System and method for operating a lubrication system with a brake-actuated valve

Abstract

A vehicle lubrication system comprises a heat exchanger with a lubricant inlet and a lubricant outlet, the lubricant outlet including a first outlet branch and a second outlet branch. The lubrication system also includes a stator lubrication circuit, a rotor lubrication circuit, and a transmission lubrication circuit, which are fluidically connected between the lubricant inlet and the first outlet branch. The transmission lubrication circuits, the stator lubrication circuit, and the rotor lubrication circuit are fluidically connected in parallel.The system also includes a parking actuator assembly with a parking lock configured to move between a park position and a release position to allow movement of the drive train gear, and a park-actuated valve configured to move to a first position in which it blocks the flow of lubricant through the second outlet branch when it is in the park position, and to a second position in which it allows the flow of lubricant through the second outlet branch when it is in the release position.

Description

introduction

[0001] Electrified propulsion systems of motor vehicles and other mobile electrical systems comprise an electrical system configured to supply energy to one or more electric motors to generate drive torque. For example, an electric traction motor may be connected to the wheels of an electric vehicle, with the generated output torque being transmitted to the wheels to propel the electric vehicle along the road. For this purpose, a high-voltage bus of the electric vehicle is connected to a rechargeable energy storage system (RESS), the main component of which is a traction battery pack with a number and configuration of electrochemical battery cells appropriate for the application. The connection between the battery pack and the motor is made via an intermediate inverter module if the electric traction motor is configured as a multiphase / AC machine.To cool and lubricate parts of the electric vehicle's powertrain, a lubrication system circulates a lubricant to the various components to perform at least one cooling or lubrication function.

[0002] DE 10 2022 004 244 A1 describes a method for lubricating and cooling a drive unit for a motor vehicle, in which the drive unit comprises at least one electric machine having at least one rotor and one stator, transmission components through which the motor vehicle can be driven by means of the electric machine, and a lubrication and coolant circuit through which a lubricant and coolant flow, in which the transmission components, the at least one electric machine, a sump for receiving the lubricant and coolant, and at least one pump device are arranged. The lubrication and coolant circuit has a first branch through which the lubricant and coolant from the sump flows, and through which the lubricant and coolant can be supplied to the transmission components.The lubricant and coolant is supplied to at least the first branch continuously, at least in a fixed gear operation, or in an intermittent operation with alternating time intervals.

[0003] DE 102018 112 665 A1 describes a hydraulic device with a pump which is connected on the one hand to a coolant line for supplying a first consumer with hydraulic fluid for its cooling and / or lubrication and on the other hand to an activation line for supplying a second consumer with the same hydraulic fluid for its actuation, wherein the pump is designed as a reversing pump, wherein a hydraulic parking lock actuator can be selectively connected at least to the coolant line via a switching valve.

[0004] DE 10 2021 208 238 A1 describes a hydraulic system for a motor vehicle, in particular for a hybrid motor vehicle, with at least one positive displacement pump, with a first consumer, with a second consumer, with at least one fluid reservoir, wherein the positive displacement pump has a first connection and a second connection, wherein the positive displacement pump has a shaft and wherein the shaft can be driven by means of a motor, in particular an electric motor.The supply of fluid (6) to the first and / or the second consumer is improved by the additional provision of a flow pump, wherein the flow pump has a drive shaft, wherein the drive shaft of the flow pump is effectively coupled and / or effectively coupled to the shaft of the positive displacement pump, wherein the flow pump has an inlet port and an outlet port, wherein, when the positive displacement pump is operated in the second direction of rotation of the flow pump, fluid from the fluid reservoir can also be supplied via the inlet port, and wherein, when the positive displacement pump is operated in the second direction of rotation, the fluid can be discharged from the flow pump via the outlet port and supplied to the first consumer.

[0005] DE 10 2023 200 684 A1 describes a supply system comprising a pump with a main supply line downstream, through which a liquid coolant can be pumped into the main supply line. The main supply line branches into a first sub-supply line and a second sub-supply line. The first sub-supply line is connected to a stator cooling circuit and is intended for supplying the coolant to the stator cooling circuit, while the second sub-supply line is connected to a rotor cooling circuit and serves to supply the coolant to the rotor cooling circuit. Each of the first and / or second sub-supply lines is equipped with a valve through which the respective flow rate of coolant through the respective sub-supply line can be controlled.In addition, at least one further partial supply line separate from the first partial supply line and the second partial supply line is provided, each connecting the main supply line to a mechanical supply circuit, which is intended for supplying each mechanical component with coolant for lubrication and / or cooling.

[0006] WO 00 / 37 836 A1 describes an electro-hydraulic control unit for an automatic motor vehicle transmission with hydraulically engaged and disengaged friction clutches or brakes for shifting individual gears and an electronic control unit connected via an electric linkage to a selector lever in the vehicle. Depending on the selected gear and predefined parameters of the internal combustion engine and transmission, the electronic control unit shifts gears. In the event of a failure of the electronic control unit and a loss of power to all solenoid valves, an emergency forward gear is maintained until the internal combustion engine is switched off and a parking brake is automatically applied. If the electronic transmission control fails while in reverse, all clutches and brakes are depressurized and the parking brake is automatically applied.A valve that automatically engages an emergency forward gear and simultaneously releases the parking brake is switched by manually operating a lever. The release of the parking brake and the forward gear remain engaged until the combustion engine is switched off. Description

[0007] The invention is defined by the claims.

[0008] This document describes a lubrication system for a vehicle. The lubrication system comprises a heat exchanger with a lubricant inlet and a lubricant outlet, the lubricant outlet comprising a first outlet branch and a second outlet branch. The lubrication system also includes a stator lubrication circuit, a rotor lubrication circuit, and a transmission lubrication circuit, which are fluidically connected between the lubricant inlet and the first outlet branch. The transmission lubrication circuit, the stator lubrication circuit, and the rotor lubrication circuit are fluidically connected in parallel.The system also includes a parking actuator assembly with a parking lock configured to move between a park position that limits the movement of a drivetrain gear and a release position that allows the movement of the drivetrain gear, and a park-actuated valve configured to move to a first position in which the lubricant flow through the second outlet branch is blocked when the parking lock is in the park position, and to a second position in which the lubricant flow through the second outlet branch is allowed when the parking lock is in the release position.

[0009] In one aspect of the disclosure, the parking actuator arrangement includes a rotary shaft configured to move the park-actuated valve between the park position and the release position.

[0010] In one aspect of the disclosure, the parking actuator arrangement comprises a cockscomb rotatably attached to the rotating shaft with an arm attached at its proximal end to the cockscomb and having a parking actuator at its distal end.

[0011] In one aspect of the revelation, the parking actuator arrangement is configured to bias the parking lock towards the drivetrain gear when it is in the parked position.

[0012] In one aspect of the revelation, the parking actuator assembly is configured to release the parking lock from the drivetrain gear when it is in the release position.

[0013] In one aspect of the disclosure, the park-operated valve includes a fluid passage in the rotary shaft, and the rotary shaft is configured to block the lubricant flow when the park-operated valve is in the park position, and the fluid passage is aligned with the second outlet branch when the park-operated valve is in the release position.

[0014] In one aspect of the revelation, the park-operated valve comprises a spring-loaded piston valve.

[0015] In one aspect of the revelation, the cockscomb includes a valve engagement surface configured to bias the spring-loaded piston valve into a closed position that at least partially blocks the lubricant flow through the second outlet branch when the rotary shaft is in the park position, and releases the spring-loaded piston valve when the rotary shaft is in the release position.

[0016] In one aspect of the revelation, the cockscomb includes a first recess for receiving a position sensor in a first rotational position corresponding to the park position, and a second recess for receiving the position sensor in a second rotational position corresponding to the release position.

[0017] In one aspect of the revelation, the first notch is located near a first circumferential end of a comb projection, and the second notch is located near a second circumferential end of the comb projection, and the first and second notches define a maximum rotation range of the rooster's comb.

[0018] In one aspect of the revelation, the gear lubrication circuit, the stator lubrication circuit and the rotor lubrication circuit are fluidically connected in parallel with an auxiliary lubrication circuit between the lubricant outlet of the heat exchanger and a sump.

[0019] In one aspect of the disclosure, the stator lubrication circuit includes a stator opening with a maximum flow rate of the stator lubrication circuit, the gear lubrication circuit includes a gear opening with a maximum flow rate of the gear lubrication circuit, and the rotor lubrication circuit includes a rotor opening with a maximum flow rate of the rotor lubrication circuit.

[0020] This document describes a method for operating a lubrication system. The method comprises guiding lubricant through a heat exchanger to a lubricant outlet, the lubricant outlet comprising a first outlet branch and a second outlet branch. The method also comprises guiding the lubricant through the first outlet branch to a stator lubrication circuit and selectively guiding the lubricant through the second outlet branch to at least one of a rotor lubrication circuit, a gear lubrication circuit, or an auxiliary lubrication circuit based on a park state of a park actuator arrangement.The parking actuator assembly comprises a parking lock configured to move between a park position that restricts the movement of a drivetrain gear and a release position that allows the movement of the drivetrain gear, and a park-actuated valve configured to move to a first position that blocks the lubricant flow through the second outlet branch when the parking lock is in the park position, and to a second position that allows the lubricant flow through the second outlet branch when the parking lock is in the release position.

[0021] The present disclosure relates to a vehicle. The vehicle comprises a passenger compartment, wheels supporting the passenger compartment, a traction motor with a rotor and a stator, the rotor being configured to drive at least one of the plurality of wheels via a transmission, and a lubrication system. The lubrication system comprises a heat exchanger with a lubricant inlet and a lubricant outlet, the lubricant outlet comprising a first outlet branch and a second outlet branch. The lubrication system also comprises a stator lubrication circuit, a rotor lubrication circuit, and a transmission lubrication circuit, which are in fluid communication between the lubricant inlet and the first outlet branch. The transmission lubrication circuit, the stator lubrication circuit, and the rotor lubrication circuit are fluidically connected in parallel to one another.The system also includes a parking actuator assembly with a parking lock configured to move between a park position that restricts the movement of a drivetrain gear and a release position that allows the movement of the drivetrain gear, and a park-actuated valve configured to move to a first position in which the lubricant flow through the second outlet branch is blocked when the parking lock is in the park position, and to a second position in which the lubricant flow through the second outlet branch is allowed when the parking lock is in the release position. Brief description of the drawings Fig. Figure 1 is a schematic representation of an example vehicle with an electric powertrain. Fig. Figure 2 is a schematic representation of an exemplary lubrication system for the vehicle of Fig. 1 with multiple lubrication circuits and a park-operated valve at a first position. Fig. Figure 3 is a schematic representation of the exemplary lubrication system of Fig. 2 with the park-operated valve at a second location. Fig. 4A is a schematic representation of a parking actuator arrangement of the park-operated valve of the Fig. 2-3 in closed position. Fig. 4B is a schematic representation of a cockscomb and an actuating element of the in Fig. 4A parking actuator arrangement shown. Fig. 5A is a schematic representation of the parking actuator arrangement of Fig. 4A in a release position. Fig. 5B is a schematic representation of a cockscomb and an actuating device of the in Fig. 4A shows the parking actuator arrangement in the release position. Fig. 6A is a schematic representation of another example of a parking actuator arrangement, which controls the parking-actuated valve of the Fig. 2 to 3 in closed position. Fig. Figure 6B is a schematic representation of another example of a cockscomb and an actuating device of the type described in Fig. Parking actuator arrangement shown in 6A. Fig. 7A is a schematic top view of the parking actuator arrangement of Fig. 4A in a release position. Fig. 7B is a schematic representation of a cockscomb and an actuator of the in Fig. 4A shows the parking actuator arrangement in the release position. Fig. Figure 7 shows a flowchart of an exemplary procedure for operating one of the in Fig. 2 or Fig. 3 lubrication circuits shown. Fig. Figure 8 is a flowchart of an exemplary procedure for operating the vehicle of Fig. 1 with the parking actuator arrangement of Fig. 4A-7B.

[0022] The accompanying drawings are not necessarily to scale and may represent a somewhat simplified depiction of various preferred features of the present disclosure as disclosed herein, including, for example, certain dimensions, orientations, positions, and shapes. Details associated with such features are partly determined by the intended application and operating environment. Detailed description

[0023] Those with ordinary technical knowledge will recognize that terms such as "top," "bottom," "upward," "downward," "above," "below," "left," "right," and so on are used descriptively for the figures and do not represent limitations on the scope of disclosure as defined by the accompanying claims. Furthermore, the teachings may be described here in the form of functional and / or logical block components and / or various processing steps. It should be clear that such block components may comprise a set of hardware, software, and / or firmware components configured to perform the specified functions.

[0024] In the drawings, identical reference numerals refer to the same or similar components in the different illustrations. Fig. Figure 1 shows an electrical system 12, for example an electrified drive system of a motor vehicle 10 with a vehicle body 14 that defines a vehicle interior 42 or passenger compartment. The motor vehicle 10 of Fig. 1 comprises a charging station REC connected to the electrical system 12. The motor vehicle 10 also includes wheels 44 for driving on the roadway. The wheels 44 can be driven by the electrical system 12 or be undriven / free-running, as described in more detail below.

[0025] The electrical system 12 comprises separate high-voltage and low-voltage buses. The high-voltage bus 20-H is electrically connected to a high-voltage battery assembly 13, for example a traction battery, and the low-voltage bus 20-L is electrically connected to an auxiliary battery (“B”). AUX30. At least one onboard charging module (“OBCM”) 22- includes inputs that connect as power converters to the REC charging socket to convert an AC power source from a charging station 48 into DC power at a socket to charge the battery pack assembly 13. At least one auxiliary power module (“APM”) 21 isolates the high-voltage bus 20-H from the low-voltage bus 20-L and has inputs connected to the high-voltage bus 20-H and outputs connected to the low-voltage bus 20-L to charge the auxiliary battery 30 and to operate vehicle accessories such as seat heating, power windows, or navigation systems. The OBCM 22 and the APM 21 are both connected to an electronic control unit 28 in the electrical system 12.

[0026] The electronic control unit 28 may contain a computer and / or processor and may include software, hardware, memory, algorithms, connections, and so on for managing and controlling the operation of the motor vehicle 10. As such, a method described below and generally referred to in Fig. Figure 5 is represented as a program or algorithm that can be partially set up on the controller 28. It should be noted that the controller 28 may include a device capable of analyzing data from the sensors, comparing data, making the necessary decisions to control the operation of the motor vehicle 10, and performing the necessary tasks to control the operation of the motor vehicle 10.

[0027] The controller 28 can be implemented as one or more digital computers or host machines, each comprising one or more processors, a read-only memory (ROM), a random access memory (RAM), an electrically programmable read-only memory (EPROM), optical drives, magnetic drives, and so on, a high-speed clock, an analog-to-digital (A / D) circuit, a digital-to-analog (D / A) circuit, an input / output (I / O) circuit, I / O devices and communication interfaces, and signal conditioning and buffering electronics. The computer-readable memory can include a non-volatile / tangible medium involved in providing data or computer-readable instructions. The memory can be either non-volatile or volatile. Examples of non-volatile media include optical or magnetic hard disks and other persistent storage devices.An example of volatile media is dynamic random-access memory (DRAM), which can represent main memory. Other forms of storage include, for example, a flexible disk, a hard disk, a magnetic tape or other magnetic medium, a CD-ROM, a DVD and / or other optical medium, as well as other possible devices such as flash memory.

[0028] The control unit 28 comprises a tangible, non-volatile memory in which computer-executable instructions, including one or more algorithms, for controlling the operation of the motor vehicle 10 are stored. The algorithm(s) in question may, in particular, include an algorithm configured to optimize the energy consumption of the motor vehicle 10.

[0029] What the representative electrical system 12 of Fig. As regards Section 1, the electrical system 12 is characterized by its separate high-voltage and low-voltage buses, designated “20-H” and “20-L” respectively. In embodiments where the electrical system 12 is part of the motor vehicle 10, for example, in an electric vehicle designed as a battery-powered electric vehicle, a hybrid electric vehicle, or an extended-range electric vehicle, the term “high voltage” may encompass battery voltage capabilities of approximately 300 volts (V) or more. Such voltages are suitable for generating drive torques for vehicle propulsion functions and for supplying various high-voltage accessories on board the motor vehicle 10. The term “low voltage,” in turn, refers to auxiliary voltage levels typically of 12–50 V.Low-voltage lines (not shown) connect the low-voltage bus 20-L to one or more low-voltage accessories on board the motor vehicle 10, including but not limited to lighting, radio equipment, infotainment screens, sensors, and so on.

[0030] In the exemplary embodiment of Fig. 1 The battery pack assembly 13 is selectively connected to and disconnected from a load via a series of high-voltage contactors 15. The applied load in the configuration shown comprises a DC link capacitor (C1), an inverter module (“inverter”) 16 with a plurality of semiconductor switches 17 connected to an electric traction motor (“M”) 18. In inverters such as the one in Fig. In the inverter 16 shown, several semiconductor switches 17 are used as fast-acting ON / OFF switching devices, for example insulated-gate bipolar transistors (“IGBTs”), metal-oxide-semiconductor field-effect transistors (“MOSFETs”), thyristors, and so on. In a typical three-phase configuration of the electric traction motor 18, the semiconductor switches 17 are turned on or off at predetermined switching intervals to deliver an AC waveform to the electric traction motor 18.

[0031] The in Fig. The electric traction motor 18 shown in Figure 1 is connected to a rotatable output element 19, for example, a motor shaft, and to a gearbox for driving the wheels 44. In the drive modes, the inverter 16 is controlled by pulse width modulation (“PWM”) or another application-appropriate switching control technology to energize the phase windings of the electric traction motor 18. As shown, the electric traction motor 18 is a multi-phase AC motor, in this case a three-phase machine. The rotation of the output element 19 ultimately transmits a torque (To) to a coupled load, including one or more wheels 44 of the vehicle 10.

[0032] Fig. Figure 2 shows an example of a lubrication system 100. In the example shown, the lubrication system 100 includes a heat exchanger 102, which supplies a cooled lubricant to a lubricant outlet 104. The lubricant outlet 104 comprises a first outlet branch 104A, which supplies a first portion of the cooled lubricant to a stator lubrication circuit 106 of the motor M, and a second outlet branch 104B, which supplies a second portion of the cooled lubricant to a rotor lubrication circuit 108 for the rotor of the motor M, a gear lubrication circuit 110 of the motor M, or an auxiliary lubrication circuit 112, which supplies cooled lubricant to auxiliary components within the drive unit or the battery pack assembly 13. The lubrication circuits 106, 108, 110, and 112 are arranged fluidically parallel to one another.

[0033] A park-operated valve 118 is located in the second outlet branch 104B of the lubricant outlet 104 and is upstream of the rotor lubrication circuit 108, the gear lubrication circuit 110, and the auxiliary lubrication circuit 112. The park-operated valve 118 selectively directs the cooled lubricant through the second outlet branch 104B to the rotor lubrication circuit 108, the gear lubrication circuit 110, and the auxiliary lubrication circuit 112, based on whether the park actuator assembly is in a park position or a release position, as described in more detail below. A feature of the park-operated valve 118 is that it does not require an additional actuator or control logic but operates as part of a park actuator assembly 150, 250 ( Fig. 4A-6B).

[0034] A pump 116 circulates the lubricant from a sump 115, which collects the lubricant from an outlet 114 of each lubrication circuit. The lubricant in the outlet 114 has a lower pressure than the inlet 117 to the heat exchanger 102 from the pump 116. In the example shown, the pump 116 can be a mechanically driven pump or an electrically driven pump with a variable flow rate. A feature of the electrically driven pump is that the lubricant flow rate can be controlled independently of the rotational power of the motor M.

[0035] In the example shown, the stator lubrication circuit 106, the rotor lubrication circuit 108, the gear lubrication circuit 110, and the auxiliary lubrication circuit 112 are passively managed by a stator lubrication port 120, a rotor lubrication circuit port 122, a gear lubrication circuit port 124, and an auxiliary lubrication circuit port 126, respectively. Each of the ports 120, 122, 124, and 126 can have a predetermined maximum flow rate, which is defined at least partially by the diameter of the ports 120, 122, 124, and 126. Furthermore, each of the ports 120, 122, 124, and 126 can result in different maximum flow rates for each of the circuits.

[0036] A feature of the disclosure and the lubrication circuit 100 is that it allows an increased lubricant flow to parts of the vehicle 10 that raise the lubricant temperature when the vehicle 10 is in a parked position. In the exemplary lubrication system 100, the lubricant flow is directed to the stator lubrication circuit 106 and not to the other circuits. This allows additional current to be directed to the stator to raise the lubricant temperature. This is particularly helpful during the initial warm-up of the vehicle 10.

[0037] Fig. Figure 3 shows another example of a lubrication system 200. Lubrication system 200 is similar to lubrication system 200 except for the parts described below or illustrated in the drawings. In particular, lubrication system 200 includes the park-operated valve 118, which is located downstream of a connection to the stator lubrication circuit 106 and the rotor lubrication circuit 108. Accordingly, system 200 can selectively block the flow of cooled lubricant to the gear lubrication circuit 110 and the auxiliary lubrication circuit 112 with the park-operated valve 118, while the stator lubrication circuit 106 and the rotor lubrication circuit 108 continue to receive lubricant from the heat exchanger 102.

[0038] A feature of the disclosure and the lubrication circuit 200 is that it allows an increased lubricant flow to parts of the vehicle 10 that raise the lubricant temperature when the vehicle 10 is in a parked position. In the exemplary lubrication system 200, the lubricant flow is directed to the stator lubrication circuit 106 and the rotor lubrication circuit 108, and not to the other circuits. This allows additional current to be directed to the stator and rotor to raise the lubricant temperature.

[0039] One feature of the disclosure is that it allows for an increased flow of lubricant to parts of the vehicle 10 that raise the lubricant temperature, particularly when the vehicle 10 is in a parked position. In the exemplary lubrication system 100, the lubricant flow is directed to the stator lubrication circuit 106 and not to the other circuits. This allows additional current to be directed to the stator to increase the lubricant temperature.

[0040] Fig. Figures 4A-5B show a parking actuator arrangement 150 with an integrated parking-actuated valve 118, which is configured to move between a closed position ( Fig. 4A-B), which corresponds to the parking actuator arrangement 150 in a parking position, and an open position ( Fig. 5A-B), which corresponds to the parking actuator arrangement 150 in a release position. The parking actuator arrangement 150 can be used to provide the park-operated valve 118 either in the lubrication system 100 described above or in the lubrication system 200.

[0041] As in the Fig. 4A and Fig. As shown in Figure 4B, the parking actuator assembly 150 includes the integrated parking-actuated valve 118. The parking actuator assembly 150 comprises an input mechanism 152, which is mechanically connected to a rotary shaft 154. In the illustrated example, the input mechanism 152 can comprise a drive motor or a mechanical linkage. The input mechanism 152 is attached to a first or proximal end of a rotary shaft 154, and the parking-actuated valve 118 is at least partially integrated into a second or distal end of the rotary shaft 154.

[0042] The input mechanism 152 causes a cockscomb 160, attached to the rotating shaft 154, to rotate and move an arm 162. The arm 162 includes an actuator 164, which is located at a distal end that is at least partially received in an opening in an actuator housing 166. The movement of the arm 162 about a pin 176 causes the actuator 164 to bias a parking lock 168 into a drivetrain gear 170. The drivetrain gear 170 is configured to restrict the rotational movement of the vehicle 10's drivetrain when the parking lock 168 engages the teeth 172 along a radially outer surface of the drivetrain gear 170. The cockscomb 160 includes a first recess 178A for receiving a position encoder 180 when it is in a first rotational position, and a second recess 178B for receiving the position encoder 180 when it is in the second rotational position.

[0043] The first recess 178A is located near a first circumferential end of a comb projection 182 and the second recess 178B is located near a second circumferential end of the comb projection 182, wherein the first and second recesses 178A, 178B define a maximum rotation range of the rooster's comb 160.

[0044] Conversely, the drive gear 170 is configured to allow rotation of the vehicle's drivetrain gear when the actuator 164 is moved into a second position, enabling the parking lock 168 to disengage from the drivetrain gear 170. In the example shown, a housing 174 can support the rotary shaft 154 and enclose part of the drivetrain gear 170.

[0045] In the example shown, part of the second outlet branch 104B extends through part of the housing 174 of the parking actuator assembly 150, such that part of the parking actuator assembly 150 defines the second outlet branch 104B.

[0046] The second end section of the rotating shaft 154 extends over the second outlet branch 104B and includes a fluid passage 156 that extends through it and is defined by the rotating shaft 154. When the rotating shaft 154 is in a first position, corresponding to the park actuator assembly 150 in the park position, the rotating shaft 154 blocks the flow of lubricant through it. When the rotating shaft 154 is in the second position, the fluid passage 156 is aligned with the second outlet branch 104B and allows lubricant to flow to one or more of the rotor lubrication circuits 108, gear lubrication circuits 110, or the auxiliary lubrication circuit 112. In the case of the lubrication system 100, the cooled lubricant flows through the stator lubrication circuit 106 and not through the other lubrication circuits 108, 110, and 112 when the rotating shaft is in the second position that blocks the flow of lubricant.If, on the other hand, the parking actuator arrangement 150 is in a release position (. Fig. 5A and Fig. 5B), the vehicle 10 can move, and the lubricant can flow through the second outlet branch 104B.

[0047] In the Fig. Figure 6A-7B shows a parking actuator assembly 250. The parking actuator assembly 250 is similar to the parking actuator assembly 150, except in the places described below or shown in the drawings. The similar or identical components also include the addition of a leading "2" for the parking actuator assembly 250 instead of the leading "1".

[0048] As in Fig. 6B and Fig. As shown in Figure 7B, a park-operated valve 218 is integrated into the park actuator arrangement 250, wherein the park-operated valve 218 is configured to move between a closed position ( Fig. 6A-B), which corresponds to the parking actuator arrangement 250 in a parking position, and an open position ( Fig. 7A-B), which corresponds to the parking actuator assembly 250 in a release position. In the example shown, the parking actuator valve 218 is a spring-loaded piston valve. The parking actuator assembly 250 can be used in either the lubrication system 100 described above or the lubrication system 200 to provide the parked valve.

[0049] As in the Fig. As shown in Figures 6A-7B, the parking actuator arrangement 250 comprises an input mechanism 252 mechanically connected to a rotary shaft 254. In the example shown, the input mechanism 252 can comprise a drive motor or a mechanical linkage. The input mechanism 252 is attached to a first or proximal end of a rotary shaft 254.

[0050] The input mechanism 252 causes a cockscomb 260, attached to the rotating shaft 254, to rotate and move an arm 262. The arm 262 includes an actuator 264, which is attached at a distal end that is at least partially received in an opening in an actuator housing 266. The movement of the arm 262 causes the actuator 264 to bias a parking lock 268 around a pin 276 in a drivetrain gear 270. The drivetrain gear 270 is configured to restrict the rotational movement of the vehicle 10's drivetrain when the parking lock 268 engages the teeth 272 along a radially outer surface of the drivetrain gear 270. The cockscomb 260 includes a first recess 278A for receiving a position encoder 280 when it is in a first rotation position, and a second recess 278B for receiving the position encoder 280 when it is in the second rotation position.Conversely, the drivetrain gear 270 is configured to allow a rotary movement of the vehicle 10's drivetrain when the actuator 264 is moved into a second position that allows the parking lock 268 to disengage from the drivetrain gear 270. In the example shown, a housing 274 can support the rotary shaft 254 and enclose part of the drivetrain gear 270.

[0051] In the example shown, part of the second outlet branch 104B extends through the housing 274 or near the parking actuator assembly 150.

[0052] When the rotary shaft 254 is in a first position corresponding to the park actuator arrangement 150 in the park position, a valve engagement surface 279 on the cocked comb 260 engages the parked valve 218 to block the lubricant flow through the second outlet branch 104B. When the rotary shaft 254 is in the second position, the valve engagement surface 279 is spaced away from the parked valve 218, allowing the parked valve 218 to move to an open position to permit lubricant flow through the second outlet branch 104B. In the case of the lubrication system 100, the cooled lubricant flows through the stator lubrication circuit 106 and not through the other lubrication circuits 108, 110, and 112 when the rotary shaft is in the first position that blocks the lubricant flow. If, on the other hand, the rotary shaft 254 is in a release position ( Fig. 7A-75B), the vehicle can move 10, and the lubricant can flow through the second outlet branch 104B.

[0053] Fig. Figure 8 shows a flowchart of an exemplary process 300 for operating a vehicle with a parking actuator arrangement. Process 300 begins in block 302 ("Pass lubricant directly through the heat exchanger") by passing the lubricant through the heat exchanger 102 of one of the lubrication systems 100, 200. The lubricant can be pumped from the sump 115 to the heat exchanger 102 by pump 116. Process 300 then proceeds to block 304.

[0054] In block 304 (“Lubricate First Branch”), process 300 directs the lubricant through the first outlet branch 104A of one of the lubrication systems 100 or 200. In the case of lubrication system 100, the first outlet branch 104A supplies lubricant from outlet 104 to the stator lubrication circuit 106. In the case of lubrication system 200, the first outlet branch 104A simultaneously directs the lubricant from the stator lubrication circuit 106 to the rotor lubrication circuit 108. Process 300 then proceeds to block 306.

[0055] In block 306 (“Selective lubrication of the second branch”), method 300 selectively directs lubricant from the heat exchanger 102 to the second outlet branch 104B of the outlet 104. The lubricant to the second outlet branch 104B is blocked by the park-actuated valve 118, 218 when the park actuator assembly 150, 250 is in a park position, as described above. Conversely, the lubricant can flow through the second outlet branch 104B when the park actuator assembly 150, 250 is in a release position, as described above.

[0056] The terms "a" and "an" do not imply a quantitative restriction, but rather denote the presence of at least one of the mentioned elements. The term "or" means "and / or" unless the context clearly indicates otherwise. When the entire description refers to "an aspect," this means that a specific element (for example, a feature, a structure, a step, or a property) described in connection with that aspect is included in at least one of the aspects described here and may or may not be present in other aspects. Furthermore, the described elements can be combined appropriately across the various aspects.

Claims

[1] Lubrication system (100, 200) for a vehicle (10), comprising the lubrication system (100): a heat exchanger (102) with a lubricant inlet (117) and a lubricant outlet (104), wherein the lubricant outlet (104) comprises a first outlet branch (104A) and a second outlet branch (104B); a stator lubrication circuit (106) which fluidically connects a stator between the lubricant inlet (117) and the first outlet branch (104A); a rotor lubrication circuit (108) which fluidically connects a rotor between the lubricant inlet (117) and the first outlet branch (104A) or the second outlet branch (104B); a gear lubrication circuit (110) which fluidically connects a gear between the lubricant inlet (117) and the second outlet branch (104B), wherein the gear lubrication circuit (110), the stator lubrication circuit (106) and the rotor lubrication circuit (108) are fluidically connected in parallel to each other; a parking actuator arrangement (150, 250) comprising: a parking lock (168, 268) configured to move between a park position that limits the movement of a drive train gear (170) and a release position that allows the movement of the drive train gear (170); and a park-operated valve (118) configured to move into a first position in which it blocks the flow of lubricant through the second outlet branch (104B) when the park lock (168, 268) is in the park position, and into a second position in which it allows the flow of lubricant through the second outlet branch (104B) when the park lock (168, 268) is in the release position; wherein the parking actuator arrangement (150, 250) comprises a rotary shaft (154, 254) configured to move the park-actuated valve (118) between the park position and the release position; wherein the parking actuator arrangement (150, 250) comprises a cockscomb (160, 260) rotatably attached to the rotating shaft (154, 254), wherein an arm (162) is attached to the cockscomb (160) at its proximal end and has a parking actuator at its distal end; and wherein the park-operated valve (118) includes a fluid passage in the rotary shaft (154, 254) and the rotary shaft (154, 254) is configured to block the lubricant flow when the park-operated valve (118) is in the park position, and the fluid passage is aligned with the second outlet branch (104B) when the park-operated valve (118) is in the release position. [2] Lubrication system (100, 200) according to claim 1, wherein the parking actuator arrangement (150, 250) is configured to bias the parking lock (168, 268) towards the drive train gear (170) when it is in the park position. [3] Lubrication system (100, 200) according to claim 1, wherein the parking actuator arrangement (150, 250) is configured to release the parking lock (168, 268) from the drive train gear (170) when it is in the release position. [4] Lubrication system (100, 200) according to claim 1, wherein the park-operated valve (118) comprises a spring-loaded piston valve. [5] Lubrication system (100, 200) according to claim 4, wherein the cock comb (160, 260) comprises a valve engagement surface (279) configured to bias the spring-loaded piston valve into a closed position which at least partially blocks the lubricant flow through the second outlet branch (104B) when the rotary shaft (154, 254) is in the park position, and releases the spring-loaded piston valve when the rotary shaft (154, 254) is in the release position. [6] Lubrication system (100, 200) according to claim 5, wherein the cockscomb (160, 260) comprises a first recess (178A, 278A) for receiving a position sensor (180, 280) in a first rotational position corresponding to the park position and a second recess (178B, 278B) for receiving the position sensor (180, 280) in a second rotational position corresponding to the release position. [7] Lubrication system (100, 200) according to claim 6, wherein the first recess (178A, 278A) is located near a first circumferential end of a comb projection (182) and the second recess (178B, 278B) is located near a second circumferential end of the comb projection (182) and the first recess (178A, 178A) and second recess (178B, 278B) define a maximum rotation range of the cock comb (160, 260).

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