CN106838299B

CN106838299B - Fluid assembly for fluid manipulation of a motor vehicle component

Info

Publication number: CN106838299B
Application number: CN201610857237.0A
Authority: CN
Inventors: A·绍尔; M·格雷特勒; M·贝尔; D·赫尔科默
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2015-09-29
Filing date: 2016-09-27
Publication date: 2021-03-30
Anticipated expiration: 2036-09-27
Also published as: CN106838299A; DE102016217381A1

Abstract

The invention relates to a fluid assembly (10) for fluid actuation of a plurality of motor vehicle components (L1, L2, L3, L4), wherein the fluid assembly has a plurality of fluid flow sources (S1, S2, S3), at least two of which each comprise a fluid pump (12, 14, 84) having a first conveying direction and a second conveying direction opposite to the first conveying direction, wherein the fluid flow sources are fluidically connected in the fluid assembly in such a way that at least one of the fluid flow sources (S1, S2) is suitable for actuating two of the motor vehicle components (L1, L3; L2, L3; L1, L4; L2, L4), and at least one of the fluid flow sources is suitable for actuating a further fluid flow source (S2) of the fluid flow sources by means of a fluid flow source (S2, L2), S1) also operable motor vehicle components (L3, L4). The invention provides that the fluid assembly has at least three fluid flow sources.

Description

Fluid assembly for fluid manipulation of a motor vehicle component

Technical Field

The invention relates to a fluid-actuated fluid assembly for a plurality of motor vehicle components, wherein the fluid assembly has a plurality of fluid flow sources, of which at least two fluid flow sources each comprise a fluid pump having a first delivery direction and a second delivery direction opposite to the first delivery direction, wherein the fluid flow sources are fluidically connected in the fluid assembly in such a way that at least one of the fluid flow sources is suitable for actuating two of the motor vehicle components and at least one of the fluid flow sources is suitable for actuating a motor vehicle component which can also be actuated by another of the fluid flow sources.

Background

The publication WO2015/067259a1 shows a fluid assembly for fluid handling two automotive parts. The fluid assembly has two fluid flow sources, each of which includes a fluid pump having a first delivery direction and a second delivery direction opposite the first delivery direction. The fluid flow sources are fluidically connected in the fluidic assembly in such a way that both fluid flow sources are suitable for the respective operation of two of the motor vehicle components, wherein each fluid flow source is suitable for operating a motor vehicle component which can also be operated by the other fluid flow source.

Disclosure of Invention

The object of the present invention is to provide measures for improving a fluid assembly for the fluid handling of a motor vehicle component. The improvements relate in particular to the operating dynamics, the emergency running performance and the functional safety (FuSi).

According to the invention, a fluid assembly for fluid operation of motor vehicle components is provided, which has at least three fluid flow sources, of which at least two fluid flow sources each comprise a fluid pump having a first conveying direction and a second conveying direction opposite to the first conveying direction, wherein the fluid flow sources are fluidically connected in the fluid assembly in such a way that at least one of the fluid flow sources is suitable for operating two of the motor vehicle components and at least one of the fluid flow sources is suitable for operating a motor vehicle component which can also be operated by a further one of the fluid flow sources.

The use of a third fluid flow source is of interest for a number of purposes, namely for supporting existing systems, for assuming a self-function or for adjusting safety states. Advantages are improved dynamics, for example simultaneous actuation of a plurality of elements or support of an existing motor, Limp-Home-function (Limp-Home-function) and/or improved functional safety (FuSi) based on the possibility of redundant control.

Typically, the third fluid flow source may also comprise a fluid pump having a first delivery direction and a second delivery direction opposite the first delivery direction. However, according to an advantageous embodiment of the invention, it is provided that at least one of the fluid flow sources, i.e. in particular the third fluid flow source, is designed as a fluid pressure reservoir.

According to an advantageous embodiment of the invention, it is provided that the fluid flow sources are fluidically connected in the fluidic assembly in such a way that (a) at least two of the fluid flow sources are suitable for operating a motor vehicle component that can also be operated by a further one of the fluid flow sources and/or (b) at least two of the fluid flow sources are suitable for operating a motor vehicle component that can also be operated by a respective further one of the fluid flow sources.

According to a preferred embodiment of the invention, at least two of the fluid flow sources for actuating at least one motor vehicle component that can be actuated by these fluid flow sources are fluidically connected to the motor vehicle component via at least one valve or valve. In this case, the valve or valves can be any valve components for forming a fluidic or logical connection. In particular, two valves are arranged in series.

According to a further preferred embodiment of the invention, at least one of the motor vehicle components is a clutch and at least one other of the motor vehicle components is a transmission assembly.

According to a further preferred embodiment of the invention, at least one transmission component has a transmission adjustment device which is (i) designed as a transmission actuator arrangement comprising two transmission actuators or (ii) has a sliding surface transition element or a differential surface transition element. Two configurations of transmission adjustment devices are known and have proven effective.

According to a further preferred embodiment of the invention, the motor vehicle component is designed as a parking lock or as a cooling device.

Furthermore, it is advantageously provided that the fluid assembly has a latching valve for latching a fluid path between at least one of the motor vehicle components and at least one fluid flow source for actuating the respective motor vehicle component. In particular, it is preferred that the fluid assembly has a plurality of latching valves for latching a fluid path between each of the motor vehicle components and a respective fluid flow source for actuating the respective motor vehicle component.

According to a further preferred embodiment of the invention, the fluid pump is configured as a displacement pump displaceable in the respective one and/or other conveying direction. Such displacement pumps are well known for various applications.

In particular, it is provided that at least two of the fluid pumps are each assigned an and valve which is connected fluidically in parallel to the respective fluid pump. Fluid flow sources of this type are known, for example, from the publications mentioned at the outset.

Finally, it is advantageously provided that the fluidic component comprises a motor vehicle component. A fluid assembly is a fluid assembly for fluid manipulation of a plurality of vehicle components in a vehicle.

Drawings

The invention is explained below by way of example with reference to the accompanying drawings, in which the features shown below can each show the inventive concept either individually or in combination. The figures show:

FIG. 1: according to the fluidic assembly of the first embodiment of the present invention,

FIG. 2: embodiments of automotive components that can be manipulated by a fluid assembly,

FIG. 3: according to the fluidic assembly of the second embodiment of the present invention,

FIG. 4: a detailed view of the shifting elements of the transmission adjustment device shown in figure 3,

FIG. 5: according to the fluidic assembly of the third embodiment of the present invention,

FIG. 6: a fluidic assembly according to a fourth embodiment of the present invention, and

FIG. 7: a fluidic assembly according to a fifth embodiment of the present invention.

Detailed Description

Fig. 1 shows a connection diagram of a fluid assembly 10 for clutch and transmission actuation in a motor vehicle. Here, the fluid assembly 10 includes a first fluid pump 12 and a second fluid pump 14. In the

fluid pumps

12, 14, pump actuators are involved, which can be operated in opposite delivery directions, as indicated by the arrow symbols. The illustrated

fluid pumps

12, 14 are also referred to precisely as reverse pumps or reverse pump actuators. Such a

fluid pump

12, 14 is known, for example, from WO2015/067259a1 mentioned at the outset. The fluid pumps 12, 14 make it possible to actuate the double clutch 16 and the transmission adjusting device 18 in a particularly advantageous manner.

The dual clutch 16 includes a first sub-clutch 20 and a second sub-clutch 22. The first sub-clutch 20 of the dual clutch 16 may be operated by the first (reverse) fluid pump 12. The second sub-clutch 22 of the dual clutch 16 may be operated by the second (reverse) fluid pump 14.

The transmission adjustment device 18 is designed as a transmission actuator device, which comprises a first transmission actuator 24 and a second transmission actuator 26. Alternatively, the transmission adjustment device 18 may also comprise a transmission adjustment device with a shift rail, as will be shown below. The shift shaft 28 extends from the transmission adjustment device 18 into a corresponding (multi-gear) transmission 30. The first transmission actuator 24 serves to exhibit the selection function of the transmission 30 and is therefore also referred to as selection actuator. The second transmission actuator 26 serves to demonstrate the shift function of the transmission 30 and is therefore referred to as the shift actuator. The switching brake 26 is embodied here as a wobble actuator. Each of the two

fluid pumps

12, 14 is assigned a

respective valve

32, 34.

In the illustrated exemplary embodiment, each and

valve

32, 34 is realized as a double pressure valve and has two connections, via which the and

valves

32, 34 are connected to corresponding connections of the associated

fluid pump

12, 14. The respective and

valve

32, 34 comprises a connection as a third connection by means of which the and valve is connected to the (fluid) reservoir.

In a simple manner, the

valve

32, 34 or the double pressure valve can be used to implement different transmission functions, independently of the direction of rotation, which can be displayed by the (counter-)

fluid pump

12, 14. The transmission modulation device 18 is coupled to the two

fluid pumps

12, 14 via an or valve 36. This results in the additional advantage that the

fluid pump

12, 14, which is not actuated by the actuation of its associated

clutch

20, 22, can be supplied with a supply flow and a supply pressure to one of the

transmission actuators

24, 26.

A valve assembly 38 is connected between the or valve 36 and the transmission control device 18, which has two

controllable valves

40, 42 in the form of proportional directional valves. The two

valves

40, 42 are embodied, for example, as four-position three-way directional valves and are actuated electromagnetically. The two proportional

directional valves

40, 42 are preloaded in the switching position shown by the spring device indicated by the symbol.

In the embodiment of the fluid assembly 10 shown in fig. 1, the fluid pump and the respectively associated

valves

12, 32; each of the parallel connections of 14, 34 is understood to be a fluid flow source S1, S2. The transmission control device 18 and the

clutches

20, 22 can be understood as corresponding counterparts, i.e. the motor vehicle components L1, L2, L3 can be understood as (parts of) corresponding consumers.

A further multi-way valve 44 is arranged in the fluid path between the or valve 36 and the

valves

40, 42 of the valve assembly 38, which multi-way valve can alternatively divert the delivery flow of the fluid pump 12 into a fluid branch 48 which leads via a check valve 50 on the one hand to a fluid pressure reservoir 52 and on the other hand to a further motor vehicle component/further consumer L4. In this regard, the fluid pressure reservoir 52 is considered to be the fluid flow source S3. A further consumer L4 is, for example, a pawl clutch 54, as shown in fig. 2.

In addition to the fluid assemblies 10 to be controlled, the signal-technical connections of the exemplary assemblies and a set of

controllers

56, 58, 60, 62 are shown in fig. 1. A first of the controllers is configured as a superordinate controller (main controller ECU) 56. The superordinate controller 56 is connected to each of the other controllers (HCU, LCU)58, 60, 62 of the controller group in terms of signals. The signal-technical connections are shown as dashed lines in the figure. The

other controllers

58, 60, 62 are assigned to the following components of the fluidic module 10:

the controller 58 is a controller (HCU) for the transmission regulating device 18, i.e. for the

transmission actuators

24, 26. Controller 60 is a controller (LCU) for first fluid pump 12, and controller 62 is a controller (LCU) for second fluid pump 14.

The fluid assembly shown in fig. 1 is a fluid assembly for fluid-actuating vehicle components L1, L2, L3, L4, of which two vehicle components L1, L2 are

clutches

20, 22, a further vehicle component L3 is a transmission control device 18, and a further vehicle component L4 have completely different functions. The fluid assembly 10 has three fluid flow sources S1, S2, S3. Two of the fluid flow sources S1, S2 each include a

fluid pump

12, 14 having a first delivery direction and a second delivery direction opposite the first delivery direction. The two fluid flow sources S1, S2 are fluidically connected (via the or valve 36 and the multi-way valve 44) to/connectable with the vehicle components L1, L2, L3, L4 in the fluid assembly 10, such that the two fluid flow sources S1, S2 are suitable for actuating each two vehicle components L1, L3 or L2, L3, and the third fluid flow source S3 is also suitable for actuating a vehicle component L4 which can also be actuated by the other fluid flow sources S1, S2. The third fluid flow source S3, which is designed as a fluid pressure reservoir 52, is a pressure reserve which can be used only for actuating/feeding the motor vehicle component 4.

Fig. 2 shows an example for a motor vehicle component L4, namely a pawl clutch 54, which can be opened and/or closed by the fluid pressure reservoir 52 via a multiway valve 64 and a (differential surface) switching element 66.

Fig. 3 shows an embodiment of a fluidic component 10, which corresponds to a large part of the fluidic component in fig. 1, so that only differences are discussed here. In this embodiment of the fluid assembly 10, the two

fluid pumps

12, 14 operate shift rails in the transmission through a sliding face shift element 70 and a control assembly 72, not explicitly shown. The transmission adjustment device 18 is a transmission adjustment device with sliding surface shift rails (instead of the transmission actuators 24, 26). The third fluid flow source S3, which is embodied as a fluid pressure reservoir 52, is connected in such a way that it places the switching rail 70 in its entirety in the neutral position after the valve 74 has been opened. Other applications of the pressure reservoir 52 are also contemplated. The reverse configuration of valve 74, which places transmission 30 in a safer state in the event of a current interruption, is advantageous in this case.

An embodiment of a converter element 70 with such a neutral position connection is schematically shown in fig. 4. Depending on the configuration of the peripheral device, an and valve (double pressure valve) 76 connected to the switching element may be necessary or not, and is therefore shown in dashed lines. In the piston of the switching element, a channel is present, which is shaped in such a way that, in the non-neutral position, the design channel is connected to the right-hand or left-hand chamber. The check valve prevents false functioning during normal operation. A check valve 78 on the exterior of the piston is optional.

Fig. 5 also shows the fluidic assembly 10 having a third fluid flow source S3 configured as a fluid pressure reservoir 52. In the present embodiment of the fluid assembly 10, the two

fluid pumps

12, 14, which are preferably configured as displacement pumps, operate the differential area shifting element/shifting rail 80 through multi-way valves in the transmission. The third fluid flow source S3, which is embodied as a fluid pressure reservoir 52, is connected in such a way that it completely sets the switching rail 80 in the neutral position after the valve 74 has been opened. Other applications of the pressure reservoir 52 are also contemplated.

Fig. 6 shows a setup of the fluid assembly 10, in which arrangement the third fluid flow source S3, just as the other two fluid flow sources S1, S2, have fluid pumps 84 with two delivery directions. In this case, the fluid pump 84 is also assigned a valve 86 and a control unit 88 in parallel. A passive three-way valve enables powered support of one of the

pumps

12, 14 of the first two fluid flow sources S1, S2 in the right delivery direction. The valve 90 is operated by the pressure of the abutting conduit. A third vehicle component (e.g., a ratchet clutch, a transmission, a cooler component) can be operated in the right conveying direction. Furthermore, the further motor vehicle component (consumer L4) can be the

transmission actuator

24, 26, the switch rail 70 with a sliding surface or the switch rail 80 with a differential surface. Alternatively, consumer L3 is formed by the shift rail of the first sub-transmission, and consumer L4 is formed by the shift rail of the second sub-transmission.

Finally, fig. 7 shows a fluid assembly setup similar to the fluid assembly in fig. 6 with an active three-way valve 90. The active valve 90 allows the

pumps

12, 14 of the additional fluid flow sources S1, S2 to be supported by the source S3 as needed. Furthermore, a variant of the consumer L3 is shown here. The consumer L3 can now be operated by the

pumps

12, 14, 84 of all three fluid flow sources S1, S2, S3. The third fluid flow source S3 is connected on its other side to a consumer L3 through an additional or valve 92. Here, or the series connection of the

valves

36, 92 can also be performed in a different order than that shown.

List of reference marks

10 fluid assembly

12 pump

14 pump

16 double clutch

18 speed variator regulating device

20 sub-clutch, second

22 sub-clutch, first

24 Transmission actuator, first

26 transmission actuator, second

28 switching shaft

30 speed variator

32 and valve

34 and valve

36 or valve

38 valve assembly

40 valve

42 valve

44 multi-way valve

46 fluid path

48 fluid branch

50 check valve

52 fluid pressure reservoir

54 pawl clutch

56 controller, superordinate

58 controller, low level

60 controller, lower level

62 controller, subordinate

64 multi-way valve

66 conversion element

68 Clutch arrangement

70 conversion element, sliding surface

72 control assembly

74 multi-way valve

76 and valve

78 check valve

80 conversion element, differential plane

82 multidirectional valve

84 pump

86 and valve

88 controller, lower level

90 multi-way valve

92 or valve

S1-S3 fluid flow source

L1-L4 consumer/vehicle parts

Claims

1. A fluid assembly (10) for fluid management of a plurality of motor vehicle components (L1, L2, L3, L4), wherein the fluid assembly (10) has a plurality of fluid flow sources (S1, S2, S3), at least two fluid flow sources (S1, S2, S3) of which each comprise a fluid pump (12, 14, 84) having a first direction of transport and a second direction of transport opposite to the first direction of transport, wherein the plurality of fluid flow sources (S1, S2, S3) are fluidically connected in the fluid assembly in such a way that at least one fluid flow source (S1, S2) of the plurality of fluid flow sources is suitable for operating two motor vehicle components (L1, L3; L2, L3; L1, L4; L2, L2) of the plurality of motor vehicle components, and at least one fluid flow source (S2) of the plurality of fluid flow sources is suitable for operating one fluid flow source (S2, S2) of the plurality of fluid flow sources via another fluid flow source (S2, S2) of the plurality of fluid flow sources, S1) also operable motor vehicle component (L3, L4), characterized in that the plurality of fluid flow sources is at least three fluid flow sources (S1, S2, S3);

the at least three fluid flow sources (S1, S2, S3) are fluidically connected in the fluidic component (10) in such a way that at least two fluid flow sources (S2, S3) of the at least three fluid flow sources are suitable for actuating

-a motor vehicle component (L3) also operable by another fluid flow source (S1) of the at least three fluid flow sources, and/or

-motor vehicle components (L3) each also operable by a respective one of the at least three fluid flow sources (S1);

the fluidic assembly further comprises a multi-way valve (44,90) for controlling communication of one of the at least three fluid flow sources (S3) with others of the at least three fluid flow sources (S1, S2);

at least one of the vehicle components is a clutch and at least another of the vehicle components is a transmission assembly.

2. The fluidic assembly of claim 1, wherein at least one of said at least three fluid flow sources (S3) is provided as a fluid pressure reservoir (52).

3. A fluid assembly according to claim 1, characterized in that at least two of the fluid flow sources (S1, S2, S3) for operating at least one of the motor vehicle components (L3, L4) operable by the at least three fluid flow sources (S1, S2, S3) are fluidly connected to the motor vehicle component (L3, L4) through at least one OR valve (36, 92).

4. A fluid assembly according to claim 1, characterised in that at least one transmission assembly has a transmission adjustment device (18) which has a transmission adjustment device

-a transmission actuator arrangement configured to comprise two transmission actuators (24, 26), or

-having a sliding surface conversion element (70) or a differential surface conversion element (80).

5. The fluid assembly according to claim 1, characterized in that one of the plurality of vehicle components (L4) is configured as a parking lock device or a cooling device.

6. A fluid assembly according to claim 1, characterized in that the fluid pump (12, 14, 84) is configured as a displacement pump which is displaceable in one and/or the other transport direction, respectively.

7. A fluid assembly as claimed in one of claims 1 to 6, characterized in that at least two of the fluid pumps (12, 14, 84) are each associated with a AND valve (32, 34, 86) which is fluidically connected in parallel to the respective fluid pump (12, 14, 84).

8. The fluidic assembly of claim 1, wherein the fluidic assembly (10) comprises the automotive component (L1, L2, L3, L4).