Decentralized control module for a central hydraulic control device of a motor vehicle transmission

Abstract

The present invention relates to a decentralized control module (1) for a central hydraulic control device of a motor vehicle transmission. The decentralized control module (1) includes a pressure valve (5) and a cooling valve (7). The decentralized control module (1) is implemented separately from the central hydraulic control device and is adapted to be connected to at least one hydraulic fluid source to supply hydraulic fluid to the decentralized control module (1). Furthermore, the decentralized control module is adapted to apply hydraulic fluid under pressure to an element of the motor vehicle transmission by means of the pressure valve (5), and the decentralized control module is adapted to cool an element of the motor vehicle transmission with a volume flow rate of hydraulic fluid by means of the cooling valve (7).

Description

Field of the Invention

[0001] The present invention relates to a decentralized control module for a central hydraulic control device of a motor vehicle transmission. Other claims relate to a motor vehicle transmission having the decentralized control module and a motor vehicle having the motor vehicle transmission. Background Art

[0002] Typically, a motor vehicle transmission, in particular an automatic transmission, has a hydraulic control device which, for example, supplies oil under pressure to a clutch of the motor vehicle transmission in order to actuate the clutch in this way. In addition, the clutch is lubricated and cooled with oil. It can happen that an additional clutch is to be accommodated in an existing motor vehicle transmission. In this case, there is a need, especially with respect to the hydraulic control device which is to supply oil to an additional clutch of the above type, to replace or modify as few components as possible. Summary of the Invention

[0003] The object of the present invention can be seen as providing a technique for pressurizing and cooling at least one additional clutch in a motor vehicle transmission.

[0004] To this end, the present invention provides a decentralized control module for a central hydraulic control device of a motor vehicle transmission, the decentralized control module comprising:

[0005] - a pressure valve and

[0006] - a cooling valve,

[0007] wherein the decentralized control module:

[0008] - is implemented separately from the central hydraulic control device, and the decentralized control module is connected to the central hydraulic control device via a hydraulic line;

[0009] - is adapted to be connected to at least one hydraulic fluid source so as to supply hydraulic fluid to the decentralized control module,

[0010] - is adapted, by means of the pressure valve, to apply hydraulic fluid under pressure to an element of the motor vehicle transmission; and

[0011] - is adapted, by means of the cooling valve, to cool the element of the motor vehicle transmission with a volume flow rate of hydraulic fluid,

[0012] wherein the element includes at least one additional clutch.

[0013] The invention also provides a motor vehicle transmission, which includes the decentralized control module according to the invention and a central hydraulic control device, wherein the first hydraulic fluid source, the second hydraulic fluid source, and the third hydraulic fluid source are provided by the hydraulic control device of the motor vehicle transmission.

[0014] The invention also provides a motor vehicle, which includes the motor vehicle transmission according to the invention.

[0015] According to the invention, a control module is provided, which can pressurize and cool an additional clutch. In addition, the control module can also cool an electric motor. For this purpose, two valves are provided in the control module. The control module can be used especially in a hybrid transmission. There is no need to completely change the hydraulic control device. It is only proposed to change a single component of the hydraulic control device to provide a supply interface for the two valves. Therefore, the two valves and the two actuators assigned to these valves can be integrated in the control module and thus arranged in a space-saving manner in the construction space of the motor vehicle transmission. Only a supply interface at the hydraulic control device is required. In other respects, the hydraulic control device remains unchanged. The control module according to the invention can be used as a separate unit for various transmission types in the sense of a general component. When there is a corresponding construction space, the control module can be used for various transmission types. In addition, the control module can also be used to control different consumers, such as clutches, brakes, differential locks, cooling devices for gear sets, or the like.

[0016] In this sense, according to a first aspect of the invention, a decentralized control module for a central hydraulic control device of a motor vehicle transmission is provided.

[0017] The feature "decentralized" can be particularly understood as that the position of the control module is different from the position of the central hydraulic control device. The position of the control module inside the motor vehicle transmission is particularly independent of the position of the hydraulic control device inside the motor vehicle transmission. That is to say, the control module can in principle be positioned at any position inside the motor vehicle transmission that provides a sufficiently large construction space for the control module.

[0018] The feature "central" can be particularly understood as that the hydraulic control device reflects the main functions of the hydraulic system inside the motor vehicle transmission and provides hydraulic fluid, especially oil, under pressure for all or at least most of the hydraulic consumers inside the motor vehicle transmission. Therefore, the central hydraulic control device also provides hydraulic fluid under pressure for the decentralized control module.

[0019] The decentralized control module includes two valves, in particular a pressure valve and a cooling valve. The cooling valve can be accommodated, for example, in a recess or hole in the valve housing of the decentralized control module. The pressure valve can be accommodated, for example, in a recess or hole in the valve plate of the decentralized control module.

[0020] The decentralized control module is implemented separately from the central hydraulic control device. The decentralized control module can be regarded as an extension of the central control device of the automatic transmission. The decentralized control module does not have to be arranged close to the central hydraulic control device here. Instead, the decentralized control module can be variably placed at almost any position in the idle and sufficiently large transmission space and is independent of the position of the central hydraulic control device. The feature "separately" includes here: The decentralized control module can be connected to the central hydraulic control device by means of hydraulic lines (for example, pipes or hoses with, for example, two corresponding pipe fittings and two lugs). The feature "connection" should in particular be understood as that the correspondingly interconnected elements are interconnected in a hydraulically guided manner, i.e., hydraulic fluid, in particular oil, can flow from one element to the other and, if appropriate, vice versa.

[0021] The control module is thus a separate component that is adapted to control clutches, in particular additional clutches, in an existing system. In this regard, the "additional" clutch can in particular be understood as adding a clutch subsequently to an already existing, developed or designed motor vehicle transmission. In addition, the decentralized control module is adapted to cool the clutch.

[0022] The control module can be used anywhere where, for example, system pressure, reduced pressure or coolant supply pressure can be provided and intercepted. In this sense, the decentralized control module is adapted to be connected to at least one hydraulic fluid source in order to supply hydraulic fluid to the decentralized control module. The hydraulic fluid and the coolant can in particular relate to oil. The hydraulic fluid source can in particular relate to the central hydraulic control device, which can in particular provide system pressure, reduced pressure and coolant supply pressure. The feature "connection" should in particular be understood as that the correspondingly interconnected elements are interconnected in a hydraulically guided manner, i.e., hydraulic fluid, in particular oil, can flow from one element to the other and, if appropriate, vice versa.

[0023] The central hydraulic control device can have connection positions in the form of output ends, from which the hydraulic fluid under system pressure, reduced pressure or coolant supply pressure exits. Typically, the hydraulic control device has a plurality of oil circuits, which are supplied by a hydraulic pump according to priority. The main system pressure circuit (priority 1) supplies, in particular, the pressure regulator and the clutch valve for transmitting the engine torque as well as the converter bridging clutch. The secondary system pressure circuit (priority 2) provides coolant and lubricant for the automatic transmission. The system pressure circuit of the third stage feeds the surplus back to the pump suction side. System pressure, reduced pressure and coolant supply pressure can be provided via the system pressure circuits mentioned above. The system pressure can be, for example, 3.5 bar in the economy operation mode, and this system pressure can take a value between 6 bar and 22 bar in normal operation (depending on the pressure requirements of the consumer). The reduced pressure can assume, in particular, a value of around 5.5 bar. The coolant supply pressure depends on the coolant quantity and temperature. The optimum operating pressure of the nozzles on the lubrication bracket (Schmierspinne) of the cooling system is 1 bar. The value of the coolant supply pressure is usually limited to around 4 bar to avoid damage in cold conditions.

[0024] The decentralized control module is adapted, by means of a pressure valve, to apply hydraulic fluid under pressure to elements of a motor vehicle transmission, such as an additional clutch of a motor vehicle transmission. For example, the decentralized control module can provide a pressure of 19 bar for the additional clutch by means of a pressure valve. The pressure valve can in particular be adapted to set or regulate any pressure below the system pressure. The maximum output pressure to be controlled or regulated by the pressure valve can be determined and varied by the conversion ratio of the pressure valve at the valve. The pressure valve can be accommodated, for example, in the valve housing of the decentralized control module.

[0025] Furthermore, the decentralized control module of the cooling valve is adapted to cool elements of a motor vehicle transmission with the volume flow of hydraulic fluid. The decentralized control module can provide, for example, a volume flow of 7 liters per minute for the additional clutch and the electric motor by means of the cooling valve. The control and regulation of the pressure application can be achieved by means of the pressure valve and the cooling can be achieved by means of the cooling valve. This results in the possibility of expanding the basic system (in the present case the hydraulic system or the hydraulic control device of a motor vehicle transmission) with additional functions. The cooling valve is in particular adapted to switch on or off the cooling quantity available per unit time. This can be achieved in particular by means of an actuator described in more detail below, which can be formed, for example, by a solenoid valve. The cooling valve can be accommodated, for example, in the valve plate or the channel plate of the decentralized control module. An intermediate plate can in particular be arranged between the valve plate or the channel plate and the valve housing.

[0026] In an advantageous embodiment, the decentralized control module can also be adapted to cool an electric motor. In this sense, the element of the motor vehicle can be a clutch, and a settable cooling volume flow rate can be supplied to the element by means of a cooling valve, wherein the decentralized control module is adapted to cool the electric motor with a volume flow rate of hydraulic fluid by means of the cooling valve.

[0027] Alternatively, the element of the motor vehicle can be a brake, a differential lock or a cooling device of a gear set. In addition to the clutch, these mentioned elements can be pressurized by means of a pressure valve, and these elements can be cooled by means of the cooling valve of the decentralized control module.

[0028] The decentralized control module can have a first input which is adapted to be connected to a first hydraulic fluid source which provides hydraulic fluid at a system pressure, so as to supply hydraulic fluid at the system pressure to the pressure valve. Here, the first input can be connected on the one hand to a first output of the first hydraulic fluid source and on the other hand to an input of the pressure valve of the decentralized control module, wherein the first output of the first hydraulic fluid source provides hydraulic fluid at the system pressure. The first hydraulic fluid source can be formed by a central hydraulic control device. In addition, the pressure valve can also be adapted to set the pressure of the hydraulic fluid received from the first hydraulic fluid source to an output pressure and to provide the output pressure to an element of the motor vehicle transmission to apply pressure to the element. The connection of the first input of the decentralized control module to the first output of the first hydraulic fluid source, in particular to the first output of the central hydraulic control device, can be realized, for example, by means of pipes and hoses. For this purpose, the first input of the decentralized control module and the first output of the central hydraulic control device can be formed respectively by holes at existing channels in the housing.

[0029] The decentralized control module may include a first actuator which is connected to a pressure valve. The decentralized control module has a second input which is adapted to be connected to a second hydraulic fluid source that provides hydraulic fluid under reduced pressure, so as to apply hydraulic fluid under reduced pressure to the first actuator. Here, the second input can be connected on the one hand to the second output of the second hydraulic fluid source and on the other hand to the input of the first actuator of the decentralized control module, where the second output of the second hydraulic fluid source provides hydraulic fluid under reduced pressure. The second hydraulic fluid source can be formed by a central hydraulic control device. In addition, the first actuator can be adapted to actuate the pressure valve so as to achieve an output pressure. The first actuator can in particular relate to a on-off valve. The connection of the second input of the decentralized control module to the second output of the second hydraulic fluid source, in particular to the second output of the central hydraulic control device, can be realized, for example, by means of pipes and hoses. For this purpose, the second input of the decentralized control module and the second output of the central hydraulic control device can each be formed by holes at existing channels in the housing.

[0030] In addition, the decentralized control module may have a third input which is adapted to be connected to a third hydraulic fluid source that provides hydraulic fluid under coolant supply pressure, so as to apply hydraulic fluid under coolant supply pressure to a coolant valve. Here, the third input can be connected on the one hand to the third output of the third hydraulic fluid source and on the other hand to the input of the coolant valve of the decentralized control module, where the third output of the third hydraulic fluid source provides hydraulic fluid under coolant supply pressure. The third hydraulic fluid source can be formed by a central hydraulic control device. In addition, the coolant valve can be adapted to set the output volume flow rate of the hydraulic fluid received from the second hydraulic fluid source and to supply the output volume flow rate to components of a motor vehicle transmission and optionally also to an electric motor for cooling. The connection of the third input of the decentralized control module to the third output of the third hydraulic fluid source, in particular to the third output of the central hydraulic control device, can be realized, for example, by means of pipes and hoses. For this purpose, the third input of the decentralized control module and the third output of the central hydraulic control device can each be formed by holes at existing channels in the housing.

[0031] Furthermore, the decentralized control module may also include a second actuator, which is connected to the cooling valve, wherein the second input of the decentralized control module is adapted to connect a second hydraulic fluid source to the second actuator, so as to apply hydraulic fluid under reduced pressure to the second actuator. Here, the second input can be connected to the second output of the second hydraulic fluid source on the one hand, and can be connected to the input of the second actuator of the decentralized control module on the other hand, wherein the second output of the second hydraulic fluid source provides hydraulic fluid under reduced pressure. The second hydraulic fluid source can be formed by a central hydraulic control device. Here, the second actuator can be adapted to actuate the cooling valve so as to achieve an output volume flow rate.

[0032] Furthermore, the cooling valve can be adapted to remain in the open state starting from a supply pressure (system pressure) of, for example, 15.5 bar, independently of the energization of the second actuator, in order to avoid pressure peaks in the cooling circuit. In this regard, the valve housing of the cooling valve is occupied in such a way that the supply pocket is located on one side of the end piece, and the consumption pocket is arranged on the piston side.

[0033] Furthermore, the signal line can guide the output pressure of the cooling valve to the spring-loaded end side of the valve slide of the cooling valve. The cooling valve can limit the cooling oil pressure for cooling an additional cooling device to approximately 0.8 bar. Here, the cooling oil volume flow rate for the additional clutch is obtained as approximately 7 l / min. The cooling of the additional clutch can be shut off by means of the second actuator. By this embodiment, pressure peaks in the cooling circuit can also be reduced.

[0034] The system pressure, the reduced pressure, and the coolant supply pressure can in particular be intercepted by a central hydraulic fluid source, advantageously by a central hydraulic control device. In this sense, according to another embodiment, a first hydraulic fluid source, a second hydraulic fluid source, and a third hydraulic fluid source are provided by the hydraulic control device of a motor vehicle transmission.

[0035] Furthermore, a filter screen can also be arranged in the valve plate or the channel plate of the decentralized control module, which protects against dirt. Thereby, the entry of dirt particles from the motor vehicle transmission can be changed. In addition to the filter screen, other inserts can also be arranged in the valve plate. In particular, a prefill valve, for example implemented as a spring-preloaded pressure limiting valve, can be integrated into the valve plate to prevent the clutch from idling.

[0036] The insert can in particular be oriented perpendicular to the pressure valve, which can likewise be arranged in the valve plate. This has advantages in terms of manufacturing technology and assembly technology when the functionality of the control module is the same. The assembly of the inserts can be carried out on the channel side of the housing of the decentralized control module, on which channel side the processing required for these inserts is also carried out.

[0037] The insert and the valves, in particular the pressure valve and the cooling valve, can also be implemented as known standard components, which are in particular used in motor vehicle transmissions anyway. This enables cost savings.

[0038] The first actuator and / or the second actuator can be a VSR actuator. A VSR actuator is a valve slide regulator (Ventilschieberregler). This means that the pressure regulator directly uses the system pressure as the supply pressure thereby. Then there is no need for a pipeline for reducing the pressure to 5.5 bar. The advantage is that the pressure valve and / or the cooling valve of the decentralized control module can perform their functions independently of the central hydraulic control device by means of the VSR actuator. A VSR actuator generally occupies several millimeters more space than other actuators. The VSR actuator can therefore be placed at any position inside the motor vehicle transmission that provides sufficient structural space. When a VSR actuator is used, the channel run can be adapted correspondingly to the housing part of the decentralized control module so that it can be applied in the same control module structural space or in particular so that no adaptation of the existing housing of the decentralized control module is required.

[0039] The housing part of the central control module can be machined in three machining planes. The first machining direction and the second machining direction run from above or from below for the sealing surface or the interface here, while the third machining direction runs laterally for the valve holes.

[0040] According to a second aspect of the invention, a transmission for a motor vehicle is provided. This motor vehicle transmission can in particular relate to an automatic transmission. The transmission includes a decentralized control module according to the first aspect of the invention. Here, the first hydraulic fluid source, the second hydraulic fluid source and the third hydraulic fluid source can in particular be provided by the hydraulic control device of the motor vehicle transmission.

[0041] This motor vehicle transmission can in particular relate to a hybrid transmission, in which a combustion engine and / or an electric motor can be coupled to the motor vehicle transmission. Here, the drive of the motor vehicle can be selectively achieved by means of the combustion engine, the electric motor or a combination of these two drive units. The powertrain having the transmission and the drive unit can in particular be provided in the form of a parallel hybrid device having a P2 architecture, in which the electric motor is arranged between the combustion engine and the motor vehicle transmission. The combustion engine can be disengaged here by means of the separating clutch of the electric motor and the transmission.

[0042] According to a third aspect of the present invention, a motor vehicle is provided, which includes a motor vehicle transmission according to the second aspect of the present invention. The motor vehicle relates to, for example, an automobile (such as a passenger motor vehicle with a weight less than 3.5 t), a motorcycle, a moped, a motorized bicycle, a bicycle, an electric bicycle, a bus or a truck (such as a bus and a truck with a weight exceeding 3.5 t), or also relates to a rail vehicle, a ship, an aircraft (such as a helicopter or an airplane). In other words, the present invention can be applied to all fields of the transportation industry such as automobiles, aviation, navigation, and aerospace. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Embodiments of the present invention will be described in more detail below with the aid of schematic drawings, in which the same or similar elements are provided with the same reference numerals. Shown herein:

[0044] Figure 1 A perspective exploded view showing an embodiment of a decentralized control module according to the present invention,

[0045] Figure 2 A perspective view showing the decentralized control module according to Figure 1 in an assembled state,

[0046] Figure 3 Shown according to Figure 1 A perspective view showing the hydraulic connection of the decentralized control module to the central hydraulic control device of the motor vehicle transmission,

[0047] Figure 3a Shown is a first hydraulic line for hydraulically connecting the decentralized control module to the central hydraulic control device according to Figure 3

[0048] Figure 3b Shown is a second hydraulic line for hydraulically connecting the decentralized control module to the central hydraulic control device according to Figure 3

[0049] Figure 3c Shown is a third hydraulic line for hydraulically connecting the decentralized control module to the central hydraulic control device according to Figure 3

[0050] Figure 4 Shown according to Figure 1 A wiring diagram of the decentralized control module, in which the decentralized control module pressurizes an additional clutch and cools the clutch and the electric motor, and

[0051] Figure 5 ​​​A side view of a motor vehicle is shown, schematically and not to scale, showing the powertrain of the motor vehicle. Detailed Description

[0052] Figure 1 The decentralized control module 1 is shown. The decentralized control module 1 can be arranged in the transmission 62, which in turn can be arranged in the motor vehicle 63 (see Figure 5 ). The decentralized control module 1 includes a valve housing 2, an intermediate plate 3, a valve plate 4, and a pressure valve 5 (clutch valve) having a first actuator 6 and a cooling valve 7 having a second actuator 8, which second actuator can be implemented as a solenoid valve, for example. The VSR actuator described above can also be used as the first actuator 6 and the second actuator 8.

[0053] The valve housing 2 has a hole for receiving the parts of the cooling valve 7. The valve plate 4 has channels for guiding hydraulic fluid, in particular oil. In addition, the valve plate 4 includes a hole for receiving the parts of the pressure valve 5. Figure 2 It shows how the parts of the cooling valve 7 are received in the hole of the valve housing 2 and how the parts of the pressure valve 5 are received in the hole of the valve plate 4. Thus, the pressure valve 5 and the cooling valve 7 can be received as inserts in the valve housing 2 or the valve plate 4, wherein the valve sleeve of the pressure valve 5 or the cooling valve 7 can be formed by the valve housing 2 or by the valve plate 4. When the decentralized control module 1 is assembled in the motor vehicle transmission 62 and when the motor vehicle transmission 62 is assembled in the motor vehicle 63, the cooling valve 7 and the pressure valve 5 are in a horizontal position.

[0054] A filter screen 9 and a prefill valve 10 are also received in the valve plate 4, wherein when the decentralized control module 1 is assembled in the motor vehicle transmission 62 and when the motor vehicle transmission 62 is assembled in the motor vehicle 63, the filter screen 9 and the prefill valve 10 are in a vertical position. The valve 5, 7 in the decentralized control module 1 can be protected from dirt by the filter screen 9. Thereby, dirt particles are prevented from entering from the motor vehicle transmission 62. The prefill valve 10 realizes the function of preventing the clutch 37 that supplies hydraulic fluid to the decentralized control module 1 from idling (see Figure 4 and Figure 5 ). The prefill valve 10 relates to a pressure limiting valve that closes the fuel tank line to prevent idling and sets a pressure of 0.3 bar. In the illustrated embodiment, the prefill valve 10 is a plate valve, wherein the sealing tab of the plastic part of the prefill valve 10 seals against the intermediate plate 3.

[0055] The intermediate plate 3 is arranged between the valve housing 2 and the valve plate 4. The valve housing 2, the intermediate plate 3 and the valve plate 4 can be interconnected by screws 11. Additionally, the pin 12 can optionally be inserted through the valve housing 2, the intermediate plate 3 and the valve plate 4. The first actuator 6 can be assembled at the valve housing 2 by means of the first fastening device 13. The second actuator 8 can be assembled at the valve plate 4 by means of the second fastening device 14.

[0056] Figure 2 The decentralized control module 1 is shown in the assembled state, wherein the control module 1 is rotationally presented relative to the illustration according to Figure 1 such that the valve plate 4 is above and the valve housing 2 is below. Figure 2 It is shown that the first housing cover 15 can cover the decentralized control module 1 on one side of the valve plate 4. Additionally, the second housing cover 16 can cover the decentralized control module 1 on one side of the valve housing 2. Herein, in Figure 2 the first housing cover 15 is arranged above the valve plate 4. The second housing cover 16 is arranged below the valve housing 2.

[0057] Figure 1 It is shown that the valve housing 2 can form the valve sleeve 17 of the cooling valve 7. The valve plate 4 can similarly form the valve sleeve of the pressure valve 5. In Figure 2 the contour of the valve sleeve of the pressure valve 5 can be seen through the first housing cover 15. The pressure valve 5 and / or the cooling valve 7 can be formed as inserts in this way. For example, at least one valve slider and a spring can be inserted into the valve sleeve 17 formed by the valve housing 2 in order to complete the cooling valve 7 in this way. At least one valve slider and a spring can be inserted into the valve sleeve formed by the valve plate 4 in a similar way in order to complete the pressure valve 5 in this way.

[0058] Figure 3 It is shown that according to Figure 1How can the decentralized control module 1 be connected to the central hydraulic control device 18. The first hydraulic line 19 connects the first input 20 of the decentralized control module 1 to the first output 21 of the central hydraulic control device 18 here. The first output 21 of the central hydraulic control device 18 is a first hydraulic fluid source that provides hydraulic fluid at system pressure, and this system pressure is provided by the central hydraulic control device 18. The second hydraulic line 22 connects the second input 23 of the decentralized control module 1 to the second output 24 of the central hydraulic control device 18. The second output 24 of the decentralized hydraulic control device 1 is a second hydraulic fluid source that provides hydraulic fluid at reduced pressure, and this reduced pressure is provided by the central hydraulic control device 18. The third hydraulic line 25 connects the third input 26 of the decentralized control module 1 to the third output 27 of the central hydraulic control device 18. The third output 27 of the central hydraulic control device 18 is a third hydraulic fluid source that provides hydraulic fluid at coolant supply pressure, and this coolant supply pressure is provided by the central hydraulic control device 18. Figure 3a shows that the first hydraulic line 19 can include a first pipe 28, two lugs 29, and two pipe joints 30. Figure 3b shows that the second hydraulic line 22 can include a second pipe 31, two lugs 32, and two pipe joints 33. Figure 3c shows that the third hydraulic line 25 can include a third pipe 34, two lugs 35, and two pipe joints 36.

[0059] Figure 4 shows according to Figure 1 the hydraulic wiring diagram of the decentralized control module 1. The pressure valve 5 can be actuated by the first actuator 6, and the cooling valve 7 can be actuated by the second actuator 8. The decentralized control module 1 supplies hydraulic fluid, such as oil, at pressure to an additional clutch 37 of an automatic transmission 62 of a motor vehicle 63 (see Figure 5 ). In addition, the decentralized control module 1 cools the additional clutch 37 with hydraulic fluid by means of the cooling valve 7. In addition, the decentralized control module 1 cools an electric motor 38 of the motor vehicle 63 (see Figure 5 ) by means of the cooling valve 7.

[0060] The pressure valve 5 can, for example, be a through valve. Hydraulic fluid at system pressure is supplied to the pressure valve 5 from the first input 20 of the decentralized control module 1 via the first line 43. The first hydraulic fluid source 21, especially the central hydraulic control device 18 (see Figure 3)Provide system pressure. The system pressure is applied at the first input 39 of the pressure valve 5. In addition, the pressure valve 5 includes a second input 40, as well as a first output 41 and a second output 42. The first output 41 can be connected to the second line 44, which is directed towards the clutch 37.

[0061] The second input 40 is connected to the output 45 of the first actuator 6, which is adapted to adjust the pressure valve 5 from a first switching position (shown by Figure 4 ) to a second switching position against the pre-tension force of the spring 46. The input 52 of the first actuator 6 is connected to the fourth line 53, which leads to the second input 23 of the decentralized control module 1. A pressure reduction is applied at the second input 23 of the decentralized control module 1, and the second hydraulic fluid source 24, in particular the central hydraulic control device 18 (see Figure 3 ) provides this pressure reduction. In the first switching position of the first actuator 6, no oil is guided from the second input 23 of the decentralized control module 1 to the second input 40 of the pressure valve 5 via the first actuator 6, and in the second switching position, oil has been guided to this second input. The output pressure applied to the first output 41 of the pressure valve 5 can be guided to the end side 50 of the piston slider 51 of the pressure valve 5, on which the spring pre-tension force is applied by the spring 46, in order to enhance the spring pre-tension force.

[0062] The second output 42 of the pressure valve 5 can be connected to the third line 47, which leads to the pressureless oil tank 48 of the motor vehicle transmission 62, and a pressure limiting valve 49 can optionally be arranged between the second output 42 and the oil tank 48. In the first switching position of the pressure valve 5, the first input 39 is not connected to the first output 41, so that no hydraulic fluid is conveyed to the clutch 37 via the pressure valve 5. However, in the first switching position of the pressure valve 5, the first output 41 is connected to the second output 42, so that the hydraulic fluid can be discharged from the hydraulic consumer 37 via the pressure valve 5 in the direction of the oil tank 48. In the second switching position, the first input 39 is connected to the first output 41, so that hydraulic fluid is conveyed to the clutch 37 via the pressure valve 5.

[0063] The cooling valve 7 can also be a normally open valve. Hydraulic fluid under coolant supply pressure is supplied to the cooling valve 7 via the fifth line 54 by the third input 26 of the decentralized control module 1. The third hydraulic fluid source 27, in particular the central hydraulic control device 18 (see Figure 3) provides a coolant supply pressure. The coolant supply pressure is applied to the first input 55 of the cooling valve 7. In addition, the cooling valve 7 comprises a second input 56 and an output 57. The output 57 can be connected to a sixth line 58, which leads in the direction of the clutch 37 and in the direction of the electric motor 38.

[0064] The second input 56 of the cooling valve 7 is connected to the output 59 of the second actuator 8, which is adapted to cause the preload force of the spring 60 against the cooling valve 7 to move the pressure valve 5 from the first switching position (the first switching position is Figure 4 The input 61 of the second actuator 8 is connected to the fourth line 53, which leads to the second input 23 of the decentralized control module. A reduced pressure is applied at the second input 23 of the decentralized control module, and the second hydraulic fluid source 24, in particular the central hydraulic control device 18 (see Figure 3 ) provides the reduced pressure.

[0065] In the first switching position of the cooling valve 7, the first input 55 is connected to the output 57, so that hydraulic fluid is supplied to the clutch 37 and the electric motor 38 via the cooling valve 7 for cooling them. In the second switching position, the first input 55 is not connected to the output 57, so that no hydraulic fluid is supplied to the clutch 37 and the electric motor 38 via the cooling valve 7. In addition, the optional signal line 66 can conduct the output pressure of the cooling valve 7 to the end side of the valve slide of the cooling valve 7 loaded with the spring 60. The cooling valve 7 can limit the cooling oil pressure for cooling the additional cooling device 37 to approximately 0.8 bar. Here, a cooling oil volume flow of approximately 7 l / min is obtained for the additional clutch 37.

[0066] Figure 5 A powertrain of a motor vehicle 63 is shown, which has a Figure 1 An exemplary arrangement of the decentralized control module 1 in a transmission 62 of a motor vehicle 63. A combustion engine 64 can be coupled to the transmission 62 so that torque can be transmitted from the output shaft of the combustion engine 64 to the input shaft of the transmission 62. An electric motor 38 can be coupled to the transmission 62 in a similar manner so that torque can be transmitted from the output shaft of the electric motor 38 to the input shaft of the transmission 62.

[0067] Thus, the transmission 62 can relate to a hybrid transmission, in which the combustion engine 64 and / or the electric motor 38 can be coupled to the transmission 62. The transmission 62 can be an automatic transmission. The drive of the motor vehicle 63 can be selectively effected by the combustion engine 64, by the electric motor 38 or by a combination of these two drive units 38, 64. The powertrain having the transmission 62 is in the illustrated embodiment a parallel hybrid device with a P2 architecture, in which the electric motor 38 is arranged between the combustion engine 64 and the transmission 62. Here, the combustion engine 64 can be separated from the electric motor 38 and from the transmission 62 by a disengaging clutch 65.

[0068] The transmission 62 can have an additional clutch 37, which can be pressurized and cooled by means of the decentralized control module 1 (see Figure 4 ). The electric motor 38 can likewise be cooled by the decentralized control module 1. For this purpose, the decentralized control module 1 can receive hydraulic fluid under pressure from the central hydraulic control device 18 (see Figure 3 and Figure 4 ), which central hydraulic control device is likewise arranged inside the transmission 1, however at a location different from the decentralized control module 1.

[0069] List of Reference Numerals

[0070] 1 Decentralized control module

[0071] 2 Valve housing

[0072] 3 Intermediate plate

[0073] 4 Valve plate

[0074] 5 Pressure valve

[0075] 6 First actuator

[0076] 7 Cooling valve

[0077] 8 Second actuator

[0078] 9 Filter

[0079] 10 Prefill valve

[0080] 11 Screw

[0081] 12 Pin

[0082] 13 First fastening device

[0083] 14 Second fastening device

[0084] 15 First housing cover

[0085] 16 Second housing cover

[0086] 17 Valve sleeve

[0087] 18 Central hydraulic control device

[0088] 19 First hydraulic pipeline

[0089] 20 First input end of the decentralized control module

[0090] 21 First output end of the central hydraulic control device

[0091] 22 Second hydraulic pipeline

[0092] 23 Second input end of the decentralized control module

[0093] 24 Second output end of the central hydraulic control device

[0094] 25 Third hydraulic pipeline

[0095] 26 Third input end of the decentralized control module

[0096] 27 Third output end of the central hydraulic control device

[0097] 28 First pipeline

[0098] 29 Lug

[0099] 30 Pipe joint

[0100] 31 Second pipeline

[0101] 32 Lug

[0102] 33 Pipe joint

[0103] 34 Third pipeline

[0104] 35 Lug

[0105] 36 Pipe joint

[0106] 37 Additional clutch

[0107] 38 Electric motor

[0108] 39 First input end of the pressure valve

[0109] 40 Second input end of the pressure valve

[0110] 41 First output end of the pressure valve

[0111] 42 Second output end of the pressure valve

[0112] 43 First pipeline

[0113] 44 Second pipeline

[0114] 45 Output end of the actuator

[0115] 46 Spring of the pressure valve

[0116] 47 Third pipeline

[0117] 48 Fuel tank

[0118] 49 Pressure limiting valve

[0119] 50 End side

[0120] 51 Piston slider

[0121] 52 Input end of the first actuator

[0122] 53 Fourth pipeline

[0123] 54 Fifth pipeline

[0124] 55 First input end of the cooling valve

[0125] 56 Second input end of the cooling valve

[0126] 57 Output end of the cooling valve

[0127] 58 Sixth pipeline

[0128] 59 Output end of the second actuator

[0129] 60 Spring of the cooling valve

[0130] 61 Input end of the actuator

[0131] 62 Transmission

[0132] 63 Motor vehicle

[0133] 64 Combustion-powered engine

[0134] 65 Disengaging clutch

[0135] 100 Distributed control module

Claims

1. A decentralized control module (1) for a central hydraulic control device (18) of a motor vehicle transmission (62), the decentralized control module (1) comprising: - a pressure valve (5) and - a cooling valve (7), wherein the decentralized control module (1): - is implemented separately from the central hydraulic control device (18), and the decentralized control module is connected to the central hydraulic control device by a hydraulic line; - is adapted to be connected to at least one hydraulic fluid source (21, 24, 27), the at least one hydraulic fluid source being provided by the central hydraulic control device (18) of the motor vehicle transmission (62) to supply hydraulic fluid to the decentralized control module (1) through the at least one hydraulic fluid source (21, 24, 27); - is adapted, by means of the pressure valve (5), to apply pressurized hydraulic fluid to an element (37) of the motor vehicle transmission (62); and - is adapted, by means of the cooling valve (7), to cool the element (37) of the motor vehicle transmission with a volumetric flow rate of hydraulic fluid, wherein the element (37) includes at least one additional clutch, the additional clutch being a clutch subsequently added to a clutch of an already existing, developed or designed motor vehicle transmission, wherein - the decentralized control module (1) has a first input (20) adapted to be connected to a first hydraulic fluid source (21) that provides hydraulic fluid at system pressure to supply hydraulic fluid at the system pressure to the pressure valve (5); - the pressure valve (5) is adapted to set the pressure of the hydraulic fluid received from the first hydraulic fluid source (21) to an output pressure and provide the output pressure to the element (37) of the motor vehicle transmission (62) to apply pressure to the element; The decentralized control module (1) further includes a first actuator (6) connected to the pressure valve (5), wherein - the decentralized control module (1) has a second input (23) adapted to be connected to a second hydraulic fluid source (24) that provides hydraulic fluid at reduced pressure to apply hydraulic fluid at the reduced pressure to the first actuator (6); - the first actuator (6) is adapted to actuate the pressure valve (5) to achieve the output pressure; - the decentralized control module (1) has a third input (26) adapted to be connected to a third hydraulic fluid source (27) that provides hydraulic fluid at coolant supply pressure to apply hydraulic fluid at the coolant supply pressure to the cooling valve (7); - The cooling valve (7) is adapted to set the output volume flow rate of the hydraulic fluid received from the third hydraulic fluid source (27) and to supply the output volume flow rate to the element (37) and the electric motor (38) of the motor vehicle transmission (62) for cooling. The decentralized control module (1) further includes a second actuator (8) which is connected to the cooling valve (7), wherein - The second input (23) of the decentralized control module (1) is adapted to connect the second hydraulic fluid source (24) to the second actuator (8) so as to apply the hydraulic fluid under the reduced pressure to the second actuator (8). - The second actuator (8) is adapted to actuate the cooling valve (7) so as to achieve the output volume flow rate.

2. The decentralized control module (1) according to claim 1, wherein the element of the motor vehicle further includes a cooling device for a brake, a differential lock or a gear set.

3. The decentralized control module (1) according to claim 1, wherein the first actuator (6) is a valve spool regulator and / or wherein the second actuator (8) is a valve spool regulator.

4. A motor vehicle transmission (62) comprising the decentralized control module (1) according to claim 1 and a central hydraulic control device (18), wherein the first hydraulic fluid source (21), the second hydraulic fluid source (24) and the third hydraulic fluid source (27) are provided by the central hydraulic control device (18) of the motor vehicle transmission (62).

5. The motor vehicle transmission (62) according to claim 4, wherein the motor vehicle transmission (62) is a hybrid transmission.

6. A motor vehicle (63) comprising the motor vehicle transmission (62) according to claim 4 or 5.

Images