EP2751535A2 - Procédé de diagnostic pour une chaîne cinématique d'essieu - Google Patents

Procédé de diagnostic pour une chaîne cinématique d'essieu

Info

Publication number
EP2751535A2
EP2751535A2 EP12746295.0A EP12746295A EP2751535A2 EP 2751535 A2 EP2751535 A2 EP 2751535A2 EP 12746295 A EP12746295 A EP 12746295A EP 2751535 A2 EP2751535 A2 EP 2751535A2
Authority
EP
European Patent Office
Prior art keywords
oil
temperature
oil temperature
diagnostic method
axle drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12746295.0A
Other languages
German (de)
English (en)
Inventor
Matthias Klöpfer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of EP2751535A2 publication Critical patent/EP2751535A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
    • G01K7/00—Measuring temperature based on the use of electric or magnetic elements directly sensitive to heat ; Power supply therefor, e.g. using thermoelectric elements
    • G01K7/42—Circuits effecting compensation of thermal inertia; Circuits for predicting the stationary value of a temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0405—Monitoring quality of lubricant or hydraulic fluids

Definitions

  • the present invention relates to a diagnostic method for an axle drive train of a motor vehicle. Furthermore, the invention relates to an axle drive train for a motor vehicle.
  • Motor vehicle transmission in which an oil change interval is determined due to measurements of a lubricating oil temperature.
  • Claim 1 and by an axle drive train according to claim 8.
  • the diagnostic method relates to an axle drive train of a motor vehicle, wherein the axle drive train has at least one axle drive, wherein according to the
  • a simulated oil temperature of an oil of the transaxle is calculated using an oil temperature prediction algorithm.
  • the oil of the axle transmission is generally meant a liquid lubricant.
  • the oil temperature Prediction algorithm is for example one in DE 10 2008 008 642 A1
  • Disclosure namely the disclosure of a temperature calculation method and a temperature calculation system, is expressly included in the diagnostic method of the invention. Furthermore, a measured oil temperature of the oil of the axle transmission is determined by means of a temperature sensor arranged in the axle transmission according to the diagnostic method. According to the invention, based on a comparison of the simulated oil temperature with the measured oil temperature, an evaluation of a functional state of the final drive train takes place. In this way, malfunctions of the final drive train can be detected early, and a driver of the motor vehicle or a workshop mechanic can be informed early by suitable and per se known display means on the malfunction. The early information can be avoided in many cases damage. In addition, in many cases, the common consideration of the measured and simulated oil temperature can distinguish between different possible types of malfunction.
  • a first development of the diagnostic method provides that if the measured oil temperature deviates from the simulated oil temperature by more than a predetermined maximum deviation amount and / or for more than a predetermined period of time, a malfunction of the final drive train is indicated. In this way, it is ensured that only in the presence of strong evidence of a malfunction, an indication of the malfunction for the driver or for the workshop fitter.
  • the display means common fault-indication methods in motor vehicles, such as, for example, a display of a message in an instrument cluster of the motor vehicle or a vehicle
  • a further development of the diagnostic method provides that a mechanical malfunction of the Achsantriebsstrangs is displayed at a positive deviation average amount of the measured oil temperature of the simulated oil temperature, and in a deviation of high amount of the measured oil temperature of the simulated oil temperature malfunction of the temperature sensor is displayed.
  • the mean amount means an amount greater than a predetermined amount but less than an amount corresponding to a short-circuited temperature sensor or an open-type temperature sensor.
  • Axis gearbox or an excessively high oil quantity or a dirty oil or a wrong-type oil or other mechanical malfunction means a deviation corresponding to a short-circuited temperature sensor or a temperature sensor with an open line.
  • Achsantriebsstrang has a transfer case and a second axle transmission, and that in dependence of a time derivative of a deviation of the measured
  • Oil temperature of the transaxle from the simulated oil temperature a malfunction of the transfer case is displayed.
  • Oil temperature of the transaxle from the simulated oil temperature of the oil is displayed.
  • Achsgetriebes be closed on a wrong inserted longitudinal lock of the transfer case.
  • the axle drive has a first oil sump and a second oil sump, wherein a drive gear, z. B. a ring gear, the axle gear is immersed in the second oil sump.
  • the axle drive further comprises a throttle, wherein the first oil sump and the second oil sump are connected to each other via the throttle, so that an oil exchange between the first and the second oil sump can take place.
  • the throttle is preferably arranged below an oil level of the first oil sump.
  • the throttle has an oil passage valve, wherein by means of the oil passage valve, an opening degree of the throttle is variable and the first oil level in the first oil sump and a second oil level in the second oil sump can be influenced.
  • an oil flow between the first and the second oil sump is adjustable by means of the oil passage valve.
  • the calculation of the simulated oil temperature by means of the oil temperature prediction algorithm taking into account the opening degree of the throttle or taking into account the adjustable
  • the oil flow to be set is to be understood as meaning an oil flow which is to be adjusted on the basis of an oil flow control method, or an oil flow which adjusts itself by a selected throttle variable of a constant throttle according to operating conditions of the axle drive.
  • the oil flow to be adjusted corresponds to an actual oil flow when the oil passage valve is fully functional.
  • the oil flow to be adjusted may differ from the actual oil flow when the oil passage valve or a
  • Actuator of the oil passage valve have a malfunction. If, for example, the oil flow to be adjusted corresponds to an oil flow in a closed oil passage valve and at the same time an increased oil temperature is measured, it may indicate an open-type oil pass valve or a defective one
  • Actuator of the oil passage valve are closed.
  • the increased oil temperature is meant a 5 to 30 K increased oil temperature.
  • the development of the invention is based on the general idea, the determination of the simulated oil temperature, taking into account a set by means of the oil passage valve oil flow from the first to the second oil sump of the transaxle
  • Axle gearbox may depend. This means that in the oil temperature prediction algorithm used, the temperature behavior of the oil used in the axle drive is modeled such that the technical structure of the axle drive with active oil sump is sufficiently taken into account.
  • the oil passage valve may be permanently fully opened so that a substantially unthrottled influx of oil from the first oil sump into the second oil sump of the transaxle may occur.
  • various components such as a gear, a differential housing with a differential located therein and a bearing of the drive gear are lubricated maximum.
  • Closing the oil passage valve may be provided depending on the operating conditions described below. During the oiling pulse operation, slag losses are significantly reduced due to a small amount of oil to be moved.
  • a negative axis input torque means a coasting operation of the motor vehicle.
  • Speed of the motor vehicle can also be checked if a
  • Vehicle speed is less than a minimum speed threshold. In the event that the speed of the motor vehicle is less than that
  • Speed minimum threshold can be a maximum oiling operation. Furthermore, the oil temperature can be checked to see if it is less than a minimum oil temperature threshold. If so, the
  • the oil temperature prediction algorithm to be used in the diagnostic method according to the invention can be based, for example, on the simulation model described in the patent application DE 10 2011 111 912 A1.
  • Oil temperature can be determined taking into account the set by means of the oil passage valve oil flow from the first oil sump to the second oil sump.
  • a time profile of the oil flow to be set by means of the oil passage valve can also be incorporated into the oil temperature prediction mechanism.
  • a switching position to be set (open or closed) of the oil pass-through valve or a chronological progression of the switching position to be set can also be included in the oil temperature prediction algorithm.
  • a measured one is measured for this purpose by means of at least one suitable temperature sensor arranged in the axle transmission
  • Oil temperature of the oil determined.
  • an evaluation of a functional state of the oil passage valve is based on a comparison of the simulated oil temperature with the measured oil temperature.
  • a valuation can be made such that a temperature difference value is formed from the simulated oil temperature and the measured oil temperature and it is checked whether this difference value exceeds a predetermined maximum permissible temperature difference value. In the event of such an overshoot, it can be concluded that the oil pass valve is not nominal and has a fault condition. On the other hand, the temperature difference value remains below the predetermined maximum
  • a further development of the diagnostic method provides that the determination of the simulated oil temperature by means of the oil temperature prediction algorithm under
  • the invention also relates to an axle drive train for a motor vehicle with an oil-cooled axle drive having a first and second oil sump, wherein the first oil sump is fluidically connected to the second oil sump and an oil flow from the first to the second oil sump is adjustable by means of an adjustable oil passage valve.
  • the axle drive train includes at least one with the oil of the axle in
  • the transmission system further comprises
  • Diagnostic module connected to the control module and the temperature sensor in
  • Communication link is, and which is designed / programmed for performing the above-explained diagnostic method. Since the control module is in communication with the diagnostic module of the transmission system, in the implementation of the diagnostic method according to the invention, the opening degree of the oil passage valve, by means of which a certain of the first oil sump to the second oil sump of the transaxle oil flow is determined, be taken into account.
  • the invention further relates to a motor vehicle with an internal combustion engine and with a previously explained and drive-connected with the internal combustion engine
  • FIG. 1 shows a schematic representation of an axle drive train 100 as part of a motor vehicle 200.
  • the axle drive train 100 is operatively connected to an internal combustion engine 105 via a transmission 106 and has a first driven axle 101 and a second driven axle 102.
  • a torque provided by the internal combustion engine 05 via the transmission 106 is distributed via a transfer case 104 to a first axle drive 1 of the first driven axle 101 and to a second axle drive 103 of the second driven axle 102.
  • the axle drive 1 has a temperature sensor 12, which is arranged in an oil sump, not illustrated in detail in FIG. 1, of the axle drive 1.
  • the temperature sensor 12 is connected to an electronic control unit 107.
  • the electronic control unit 107 is an electronic control unit or a composite of electronic control units which are interconnected by means of wireless or wired communication links.
  • the electronic control unit 107 includes a diagnostic module 13, which communicates with the temperature sensor 12 in such a way that a measured oil temperature T is , or a value derived therefrom of the temperature sensor 12 can be transmitted to the diagnostic module 13.
  • the diagnostic module 13 is a functional module or a composite of functional modules of the electronic control unit 107. An evaluation of a functional state of the electronic control unit 107 is carried out by means of the diagnostic module 13
  • Achsantriebsstrangs 100 based on a comparison of one in Fig. 3 in more detail
  • simulated oil temperature T S i m with the measured oil temperature T is .
  • the simulated oil temperature T S i m is thereby by means of the diagnostic module 13 in dependence calculated by operating data of the motor vehicle 200.
  • suitable operating data are, for example, a speed of the motor vehicle 200, a load of the internal combustion engine 105, a speed of the
  • axle drive train 100 may also contain only one driven axle.
  • the transfer case 104 and the second axle gear 103 are omitted.
  • axle drive 1 comprises an axle drive housing 2 and a first oil sump 3 arranged within the axle drive housing 2, which has a first oil level 4.
  • the axle drive 1 ' also has a gearwheel 5 with a gearwheel axis 6 and a toothing.
  • the gear axis 6 is arranged substantially parallel to the first oil level 4.
  • the gear 5 dips into a second oil sump 7 with a second oil level 4 ', wherein the second oil sump 7 is connected to the first oil sump 3 via a throttle 18, which has an oil passage valve 8, which is arranged below the first oil level 4 ,
  • the second oil sump 7 is received in a downwardly closed trough 9, wherein the trough 9 is disposed within the axle gear housing 2 and immersed in the first oil sump 3.
  • the tub 9 can partially encase the gear 5 by extending to both sides of the gear 5 to the gear axis 6.
  • the throttle 18 is arranged with the oil passage valve 8, which is in the form of a poppet valve 10.
  • the first oil sump 3 and the second oil sump 7 are fluidly connected to each other via the oil passage valve 8, wherein can be adjusted by means of the oil passage valve 8, an oil flow between the two oil sumps 3, 7.
  • the oil passage valve 8 has an actuating device, not shown, and is connected to a control module 11, by means of which an opening degree of the oil passage valve 8 is adjustable.
  • the control module 11 is a part of the electronic control unit 107.
  • a bimetallic device can be used, by means of which throttle 18 is adjusted depending on operating conditions, a certain oil level in the second oil sump.
  • the temperature sensor 12 is arranged, by means of which the measured temperature T is t of the oil in the axle 1 'can be determined.
  • the temperature sensor 12 is connected to the diagnostic module 13, to which it transmits the temperature T is t.
  • the diagnostic module 13 is designed to carry out the diagnostic method according to the invention and may comprise a conventional microcontroller.
  • the diagnostic module 13 is in communication with the control module 1 in such a way that the opening degree of the oil passage valve set by the control module 1 1 is transmitted to the diagnostic module 13.
  • FIG. 3 schematically shows a flow diagram of the diagnostic method according to the invention carried out in the diagnostic module 13 for the case of the further developed transaxle 1 '.
  • the simulated oil temperature T sim of the oil used in the axle transmission 1 ' is calculated using an oil temperature prediction algorithm.
  • the oil temperature prediction algorithm can be based on the simulation model described in DE 10 2011 11 11 912 A1.
  • the oil temperature prediction algorithm to be used in the diagnostic method according to the invention is not limited to the previously explained method according to DE 10 201 1 111 912 A1; Rather, a variety of different suitable algorithms for simulating or estimating the oil temperature in the method according to the invention can be used by those skilled in the art to simulate the simulated calculate oil temperature in the axle drive.
  • Essential to the invention here is that the simulation model used in the determination of the simulated oil temperature T sim takes into account an opening degree of the oil passage valve 8.
  • an oil flow adjusted by means of the oil passage valve 8 can be calculated or estimated from the first oil sump 3 to the second oil sump 7. This can preferably be done by taking into account the set by means of the control module 1 1 opening degree of the oil passage valve 8, since the oil flow from the first to the second oil sump 3, 7 depends on the degree of opening of the oil passage valve 8.
  • the simulated oil temperature T sim is calculated in consideration of a due to a constant opening degree of the throttle 18 or due to an oil flow calculated therefrom.
  • the measured value is determined by the diagnostic module 13
  • Oil temperature T is the oil by means of in the axle 1 "arranged
  • Temperature sensor 12 determined.
  • a temperature difference value ⁇ from the simulated oil temperature T S i m and the measured oil temperature T ist can be formed and checked as to whether this temperature difference value ⁇ exceeds a predetermined maximum permissible temperature difference value AT max for a specific operating state of the motor vehicle and of the final drive train.
  • an unspecified malfunction of the final drive train can be determined.
  • a more limited malfunction can be determined. For example, when, after a phase with an open target state of the oil passage valve, followed by a phase with a closed target state of the oil passage valve, no or only a slight decrease in the oil temperature, an open-clamping oil passage valve 8 is closed become.
  • Temperature difference value ⁇ between the measured oil temperature T ist and the simulated oil temperature T sim is positive in this case.
  • an error code X can be generated and the diagnostic method can be terminated if it was determined in the preceding step S3 that the temperature difference value ⁇ exceeds the predetermined maximum permissible temperature difference value AT max .

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • General Details Of Gearings (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)

Abstract

L'invention concerne un procédé de diagnostic pour une chaîne cinématique d'essieu (100) présentant au moins un engrenage d'essieu (1), selon lequel une température d'huile simulée (Tsim) d'une huile de l'engrenage d'essieu (1, 1') est calculée au moyen d'un algorithme de prévision de température d'huile, et une température d'huile mesurée (Tist) de l'huile de l'engrenage d'essieu (1, 1') est déterminée au moyen d'au moins un capteur de température (12) disposé dans l'engrenage d'essieu (1). Selon l'invention, une évaluation de l'état de fonctionnement de la chaîne cinématique d'essieu (100) est réalisée sur la base d'une comparaison entre la température d'huile simulée (Tsim) et la température d'huile mesurée (Tist).
EP12746295.0A 2011-08-30 2012-08-14 Procédé de diagnostic pour une chaîne cinématique d'essieu Withdrawn EP2751535A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110111912 DE102011111912A1 (de) 2011-08-30 2011-08-30 Verfahren und System zum Berechnen der Temperatur eines Öls in einer Fahrzeugachse für variable Ölwechselintervalle
PCT/EP2012/003462 WO2013029750A2 (fr) 2011-08-30 2012-08-14 Procédé de diagnostic pour une chaîne cinématique d'essieu

Publications (1)

Publication Number Publication Date
EP2751535A2 true EP2751535A2 (fr) 2014-07-09

Family

ID=45471318

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12746295.0A Withdrawn EP2751535A2 (fr) 2011-08-30 2012-08-14 Procédé de diagnostic pour une chaîne cinématique d'essieu

Country Status (3)

Country Link
EP (1) EP2751535A2 (fr)
DE (1) DE102011111912A1 (fr)
WO (1) WO2013029750A2 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011111912A1 (de) 2011-08-30 2012-02-02 Daimler Ag Verfahren und System zum Berechnen der Temperatur eines Öls in einer Fahrzeugachse für variable Ölwechselintervalle
DE102019202423A1 (de) * 2019-02-22 2020-08-27 Zf Friedrichshafen Ag Verfahren zum Bestimmen eines Zeitpunktes für einen Wechsel eines Betriebs-mediums eines Fahrzeuggetriebes
CN110361191B (zh) * 2019-07-30 2023-12-19 苏州英特模科技股份有限公司 一种电驱动桥动力总成的高效测试系统及其测试方法
US11111999B2 (en) 2019-10-01 2021-09-07 Allison Transmission, Inc. Transmission systems to control heat exchangers to manage transmission sump temperature
CN111775627B (zh) * 2020-07-07 2022-09-30 阜阳常阳汽车部件有限公司 一种卡车车桥
CN114427598B (zh) * 2022-01-04 2024-02-13 中国重汽集团济南动力有限公司 一种评价变速箱各位置润滑状态的方法、装置及车辆
DE102023121452A1 (de) * 2023-08-10 2025-02-13 Wittenstein Se Verfahren zur Bestimmung einer Getriebetemperatur

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JP2003136990A (ja) * 2001-10-31 2003-05-14 Toyoda Mach Works Ltd 車両における駆動力配分方法及び駆動力配分制御装置
DE102006015678A1 (de) 2006-04-04 2007-07-26 Voith Turbo Gmbh & Co. Kg Verfahren zur Bestimmung des Zeitpunktes eines erforderlichen Wechsels für ein Betriebsmedium, insbesondere Öl, während des Betriebes eines Antriebsaggregates
US7747366B2 (en) 2007-02-15 2010-06-29 Gm Global Technology Operations, Inc. Oil temperature prediction and vehicle protection
DE102008026553A1 (de) 2008-06-03 2009-12-10 Magna Powertrain Ag & Co Kg Verfahren zum rechnerischen Ermitteln der Öltemperatur in einer Kupplungseinheit
JP5195475B2 (ja) * 2009-02-04 2013-05-08 トヨタ自動車株式会社 油温センサの異常判定装置および異常判定方法
DE102011111912A1 (de) 2011-08-30 2012-02-02 Daimler Ag Verfahren und System zum Berechnen der Temperatur eines Öls in einer Fahrzeugachse für variable Ölwechselintervalle

Non-Patent Citations (1)

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Title
See references of WO2013029750A2 *

Also Published As

Publication number Publication date
DE102011111912A1 (de) 2012-02-02
WO2013029750A3 (fr) 2013-12-05
WO2013029750A2 (fr) 2013-03-07
DE102011111912A8 (de) 2012-07-12

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