US20130121849A1 - Scavenge pump oil level control system and method - Google Patents

Scavenge pump oil level control system and method Download PDF

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Publication number
US20130121849A1
US20130121849A1 US13/735,463 US201313735463A US2013121849A1 US 20130121849 A1 US20130121849 A1 US 20130121849A1 US 201313735463 A US201313735463 A US 201313735463A US 2013121849 A1 US2013121849 A1 US 2013121849A1
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Prior art keywords
oil
pump
liquid
control system
sump
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Abandoned
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US13/735,463
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English (en)
Inventor
Charles F. Long
Thomas A. Wright
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Allison Transmission Inc
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Allison Transmission Inc
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Priority to US13/735,463 priority Critical patent/US20130121849A1/en
Assigned to ALLISON TRANSMISSION, INC. reassignment ALLISON TRANSMISSION, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: WRIGHT, THOMAS A., LONG, CHARLES F.
Publication of US20130121849A1 publication Critical patent/US20130121849A1/en
Priority to US14/564,505 priority patent/US9657614B2/en
Priority to US15/194,638 priority patent/US9903242B2/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/06—Means for keeping lubricant level constant or for accommodating movement or position of machines or engines
    • F01M11/061—Means for keeping lubricant level constant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B60W10/023—Fluid clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/04—Monitoring the functioning of the control system
    • B60W50/045—Monitoring control system parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B23/00—Pumping installations or systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/20—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by changing the driving speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B51/00—Testing machines, pumps, or pumping installations
    • 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
    • F16H41/00—Rotary fluid gearing of the hydrokinetic type
    • F16H41/24—Details
    • F16H41/30—Details relating to venting, lubrication, cooling, circulation of the cooling medium
    • 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
    • F16H57/0447—Control of lubricant levels, e.g. lubricant level control dependent on temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B23/00—Pumping installations or systems
    • F04B23/02—Pumping installations or systems having reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B23/00—Pumping installations or systems
    • F04B23/02—Pumping installations or systems having reservoirs
    • F04B23/021—Pumping installations or systems having reservoirs the pump being immersed in the reservoir
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • Hybrid vehicles and in particular the hybrid module associated with such a vehicle, have various lubrication and cooling needs which depend on engine conditions and operational modes.
  • oil is delivered by at least one hydraulic pump.
  • the operation of each hydraulic pump is controlled, based in part on the lubrication and cooling needs and based in part on the prioritizing when one or more hydraulic pump is included as part of the hydraulic system of the hybrid vehicle.
  • the prioritizing between hydraulic pumps is based in part on the needs and based in part on the operational state or mode of the hybrid vehicle.
  • An electric oil pump is used as a scavenge pump for the oil sump of the torque converter housing.
  • the scavenge pump is part of a “dry” sump oil lubrication system which requires that the collecting oil sump pan be kept relatively dry compared to what is generally understood as a wet sump oil lubrication system.
  • the hydraulic system (and method) described herein is part of a hybrid module used within a hybrid system adapted for use in vehicles and suitable for use in transportation system and into other environments.
  • the cooperating hybrid system is generally a self-contained and self-sufficient system which is able to function without the need to drain resources from other systems in the corresponding vehicle or transportation system.
  • the hybrid module includes an electric machine (eMachine).
  • the fluid circulation system which can act as a lubricant, hydraulic fluid, and/or coolant, includes a mechanical pump for circulating a fluid, along with an electric pump that supplements workload for the mechanical pump when needed.
  • this dual mechanical/electric pump system helps to reduce the size and weight of the required mechanical pump, and if desired, also allows the system to run in a complete electric mode in which the electric pump solely circulates the fluid.
  • the described hydraulic system (for purposes of the exemplary embodiment) is used in conjunction with a hybrid electric vehicle (HEV). Included as part of the described hydraulic system is a parallel arrangement of a mechanical oil pump and an electric oil pump. The control of each pump and the sequence of operation of each pump depends in part on the operational state or the mode of the hybrid vehicle.
  • Various system modes are described herein relating to the hybrid vehicle. As for the hydraulic system disclosed herein, there are three modes which are specifically described and these three modes include an electric mode (E-mode), a transition mode, and a cruise mode.
  • the described hydraulic system (and method) is constructed and arranged for addressing the need for component lubrication and for cooling those portions of the hybrid module which experience an elevated temperature during operation of the vehicle.
  • the specific construction and operational characteristics provide an improved hydraulic system for a hydraulic module.
  • the piston for the clutch has a recess in order to receive a piston spring that returns the piston to a normally disengaged position.
  • the recess for the spring in the piston creates an imbalance in the opposing surface areas of the piston. This imbalance is exacerbated by the high centrifugal forces that cause pooling of the fluid, which acts as the hydraulic fluid for the piston. As a result, a nonlinear relationship for piston pressure is formed that makes accurate piston control extremely difficult.
  • the piston has an offset section so that both sides of the piston have the same area and diameter. With the areas being the same, the operation of the clutch can be tightly and reliably controlled.
  • the hydraulics for the clutch also incorporate a spill over feature that reduces the risk of hydrostatic lock, while at the same time ensures proper filling and lubrication.
  • the hydraulic fluid In addition to acting as the hydraulic fluid for the clutch, the hydraulic fluid also acts as a coolant for the eMachine as well as other components.
  • the hybrid module includes a sleeve that defines a fluid channel that encircles the eMachine for cooling purposes.
  • the sleeve has a number of spray channels that spray the fluid from the fluid channel onto the windings of the stator, thereby cooling the windings, which tend to generally generate the majority of the heat for the eMachine.
  • the fluid has a tendency to leak from the hybrid module and around the torque converter. To prevent power loss of the torque converter, the area around the torque converter should be relatively dry, that is, free from the fluid.
  • the hybrid module includes a dam and slinger arrangement. Specifically, the hybrid module has a impeller blade that propels the fluid back into the eMachine through a window or opening in a dam member. Subsequently, the fluid is then drained into the sump so that it can be scavenged and recirculated.
  • the hybrid module has a number of different operational modes.
  • the battery supplies power to the eMachine as well as to the electric pump. Once the electric pump achieves the desired oil pressure, the clutch piston is stroked to apply the clutch. With the clutch engaged, the eMachine applies power to start the engine.
  • the electro-propulsion only mode the clutch is disengaged, and only the eMachine is used to power the torque converter.
  • the propulsion assist mode the engine's clutch is engaged, and the eMachine acts as a motor in which both the engine and eMachine drive the torque converter. While in a propulsion-charge mode, the clutch is engaged, and the internal combustion engine solely drives the vehicle.
  • the eMachine is operated in a generator mode to generate electricity that is stored in the energy storage system.
  • the hybrid module can also be used to utilize regenerative braking (i.e., regenerative charging).
  • regenerative braking i.e., regenerative charging
  • the engine's clutch is disengaged, and the eMachine operates as a generator to supply electricity to the energy storage system.
  • the system is also designed for engine compression braking, in which case the engine's clutch is engaged, and the eMachine operates as a generator as well.
  • the oil sump of the torque converter housing is constructed and arranged to be scavenged by an electric oil pump.
  • the goal is to keep the sump of the torque converter housing “dry” without having excessive aeration and without flooding. Excessive aeration is typically the result of excessive scavenging. Flooding is typically the result of insufficient or inadequate scavenging.
  • the described control system focuses on the status and performance characteristics of the electric oil pump.
  • One oil pump monitoring and adjusting option is to evaluate the pump torque (sensed by current) and then vary the pump speed, as needed, to try and maintain the sump oil level within the desired range.
  • Another oil pump monitoring and adjusting option is to vary the pump speed based on pump torque oscillations (sensed by current readings).
  • a still further oil pump monitoring and adjusting option is to vary the pump speed based on the presence of pump speed oscillations.
  • FIG. 1 illustrates a diagrammatic view of one example of a hybrid system
  • FIG. 2 is a schematic illustration of the oil flow and control logic associated with a torque converter which is a part of the FIG. 1 hybrid system.
  • FIG. 3 is a graph of pump pressure versus time as a way to assess air ingestion.
  • FIG. 4 is a graph of peak-to-peak pressure versus time as a way to present air ingestion information.
  • FIG. 5 is a graph of the integration of the FIG. 4 information versus time using the slope of the line to denote air ingestion information.
  • FIG. 1 shows a diagrammatic view of a hybrid system 100 according to one embodiment.
  • the hybrid system 100 illustrated in FIG. 1 is adapted for use in commercial-grade trucks as well as other types of vehicles or transportation systems, but it is envisioned that various aspects of the hybrid system 100 can be incorporated into other environments.
  • the hybrid system 100 includes an engine 102 , a hybrid module 104 , an automatic transmission 106 , and a drive train 108 for transferring power from the transmission 106 to wheels 110 .
  • the hybrid module 104 incorporates an electrical machine, commonly referred to as an eMachine 112 , and a clutch 114 that operatively connects and disconnects the engine 102 with the eMachine 112 and the transmission 106 .
  • the hybrid module 104 is designed to operate as a self-sufficient unit, that is, it is generally able to operate independently of the engine 102 and transmission 106 . In particular, its hydraulics, cooling and lubrication do not directly rely upon the engine 102 and the transmission 106 .
  • the hybrid module 104 includes a sump 116 that stores and supplies fluids, such as oil, lubricants, or other fluids, to the hybrid module 104 for hydraulics, lubrication, and cooling purposes. While the terms oil or lubricant or lube will be used interchangeably herein, these terms are used in a broader sense to include various types of lubricants, such as natural or synthetic oils, as well as lubricants having different properties.
  • the hybrid module 104 includes a mechanical pump 118 and an electric pump 120 in cooperation with a hydraulic system 200 (see FIG. 2 ).
  • the electric pump 120 cooperates with the mechanical pump 118 to provide extra pumping capacity when required.
  • the electric pump 120 is also used for hybrid system needs when there is no drive input to operate the mechanical pump 118 .
  • the flow through the electric pump 120 can be used to detect low fluid conditions for the hybrid module 104 .
  • the electric pump 120 is manufactured by Magna International Inc. of Aurora, Ontario, Canada (part number 29550817), but it is contemplated that other types of pumps can be used.
  • the hybrid system 100 further includes a cooling system 122 that is used to cool the fluid supplied to the hybrid module 104 as well as the water-ethylene-glycol (WEG) to various other components of the hybrid system 100 .
  • WEG water-ethylene-glycol
  • the WEG can also be circulated through an outer jacket of the eMachine 112 in order to cool the eMachine 112 .
  • the cooling system 122 includes a fluid radiator 124 that cools the fluid for the hybrid module 104 .
  • the cooling system 122 further includes a main radiator 126 that is configured to cool the antifreeze for various other components in the hybrid system 100 .
  • the main radiator 126 is the engine radiator in most vehicles, but the main radiator 126 does not need to be the engine radiator.
  • a cooling fan 128 flows air through both fluid radiator 124 and main radiator 126 .
  • a circulating or coolant pump 130 circulates the antifreeze to the main radiator 126 . It should be recognized that other various components besides the ones illustrated can be cooled using the cooling system 122 . For instance, the transmission 106 and/or the engine 102 can be cooled as well via the cooling system 122 .
  • the eMachine 112 in the hybrid module 104 depending on the operational mode, at times acts as a generator and at other times as a motor. When acting as a motor, the eMachine 112 draws alternating current (AC). When acting as a generator, the eMachine 112 creates AC. An inverter 132 converts the AC from the eMachine 112 and supplies it to an energy storage system 134 .
  • the eMachine 112 in one example is an HVH410 series electric motor manufactured by Remy International, Inc. of Pendleton, Ind., but it is envisioned that other types of eMachines can be used.
  • the energy storage system 134 stores the energy and resupplies it as direct current (DC).
  • the energy storage system 134 in the illustrated example includes three energy storage modules 136 that are daisy-chained together to supply high voltage power to the inverter 132 .
  • the energy storage modules 136 are, in essence, electrochemical batteries for storing the energy generated by the eMachine 112 and rapidly supplying the energy back to the eMachine 112 .
  • the energy storage modules 136 , the inverter 132 , and the eMachine 112 are operatively coupled together through high voltage wiring as is depicted by the line illustrated in FIG. 1 .
  • the energy storage system 134 can include more or less energy storage modules 136 than is shown.
  • the energy storage system 134 can include any system for storing potential energy, such as through chemical means, pneumatic accumulators, hydraulic accumulators, springs, thermal storage systems, flywheels, gravitational devices, and capacitors, to name just a few examples.
  • High voltage wiring connects the energy storage system 134 to a high voltage tap 138 .
  • the high voltage tap 138 supplies high voltage to various components attached to the vehicle.
  • a DC-DC converter system 140 which includes one or more DC-DC converter modules 142 , converts the high voltage power supplied by the energy storage system 134 to a lower voltage, which in turn is supplied to various systems and accessories 144 that require lower voltages.
  • low voltage wiring connects the DC-DC converter modules 142 to the low voltage systems and accessories 144 .
  • the hybrid system 100 incorporates a number of control systems for controlling the operations of the various components.
  • the engine 102 has an engine control module (ECM) 146 that controls various operational characteristics of the engine 102 such as fuel injection and the like.
  • ECM engine control module
  • a transmission/hybrid control module (TCM/HCM) 148 substitutes for a traditional transmission control module and is designed to control both the operation of the transmission 106 as well as the hybrid module 104 .
  • the transmission/hybrid control module 148 and the engine control module 146 along with the inverter 132 , energy storage system 134 , and DC-DC converter system 140 communicate along a communication link as is depicted in FIG. 1 .
  • the hybrid system 100 includes an interface 150 .
  • the interface 150 includes a shift selector 152 for selecting whether the vehicle is in drive, neutral, reverse, etc., and an instrument panel 154 that includes various indicators 156 of the operational status of the hybrid system 100 , such as check transmission, brake pressure, and air pressure indicators, to name just a few.
  • the hybrid system 100 is configured to be readily retrofitted to existing vehicle designs with minimal impact to the overall design. All of the systems including, but not limited to, mechanical, electrical, cooling, controls, and hydraulic systems, of the hybrid system 100 have been configured to be a generally self-contained unit such that the remaining components of the vehicle do not need significant modifications. The more components that need to be modified, the more vehicle design effort and testing is required, which in turn reduces the chance of vehicle manufacturers adopting newer hybrid designs over less efficient, preexisting vehicle designs. In other words, significant modifications to the layout of a preexisting vehicle design for a hybrid retrofit require, then, vehicle and product line modifications and expensive testing to ensure the proper operation and safety of the vehicle, and this expense tends to lessen or slow the adoption of hybrid systems.
  • the hybrid system 100 not only incorporates a mechanical architecture that minimally impacts the mechanical systems of pre-existing vehicle designs, but the hybrid system 100 also incorporates a control/electrical architecture that minimally impacts the control and electrical systems of pre-existing vehicle designs.
  • the hybrid module 104 is generally designed to be a self-contained unit and accordingly it has its own lubrication system.
  • the fluid e.g., oil
  • fluid may flow into parts of the transmission that are normally dry or absent fluid.
  • fluid may flow into the area surrounding the torque converter 172 .
  • the viscous nature of the fluid can slow down the torque converter 172 and/or create other issues, such as parasitic loss and over heating of the oil.
  • an insufficient amount of fluid may exist in the hybrid module 104 , which can cause damage to its internal components.
  • the hybrid module 104 has a dam and slinger (or impeller) arrangement that is used to retain the fluid within the hybrid module.
  • An adapter ring has a slinger blade that is designed to sling the fluid back into the hybrid module 104 .
  • a sleeve has a dam structure that is used to retain the fluid and direct it to the sump 116 .
  • the dam structure has a dam passageway positioned such that the slinger blade is able to direct the fluid through the dam passageway and subsequently into the sump 116 .
  • FIG. 2 a schematic diagram is provided for the described monitoring and adjusting of electric oil pump 170 which is operably connected to (i.e., in flow communication with) torque converter 172 .
  • the torque converter 172 receives a supply of oil for lubrication and cooling of the torque converter components and portions within the torque converter housing.
  • the used and excess oil drains off and accumulates in the lower pan or sump 174 of the torque converter.
  • the electric oil pump 170 is constructed and arranged as a scavenging pump in order to pump oil out of the sump 174 and return that oil to a larger oil reservoir 186 via conduit 176 .
  • the level of oil in sump 174 is a factor of delivery, flow rate, and the speed of electric oil pump 170 .
  • One condition or concern is described as oil aeration which is the result of excessive scavenging. If the oil level is too low as scavenging continues, the electric oil pump draws in a mixture of air and oil.
  • the other condition or concern is described as “flooding” which is the result of inadequate scavenging.
  • Flooding is also seen as a high oil level in the torque converter housing, i.e., in sump 174 .
  • the hybrid system When oil level is relatively low, the hybrid system has the potential for drawing air into the intake of the pump. At moderately reduced oil levels, this can manifest itself as a localized whirlpool effect which introduces air gradually into the system through the intake of the oil suction filter.
  • the whirlpool effect is dependent on oil velocity and temperature. Higher velocities in combination with higher viscosities present the biggest issue. This would most likely occur on cold start at higher engine speeds. As a result of this air induction, the entrained air level in the oil increases. This can lead to regulator valve instability (noisy pressure), elevated oil temperatures, longer clutch fill times, and minor shift quality issues.
  • Each condition is able to be rectified by changing the speed of the electric oil pump 170 .
  • slow down the pump speed In the event of flooding, increase the pump speed.
  • the question then becomes how best to monitor and determine the oil level in the sump of the torque converter.
  • One option is to add an oil level sensor.
  • this option introduces an added monetary cost and an added energy cost.
  • the disclosed exemplary embodiment introduces improvement options, each of which involve monitoring operating parameters or conditions of the electric oil pump 170 .
  • a first improvement option is to vary the speed of oil pump 170 based on the torque of the oil pump which is sensed by a current reading from the pump motor.
  • control module 178 communicates with the oil pump 170 via data line 180 in order to sense the current and derive a reading. This current reading is then used to determine if the speed of oil pump 170 needs to be varied and, if so, how.
  • the speed of oil pump 170 is increased by control module 178 via data line 182 if the current reading indicates flooding of the torque converter 172 . If the current reading indicates oil aeration, then the speed of oil pump 170 is decreased by a signal from control module 178 via data line 182 .
  • FIG. 3 graph or chart depicts one option for displaying this pressure.
  • the Y-axis depicts “pressure” in kpa units.
  • the X-axis is “time” in seconds. The magnitude or extent of the pressure fluctuations gives an indication of whether or not there is any significant air ingestion by the scavenge pump. While the FIG. 3 graph shows pressure versus time, torque or current measurements of the scavenge pump will provide a similar display of whether or not there is any significant air ingestion by the scavenge pump.
  • the vehicle includes a transmission control module (TCM) which is constructed and arranged to monitor the range of (pressure) oscillations and calculate the peak-to-peak noise versus time. This is displayed by the FIG. 4 graph. This graph displays the peak-to-peak pressure in kpa units along the Y-axis and time, in seconds, along the X-axis.
  • TCM is capable of monitoring the peak-to-peak noise and flag aeration when the noise threshold exceeds a calibrated level.
  • the analysis can be taken a further step by integrating the FIG. 4 graph data with respect to time.
  • This integration result is shown by the FIG. 5 graph.
  • the slope of the line depicts the condition, noting that a steeper slope corresponds to some level of air ingestion while a flatter line of less slope corresponds to a condition of little or no air ingestion by the scavenge pump.
  • the FIG. 5 graph provides a clear distinction, based on the slope of the line, of when air is ingested (the steeper slope) and when no noticeable amount or volume of air is ingested (the flatter slope).
  • the slope of the line By calibrating the slope and establishing a reference table (or using one already created), a measurement of the slope of the FIG. 5 graph line will yield the level (i.e., the amount or volume) of air ingested by the scavenge pump. Relative measures are given in Table I which corresponds to FIG. 5 .
  • the data displayed in the graphs of FIGS. 3-5 is based on pressure readings and the peak-to-peak pressure readings.
  • scavenge pump torque measurements will provide a similar response and way to assess air ingestion (i.e., aeration).
  • air ingestion i.e., aeration
  • the speed of the oil pump 170 can be varied. Ideally for a “dry” sump, the oil level will be managed such that it is controlled at the point where aeration might just start. If that is not indicated, then increase the pump speed. Once aeration is detected, then slow the speed of the pump.
  • control module 178 communicates with the oil pump 170 via data line 182 . Readings from the oil pump motor are received by the control module via data line 180 . These connections are important in order to obtain the data and control scavenge pump operation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Transmission Device (AREA)
  • General Details Of Gearings (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US13/735,463 2011-02-09 2013-01-07 Scavenge pump oil level control system and method Abandoned US20130121849A1 (en)

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US15/194,638 US9903242B2 (en) 2011-02-09 2016-06-28 Scavenge pump oil level control system and method

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EP2673178A4 (de) 2015-07-29
US20160305294A1 (en) 2016-10-20
AU2012214560A1 (en) 2013-05-02
CN103370248B (zh) 2016-07-06
WO2012109223A3 (en) 2012-10-18
KR20140002730A (ko) 2014-01-08
CA2826891C (en) 2018-01-02
AU2012214560B2 (en) 2016-03-31
US9903242B2 (en) 2018-02-27
CA2826891A1 (en) 2012-08-16
US20150093258A1 (en) 2015-04-02
EP2673178A2 (de) 2013-12-18
US9657614B2 (en) 2017-05-23
WO2012109223A2 (en) 2012-08-16
CN103370248A (zh) 2013-10-23

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