Lubricating system for power assembly, lubricating oil temperature management system and vehicle
By abolishing the oil pan and the transmission system sharing the oil pan, and using components such as pressure reducing valves and solenoid valves, the redundancy problem of the lubricating oil temperature control system of the entire vehicle and construction machinery is solved, and the powertrain of the entire machine is realized. Lighten weight and reduce failure rates, coordinate and control the lubricant temperature of each component.
Patent Information
- Application Number
- CN202420531762.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-03-18
- Publication Date
- 2025-01-17
- Estimated Expiration
- 2034-03-18
AI Technical Summary
The lubricant temperature control systems of existing vehicles and construction machinery have redundancy in design and control, resulting in large weight and volume of the powertrain of the whole machine and high failure rate.
Cancel the engine oil pan, share the same oil pan with the transmission system, and add a pressure reducing valve to reduce the engine lubricant. It adopts lubricating oil tank, filter, cooler, solenoid valve and other components to collect signals. The processing and output modules implement lubricant temperature management, forming closed loops to reduce redundancy.
The components and weight of the entire powertrain are reduced, the costs are reduced, the failure rate is reduced, and the lubricant temperature of each component is coordinated and controlled, the number and time of the cooling fan is reduced, and the fuel consumption and fault points are reduced.
Smart Images
Figure CN222363400U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of complete vehicles and engineering machinery, and in particular to a lubrication system for a power assembly, a lubricating oil temperature management system and a vehicle. Background Art
[0002] At present, the engines, torque converters, gearboxes, drive wheels and other components used in complete vehicles and construction machinery are manufactured by different manufacturers. Each manufacturer is independent of each other in the production process, and there is little collaborative design between manufacturers. After the various components are finally integrated and assembled, it is inevitable that there will be design duplication or component redundancy in some aspects. The most obvious one is that the lubricating oil temperature control systems used by several major components are controlled separately.
[0003] The inventor of the utility model discovered that in some engineering machinery products, the lubricating oil used in the transmission system is the same as the lubricating oil used in the engine, and both the transmission system and the engine have their own oil storage devices, heat dissipation devices, etc. There is redundancy in the functional design, and they can be integrated to reduce some components. Taking the bulldozer as an example, the amount of lubricating oil used in the bulldozer transmission system is about 105 liters. It uses an external independent lubricating oil radiator, which is water-cooled and cooled by the engine's circulating water. The engine uses about 27 liters of lubricating oil, and the oil is stored in the oil pan. The radiator is integrated with the engine body and is also cooled by the engine's circulating water. Figure 1 The lubrication system of the engine and transmission system shown in the figure is very similar in structure to the lubrication system of the transmission system and the engine. The only difference between the two is the oil supply pressure, which is higher than that of the engine. In the prior art, there is redundancy in design and control management, which makes the weight and volume of the whole powertrain larger and the failure rate higher. Utility Model Content
[0004] In view of the deficiencies in the prior art, the utility model provides a lubrication system for a powertrain, a lubricating oil temperature management system and a vehicle. According to the characteristic of the transmission system that the lubricating oil reserve is large, the utility model improves the lubrication system of the whole machine, eliminates the oil pan of the engine, shares an oil pan with the transmission system, and adds a pressure reducing valve to reduce the pressure of the engine lubricating oil.
[0005] In order to achieve the above-mentioned object, the utility model provides a lubrication system for a powertrain in a first aspect, which specifically includes:
[0006] Lubricating oil tank, filter, cooler, pressure reducing valve, transmission system main oil channel and engine main oil channel;
[0007] The lubricating oil tank is connected to the inlet end of the filter, and the outlet end of the filter is provided with two branches, namely a first branch and a second branch. The first branch is connected to the inlet of the pressure reducing valve, and the outlet of the pressure reducing valve is connected to one end of the main oil channel of the engine; the second branch is connected to the inlet of the cooler, and two branches are provided at the outlet end of the cooler, namely a third branch and a fourth branch. The third branch is connected to one end of the main oil channel of the transmission system, and the fourth branch is connected to the first branch and connected to the inlet of the pressure reducing valve.
[0008] As a further technical solution, an oil pump is arranged between the lubricating oil tank and the filter, the outlet end of the lubricating oil tank is connected to the oil inlet of the oil pump, and the oil outlet of the oil pump is connected to the inlet end of the filter.
[0009] As a further technical solution, the invention further comprises a first solenoid valve and a second solenoid valve, wherein the first solenoid valve is arranged on the second branch and the second solenoid valve is arranged on the third branch.
[0010] As a further technical solution, the other ends of the transmission system main oil channel and the engine main oil channel are connected and commonly connected to the inlet end of the lubricating oil tank to form a closed loop.
[0011] In a second aspect, the utility model provides a lubricating oil temperature management system for a powertrain, comprising: a signal acquisition module, a signal receiving module, a parameter setting module, a signal processing module and a signal output module; the signal acquisition module is used to collect signal parameters;
[0012] The signal acquisition module is communicatively connected to the signal receiving module, the signal receiving module and the parameter setting module are respectively connected to the input end of the signal processing module, and the output end of the signal processing module is connected to the signal output module.
[0013] As a further technical solution, the signal parameter includes lubricating oil temperature.
[0014] As a further technical solution, the parameter setting module is used to set the lubricating oil temperature limit and the control strategy of the first solenoid valve and the second solenoid valve.
[0015] As a further technical solution, the signal processing module is used to calculate and process the received signal parameters and limits.
[0016] As a further technical solution, the output end of the signal output module is electrically connected to the first solenoid valve and the second solenoid valve for outputting instructions to control the actions of the first solenoid valve and the second solenoid valve.
[0017] In a third aspect, the utility model provides a vehicle, specifically comprising:
[0018] A lubrication system for a powertrain as described in the first aspect and a lubricating oil temperature management system for a powertrain as described in the second aspect.
[0019] One or more technical solutions of the utility model have the following beneficial effects:
[0020] (1) Based on the characteristic of the transmission system that the lubricating oil reserves are large, the utility model eliminates the oil pan of the engine and shares the oil pan with the transmission system, and adds a pressure reducing valve to reduce the pressure of the engine lubricating oil, thereby reducing the components of the entire power assembly and reducing the weight and volume of the entire power assembly, thereby reducing costs and reducing the occurrence of failures.
[0021] (2) The utility model realizes a shared oil tank, which can achieve complementary lubricating oil temperatures of various components. For example, the engine, gearbox, and drive shaft components generate or require different lubricating oil temperatures depending on the actual operating conditions. Through the coordinated control of the three, the number and time of opening the cooling fan can be reduced, which can also reduce fuel consumption and failure points accordingly.
[0022] (3) The utility model realizes the integrated design of the structure and control system of the whole power assembly system, avoiding the problem of functional redundancy between them. BRIEF DESCRIPTION OF THE DRAWINGS
[0023] The drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention.
[0024] Figure 1 It is a schematic diagram of the structure of the lubrication system of the engine and transmission system in the prior art;
[0025] Figure 2 It is a structural schematic diagram of the lubrication system for the power assembly of the utility model;
[0026] Figure 3 This is a schematic diagram of the whole structure of the utility model;
[0027] Figure 4 It is a schematic diagram of the lubricating oil temperature management system for the power assembly of the utility model;
[0028] Among them: lubricating oil tank 1, second solenoid valve 2, oil pump 3, filter 4, first solenoid valve 5, pressure reducing valve 6, cooler 7, cooling fan 8, engine 9, transmission system 10. DETAILED DESCRIPTION
[0029] It should be noted that the following detailed descriptions are all illustrative and are intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.
[0030] Explanation of relevant terms
[0031] Construction machinery transmission system: a system that transmits power to the entire machine, consisting of three major parts: torque converter, gearbox, and drive hub.
[0032] Engineering machinery powertrain system: a system consisting of an engine and a transmission system that provides power transmission for engineering machinery.
[0033] Embodiment 1
[0034] like Figure 1 As shown, it can be seen that the transmission system and the engine lubrication system have very similar structures. There must be redundancy in their respective control. The only difference between the two is the oil supply pressure. The pressure of the transmission system is higher than that of the engine. The utility model takes the bulldozer as an example, and realizes the coordinated application control of the engine lubricating oil and the transmission system lubricating oil. Other similar models can refer to the application and provide a lubrication system for a powertrain, such as Figure 2 As shown, the oil pan of the engine is cancelled, and the oil pan is shared with the transmission system, which specifically includes: a lubricating oil tank, a filter, a cooler, a pressure reducing valve, a main oil channel of the transmission system, and a main oil channel of the engine; wherein the lubricating oil tank is connected to the inlet end of the filter, and the outlet end of the filter is provided with two branches, namely the first branch and the second branch, the first branch is connected to the inlet of the pressure reducing valve, and the outlet of the pressure reducing valve is connected to one end of the main oil channel of the engine; the second branch is connected to the inlet of the cooler, and the outlet end of the cooler is also provided with two branches, namely the third branch and the fourth branch, the third branch is connected to one end of the main oil channel of the transmission system, and the fourth branch is connected to the first branch and connected to the inlet of the pressure reducing valve. The other ends of the main oil channel of the transmission system and the main oil channel of the engine are connected and connected to the inlet end of the lubricating oil tank together to form a closed loop. wherein a cooling fan is provided next to the cooler to cool the cooler.
[0035] In this embodiment, an oil pump is arranged between the lubricating oil tank and the filter. Specifically, the outlet end of the lubricating oil tank is connected to the oil inlet of the oil pump, and the oil outlet of the oil pump is connected to the inlet end of the filter. The oil pump extracts the lubricating oil from the lubricating oil tank and delivers it to the parts that need lubrication. Because the lubricating oil tank is generally at the bottom, it has to be pumped out by the oil pump before it can be used, which also plays a role of pressurization.
[0036] In this embodiment, the lubrication system for the powertrain further includes a first solenoid valve and a second solenoid valve, the first solenoid valve is arranged on the second branch, and the second solenoid valve is arranged on the third branch. Specifically, the second branch is connected to the inlet of the cooler through the first solenoid valve, and the third branch is connected to one end of the main oil channel of the transmission system through the second solenoid valve. The function of the first solenoid valve is to control whether the lubricating oil needs to be cooled. If it does not need to be cooled, it can not pass through the cooler to save energy (because a cooling fan is arranged next to the cooler, which will consume energy). For example, when the vehicle is initially started, the temperature is reduced, and the first solenoid valve can be closed to allow the lubricating oil to bypass the cooler; the function of the second solenoid valve is to close the second solenoid valve to save energy if the vehicle does not need the transmission system to work, such as in the idle state, when only the engine is working and the transmission system is not working.
[0037] Embodiment 2
[0038] like Figure 4 As shown, the utility model provides a lubricating oil temperature management system for a powertrain, comprising: a signal acquisition module, a signal receiving module, a parameter setting module, a signal processing module and a signal output module; wherein the parameter setting module is used to set a calibrated lubricating oil temperature limit and a control strategy of a first solenoid valve and a second solenoid valve;
[0039] The signal acquisition module is connected to the signal receiving module for communication. The signal acquisition module is used to collect signal parameters, which are specifically lubricating oil temperature signals. The signal receiving module is responsible for receiving ECU / TCU / VCU and lubricating oil temperature signals, and transmitting the received signals to the signal processing module.
[0040] The signal receiving module and the parameter setting module are respectively connected to the input end of the signal processing module. The signal processing module is responsible for calculating and processing the received signal and the set calibration strategy to obtain the calculation result. The specific parameter setting module is to set the lubricating oil temperature limit to control the action of the first solenoid valve and the second solenoid valve. The signal processing module is to strategically control the signal receiving module and the parameter setting module. The specific actions are: (1) If the lubricating oil temperature exceeds the set limit, the first solenoid valve is opened to cool the lubricating oil through the cooler. If it is lower than the set limit, the first solenoid valve is closed; (2) If it is detected that only the engine speed is detected and the gearbox speed is 0, the second solenoid valve is closed. If it is not 0, it is opened.
[0041] The output end of the signal processing module is connected to the signal output module, and the output end of the signal output module is electrically connected to the first solenoid valve and the second solenoid valve, and is responsible for command output, such as controlling the actions of the first solenoid valve and the second solenoid valve and the cooling fan.
[0042] Based on the lubricating oil temperature management system for powertrain, its specific working method is as follows:
[0043] First, the lubricating oil temperature limit is set in the parameter setting module, the signal acquisition module acquires the signal parameters and transmits the signal parameters to the signal receiving module, the signal receiving module transmits the received signal parameters to the signal processing module, the signal processing module calculates the signal parameters and the limit, and transmits the calculation result to the signal output module, and finally the signal output module outputs the control instruction, which includes the action of the first solenoid valve and the second solenoid valve.
[0044] Embodiment 3
[0045] This embodiment provides a vehicle, specifically comprising: a lubrication system for a powertrain as described in the first embodiment and a lubricating oil temperature management system for a powertrain as described in the second embodiment.
[0046] The above description is only a preferred embodiment of the utility model and is not intended to limit the utility model. For those skilled in the art, the utility model may have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.
Claims
1. A lubrication system for a powertrain, characterized in that: include: Lubricating oil tank, filter, cooler, pressure reducing valve, transmission system main oil channel and engine main oil channel; The lubricating oil tank is connected to the inlet end of the filter, and the outlet end of the filter is provided with two branches, namely a first branch and a second branch. The first branch is connected to the inlet of the pressure reducing valve, and the outlet of the pressure reducing valve is connected to one end of the main oil channel of the engine; the second branch is connected to the inlet of the cooler, and two branches are provided at the outlet end of the cooler, namely a third branch and a fourth branch. The third branch is connected to one end of the main oil channel of the transmission system, and the fourth branch is connected to the first branch and connected to the inlet of the pressure reducing valve.
2. A lubrication system for a powertrain according to claim 1, characterized in that: An oil pump is arranged between the lubricating oil tank and the filter, the outlet end of the lubricating oil tank is connected to the oil inlet of the oil pump, and the oil outlet of the oil pump is connected to the inlet end of the filter.
3. A lubrication system for a powertrain according to claim 1, characterized in that: The first solenoid valve is arranged on the second branch, and the second solenoid valve is arranged on the third branch.
4. A lubrication system for a powertrain as claimed in claim 1, characterized in that: The other ends of the transmission system main oil channel and the engine main oil channel are connected and are commonly connected to the inlet end of the lubricating oil tank to form a closed loop.
5. A lubricating oil temperature management system for a powertrain, based on the lubrication system for a powertrain according to any one of claims 1 to 4, characterized in that: include: A signal acquisition module, a signal receiving module, a parameter setting module, a signal processing module and a signal output module; the signal acquisition module is used to collect signal parameters; The signal acquisition module is communicatively connected to the signal receiving module, the signal receiving module and the parameter setting module are respectively connected to the input end of the signal processing module, and the output end of the signal processing module is connected to the signal output module.
6. A lubricating oil temperature management system for a powertrain as claimed in claim 5, characterized in that: The signal parameter includes a lubricating oil temperature signal.
7. A lubricating oil temperature management system for a powertrain as claimed in claim 5, characterized in that: The parameter setting module is used to set the lubricating oil temperature limit and the control strategy of the first solenoid valve and the second solenoid valve.
8. The lubricating oil temperature management system for a powertrain as claimed in claim 5, characterized in that: The signal processing module is used to calculate and process the received signal parameters and limit values.
9. The lubricating oil temperature management system for a powertrain according to claim 5, characterized in that: The output end of the signal output module is electrically connected to the first solenoid valve and the second solenoid valve, and is used to output instructions to control the actions of the first solenoid valve and the second solenoid valve.
10. A vehicle, characterized in that: include: The lubrication system for a powertrain as claimed in claim 1 and the lubricating oil temperature management system for a powertrain as claimed in claim 5.