WO2021190927A1 - Chambre de compensation d'huile pour boîte de vitesses - Google Patents

Chambre de compensation d'huile pour boîte de vitesses Download PDF

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Publication number
WO2021190927A1
WO2021190927A1 PCT/EP2021/056027 EP2021056027W WO2021190927A1 WO 2021190927 A1 WO2021190927 A1 WO 2021190927A1 EP 2021056027 W EP2021056027 W EP 2021056027W WO 2021190927 A1 WO2021190927 A1 WO 2021190927A1
Authority
WO
WIPO (PCT)
Prior art keywords
space
oil
transmission
compensation
receiving space
Prior art date
Application number
PCT/EP2021/056027
Other languages
German (de)
English (en)
Inventor
Peter Reinders
Original Assignee
Zf Friedrichshafen 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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2021190927A1 publication Critical patent/WO2021190927A1/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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/045—Lubricant storage reservoirs, e.g. reservoirs in addition to a gear sump for collecting lubricant in the upper part of a gear case
    • 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
    • F16H57/042—Guidance of lubricant
    • F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0423—Lubricant guiding means mounted or supported on the casing, e.g. shields or baffles for collecting lubricant, tubes or pipes
    • 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
    • F16H57/0447—Control of lubricant levels, e.g. lubricant level control dependent on temperature

Definitions

  • the invention relates to a device for receiving excess oil in egg nem compensation space in a transmission for motor vehicles.
  • Gearboxes often contain oil for various purposes, such as lubrication or hydraulic functions.
  • the amount of oil in the transmission circuit is usually constant, but the volume that the oil takes up is not. This means that the places where there is oil are different and z. B. on the temperature orenszu was dependent on the transmission.
  • DE10308560A1 teaches a transmission device in which splash oil reaches an oil bunker.
  • the oil is actively pumped out of this bunker and, if necessary, conveyed back into the gear room via a control device, in which the oil becomes effective again and contributes to the oil level.
  • the proposed transmission for a motor vehicle suitable for operation with oil, comprises the following components:
  • the compensation space is permanently connected to the receiving space for the oil, this connection being arranged in such a way that the excess oil from the compensation space can flow back into the receiving space independently and without the influence of control means.
  • the receiving space is arranged below the central sub-space.
  • the equal space is arranged at least in sections above a lower edge of the central part space.
  • Oil that is in a modern transmission, usually in a closed circuit, can serve several purposes: firstly as hydraulic fluid for switching shifting elements in the transmission in a hydraulic oil circuit and secondly as a lubricant and coolant for friction components in a lubricating oil circuit.
  • the lubricating oil circuit runs in such a way that the oil reaches the right places on the gear parts to be lubricated / cooled, such as bearings, gears and clutches (multi-plate clutches).
  • One way of supplying the lubricating oil is ensured by the design of the drive shaft as a hollow shaft or with a longitudinal bore on the inside. This drive shaft has radial bores at the points where the oil for lubrication purposes is to reach the gear parts to be lubricated Ge.
  • the moving or rotating transmission parts include, in particular, the planetary gear sets, which in their entirety are also referred to as the transmission tower. At the same time, these moving gear parts must be able to throw off the maximum amount of oil that can be fed through the feed. If this does not succeed, too much oil remains between the moving parts of the transmission and an increased drag torque is caused.
  • the moving parts of the gearbox can also dip into the oil sump or the oil level in the oil sump can rise so far and thus cause increased resistance (drag torque) or cause the oil to foam up.
  • the oil sump has a surface with a height called the oil level.
  • the alignment of the surface changes with acceleration, according to the vector combination of the acceleration of the gear unit and the acceleration due to gravity. It is possible that the oil level is different in different places in the gearbox.
  • a gear pot with optimized bores through the jacket surface can be provided, which contains the gear parts, the oil being pushed outwards by rotating the gear pot through the bores (drains for de-oiling). This can happen even against a certain resistance if the pot rotates in the oil sump. However, if the oil sump rises too high, pressing outwards will no longer work. Typically, this results in a boundary condition of only filling the gear unit with a corresponding maximum amount of oil so that the oil level is too high in specified or foreseeable operating states of the gear unit (determined e.g. by the maximum permissible temperature, speed, speed) is avoided.
  • the oil sump is used as a reservoir of a wet sump system, there is a suction opening for the oil pump in the receiving space. It is important that no air is sucked in as this can lead to undesired behavior of the transmission during dynamic driving.
  • a compensation space as proposed, is now used to take up oil and, if necessary, can replace the missing spaces, as described above. This should be done in operating conditions or driving situations in which there would otherwise be too much oil in the circuit, as described above. This oil, which is undesirable in the circuit, is known as excess oil.
  • the compensation space can be designed as a separate component, which is connected from the outside to the transmission housing or can be located in the transmission housing are located, with a part of the gear housing itself can already form part of the equalization space.
  • the oil evades by itself when the receiving space is filled and then pushes itself into other free spaces, such as. B. the proposed compensation space.
  • the compensation space is permanently connected to the receiving space for the oil and the oil can flow unhindered between these two spaces.
  • the permanent connection is also designed to be essentially resistance-free, i. H. there are z. B. no chokes provided.
  • the permanent connection is characterized by the fact that it does not contain any locks, such as B. Valves that are switched depending on the oil level or according to a control mechanism for dynamic control of the oil level or oil volume, as z. B. in solutions with floats on the oil sump, which actuate a valve at egg nem certain oil level, is the case. Valves for other functions, such as a general deactivation of the compensation chamber, can optionally be conceivable, provided that they do not relate to the changing oil level as a control variable.
  • the permanent connection is arranged in such a way that the excess oil can automatically flow back into the receiving space from the compensation space when the operating state of the transmission has changed again accordingly.
  • the self-constant flow back occurs due to the weight of the excess oil.
  • connection between the receiving space and the compensation space can also be telbar, d. h take place via channels and cavities or rooms. A direct connection is also conceivable without other spaces in between. There may be additional drainage bores or drainage channels between the receiving space and the compensation space.
  • the compensation space must be able to empty itself until the receiving space is full or the compensation space is empty. If the receiving space and any supply lines are full, the compensation space would not empty further.
  • the compensation chamber provides any oil that may have escaped during the braking process, so that the entire amount of oil is quickly returned to the oil sump in the event of a direct acceleration, thus preventing air from being drawn in through the intake opening.
  • a reliable oil supply is particularly important when accelerating, for example for upcoming gear changes. This creates a basis for dynamic driving.
  • An example of a dynamic driving situation is (heavy) braking followed by immediate acceleration.
  • the oil in the transmission is brought into a certain position by braking, from which it only flows back with a delay, due to the inertia of the oil and resistance in the oil circuit.
  • a different starting position prevails after braking (with regard to the oil) than when accelerating from an unbraked movement.
  • a riser pipe connects the receiving space with the compensation space, via which the excess oil can get into the receiving space.
  • the riser pipe picks up the oil that rises during the evasive action and feeds it to the equalization chamber. Depending on the geometric arrangement of the receiving space in relation to the compensation space, the receiving space is filled in this situation.
  • the position of the riser pipe can be determined depending on the driving dynamics.
  • the riser pipe should be located at the point where oil collects in the receiving space in the respective driving condition and should evade.
  • the riser pipe can be implemented as a separate component or from a recess in the form of other components, e.g. B. as a recess in the cast of the gearbox housing.
  • the transmission further comprises an escape space into which the collected oil of the oil sump can first escape when the receiving space is filled.
  • the recording room is directly connected to the soft room from. The excess oil from the compensation space can flow back into the receiving space via the escape space.
  • the escape room can be connected directly to the compensation room.
  • the receiving space and the compensation space are not directly connected to one another, but rather via the alternative space.
  • the oil collects in the oil sump.
  • the oil expands in the oil sump, the oil is pushed into the connected evacuation space, which offers additional volume for spreading.
  • the oil level rises, possibly beyond the receiving space.
  • the connection or access to the compensation room is located above the access to the recording room. Therefore, as the oil level continues to rise, the escape space begins to fill up.
  • the additional volume of the compensation chamber prevents or delays the further increase in the oil level in the central sub-chamber. As a result, the entire space in which the oil rises is expanded in a targeted manner.
  • the escape space is formed by at least one transmission component, from the selection of: housing of a torque converter of the transmission, shell which at least partially encloses the housing of the torque converter; and wall of a housing of the transmission.
  • the oil pan for example, which can form a substantial part of the receiving space, is usually designed to be open at the top so that evasive oil seeks its place in the free space of the transmission.
  • the transmission components that are not primarily created for the purpose of forming an escape space can also be used to create such an escape space. This saves on the one hand manufacturing expenses such. B. with a separate riser and still a simple possibility to connect the compensation space, since the escape space is accessible in many places, especially in the vertical, while the receiving space is only in the lower part of the gearbox and possibly only on the left or right side of the transmission.
  • an underside or a bottom of the compensation space is arranged above the surface of the oil sump when the transmission is at rest.
  • the compensation space should preferably be arranged in such a way that it unfolds its effect at the moment when the oil level reaches a certain level Height reached.
  • the oil level at the inlet to the equalization chamber is decisive here, because if it exceeds this, the equalization chamber fills automatically. The same applies to the flowing back of the excess oil.
  • the compensation chamber should preferably be arranged in such a way that it is not filled by the oil level when the gear unit has cooled down. To do this, the floor of the compensation chamber must be above the oil level in the idle state. This applies to at least the majority of the floor area. Optionally, grooves or edges can be provided in the floor, which may not meet this condition.
  • an underside or a floor of the compensation space is arranged at a maximum height above the receiving space at which an increase in drag torque is avoided when the oil sump rises.
  • the weight of the oil may lead to the compensation chamber not being filled. Instead, oil could rise from the receiving space into the central part space and thus lead to an increase in drag torque, which must be avoided.
  • the central part space, or at least the moving parts of the gearbox, should be able to permanently dispense their excess oil.
  • the transmission in the motor vehicle is aligned parallel to the direction of travel of the motor vehicle.
  • a drive side and an output side of the transmission are arranged at the opposite end of the transmission.
  • the compensation space is arranged centrally between the drive side and the driven side or closer to the driven side than to the drive side.
  • the longitudinal direction or x-direction of the transmission is in the direction of the drive shaft.
  • the front designates the side of the drive / motor, the rear that of the output.
  • the designation front and rear can also indicate the orientation in the vehicle in which the transmission is to be installed. The latter applies in particular with regard to movement processes caused by the vehicle, such as Braking and accelerating. Above, below, left and right also results from the intended installation position in the vehicle.
  • the compensation space is arranged in the rear part of the transmission, viewed in the longitudinal direction, it can advantageously be prevented that the compensation space becomes too fast or too effective during braking.
  • the compensation chamber is arranged on a first side of the transmission and a further compensation chamber is arranged on a second side of the transmission.
  • the second side is opposite the first side.
  • the functionality of the compensation space for cornering is advantageously guaranteed in this way. If the arrangement is only one-sided, it can otherwise happen that the equalization space unfolds its effect to a greater extent in a certain curve direction. It can therefore make sense to arrange the left and right compensation spaces symmetrically
  • the bottom of the compensation space is inclined so that the oil can flow back independently.
  • no active return unit (pump) is necessary in order to allow the excess oil to flow from the compensation chamber back into the receiving chamber.
  • connection can be indirect, i. H.
  • the compensation room would be connected to the recording room via the alternative room.
  • the spaces form the shape of a lying letter U, with the curvature facing forward, i.e. in the direction of the drive side.
  • the compensation space forms the upper leg, the receiving space the lower leg and the escape space the curvature of the U-shape.
  • this arrangement leads to the fact that, especially during braking, the equalizing space can be used by the escaping oil.
  • the oil sloshes in the other direction, no or less oil would escape into the compensation chamber in this arrangement of the U-shape.
  • the compensation space tapers in the direction of the connection to the receiving space.
  • the compensation space is only narrower, further away from the inlet then further ge formed.
  • Narrow and wide refers to the cross-section of the compensation space for the incoming / outgoing oil.
  • the beginning of the compensation space is now tapered, it initially provides little volume to evade the excess oil, but more and more as the oil level increases.
  • less additional volume is initially made available for the evasive oil than without braking.
  • the oil does not move as far from the rear end of the receiving space as would be the case with a full compensating volume without the taper. If the surface of the oil sump moves too far forward, air is sucked in through the suction nozzle for the oil pump.
  • the taper is step-shaped.
  • the receiving space or alternative space is connected to the compensation space at the narrow subspace.
  • the wide sub-area is located next to the narrow sub-area.
  • the narrow sub-space has a smaller cross-section, diameter and / or recording volume than the wide sub-space.
  • This advantageously enables a narrow first region of the compensation space that may be necessary due to the installation space. Furthermore, it prevents the (too much) filling of the large partial space, which has a large receiving volume, in the case of certain movements, such as braking.
  • a ventilation device can also be provided for the compensation room.
  • a method for operating a transmission for a motor vehicle includes that oil collects in a receiving space in the form of an oil sump and parts of this oil escape from the oil sump into a compensation space and collect there as excess oil. The excess oil flows automatically from the compensation space back into the receiving space. This flowing back takes place in the same way as the evasion.
  • Fig. 2b shows the position of oil in a hot, non-accelerated transmission
  • FIG. 3a shows a sectional view of the transmission
  • Fig. 3b is a sectional view of the transmission according to a further game personssbei.
  • Fig. 1 the arrangement of different rooms in a transmission 1 for a motor vehicle, in which oil can stay, is shown.
  • the transmission 1 in the motor vehicle is arranged parallel to the direction of travel of the motor vehicle.
  • the transmission 1 has a drive side 11 and an output side 12, which are arranged at opposite ends of the transmission 1.
  • the drive side 11 forms the front side of the transmission 1 in the forward direction of travel.
  • the output side 12 forms the rear side of the transmission 1 in the forward direction of travel of the motor vehicle.
  • the transmission 1 has a central axis 13.
  • the central axis 13 is that axis about which an input shaft and an output shaft of the transmission 1 rotate.
  • the oil flows into an underlying receiving space 3.
  • the lower part of the receiving space 3 can be formed by an oil pan.
  • the evacuation space 5 connected to the receiving space 3 is formed by gear components 51, 52 and can lie in front of the central part space 2 like an ascending channel.
  • the receiving space 3 is connected to an equal space 4 via the alternative space 5.
  • the compensation space 4 is arranged above a lower edge of the central sub-space 2.
  • the illustrated transmission 1 shows a division into a central part space 2 and egg NEN drying space 21.
  • the compensation space 4 is divided into two at the point where a Ver taper 42 is located.
  • the taper is shown here as a step.
  • a first part connected to the compensation space 5 is the narrow sub-space 43, and a second part is the wide sub-space 44 adjoining this.
  • the bottom 41 of the compensation chamber 4 is slightly inclined in the direction of the connection to un th so that the excess oil 7 can flow off independently.
  • FIG. 1 the transmission from FIG. 1 is shown, with the status of the oil (shown hatched) is illustrated.
  • the oil sump 6 is formed by the oil flowing back independently under its own weight.
  • a surface 61 of the oil sump 6 is formed, which has a certain height (oil level).
  • the oil level is usually below the upper edge of the receiving space 3, as shown.
  • the compensation space 4 is empty because it is arranged above the surface 61.
  • the alternative space 5 is also only filled up to the level of the oil level.
  • Fig. 2b shows the transmission 1 in a state with too much oil in the system, as it is, for. B. may be the case in an operating state when the oil is hot and the volume of the oil is thereby increased.
  • the oil has expanded out of the full-flowed receiving space 3 and has ascended into the alternative space 5 and has an increased oil level. Since the connection between the equalization space 4 and the escape space 5 is below this oil level, the equalization space 4 is also filled with excess oil 7 up to the level of this oil level. This excess oil 7 is withdrawn from the effective oil circuit as long as it is in the equalization space 4 from.
  • 2c shows the transmission 1 in a state during braking of the motor vehicle with the transmission 1.
  • the oil sloshes forward and the surface of the oil sump 6 inclines and forms a slope, shown here at an angle of approximately 45 °. More than the oil level in the rear part of the transmission 1, the oil level rises in the soft space from 5, since this is arranged in front. In the rear of the receiving space 3 there is no longer any oil.
  • the tapering of the compensation space 4 or the narrow sub-space 43 means that in this operating state not as much oil gets into the compensation space 4 as would be the case if this taper 42 did not exist.
  • a fictitious compensation area without a taper 45 is indicated with a dashed line.
  • the surface that would result is also marked as a dashed oblique line. It can be seen that the intake connector 8 sucks in air in this case.
  • FIG. 3 a shows a sectional view of the transmission 1, the sectional plane being oriented normal to the central axis 13.
  • Fig. 3a the spatial arrangement of the equal space 4 and the escape space 5 in the transmission 1 is shown.
  • the connec tion between receiving space 3 and escape space 5 is arranged directly below the central axis 13.
  • the compensation space 4 is arranged in sections above the central axis 13.
  • Fig. 3b shows a sectional view of the transmission 1 according to a further embodiment, for example.
  • the transmission 1 has a further compensation space 4b.
  • the two compensation spaces 4, 4b are each connected to the escape space 5 via a channel.
  • Designation gearbox 1 drive side 2 output side 3 central axis central part space 1 hybrid space, 2 lower edge central part space receiving space equalization space b additional equalization space 1 floor of equalization space 2 tapering 3 narrow subspace 4 wider subspace 5 fictitious space without tapering escape space51, 52 oil sump excess oil sump 1 surface (of the oil sump)

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)

Abstract

L'invention concerne une boîte de vitesses (1), et un procédé associé pour un véhicule à moteur, approprié pour un fonctionnement avec de l'huile, et comportant une sous-chambre centrale (2) dans laquelle sont situées des parties de boîte de vitesses mobiles et dans laquelle de l'huile peut être distribuée, une chambre de réception (3) servant de carter d'huile (6) dans laquelle l'huile peut être recueillie, et une chambre de compensation (4) qui peut recevoir l'huile excédentaire (7) s'échappant de la chambre de réception, la chambre de compensation étant reliée de façon permanente à la chambre de réception pour le passage de l'huile, et cette liaison étant agencée de sorte que l'huile excédentaire puisse s'écouler automatiquement hors de la chambre de compensation et revenir dans la chambre de réception.
PCT/EP2021/056027 2020-03-26 2021-03-10 Chambre de compensation d'huile pour boîte de vitesses WO2021190927A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020203948.8A DE102020203948A1 (de) 2020-03-26 2020-03-26 Ölausgleichsraum für ein Getriebe
DE102020203948.8 2020-03-26

Publications (1)

Publication Number Publication Date
WO2021190927A1 true WO2021190927A1 (fr) 2021-09-30

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Application Number Title Priority Date Filing Date
PCT/EP2021/056027 WO2021190927A1 (fr) 2020-03-26 2021-03-10 Chambre de compensation d'huile pour boîte de vitesses

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DE (1) DE102020203948A1 (fr)
WO (1) WO2021190927A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022204497A1 (de) 2022-05-06 2023-11-09 Zf Friedrichshafen Ag Automatikgetriebe für ein Kraftfahrzeug
DE102022204500A1 (de) 2022-05-06 2023-11-09 Zf Friedrichshafen Ag Automatikgetriebe für ein Kraftfahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1452778A2 (fr) * 2003-02-27 2004-09-01 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG Boíte de vitesses automatisée pour véhicules automobiles
DE102009016873A1 (de) * 2008-04-14 2009-11-05 GM Global Technology Operations, Inc., Detroit Vorrichtung zur Steuerung von Fluidbewegung
DE102010047515A1 (de) * 2009-10-29 2011-05-05 Scania Cv Ab Kraftübertragungsvorrichtung
DE102017102527A1 (de) 2017-02-09 2018-08-09 GETRAG B.V. & Co. KG Fahrzeuggetriebe mit abgegrenztem Fluidraum

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1452778A2 (fr) * 2003-02-27 2004-09-01 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG Boíte de vitesses automatisée pour véhicules automobiles
DE10308560A1 (de) 2003-02-27 2004-09-16 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Automatisiertes Getriebe für Kraftfahrzeuge
DE102009016873A1 (de) * 2008-04-14 2009-11-05 GM Global Technology Operations, Inc., Detroit Vorrichtung zur Steuerung von Fluidbewegung
DE102010047515A1 (de) * 2009-10-29 2011-05-05 Scania Cv Ab Kraftübertragungsvorrichtung
DE102017102527A1 (de) 2017-02-09 2018-08-09 GETRAG B.V. & Co. KG Fahrzeuggetriebe mit abgegrenztem Fluidraum

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