DE102018007459A1 - Device for hydraulic clutch actuation and gear lubrication for a motor vehicle - Google Patents

Abstract

A device (H) for hydraulic clutch actuation and gear lubrication for a motor vehicle has an electrically driven reversing pump (P), at least one suction inlet (S) for sucking in hydraulic fluid from a reservoir (B), and a first outlet which can be connected to a first pump connection (P1) (A1) for hydraulic fluid for gear lubrication and a second outlet (A2) for hydraulic fluid for clutch actuation, which can be connected to a second pump connection (P2) and to which an electromagnetically controllable proportional throttle valve (PD) is assigned, via which a hydraulic pressure at the second outlet is sent to the reservoir can be relieved in a defined manner. Furthermore, a valve arrangement (V) with four check valves (R1, R2, R3, R4) is provided, which are so arranged between the pump connections, the suction inlet and the outlets that hydraulic fluid on the suction side of the pump can only be sucked in via the suction inlet and only on the pressure side of the pump can be delivered in the direction of the assigned outlet. Here, by switching the direction of pump rotation, the suctioned hydraulic fluid can be conducted from the valve arrangement either to the first outlet or to the second outlet.

Description

TECHNICAL AREA

The present invention relates to a device for hydraulic clutch actuation and gear lubrication for a motor vehicle. In particular, the invention relates to such a device as is now used in large numbers in the automotive industry in hybrid vehicles.

STATE OF THE ART

Some automotive transmissions require both an actuator for a clutch and an active lubrication system for the transmission. This applies in particular to so-called “eAxle” transmissions, i.e. transmissions that are used in hybrid vehicles that have (at least) an electric motor and an internal combustion engine as drives. Here, the high input speeds of the electric motor require active lubrication of the transmission, while an actuatable clutch is to be provided as an identifier converter for the internal combustion engine in order to adapt the unfavorable drive identifier of the internal combustion engine to the power and torque requirements of the motor vehicle.

These functions are usually performed by a separate, in particular hydraulic, actuator with its own hydraulic pump for actuating the wet-running clutch and an additional lubricating oil pump for gearbox lubrication. The associated space requirements as well as weight and costs are considerable. If the lubricating oil pump is driven mechanically, there is also an excessive supply of lubricating oil at high engine speeds, while it is not possible to lubricate the gearbox at standstill, for example to prepare for starting. In this respect, the state of the art is also in need of improvement in terms of energy and functionality.

In this context, the document discloses DE 10 2011 102 277 A1 a hydraulic actuator arrangement for a double clutch transmission, with a first hydraulic cylinder for actuating the first clutch, a second hydraulic cylinder for actuating the second clutch and an actuator pump driven by an electric motor, which can be operated in two directions of rotation, depending on the direction of rotation of the actuator pump, either the first hydraulic cylinder or the second hydraulic cylinder directly, ie without applying pressure to any intermediate pressure control valve. The pressure at the respective hydraulic cylinder is to be set via the volume flow delivered by the actuator pump. However, this makes sensitive pressure control difficult when the respective clutch is actuated.

The known actuator arrangement is also designed to supply the clutches - but not a gearbox - with lubricating or cooling fluid, so that a separate lubricating fluid pump can be dispensed with. The volume flow for lubrication or cooling of the clutches is branched off from the volume flow provided by the actuator pump and passed on to the lubrication or cooling points of the clutches via a lubricating fluid line with a spring-loaded check valve and / or an orifice. With this configuration, however, the spring preload of the check valves must be chosen so strongly or the throttle cross section of the orifices so small that the actuator pump can apply the maximum pressure required to actuate the clutches. For lubrication or cooling of the couplings, the respective hydraulic cylinder is then subjected to a maximum of hydraulic action in order to branch off the volume flow provided for lubrication or cooling, which requires a high pump output and is therefore energetically unfavorable. The known hydraulic actuator arrangement is neither provided nor suitable for the continuous lubrication of a transmission.

TASK

The invention has for its object to provide a device for hydraulic clutch actuation and gear lubrication for a motor vehicle, which avoids the above disadvantages and is in particular simpler compared to the described prior art and works energetically cheaper.

PRESENTATION OF THE INVENTION

This object is achieved by a device for hydraulic clutch actuation and gear lubrication for a motor vehicle with the features of claim 1. Advantageous embodiments of the invention are the subject of the dependent claims.

According to the invention, a device for hydraulic clutch actuation and gear lubrication for a motor vehicle comprises a pump which can be driven by an electric motor for conveying a hydraulic fluid (namely oil) and which is designed as a reversing pump with two pump connections, at least one suction inlet for sucking the hydraulic fluid from a reservoir, a first outlet for the delivery of hydraulic fluid for gear lubrication, which can be connected to a first of the pump connections, a second outlet for the delivery of Hydraulic fluid for clutch actuation, which can be connected to a second of the pump connections, an electromagnetically controllable proportional throttle valve, via which the hydraulic pressure at the second outlet can be relieved in a defined manner towards the reservoir, and a valve arrangement with four non-return valves, which between the pump connections and the suction inlet and the outlets are arranged in such a way that hydraulic fluid on the suction side of the pump can only be sucked in via the suction inlet and on the pressure side of the pump can only be dispensed in the direction of the associated outlet, the hydraulic fluid sucked in from the valve arrangement either to the first outlet for gearbox lubrication or to by switching the pump rotation direction the second outlet for the clutch actuation is conductive.

According to the invention, therefore, only one pump, namely a reversing pump, is required in order to provide both the gear lubrication and the hydraulic clutch actuation. In this case, the hydraulic fluid is guided from the reservoir through the device to the outlets for the gear lubrication or the clutch actuation in an energetically very favorable manner by simply reversing the direction of rotation of the electric motor for driving the reversing pump in combination with an intelligent connection of the four check valves of the valve arrangement.

The outlay in terms of device technology for conveying and guiding the hydraulic fluid through the device is very low, complicated valves or the like. are not necessary for this, just simple check valves.

If a constant pump is used as a reversing pump, the flow rate of hydraulic fluid required for the respective task (gear lubrication or clutch actuation) can also be set by simple speed control of the electric motor, thereby avoiding an (also) energetically unfavorable oversupply.

On the other hand, the proportional throttle valve assigned to the second outlet for hydraulic clutch actuation enables sensitive control of the hydraulic pressure for actuating the clutch, without the need for pressure accumulators or slide valves - and thus an increased oil purity -.

In total, the energy balance in the device according to the invention is better and the outlay in terms of device technology is lower than in the previously described prior art.

In an expedient embodiment of the invention, there may be a suction line section between the suction inlet and each of the pump connections, in which a check valve of the valve arrangement blocking in the direction of the suction inlet is provided. It is also expedient if there is a first pressure line section between the first pump connection and the first outlet for the delivery of hydraulic fluid for transmission lubrication, in which a check valve of the valve arrangement blocking in the direction of the first pump connection is provided. In addition, an embodiment is expedient in which there is a second pressure line section between the second pump connection and the second outlet for the delivery of hydraulic fluid for clutch actuation, in which a check valve of the valve arrangement blocking in the direction of the second pump connection is provided.

If, in a preferred embodiment, the proportional throttle valve is connected to the second pressure line section between the corresponding check valve and the second outlet, the pressure at the second outlet for the clutch actuation can advantageously be held or defined in a defined manner by suitable control of the proportional throttle valve, without this or the pump would have to deliver hydraulic fluid permanently, which is also very energy-efficient. In other words, it is thus possible with little expenditure on device technology to lock in the pressure in the second pressure line section between its check valve and the second outlet, or to relieve it in a defined manner via the proportional throttle valve towards the reservoir.

For certain applications, it may be advantageous to design the proportional throttle valve so that it is in the non-actuated state in the blocking zero position, i.e. locks without current. Particularly from a safety point of view - clutch relief without current - an embodiment is preferred in which the proportional throttle valve is switched to the zero position when it is not activated, that is to say it is open when de-energized. This is also favorable in terms of control technology, because when the throttle gap is set, known conditions (full opening cross section of the valve) are always assumed.

In principle, the proportional throttle valve can be, for example, a valve with a cone or plate seat. In view of, in particular, problem-free operation, ie with low susceptibility to contamination and without problems due to possible “sticking” of the sealing surfaces, and also in terms of inexpensive manufacture of the valve, one is preferred Design in which the proportional throttle valve is a ball seat valve.

A pressure sensor is also preferably assigned to the second outlet for clutch actuation. Compared to an also conceivable alternative without a pressure sensor, a more precise control is advantageously possible by means of the pressure sensor; in particular, a hysteresis in the operating behavior of the proportional throttle valve can thus be corrected in a simple manner.

In order not to have to make any higher demands on the oil purity and to be able to avoid blockages due to possible oil contamination in the device as reliably as possible, it is further preferred if the suction inlet is provided with a filter.

In principle, sufficient lubrication of the gearwheels can also be achieved during operation of the device with the pump conveying direction in the direction of the second outlet for clutch actuation e.g. This ensures that the gearwheels with their lower teeth are immersed in the oil in the gearbox sump (splash lubrication) and thereby transport the oil to higher, non-immersed lubrication points such as rolling bearings. Splashing losses in the gearbox are of course associated with this. The latter can e.g. can be avoided in a preferred embodiment of the device in which a buffer for hydraulic fluid is assigned to the first outlet for the delivery of hydraulic fluid for gear lubrication, which serves to store hydraulic fluid temporarily stored even when the pump rotates to supply the second outlet with hydraulic fluid for clutch actuation Deliver gear lubrication. This advantageously enables, in particular, dry sump lubrication of the transmission, the storage capacity of the intermediate store and the line cross sections for delivering the oil for the transmission lubrication to be matched to the absorption capacity of the transmission sump in such a way that the transmission gears with their respective lower ones. Do not immerse teeth in the oil present in the gear sump, but sufficient oil can be extracted from the gear sump without drawing air, even while the device is operating with the direction of delivery of the pump in the direction of the second outlet for clutch actuation - if necessary using a return pump. If the reversing pump is required for clutch actuation, the intermediate store maintains the gear lubrication until the volume of hydraulic fluid stored by the intermediate store is used up.

In this case, the intermediate store can be provided with an overflow via which excess hydraulic fluid can be returned from the intermediate store to the reservoir. Depending on the flow resistance of the lubrication system, the overflow can also be provided with an orifice in order to maintain the pressure level, which is advantageous with regard to a defined fluid flow.

In order to avoid the creation of a negative pressure when hydraulic fluid is being released from the intermediate store, it is further preferred if the intermediate store is provided with a ventilation which has a check valve which hydraulically blocks the surroundings.

In particular with a view to simple assembly of the device in the motor vehicle, with little piping and cabling, and the possibility of using the device as independently of the placement of the coupling and the transmission in the motor vehicle as possible, e.g. To be arranged in a place that is better protected against external influences (temperature, etc.), more accessible and / or less cramped, it is further preferred if the pump, the electric motor, the proportional throttle valve and the valve arrangement are combined to form a module at least the suction inlet for sucking the hydraulic fluid out of the reservoir, the first outlet for the dispensing of hydraulic fluid for gear lubrication and the second outlet for the dispensing of hydraulic fluid for clutch actuation. Such a module also has the advantage that it can be (pre) tested and, if necessary, (pre) programmed before it is installed in the motor vehicle. In the sense of the highest possible integration of functions in the device, it can further be provided that the module also has the pressure sensor and / or the filter and / or the intermediate store and / or electronics for controlling the electric motor and the proportional throttle valve.

Finally, the invention also includes the use of the above-described device for hydraulic clutch actuation and gear lubrication in a motor vehicle.

Figure list

• 1 ein Schaltbild einer Vorrichtung zur hydraulischen Kupplungsbetätigung und Getriebeschmierung für ein Kraftfahrzeug als ein erstes erfindungsgemäßes Ausführungsbeispiel, das hydraulisch zwischen einem Getriebe, einer Kupplung und einem Vorratsbehälter für Hydraulikflüssigkeit geschaltet ist, die ebenfalls schematisch dargestellt sind; und
• 2 ein Schaltbild einer Vorrichtung zur hydraulischen Kupplungsbetätigung und Getriebeschmierung für ein Kraftfahrzeug als ein zweites erfindungsgemäßes Ausführungsbeispiel, das ebenfalls in der Einbausituation entsprechend 1 dargestellt ist und bei dem im Unterschied zur 1 für die Abgabe von Hydraulikflüssigkeit zur Getriebeschmierung insbesondere noch ein Zwischenspeicher vorgesehen ist.

The invention is explained in more detail below on the basis of preferred exemplary embodiments with reference to the attached schematic drawings, the same or corresponding parts being provided with the same reference symbols — optionally supplemented by a dash (') for identifying the second exemplary embodiment. The drawings show:

• 1 a circuit diagram of a device for hydraulic clutch actuation and gear lubrication for a motor vehicle as a first embodiment according to the invention, which is hydraulically connected between a gear, a clutch and a reservoir for hydraulic fluid, which are also shown schematically; and
• 2nd a circuit diagram of a device for hydraulic clutch actuation and gear lubrication for a motor vehicle as a second embodiment according to the invention, which also in the installation situation accordingly 1 is shown and in contrast to 1 An intermediate store is also provided for the delivery of hydraulic fluid for gear lubrication.

In the drawings - and in the following description - a more detailed illustration or explanation of the actuators to be actuated on the clutch and the lubrication points in the transmission has been dispensed with, because these elements and their functions are sufficiently known to the person skilled in the art and related explanations for understanding the present invention do not appear necessary.

DETAILED DESCRIPTION OF THE EMBODIMENTS

In 1 numbers the reference symbol H generally a device for hydraulic clutch actuation and gear lubrication for a motor vehicle. Here is a gear T , which can be, for example, an automated manual transmission, only schematically as a pairing of gears to be lubricated T1 , T2 shown, the rotatable at bearings LS1 , LS2 are stored in a gearbox (not shown). On the clutch side there is also a clutch K and a hydraulic actuator C. shown only schematically for clutch actuation. With the actuating cylinder C. can - as indicated - be a clutch slave cylinder in a "classic" design, or a so-called "central release" or "engagement", as described, for example, in the publication WO 2013/087192 A1 of the present applicant.

As will be described in more detail below, the device comprises H generally one from an electric motor M drivable pump P for pumping a hydraulic fluid (especially oil) that works as a reversing pump with two pump connections P1 , P2 is formed, at least one suction inlet S for sucking the hydraulic fluid from a reservoir B , a first exit A1 for the delivery of hydraulic fluid for gear lubrication on the gear T with a first ( P1 ) of the pump connections P1 , P2 can be connected and a second outlet A2 for the delivery of hydraulic fluid for clutch actuation at the clutch K with a second ( P2 ) of the pump connections P1 , P2 can be connected. There is also an electromagnetic controllable proportional throttle valve PD provided via the one on the second outlet A2 Pending hydraulic pressure to the reservoir B can be relieved in a defined manner. The device also has H a valve assembly V with four check valves R1 , R2 , R3 , R4 that between the pump connections P1 , P2 the reversing pump P , the suction inlet S and the exits A1 , A2 the device H are arranged that hydraulic fluid on the suction side of the reversing pump P only through the suction inlet S suckable and pressure side of the reversing pump P only in the direction of the assigned outlet A1 , A2 is dispensable. By switching the direction of rotation of the electric motor M and thus the reversing pump P the hydraulic fluid drawn in from the valve arrangement V either to the first exit A1 or to the second exit A2 the device H headed.

Possible pump types for the reversing pump P eg gear pumps, roller cell pumps, vane pumps and radial or axial piston pumps. For the present application it is sufficient if the reversing pump P is designed as a constant pump for a predetermined speed of the electric motor M delivers a constant volume flow. Possibly. can the electric motor M be controllable in speed, for example to the actuating speed on the actuating cylinder C. To be able to influence. The energization or control of the electric motor M takes place via the in 1 dotted supply cable VK1 which is connected to electronics L is electrically connected.

The reversing pump is used to achieve the above functionality P with the check valves R1 , R2 , R3 , R4 the valve assembly V interconnected as follows. First lies between the suction entrance S , in the illustrated embodiment with a filter G is provided, and each of the pump connections P1 , P2 the reversing pump P one suction line section each SL1 , SL2 , one in the direction of the suction inlet S blocking check valve R1 , R2 the valve assembly V is provided. There is also between the first pump connection P1 the reversing pump P and the first exit A1 a first pressure line section for the delivery of hydraulic fluid for gear lubrication DL1 arranged, in the direction of the first pump connection P1 blocking check valve R3 the valve assembly V is provided. In addition, lies between the second pump connection P2 and the second exit A2 for the delivery of hydraulic fluid for clutch actuation second pressure line section DL2 , in the direction of the second pump connection P2 blocking check valve R4 the valve assembly V is provided.

On the second pressure line section DL2 is between the check valve R4 and the second exit A2 the proportional throttle valve PD connected. The proportional throttle valve PD is designed in the illustrated embodiment as an electromagnetically actuated 2/2 ball seat valve, which is switched to the zero position in the non-activated state, as it is in principle from the document DE 196 33 420 A1 ( 4th ) is known to the present applicant.

Accordingly, the proportional throttle valve PD a three-chamber valve housing PD1 on which is an anchor chamber PD2 , a drain chamber PD3 and a pressure chamber PD4 has, one to the pressure line section DL2 connected pressure connection PD5 in the pressure chamber PD4 flows. In the anchor chamber PD2 is a magnetic drive PD6 added, which consists of a ferromagnetic armature and a magnet coil at least partially concentrically surrounding the armature, on the radial wall of the armature chamber PD2 is attached (the individual parts of the magnetic drive are in 1 not shown). On the piston-like in the anchor chamber PD2 axially displaceable armature is centrally a valve pin PD7 attached to the drain chamber PD3 protrudes. By energizing the magnetic drive PD6 the valve pin PD7 over the armature in the axial direction of the valve housing PD1 defined shifted. The energization of the magnetic drive PD6 takes place via an in 1 dotted supply cable VK2 that electrically to the electronics L connected.

In the axially attached to the anchor chamber PD2 subsequent drain chamber PD3 is a valve body PD8 arranged, which is designed as a metallic ball over the valve pin PD7 can be acted upon mechanically with an actuating force. The valve body PD8 can over the valve pin PD7 only be subjected to a compressive force, since it is in the valve body PD8 and valve pin PD7 are two separate components.

To the drain chamber PD3 the pressure chamber, which is smaller in diameter, closes PD4 on. At the discharge chamber end of the pressure chamber PD4 is centered on the central axis of the valve housing PD1 an annular valve seat PD9 trained together with the valve body PD8 limits a valve gap, the flow cross section of the throttle cross section of the proportional throttle valve PD corresponds. In the pressure chamber PD4 is a return spring PD10 arranged the valve body PD8 against the valve pin PD7 of the magnetic drive PD6 presses.

In the in 1 represented zero passage position of the proportional throttle valve PD is the valve gap between the valve body PD8 and valve seat PD9 by the restoring force of the restoring spring PD10 opened to the maximum, with the armature of the magnetic drive PD6 indirectly via the valve body PD8 and the valve pin PD7 against a stop (not shown) on the drain chamber PD3 opposite end of the anchor chamber PD2 is pressed. The maximum possible stroke of the anchor in the anchor chamber PD2 corresponds at least to the closing distance of the valve gap between the valve body PD8 and valve seat PD9 , so that by axially moving the valve pin PD7 by means of the magnetic drive PD6 the valve gap can be set in a defined manner.

Finally, the proportional throttle valve PD a drain connection PD11 on that in the drain chamber PD3 flows. Via the drain connection PD11 the hydraulic fluid after passing through the possibly open valve gap between the valve body PD8 and valve seat PD9 from the proportional throttle valve PD essentially run without pressure. For this is to the drain connection PD11 a drain pipe AL1 connected to either the suction inlet S is returned - as shown - or directly into the storage container B leads.

In 1 can also be seen that in the illustrated embodiment, the second outlet A2 a pressure sensor DS assigned. This is also between the check valve R4 and the second exit A2 via a hydraulic sensor line HS to the pressure line section DL2 connected and thus detects the on the actuating cylinder C. hydraulic pressure actually present. An electrical signal line IT connects the pressure sensor DS with the electronics L .

With dashed lines is in 1 further indicated that the reversing pump P , the electric motor M to the pump drive, the proportional throttle valve PD and the valve assembly V in a very easy way to assemble a module U are summarized at the suction inlet S for sucking the hydraulic fluid out of the reservoir B , the first exit A1 for the delivery of hydraulic fluid for gear lubrication and the second outlet A2 are designed for the delivery of hydraulic fluid for clutch actuation. In the exemplary embodiment shown, the module comprises U also the pressure sensor DS , the filter G and the electronics L to control the electric motor M and the proportional throttle valve PD .

The operation of the device described above H is as follows. If there is lubrication on the gearbox T the electronics control L the electric motor M so that this is the reversing pump P counterclockwise in 1 drives. As a result, the reversing pump sucks P Hydraulic fluid through the second pump connection P2 , the suction line section SL2 , the open check valve R2 in the filter G and the suction inlet S from the storage container B on. The check valve R4 in the pressure line section DL2 closes here and prevents hydraulic fluid from the pressure line section DL2 is sucked.

On the pressure side of the reversing pump P promotes the reversing pump P the hydraulic fluid in the pressure line section DL1 via the open check valve R3 to the exit A1 for gear lubrication. The check valve closes R1 in the suction line section SL1 and prevents the reversing pump P the hydraulic fluid directly back into the reservoir B promotes. The lubrication points in the gearbox T Dripping hydraulic fluid gets back into the reservoir in a manner known per se (gear sump with collector, possibly return pump) B .

However, the clutch should K by means of the actuating cylinder C. are operated, the electronics control L the electric motor M such that the reversing pump P in 1 is driven clockwise. At the same time, the electronics are energized L the proportional throttle valve PD so the valve body PD8 from the magnetic drive PD6 over the valve pin PD7 against the force of the return spring PD10 against the valve seat PD9 is pressed.

The reversing pump P now sucks hydraulic fluid through the first pump connection P1 , the suction line section SL1 , the open check valve R1 in the filter G and the suction inlet S from the storage container B on. The check valve closes R3 in the pressure line section DL1 and prevents hydraulic fluid from the pressure line section DL1 is sucked.

The reversing pump delivers on the pressure side P the hydraulic fluid in the pressure line section DL2 via the open check valve R4 to the exit A2 for clutch actuation. The check valve closes R2 in the suction line section SL2 and prevents the reversing pump P the hydraulic fluid directly back into the reservoir B promotes. The hydraulic pressure in the pressure line section DL2 - and thus in the actuating cylinder C. - can now by suitable energization of the proportional throttle valve PD by means of electronics L set or with the help of the electrical signal line IT received signals from the pressure sensor DS be regulated as it is for the desired actuation of the clutch K is required. The hydraulic pressure in the pressure line section corresponds to this DL2 which is in the pressure chamber PD4 of the proportional throttle valve PD in front of the throttle gap between the valve body PD8 and valve seat PD9 built-up dynamic pressure, the open cross-section of the throttle gap depending on the current supplied to the magnetic drive PD6 results. Possibly. across the throttle gap between the valve body PD8 and valve seat PD9 into the drain chamber PD3 of the proportional throttle valve PD hydraulic fluid that flows flows through the drain connection PD11 of the proportional throttle valve PD and the drain pipe AL1 in the storage container B back.

Is a system state with the clutch actuated K to hold the proportional throttle valve PD energized according to the required load point, so that the pressure on the actuating cylinder C. via the preloaded proportional throttle valve PD and the check valve R4 in the pressure line section DL2 is held without the reversing pump P must be operated. The entire system is hydraulically relieved by completely de-energizing the electric motor M and the proportional throttle valve PD .

In the following, with reference to the 2nd the second embodiment will only be described to the extent that it differs from that with reference to FIG 1 described first embodiment differs. On the clutch actuation side K exist with the device H' according to the second embodiment, no differences to the device H according to the first embodiment, but probably on the side for lubricating the transmission T .

To also lubricate the gearbox T about the departure A1 maintain when the reversing pump P from the electric motor M as described above in one direction of rotation (clockwise in 2nd ) for the delivery of hydraulic fluid via the outlet A2 is driven to actuate the clutch, is the first outlet in the second embodiment A1 for the gear lubrication namely a buffer Z. for hydraulic fluid to supply the first outlet A1 associated with buffered hydraulic fluid. More specifically, the cache is Z. between the pressure line section DL1 and the finish A1 switched for gearbox lubrication.

The volume of this buffer Z. is to be dimensioned in this way and with the line cross-sections for dispensing the hydraulic fluid for lubricating the gear unit T and the absorption capacity of the gear sump (not shown) that the gear gears T1 , T2 with their lower teeth, do not immerse them in the hydraulic fluid in the gear sump (dry sump lubrication), but while the device is operating H' - if necessary by means of a return pump - always sufficient hydraulic fluid from the gear sump or the hydraulically connected reservoir B can be suctioned off without drawing air.

Accordingly, the reversing pump P for actuating the clutch K required (clockwise rotation in 2nd ), so that no further hydraulic fluid via the pressure line section DL1 to the exit A1 can reach the cache Z. the lubrication of the transmission T about the departure A1 upright until that from the cache Z. stored volume of hydraulic fluid is used up. This creates a negative pressure in the buffer Z. when dispensing hydraulic fluid from the buffer Z. is avoided is the cache Z. in the illustrated embodiment with ventilation BL provided that a check valve hydraulically locking to the environment R5 having.

Furthermore, there is an overflow in the illustrated embodiment O at the clipboard Z. provided to the suction inlet S the device H' is connected or - as an alternative to this - directly in the storage container B can open, so that during or after operation of the reversing pump P to supply the outlet A1 with hydraulic fluid for gear lubrication (anti-clockwise drive in 2nd ) Excess hydraulic fluid from the intermediate storage Z. about the overflow O in the storage container B can be traced back. Depending on the flow resistance of the lubrication system, the overflow can occur O with an aperture D be provided as in 2nd shown to the pressure level when the buffer is full Z. to maintain what with regard to a defined fluid flow when lubricating the gearbox T is an advantage.

Finally, the shows 2nd an embodiment in which the buffer Z. with ventilation BL and check valve R5 as well as overflow O and aperture D Part of the module U ', which is the reversing pump P , the electric motor M to the pump drive, the proportional throttle valve PD and the valve assembly V and possibly the pressure sensor DS , the filter G and the electronics L contains and at which the suction inlet S , the first exit A1 for gear lubrication and the second outlet A2 are trained for clutch actuation. Alternatively, the buffer can Z. but also separately from the other components of the device H' be arranged if the respective installation conditions in the motor vehicle require this.

A device for hydraulic clutch actuation and gear lubrication for a motor vehicle has an electrically drivable reversing pump, at least one suction inlet for sucking hydraulic fluid from a reservoir, a first outlet for hydraulic fluid for gear lubrication that can be connected to a first pump connection, and a second outlet for hydraulic fluid that can be connected with a second pump connection for clutch actuation, to which an electromagnetically controllable proportional throttle valve is assigned, via which a hydraulic pressure at the second outlet can be relieved in a defined manner towards the reservoir. Furthermore, a valve arrangement with four check valves is provided, which are arranged between the pump connections, the suction inlet and the outlets in such a way that hydraulic fluid on the suction side of the pump can only be sucked in via the suction inlet and on the pressure side of the pump can only be dispensed in the direction of the associated outlet. Here, by switching the direction of pump rotation, the suctioned hydraulic fluid can be conducted from the valve arrangement either to the first outlet or to the second outlet.

Reference list

A1

first outlet (gear lubrication)

A2

second outlet (clutch actuation)

AL1

Drain pipe

B

Storage container

BL

ventilation

C.

Actuating cylinder

D

cover

DL1

Pressure line section

DL2

Pressure line section

DS

Pressure sensor

IT

electrical signal line

G

filter

H, H '

contraption

HS

hydraulic sensor line

K

clutch

L

electronics

LS1

Depository

LS2

Depository

M

Electric motor

O

Overflow

P

Reversing pump

P1

first pump connection

P2

second pump connection

PD

Proportional throttle valve

PD1

Valve body

PD2

Anchor chamber

PD3

Drain chamber

PD4

Pressure chamber

PD5

Pressure connection

PD6

Magnetic drive

PD7

Valve pin

PD8

Valve body

PD9

Valve seat

PD10

Return spring

PD11

Drain connection

R1

check valve

R2

check valve

R3

check valve

R4

check valve

R5

check valve

S

Suction inlet

SL1

Suction line section

SL2

Suction line section

T

transmission

T1

gear

T2

gear

U, U '

module

V

Valve arrangement

VK1

Supply cable

VK2

Supply cable

Z.

Cache

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102011102277 A1 [0004]
• WO 2013/087192 A1 [0027]
• DE 19633420 A1 [0031]

Claims (15)

Device (H, H ') for hydraulic clutch actuation and gear lubrication for a motor vehicle, with a pump (P) which can be driven by an electric motor (M) for conveying a hydraulic fluid and which is designed as a reversing pump with two pump connections (P1, P2), at least one suction inlet (S) for sucking the hydraulic fluid from a reservoir (B), a first outlet (A1) for the delivery of hydraulic fluid for gear lubrication, which can be connected to a first one (P1) of the pump connections (P1, P2), a second outlet (A2) for the delivery of hydraulic fluid for clutch actuation, which can be connected to a second (P2) of the pump connections (P1, P2), an electromagnetically controllable proportional throttle valve (PD), via which a hydraulic pressure present at the second outlet (A2) can be relieved in a defined manner towards the reservoir (B), and a valve arrangement (V) with four check valves (R1, R2, R3, R4), which are arranged between the pump connections (P1, P2), the suction inlet (S) and the outlets (A1, A2), that hydraulic fluid on the suction side of the pump (P) can only be sucked in via the suction inlet (S) and can only be discharged on the pressure side of the pump (P) in the direction of the assigned outlet (A1, A2), wherein the suctioned hydraulic fluid can be directed from the valve arrangement (V) either to the first outlet (A1) or to the second outlet (A2) by switching the pump rotation direction. Device (H, H ') after Claim 1 , whereby between the suction inlet (S) and each of the pump connections (P1, P2) there is a suction line section (SL1, SL2) in which a check valve (R1, R2) of the valve arrangement (V) blocking in the direction of the suction inlet (S) is provided is. Device (H, H ') after Claim 1 or 2nd , A first pressure line section (DL1) is located between the first pump connection (P1) and the first outlet (A1) for the delivery of hydraulic fluid for gear lubrication, in which a check valve (R3) of the valve arrangement (R3) blocking in the direction of the first pump connection (P1) V) is provided. Device (H, H ') according to any one of the preceding claims, wherein between the second pump connection (P2) and the second outlet (A2) for the delivery of hydraulic fluid for clutch actuation is a second pressure line section (DL2), in which one in the direction of the second Pump connection (P2) blocking check valve (R4) of the valve arrangement (V) is provided. Device (H, H ') after Claim 4 , wherein the proportional throttle valve (PD) between the check valve (R4) and the second outlet (A2) is connected to the second pressure line section (DL2). Device (H, H ') according to one of the preceding claims, wherein the proportional throttle valve (PD) is switched to the zero position in the uncontrolled state. Device (H, H ') according to any one of the preceding claims, wherein the proportional throttle valve (PD) is a ball seat valve. Device (H, H ') according to one of the preceding claims, wherein a pressure sensor (DS) is assigned to the second outlet (A2). Device (H, H ') according to any one of the preceding claims, wherein the suction inlet (S) is provided with a filter (G). Device (H ') according to one of the preceding claims, wherein the first outlet (A1) for the delivery of hydraulic fluid for gear lubrication is assigned an intermediate store (Z) for hydraulic fluid, which is used to supply even when the pump (P) is rotating of the second outlet (A2) with hydraulic fluid for clutch actuation to deliver temporarily stored hydraulic fluid for gear lubrication. Device (H ') after Claim 10 , The intermediate store (Z) being provided with an overflow (O) via which excess hydraulic fluid can be returned from the intermediate store (Z) to the storage container (B) and which is preferably provided with an orifice (D). Device (H ') after Claim 10 or 11 , The intermediate store (Z) being provided with a ventilation (BL) which has a check valve (R5) which hydraulically blocks the surroundings. Device (H, H ') according to one of the preceding claims, wherein the pump (P), the electric motor (M), the proportional throttle valve (PD) and the valve arrangement (V) are combined to form a module (U, U') , at least the suction inlet (S) for sucking the hydraulic fluid out of the reservoir (B), the first outlet (A1) for the delivery of hydraulic fluid for gear lubrication and the second outlet (A2) for the delivery of hydraulic fluid for clutch actuation. Device (H, H ') after Claim 13 , as far as at least Claim 8 and / or 9 and / or 10, the module (U, U ') also the pressure sensor (DS) and / or the filter (G) and / or the buffer store (Z) and / or electronics (L) Control of the electric motor (M) and the proportional throttle valve (PD) includes. Use of a device (H, H ') according to one of the preceding claims for hydraulic clutch actuation and gear lubrication in a motor vehicle.

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