Scavenge pump oil level control system and method

Abstract

A hybrid vehicle includes a hybrid module, a transmission and a torque converter. The lubrication system associated with the torque converter includes an oil sump within the torque converter housing which is intended to be managed as a dry sump oil lubrication system. There is an oil pump in communication with the sump in order to manage the sump oil level. By monitoring an operational parameter of the oil pump motor (pressure, torque, or current) oil aeration can be detected.

Claims

1. An oil level control system for an oil sump of a hybrid electric vehicle, said oil sump including a supply of an oil with an oil level, said oil level control system comprising: an electric oil pump constructed and arranged in fluid communication between said oil sump and an oil reservoir, said electric oil pump, including an electric oil pump motor, is constructed and arranged to pump oil from said oil sump to said oil reservoir to lower the oil level of said oil sump; and a controller constructed and arranged in electrical communication with said electric oil pump motor for controlling a speed of said electric oil pump motor, said controller being programmed to process parameter readings from said electric oil pump motor, wherein the speed of said electric oil pump motor is varied, based solely on an electric oil pump motor parameter, to maintain a desired oil level of said supply of the oil in said oil sump, wherein said oil sump is a part of a torque converter.

2. The oil level control system of claim 1 wherein said electric oil pump motor parameter is a torque reading.

3. The oil level control system of claim 2 wherein said electric oil pump motor torque reading is sensed by taking a current reading.

4. The oil level control system of claim 1 wherein said electric oil pump motor parameter is a torque oscillation.

5. The oil level control system of claim 4 wherein said electric oil pump motor torque oscillation is sensed by taking a current reading.

6. The oil level control system of claim 1 wherein said electric oil pump motor parameter is a speed oscillation.

7. A liquid control system for managing a liquid level within a liquid supply location, said liquid control system comprising: a liquid pump, including a liquid pump motor, constructed and arranged in fluid communication between said liquid supply location and a transfer location, said liquid pump being constructed and arranged to pump liquid from said liquid supply location to said transfer location to lower the liquid level of said liquid supply location; and a controller constructed and arranged in electrical communication with said liquid pump motor for controlling a speed of said liquid pump motor, said controller being programmed to intake parameter readings from said liquid pump motor, wherein the speed of said liquid pump motor is varied, based solely on a liquid pump motor parameter, to maintain a desired liquid level of said liquid supply location, wherein said liquid supply location is a part of a torque converter.

8. The liquid control system of claim 7 wherein said liquid pump motor parameter is a torque reading.

9. The liquid control system of claim 8 wherein said liquid pump motor torque reading is sensed by taking a current reading.

10. The liquid control system of claim 7 wherein said liquid pump motor parameter is a torque oscillation.

11. The liquid control system of claim 7 wherein said liquid pump motor parameter is a speed oscillation.

12. An oil level control system for an oil sump of a hybrid electric vehicle, said oil sump including a supply of an oil with an oil level, said oil level control system comprising: an electric oil pump constructed and arranged in fluid communication between said oil sump and an oil reservoir, said electric oil pump being constructed and arranged to pump oil from said oil sump to said oil reservoir to lower the oil level of said sump; and a controller constructed and arranged in electrical communication with said electric oil pump for controlling a speed of said electric oil pump, said controller being programmed to take electric oil pump parameter readings, wherein the speed of said electrical oil pump is varied, parameter, to maintain a desired oil level of said supply of the oil in said oil sump, wherein said oil sump is a part of a torque converter.

13. The oil level control system of claim 12 wherein said electric oil pump parameter is a torque reading.

14. The oil level control system of claim 13 wherein said electric oil pump torque reading is sensed by taking a current reading.

15. The oil level control system of claim 12 wherein said electric oil pump parameter is a torque oscillation.

16. The oil level control system of claim 15 wherein said electric oil pump torque oscillation is sensed by taking a current reading.

17. The oil level control system of claim 12 wherein said electric oil pump parameter is a speed oscillation.

18. An oil level control system for an oil sump of a hybrid electric vehicle, said oil sump including a supply of an oil with an oil level, said oil level control system comprising: an electric oil pump constructed and arranged in fluid communication between said oil sump and an oil reservoir, said electric oil pump, including an electric oil pump motor, is constructed and arranged to pump oil from said oil sump to said oil reservoir to lower the oil level of said oil sump; and a controller constructed and arranged in electrical communication with said electric oil pump motor for controlling a speed of said electric oil pump motor, said controller being programmed to process parameter readings from said electric oil pump motor, wherein the speed of said electric oil pump motor is varied, based on an electric oil pump motor parameter to maintain a desired oil level of said supply of the oil in said oil sump, wherein said oil sump is a part of a torque converter.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 illustrates a diagrammatic view of one example of a hybrid system

(2) FIG. 2 is a schematic illustration of the oil flow and control logic associated with a torque converter which is a part of the FIG. 1 hybrid system.

(3) FIG. 3 is a graph of pump pressure versus time as a way to assess air ingestion.

(4) FIG. 4 is a graph of peak-to-peak pressure versus time as a way to present air ingestion information.

(5) FIG. 5 is a graph of the integration of the FIG. 4 information versus time using the slope of the line to denote air ingestion information.

DETAILED DESCRIPTION

(6) For the purposes of promoting an understanding of the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended, such alterations and further modifications in the illustrated device and its use, and such further applications of the principles of the disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the disclosure relates.

(7) FIG. 1 shows a diagrammatic view of a hybrid system 100 according to one embodiment. The hybrid system 100 illustrated in FIG. 1 is adapted for use in commercial-grade trucks as well as other types of vehicles or transportation systems, but it is envisioned that various aspects of the hybrid system 100 can be incorporated into other environments. As shown, the hybrid system 100 includes an engine 102, a hybrid module 104, an automatic transmission 106, and a drive train 108 for transferring power from the transmission 106 to wheels 110. The hybrid module 104 incorporates an electrical machine, commonly referred to as an eMachine 112, and a clutch 114 that operatively connects and disconnects the engine 102 with the eMachine 112 and the transmission 106.

(8) The hybrid module 104 is designed to operate as a self-sufficient unit, that is, it is generally able to operate independently of the engine 102 and transmission 106. In particular, its hydraulics, cooling and lubrication do not directly rely upon the engine 102 and the transmission 106. The hybrid module 104 includes a sump 116 that stores and supplies fluids, such as oil, lubricants, or other fluids, to the hybrid module 104 for hydraulics, lubrication, and cooling purposes. While the terms oil or lubricant or lube will be used interchangeably herein, these terms are used in a broader sense to include various types of lubricants, such as natural or synthetic oils, as well as lubricants having different properties. To circulate the fluid, the hybrid module 104 includes a mechanical pump 118 and an electric pump 120 in cooperation with a hydraulic system 200 (see FIG. 2). With this parallel combination of both the mechanical pump 118 and electric pump 120, the overall size and, moreover, the overall expense for the pumps is reduced. The electric pump 120 cooperates with the mechanical pump 118 to provide extra pumping capacity when required. The electric pump 120 is also used for hybrid system needs when there is no drive input to operate the mechanical pump 118. In addition, it is contemplated that the flow through the electric pump 120 can be used to detect low fluid conditions for the hybrid module 104. In one example, the electric pump 120 is manufactured by Magna International Inc. of Aurora, Ontario, Canada (part number 29550817), but it is contemplated that other types of pumps can be used.

(9) The hybrid system 100 further includes a cooling system 122 that is used to cool the fluid supplied to the hybrid module 104 as well as the water-ethylene-glycol (WEG) to various other components of the hybrid system 100. In one variation, the WEG can also be circulated through an outer jacket of the eMachine 112 in order to cool the eMachine 112. Although the hybrid system 100 has been described with respect to a WEG coolant, other types of antifreezes and cooling fluids, such as water, alcohol solutions, etc., can be used. With continued reference to FIG. 1, the cooling system 122 includes a fluid radiator 124 that cools the fluid for the hybrid module 104. The cooling system 122 further includes a main radiator 126 that is configured to cool the antifreeze for various other components in the hybrid system 100. Usually, the main radiator 126 is the engine radiator in most vehicles, but the main radiator 126 does not need to be the engine radiator. A cooling fan 128 flows air through both fluid radiator 124 and main radiator 126. A circulating or coolant pump 130 circulates the antifreeze to the main radiator 126. It should be recognized that other various components besides the ones illustrated can be cooled using the cooling system 122. For instance, the transmission 106 and/or the engine 102 can be cooled as well via the cooling system 122.

(10) The eMachine 112 in the hybrid module 104, depending on the operational mode, at times acts as a generator and at other times as a motor. When acting as a motor, the eMachine 112 draws alternating current (AC). When acting as a generator, the eMachine 112 creates AC. An inverter 132 converts the AC from the eMachine 112 and supplies it to an energy storage system 134. The eMachine 112 in one example is an HVH410 series electric motor manufactured by Remy International, Inc. of Pendleton, Ind., but it is envisioned that other types of eMachines can be used. In the illustrated example, the energy storage system 134 stores the energy and resupplies it as direct current (DC). When the eMachine 112 in the hybrid module 104 acts as a motor, the inverter 132 converts the DC power to AC, which in turn is supplied to the eMachine 112. The energy storage system 134 in the illustrated example includes three energy storage modules 136 that are daisy-chained together to supply high voltage power to the inverter 132. The energy storage modules 136 are, in essence, electrochemical batteries for storing the energy generated by the eMachine 112 and rapidly supplying the energy back to the eMachine 112. The energy storage modules 136, the inverter 132, and the eMachine 112 are operatively coupled together through high voltage wiring as is depicted by the line illustrated in FIG. 1. While the illustrated example shows the energy storage system 134 including three energy storage modules 136, it should be recognized that the energy storage system 134 can include more or less energy storage modules 136 than is shown. Moreover, it is envisioned that the energy storage system 134 can include any system for storing potential energy, such as through chemical means, pneumatic accumulators, hydraulic accumulators, springs, thermal storage systems, flywheels, gravitational devices, and capacitors, to name just a few examples.

(11) High voltage wiring connects the energy storage system 134 to a high voltage tap 138. The high voltage tap 138 supplies high voltage to various components attached to the vehicle. A DC-DC converter system 140, which includes one or more DC-DC converter modules 142, converts the high voltage power supplied by the energy storage system 134 to a lower voltage, which in turn is supplied to various systems and accessories 144 that require lower voltages. As illustrated in FIG. 1, low voltage wiring connects the DC-DC converter modules 142 to the low voltage systems and accessories 144.

(12) The hybrid system 100 incorporates a number of control systems for controlling the operations of the various components. For example, the engine 102 has an engine control module (ECM) 146 that controls various operational characteristics of the engine 102 such as fuel injection and the like. A transmission/hybrid control module (TCM/HCM) 148 substitutes for a traditional transmission control module and is designed to control both the operation of the transmission 106 as well as the hybrid module 104. The transmission/hybrid control module 148 and the engine control module 146 along with the inverter 132, energy storage system 134, and DC-DC converter system 140 communicate along a communication link as is depicted in FIG. 1.

(13) To control and monitor the operation of the hybrid system 100, the hybrid system 100 includes an interface 150. The interface 150 includes a shift selector 152 for selecting whether the vehicle is in drive, neutral, reverse, etc., and an instrument panel 154 that includes various indicators 156 of the operational status of the hybrid system 100, such as check transmission, brake pressure, and air pressure indicators, to name just a few.

(14) As noted before, the hybrid system 100 is configured to be readily retrofitted to existing vehicle designs with minimal impact to the overall design. All of the systems including, but not limited to, mechanical, electrical, cooling, controls, and hydraulic systems, of the hybrid system 100 have been configured to be a generally self-contained unit such that the remaining components of the vehicle do not need significant modifications. The more components that need to be modified, the more vehicle design effort and testing is required, which in turn reduces the chance of vehicle manufacturers adopting newer hybrid designs over less efficient, preexisting vehicle designs. In other words, significant modifications to the layout of a preexisting vehicle design for a hybrid retrofit require, then, vehicle and product line modifications and expensive testing to ensure the proper operation and safety of the vehicle, and this expense tends to lessen or slow the adoption of hybrid systems. As will be recognized, the hybrid system 100 not only incorporates a mechanical architecture that minimally impacts the mechanical systems of pre-existing vehicle designs, but the hybrid system 100 also incorporates a control/electrical architecture that minimally impacts the control and electrical systems of pre-existing vehicle designs.

(15) Further details regarding the hybrid system 100 and its various subsystems, controls, components and modes of operation are described in Provisional Patent Application No. 61/381,615, filed Sep. 10, 2010, which is hereby incorporated by reference in its entirety.

(16) The hybrid module 104 is generally designed to be a self-contained unit and accordingly it has its own lubrication system. When the hybrid module 104 is coupled to the transmission 106, some leakage of the fluid into the transmission 106 may occur. The fluid (e.g., oil) may flow into parts of the transmission that are normally dry or absent fluid. For instance, fluid may flow into the area surrounding the torque converter 172. As a result, the viscous nature of the fluid can slow down the torque converter 172 and/or create other issues, such as parasitic loss and over heating of the oil. Moreover, if enough fluid exits the hybrid module 104, an insufficient amount of fluid may exist in the hybrid module 104, which can cause damage to its internal components.

(17) At the interface between the hybrid module 104 and the transmission 106, the hybrid module 104 has a dam and slinger (or impeller) arrangement that is used to retain the fluid within the hybrid module. An adapter ring has a slinger blade that is designed to sling the fluid back into the hybrid module 104. A sleeve has a dam structure that is used to retain the fluid and direct it to the sump 116. The dam structure has a dam passageway positioned such that the slinger blade is able to direct the fluid through the dam passageway and subsequently into the sump 116.

(18) Referring now to FIG. 2, a schematic diagram is provided for the described monitoring and adjusting of electric oil pump 170 which is operably connected to (i.e., in flow communication with) torque converter 172. The torque converter 172 receives a supply of oil for lubrication and cooling of the torque converter components and portions within the torque converter housing. The used and excess oil drains off and accumulates in the lower pan or sump 174 of the torque converter. The electric oil pump 170 is constructed and arranged as a scavenging pump in order to pump oil out of the sump 174 and return that oil to a larger oil reservoir 186 via conduit 176.

(19) The level of oil in sump 174 is a factor of delivery, flow rate, and the speed of electric oil pump 170. There are two conditions which are seen as performance issues and which should be corrected or resolved by changing the speed of the electric oil pump. One condition or concern is described as oil aeration which is the result of excessive scavenging. If the oil level is too low as scavenging continues, the electric oil pump draws in a mixture of air and oil. The other condition or concern is described as flooding which is the result of inadequate scavenging. Flooding is also seen as a high oil level in the torque converter housing, i.e., in sump 174.

(20) When oil level is relatively low, the hybrid system has the potential for drawing air into the intake of the pump. At moderately reduced oil levels, this can manifest itself as a localized whirlpool effect which introduces air gradually into the system through the intake of the oil suction filter. The whirlpool effect is dependent on oil velocity and temperature. Higher velocities in combination with higher viscosities present the biggest issue. This would most likely occur on cold start at higher engine speeds. As a result of this air induction, the entrained air level in the oil increases. This can lead to regulator valve instability (noisy pressure), elevated oil temperatures, longer clutch fill times, and minor shift quality issues.

(21) At severely low oil levels the bottom of the oil suction filter is uncovered to air in a more general sense. This results in sever ingestion of air to the suction side of the pump. The aforementioned issues become more pronounced and there is the potential for pump priming issues as well. Regulator valve instability can increase to the point of audible noise which can be heard by the operator. Elevated temperatures are more pronounced and can lead to transmission overheating.

(22) Generally high oil levels result in oil contact with moving parts within the gearbox itself. With moderate overfills it results in foaming and aeration with mild increases in spin losses. This can also lead to minor increases in oil temperature. With significantly high oil levels, the foaming and aeration results in much higher spin losses (reduced fuel economy) and transmission overheating. The problem tends to self propagate at this point. The foaming expands the oil volume and level resulting in further foaming which leads to still higher oil levels. Eventually the foaming and aeration can result in spewing out the breather and severe overheating.

(23) Each condition is able to be rectified by changing the speed of the electric oil pump 170. In the event of oil aeration, slow down the pump speed. In the event of flooding, increase the pump speed. The question then becomes how best to monitor and determine the oil level in the sump of the torque converter. One option is to add an oil level sensor. However, this option introduces an added monetary cost and an added energy cost. Instead, the disclosed exemplary embodiment introduces improvement options, each of which involve monitoring operating parameters or conditions of the electric oil pump 170.

(24) A first improvement option is to vary the speed of oil pump 170 based on the torque of the oil pump which is sensed by a current reading from the pump motor. In FIG. 2, control module 178 communicates with the oil pump 170 via data line 180 in order to sense the current and derive a reading. This current reading is then used to determine if the speed of oil pump 170 needs to be varied and, if so, how. The speed of oil pump 170 is increased by control module 178 via data line 182 if the current reading indicates flooding of the torque converter 172. If the current reading indicates oil aeration, then the speed of oil pump 170 is decreased by a signal from control module 178 via data line 182.

(25) When the oil level is low, there is the potential for drawing air into the intake of the scavenge pump. This air ingestion into the scavenge pump may also be described as aeration. When this occurs, the pump mass flow rate drops and tends to be inconsistent (noisy). One way this effect can be seen is by measuring the pressure over time. The FIG. 3 graph or chart depicts one option for displaying this pressure. The Y-axis depicts pressure in kpa units. The X-axis is time in seconds. The magnitude or extent of the pressure fluctuations gives an indication of whether or not there is any significant air ingestion by the scavenge pump. While the FIG. 3 graph shows pressure versus time, torque or current measurements of the scavenge pump will provide a similar display of whether or not there is any significant air ingestion by the scavenge pump.

(26) The vehicle includes a transmission control module (TCM) which is constructed and arranged to monitor the range of (pressure) oscillations and calculate the peak-to-peak noise versus time. This is displayed by the FIG. 4 graph. This graph displays the peak-to-peak pressure in kpa units along the Y-axis and time, in seconds, along the X-axis. The TCM is capable of monitoring the peak-to-peak noise and flag aeration when the noise threshold exceeds a calibrated level.

(27) The analysis can be taken a further step by integrating the FIG. 4 graph data with respect to time. This integration result is shown by the FIG. 5 graph. The slope of the line depicts the condition, noting that a steeper slope corresponds to some level of air ingestion while a flatter line of less slope corresponds to a condition of little or no air ingestion by the scavenge pump.

(28) The FIG. 5 graph provides a clear distinction, based on the slope of the line, of when air is ingested (the steeper slope) and when no noticeable amount or volume of air is ingested (the flatter slope). By calibrating the slope and establishing a reference table (or using one already created), a measurement of the slope of the FIG. 5 graph line will yield the level (i.e., the amount or volume) of air ingested by the scavenge pump. Relative measures are given in Table I which corresponds to FIG. 5.

(29) TABLE-US-00001 TABLE I Integration Air Slope Entrainment 0.2 <2% 0.3 3% 0.4 4% 0.5 5% 0.6 6% 0.7 >7%

(30) As noted above, the data displayed in the graphs of FIGS. 3-5 is based on pressure readings and the peak-to-peak pressure readings. However, in lieu of using pressure, scavenge pump torque measurements will provide a similar response and way to assess air ingestion (i.e., aeration). The same is true for scavenge pump current measurements. Depending on the existence or level of any oil aeration (i.e., air ingestion), the speed of the oil pump 170 can be varied. Ideally for a dry sump, the oil level will be managed such that it is controlled at the point where aeration might just start. If that is not indicated, then increase the pump speed. Once aeration is detected, then slow the speed of the pump. This somewhat continual adjusting of the pump speed is one way to keep the oil level at the threshold of aeration which is a suitable way to manage a dry sump. Referring to FIG. 2, the control module 178 communicates with the oil pump 170 via data line 182. Readings from the oil pump motor are received by the control module via data line 180. These connections are important in order to obtain the data and control scavenge pump operation.

(31) By controlling the scavenge pump speed through the monitoring of the pump motor and/or the monitoring of pump pressure fluctuations or oscillations or torque oscillations and/or speed oscillations, one or more of the following benefits is to be expected:

(32) 1. Reduced oil aeration. This results in better cooling, improved valve stability, and improved shift quality.

(33) 2. Reduced main oil sump level variation. This results in less oil volume required, thereby reducing cost and weight.

(34) 3. Sandwich sump oil level closed loop control. This eliminates the need for a separate oil sump in the hybrid motor housing, thereby reducing cost and complexity.

(35) 4. Reduced spin losses. This results in lower cool temperatures (improved reliability) and improved fuel economy.

(36) 5. Improved fuel economy. This results in lower operator costs and improved sales.

(37) 6. Avoid excessive pressurization of downstream components. This is achieved by reducing the noise associated with excessive aeration. The hydraulic components will see less fatigue stress and thereby provide longer operational life.

(38) 7. Reduced cost (eliminates the need for an oil level sensor). Also there is the option of eliminating a separate sump, oil pump, regulator valve, etc.

(39) While the preferred embodiment of the invention has been illustrated and described in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that all changes and modifications that come within the spirit of the invention are desired to be protected.