WO2017050724A1 - Chaîne cinématique munie d'une transmission automatique ou d'une boîte de vitesses automatisée, d'une alimentation en huile et d'un retardateur hydrodynamique - Google Patents

Chaîne cinématique munie d'une transmission automatique ou d'une boîte de vitesses automatisée, d'une alimentation en huile et d'un retardateur hydrodynamique Download PDF

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Publication number
WO2017050724A1
WO2017050724A1 PCT/EP2016/072228 EP2016072228W WO2017050724A1 WO 2017050724 A1 WO2017050724 A1 WO 2017050724A1 EP 2016072228 W EP2016072228 W EP 2016072228W WO 2017050724 A1 WO2017050724 A1 WO 2017050724A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
retarder
oil
valve
line
Prior art date
Application number
PCT/EP2016/072228
Other languages
German (de)
English (en)
Inventor
Christoph Wurster
Original Assignee
Voith Patent Gmbh
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 Voith Patent Gmbh filed Critical Voith Patent Gmbh
Publication of WO2017050724A1 publication Critical patent/WO2017050724A1/fr

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Classifications

    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
    • F16D57/04—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders with blades causing a directed flow, e.g. Föttinger type
    • 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
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0446—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control the supply forming part of the transmission control unit, e.g. for automatic transmissions

Definitions

  • the present invention relates to a drive train with automatic transmission or automatic transmission, an oil supply and a hydrodynamic retarder and a method for controlling a hydrodynamic retarder in a drive train with a corresponding oil supply to the degree of filling and / or the pressure in the working space of the depending on a requested Retarderbremsmomentes to adjust hydrodynamic retarder.
  • Drive trains with an automatic transmission or automated transmission must have an oil supply to selectively apply switching elements with oil pressure and thereby set different gear ratios or gears in the transmission and thus different ratios in the transmission between a transmission input shaft and a transmission output shaft.
  • the lubricating oil supply of z. B. ensure the bearings.
  • a hydrodynamic retarder and a hydrodynamic converter can be provided as a starting element, which work with the oil from the oil supply of the transmission.
  • Such an oil supply with retarder and converter is known for example from DE 199 09 690 A1 or DE10 2009 035 082 A1.
  • the structure of these oil supplies is quite expensive and requires a complex valve control.
  • the control and cooling of the hydrodynamic retarder which has a bladed primary and a bladed secondary, together form a fillable with the working fluid working space to form in the more or less filled with a working fluid state of the working space in the working space a hydrodynamic circulation flow and thereby
  • some disadvantages have been identified.
  • One of the objects of the present invention is to provide a drive train of the type mentioned at the beginning, as well as a method for controlling a corresponding hydrodynamic retarder in an oil supply, in which a high control quality of the hydrodynamic retarder is achieved.
  • the drive train according to the invention with automatic transmission or automatic transmission has an oil supply, comprising an oil sump and a pump device, for providing a supply pressure Po and a hydrodynamic retarder.
  • the retarder comprises a working space with an inlet and an outlet, via which the retarder can be supplied with oil from the oil circuit.
  • the oil supply to a pressure line through which the elements of the transmission are supplied with pressure oil from the pressure oil supply.
  • valves and at least one heat exchanger are provided in the pressure line. In this case, valves in front of and behind the heat exchanger can be switched in such a way that the heat exchanger can be connected to a retarder oil circuit.
  • valves and a filling line are provided for controlling the hydrodynamic retarder, wherein the Retarderolniklauf via the filling line is so connected to the pressure line that a Retarder Hopkins- pressure P R is variably adjustable in Retarderolniklauf.
  • the large volume of oil circulating in the retarder oil circuit during braking and through the heat exchanger does not have to circulate through the retarder control valves. Furthermore, the valves for controlling the retarder are not exposed to the high temperature fluctuations that prevail in the retarder oil circuit, so that the boundary conditions for control remain relatively constant.
  • the pumping device generates an oil flow with a supply pressure P 0, by means of the switching elements of the transmission, for example, switching elements, clutches and / or brakes, for example in lamellar type, can be operated.
  • switching elements of the transmission for example, switching elements, clutches and / or brakes, for example in lamellar type.
  • the pressure line can be seen in the flow direction divided by the valves in sections, wherein the supply pressure P 0 is controllable by means of valves in said sections on at least one first working pressure Pi, and subsequently to a second pressure P 2, wherein P holds 0> Pi > P 2 -
  • valves are switchable and controllable such that in each operating state of the drive train, a lubricating oil flow can be pumped from the oil sump through the pressure line to a lubricating oil supply.
  • a control valve and / or a pressure relief valve may be provided to control in another, a third portion of the pressure pipe, the lubricating oil pressure P 3, where P 3 applies ⁇ P2.
  • the third section of the pressure line via the control valve and a bypass line to the suction side of a pump of the pump device can be connected.
  • the still heated oil is pumped directly back into the pressure line via the bypass line so that the heat input into the oil sump is reduced.
  • a 4/3 control valve can be provided for controlling the Retarder horr horres PR, via which the filling line is connectable to the pressure line, wherein the control valve simultaneously with the valves in front of and behind the heat exchanger via a common control valve, by means of the same switching pressure , is switched. Due to the different switching pressures, the circuit is time-shifted or regulated.
  • a first pressure compensator and a second pressure compensator may be provided for controlling the retarder control pressure PR, wherein the filling line is connected to the pressure line upstream of the first pressure compensator and the second pressure compensator is arranged in the filling line.
  • the second pressure compensator can be optimized structurally to the control and requirements of the retarder used, so that the controllability is improved.
  • the temperature gradient at the pressure compensator are lower and the first pressure compensator can take the alternative, in case of failure of the Second regulate their function and on the Retarder réelle P R such that the first effective pressure Pi is also the Retarder horrtik P R.
  • the first valve and the second valve which are arranged to connect the Retarderölnikankes with the heat exchanger in front of and behind this, are connected via a third control valve by means of a control pressure, wherein the switching pressure of the first valve is lower than that of the second valve.
  • a hydrodynamic converter may be provided as a starting element, which forms a portion of the pressure line, the control of the hydrodynamic converter by means of a valve in the flow direction behind the transducer.
  • the converter and a preferably arranged in the pressure line before second heat exchanger are thereby flowed through in each operating condition, whereby a re-cooling of the oil takes place from the oil sump even with prolonged Retarder ceremonies.
  • the cooling of the oil is thus carried out via two heat exchangers, wherein the heat exchanger in front of the converter can be made substantially smaller.
  • the inlet of the retarder can be connectable to the lubricating oil supply via an oil line and the retarder control valve.
  • oil line can be connected to the lubricating oil supply via an oil line and the retarder control valve.
  • Such a compound can be used to cool the retarder in non-braking operation with small amounts of oil, also called vaccine oil, and to reduce the power loss.
  • the compound has the further advantage that the filling line is always filled with oil, so that the response time of the retarder is significantly shortened.
  • An inventive method for controlling a hydrodynamic retarder in a drive train with a corresponding oil supply has substantially the following advantages.
  • the retarder oil circuit is first closed and then filled with relatively cold oil from the oil sump, whereby the oil can once again dissipate more braking energy.
  • Figure 1 is a schematic representation of a motor vehicle drive train according to the invention
  • Figure 2 shows an embodiment of the oil supply of a transmission, in particular
  • FIG. 3 shows a further embodiment of the oil supply of a transmission, in particular motor vehicle transmission
  • FIG. 1 schematically shows a corresponding drive train with an internal combustion engine 45, the transmission 50 and the drive wheels 49. Further, as an optional feature, an electric machine 46 is shown to form a hybrid vehicle powertrain. With the electric machine 46, the drive wheels 49 can also be driven.
  • the oil sump 1 in the transmission 50 is indicated, and a first oil pump 3 and a second oil pump 4 with the electric drive motor 4. Further, the switching elements 17 for adjusting various ratios between a transmission input shaft 47 and a transmission output shaft 48 are indicated.
  • retarder and the converter which are also coupled to the transmission or housed in the gear housing.
  • FIGS. 1 and 2 two embodiments are shown how the oil supply of an automatic transmission or automatic transmission can be performed.
  • further different pumping devices for the oil supply with respect to the basic arrangement of the pumps are shown.
  • a first oil pump 3 driven by the internal combustion engine and a second oil pump 4 driven by an electric drive 5 have been used.
  • the oil pump 3 can also be designed such that one pump is sufficient.
  • the interconnection and regulation of the two oil pumps 3, 4 can be designed differently, as shown in FIGS. 1 and 2. From the oil sump 1 oil via an oil lines 30, 31 a, b in the pressure line 2, 12, 22, 32 promoted.
  • the pressure line is divided by the valves into sections 2, 12, 22, 32, wherein the supply pressure P 0 by means of the valves 6, 7, 8, 9, 10, 27 in the sections to at least a first working pressure Pi , and subsequently to a second working pressure P 2 is controllable, where P 0 >Pi> P 2 .
  • the supply pressure P 0 in the pressure line section 2 is controlled via the working pressure valve 6, which is switched by means of the switching valve 38.
  • From the pressure line section 2 branches off the oil supply for the switching elements 17, wherein the individual switching elements 17 are supplied via lines 16 and the switching and control valves 15 with pressurized oil.
  • the switching elements 17, not shown here may be clutches or brakes whose operation is done via the pressure oil.
  • the lubrication 20 is connected to the partial section 32, it being possible to use the control valve 1 1 and / or the pressure relief valve 51 a for pressure control of the lubricating oil pressure P3.
  • the converter is a partial section in the pressure line 2, 12, 22, 32, that is, the converter is always flowed through by an oil flow with the oil pressure P 2 , regardless of whether this is actively used as a starting element or not.
  • the heat exchanger 21 is arranged before the converter 18.
  • the pressure control is generally carried out by means of appropriate switching and control valves 29, 34, 38, 39, 40 wherein also sensors 36, 37 may be provided.
  • the retarder is also conceptually identical to the oil circuit in both versions. Thus valves 8 and 9 are provided, which integrate the heat exchanger 33 into the retarder oil circuit 23 in a switching position, so that in the retarder working chamber the oil heated by the braking power can be cooled in the heat exchanger.
  • FIG. 2 shows a first variant for the retarder control.
  • the valves 7, 8 and 9 are switched via a switching pressure which is controlled / regulated via the switching and control valve 40.
  • valves 7, 8, 9 are switched via a control pressure of switching and control valve 40 in the following order.
  • the control valve 7 is switched to the starting position, then valves 9 and finally valve 8.
  • the delayed switching of the valves 8 and 9 when switching off causes the heated oil from the working space is still passed through the heat exchanger 33 for a moment before it there via the pressure relief valve 51 a in the oil sump 1 passes.
  • the valve 8 is switched, the remaining oil content from the working space and the Retarderolniklauf 23 is pumped uncooled into the oil sump 1.
  • FIG. 3 shows a second variant for the retarder drive.
  • the valves 8 and 9 are switched in the manner already described for Figure 2 for the braking mode.
  • Differently here is the regulation of the retarder 19 via the control of the valves 7b and 27.
  • These valves are designed as a pressure balance, which are connected via the switching and control valves 38, 39.
  • the circuit of the valves 8 and 9 of the circuit of the pressure compensators 7b and 27 is decoupled.
  • the return spring of pressure compensator 27 can thereby be made weaker, whereby the resolution of the valve and thus the sensitivity of the retarder control is increased.
  • a further oil line, vaccination line 44 is provided.
  • the pressure compensator 27 can be switched via the control valve 39 such that a connection between the pressure line 32 and the filling line 26 is created.
  • the Impfölvolumen is adjusted via the throttle 52 in the Impftechnisch 44 and the Impfölbuch via the throttle 51 b.
  • the filling line always remains filled and does not have to be refilled when switching to braking mode.
  • the bypass line 42 connects the pressure line 32 via the valve 1 1 directly to the suction side of the oil pump 3. Thus, an unnecessary heat input can be reduced in the oil sump.
  • a safety valve 29 is further provided, which opens above a predetermined pressure value.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

L'invention concerne une chaîne cinématique munie d'une transmission automatique ou d'une boîte de vitesses automatisée, comprenant : 1.1 une alimentation en huile présentant un carter d'huile (1) et un système de pompe (3, 4) fournissant une pression d'alimentation P0 ; 1.2 un retardateur hydrodynamique (19) présentant une chambre de travail munie d'une entrée (24) et d'une sortie (25) par lesquelles le retardateur (19) peut être alimenté en huile provenant du circuit d'huile ; 1.3 une conduite de pression (2, 12, 22, 32) pour l'alimentation en huile sous pression des éléments (17, 18, 20) de la transmission ; 1.5 des soupapes (8, 9) dans la conduite de pression (2, 12, 22, 32) ; 1.6 un échangeur de chaleur (33) dans la conduite de pression (2, 12, 22, 32) servant à évacuer la chaleur présente dans l'huile chauffée ; 1.7 un circuit d'huile de retardateur (23) qui peut être relié à l'échangeur de chaleur (33) au moyen d'une soupape (8) placée en amont de l'échangeur de chaleur (33) et d'une soupape (9) placée en aval de l'échangeur de chaleur (33). La chaîne cinématique selon l'invention est caractérisée en ce qu'elle comporte des soupapes (6, 7a, 7b, 8, 9, 27, 39, 40) de régulation du retardateur (19) et une conduite de remplissage (26, 41), le circuit d'huile de retardateur (23) pouvant être relié à la conduite de pression (2, 12, 22, 32) par la conduite de remplissage (26, 41) de telle manière qu'une pression se commande PR du retardateur peut être ajustée de manière variable dans le circuit d'huile de retardateur (23).
PCT/EP2016/072228 2015-09-24 2016-09-20 Chaîne cinématique munie d'une transmission automatique ou d'une boîte de vitesses automatisée, d'une alimentation en huile et d'un retardateur hydrodynamique WO2017050724A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015218345.9A DE102015218345A1 (de) 2015-09-24 2015-09-24 Antriebsstrang mit Automatgetriebe oder automatisiertem Schaltgetriebe, einer Ölversorgung und einem hydrodynamischen Retarder
DE102015218345.9 2015-09-24

Publications (1)

Publication Number Publication Date
WO2017050724A1 true WO2017050724A1 (fr) 2017-03-30

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PCT/EP2016/072228 WO2017050724A1 (fr) 2015-09-24 2016-09-20 Chaîne cinématique munie d'une transmission automatique ou d'une boîte de vitesses automatisée, d'une alimentation en huile et d'un retardateur hydrodynamique

Country Status (2)

Country Link
DE (1) DE102015218345A1 (fr)
WO (1) WO2017050724A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112739585A (zh) * 2018-09-13 2021-04-30 福伊特专利有限公司 液力缓速器
CN114164693A (zh) * 2021-12-14 2022-03-11 合肥神马科技集团有限公司 一种钢丝绳设备用地轴传动结构

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202018100711U1 (de) 2018-02-09 2018-02-15 Voith Patent Gmbh Antriebsvorrichtung mit Drehzahllimitierung
DE102018122333A1 (de) * 2018-09-13 2020-03-19 Voith Patent Gmbh Ölkühlkreislauf eines Automatikgetriebes
DE102022106542B4 (de) 2022-03-21 2024-10-17 Voith Patent Gmbh Automatgetriebe mit Wandler und dessen Regelung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3430456A1 (de) * 1984-08-18 1985-10-31 Daimler-Benz Ag, 7000 Stuttgart Kuehlvorrichtung fuer hydraulisches arbeitsmittel einer hydrodynamischen bremse und schmieroel eines wechselgetriebes
DE19909690A1 (de) 1999-03-05 2000-09-21 Voith Turbo Kg Verfahren zur Steuerung einer hydrodynamischen Baueinheit und Steuervorrichtung
DE102009035082A1 (de) 2009-07-28 2011-02-10 Voith Patent Gmbh Getriebeölkreislauf

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3430456A1 (de) * 1984-08-18 1985-10-31 Daimler-Benz Ag, 7000 Stuttgart Kuehlvorrichtung fuer hydraulisches arbeitsmittel einer hydrodynamischen bremse und schmieroel eines wechselgetriebes
DE19909690A1 (de) 1999-03-05 2000-09-21 Voith Turbo Kg Verfahren zur Steuerung einer hydrodynamischen Baueinheit und Steuervorrichtung
DE102009035082A1 (de) 2009-07-28 2011-02-10 Voith Patent Gmbh Getriebeölkreislauf

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112739585A (zh) * 2018-09-13 2021-04-30 福伊特专利有限公司 液力缓速器
CN114164693A (zh) * 2021-12-14 2022-03-11 合肥神马科技集团有限公司 一种钢丝绳设备用地轴传动结构

Also Published As

Publication number Publication date
DE102015218345A1 (de) 2017-03-30

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