1 (ja) * 2016-11-09 2018-02-07 マツダ株式会社 油圧作動式変速機
DE102017003552A1 (de) * 2017-04-12 2018-10-18 Daimler Ag Hydrauliksystem
CN110529584B (zh) * 2018-05-23 2021-02-05 广州汽车集团股份有限公司 动力系统冷却装置

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US5347886A (en) 1992-08-10 1994-09-20 Saturn Corporation Lubrication control with increased lubrication during shift and during cruise for a multi-plate friction device for an automatic transmission
US20040214686A1 (en) 2003-04-25 2004-10-28 Jatco Ltd Hydraulic control for automatic transmission
DE102009005750A1 (de) 2009-01-23 2010-07-29 Daimler Ag Verfahren zum Betrieb eines Kupplungssteuersystems für ein automatisiertes Getriebe eines Kraftfahrzeugs
US20110131969A1 (en) * 2009-12-08 2011-06-09 Gm Global Technology Operations, Inc. Transmission hydraulic control system having independently controlled stator cooling flow

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DE19848935B4 (de) * 1998-10-23 2013-11-07 Zf Friedrichshafen Ag Automatgetriebe für Fahrzeuge mit einem hydrodynamischen Wandler
JP3814126B2 (ja) * 2000-06-30 2006-08-23 ジヤトコ株式会社 自動変速機の入力クラッチ潤滑制御装置
DE10302016A1 (de) * 2003-01-21 2004-07-29 Zf Friedrichshafen Ag Hydrauliksystem eines Getriebes mit einer Anfahrkupplung
US7976419B2 (en) * 2008-12-11 2011-07-12 Ford Global Technologies, Llc Control of the flow rate in a transmission oil cooler

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5347886A (en) 1992-08-10 1994-09-20 Saturn Corporation Lubrication control with increased lubrication during shift and during cruise for a multi-plate friction device for an automatic transmission
US20040214686A1 (en) 2003-04-25 2004-10-28 Jatco Ltd Hydraulic control for automatic transmission
DE102009005750A1 (de) 2009-01-23 2010-07-29 Daimler Ag Verfahren zum Betrieb eines Kupplungssteuersystems für ein automatisiertes Getriebe eines Kraftfahrzeugs
US20110131969A1 (en) * 2009-12-08 2011-06-09 Gm Global Technology Operations, Inc. Transmission hydraulic control system having independently controlled stator cooling flow

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20180087661A1 (en) * 2015-04-17 2018-03-29 Borgwarner Inc. Multi-pressure hydraulic control system for a step-gear automatic transmission
CN111173916A (zh) * 2018-11-09 2020-05-19 腓特烈斯港齿轮工厂股份公司 用于机动车变速器的液压系统的冷却优先阀
US11022157B2 (en) 2018-11-09 2021-06-01 Zf Friedrichshafen Ag Cooling-prioritization valve for a hydraulic system of a motor vehicle transmission
CN111173916B (zh) * 2018-11-09 2024-04-19 腓特烈斯港齿轮工厂股份公司 用于机动车变速器的液压系统的冷却优先阀
WO2020099026A1 (fr) * 2018-11-13 2020-05-22 Zf Friedrichshafen Ag Système hydraulique pour boîte de vitesses automatique
CN115875438A (zh) * 2023-03-03 2023-03-31 北京航空航天大学 一种混动传动系统主动精准冷却润滑分配结构与控制方法

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