Automatic transmission with retarder

Abstract

An automatic transmission with a retarder for use in a motor vehicle drive train is proposed, the automatic transmission comprising a transmission housing having an engine flange connection cover and a transmission output cover, and a heat exchanger bracket arranged on the transmission output side (A), wherein a connecting line is provided, and the heat exchanger arranged on the heat exchanger bracket is connected to the automatic transmission by means of the connecting line. According to the invention, the retarder comprises a rotor housing and a stator housing forming the transmission output cover. The housing of the retarder thus forms a closed structure of the transmission on the transmission output side.

Description

Technical Field

[0001] The invention relates to an automatic transmission having a retarder for use in a motor vehicle drive train. Background Art

[0002] It is known that a transmission unit, in particular an automatic transmission, has a retarder. A corresponding automatic transmission with a retarder is known from patent document DE 102016 218114A1, wherein the retarder is positioned on the transmission output side. From FIG. 10, it can be seen how the retarder is positioned in the coupling diagram. The rotor of the retarder is directly coupled to the output shaft of the transmission, so that the rotor always rotates at the output speed of the transmission, and the output speed is transmitted to the drive shaft. This retarder is called a secondary retarder.

[0003] Patent document EP 1 608 895 A1 also discloses a transmission having a heat exchanger which is assigned to the output side of the transmission and which is at least indirectly connected to the transmission via a connecting line. In this case, a fuel-carrying channel is provided which is integrated in the housing of the transmission and extends at least over a part of the axial extension of the housing to the end face of the output side of the transmission.

[0004] Furthermore, a holding device with an integrated channel is disclosed, which is provided for fastening a heat exchanger, wherein the channel is used to connect a fuel-carrying channel in the transmission with a channel in the heat exchanger. The interface and the fastening structure are designed in a standardized and complementary manner in terms of type and size.

[0005] It is also known to separate the functions of the torque converter and the retarder. Both functions can thus be optimized in a simple manner. In addition, transmission units with more than one heat exchanger are also known. In this case, the heat exchangers are assigned to different cooling circuits. Thus, one cooling circuit can be provided for the hydrodynamic circuit and another cooling circuit can be provided for cooling the control device.

[0006] Such transmissions usually have a common oil circuit with an oil sump from which oil for the torque converter function, the retarder function and the transmission lubrication can be taken. In addition, different layouts are known for arranging a torque converter, a retarder or a torque converter-retarder combination in a transmission.

[0007] In addition, solutions with a separate retarder that can be coupled to a transmission are known. Such a retarder can be arranged outside the transmission as a separate unit, wherein an online or offline coupling to the transmission is known for driving the rotor. In addition, coupling to the primary side and the secondary side of the transmission is known. Summary of the invention

[0008] One of the technical problems to be solved by the present invention is to propose an improved structure for an automatic transmission, in which a torque converter and a retarder are integrated.

[0009] This object is achieved according to the invention by an automatic transmission having a retarder for use in a motor vehicle drive train.

[0010] An automatic transmission with a retarder for use in a motor vehicle drive train is proposed, the automatic transmission comprising a transmission housing having an engine flange connection cover and a transmission output cover, and comprising a heat exchanger bracket arranged on the transmission output side (A), wherein a connecting line is provided, and a heat exchanger arranged on the heat exchanger bracket is connected to the automatic transmission by means of the connecting line.

[0011] According to the invention, the retarder comprises a rotor housing part and a stator housing part constituting a transmission output cover. The housing of the retarder thus constitutes a closed structure of the transmission on the transmission output side. By means of this arrangement of the retarder, less heat enters the transmission when the retarder is operated. In particular, the cover can be designed in an optimized manner for cooling, for example by installing cooling fins. Another advantage is that the distance from the heat exchanger on the transmission output side is relatively small.

[0012] In a preferred embodiment, the connecting line is arranged integrally in the stator housing part. The stator housing part can be designed, for example, as a casting, wherein the connecting line is cast as a channel in the casting. It is also conceivable that the connecting line is guided in sections through a pipe or hose which is integrated in the stator housing part or extends inside the rotor housing part.

[0013] Furthermore, the stator housing part can have a first and a second connection plane, wherein the outlet of the connecting line ends in the connection plane. The connection plane forms a contact surface to which further components can be connected.

[0014] According to the invention, the heat exchanger bracket can include a bracket which is coupled to the stator housing part in a first connecting plane. Other partial sections of the connecting lines can be integrated in the bracket.

[0015] In a preferred embodiment, the bracket can be designed in two parts, wherein the connecting line, i.e. the supply line, is integrated in the first bracket and the connecting line, i.e. the return line, is integrated in the second bracket. Preferably, the channel is at least partially, preferably completely, arranged in the wall of the holding device. The holding device can be designed as a casting, for example.

[0016] Furthermore, a valve body can be arranged in the transmission housing, wherein the valve body is connected to the heat exchanger via a connecting line.

[0017] The valve body can preferably be coupled directly to the stator housing part in a second connecting plane, wherein the connecting line is arranged complementary to the valve body interface.

[0018] In addition, channels can be provided in the stator housing part, which are connected (or communicated) with the retarder working space formed by the rotor and the stator. These channels can also be designed to be integrated in the stator housing part. These channels can also be coupled to the valve body in the connecting plane through complementary interfaces, so that the retarder working space can be filled and emptied with oil.

[0019] According to the invention, all channels or connecting lines necessary for the retarder function are integrated in the stator housing part. In addition, connecting lines are integrated in the stator housing part, which are necessary for connecting the heat exchanger to the transmission, in particular the oil sump of the transmission. The oil sump also supplies the torque converter with oil for the torque converter operation. During the torque converter operation and during driving operation, the oil is supplied from the oil sump and must then be cooled. According to the invention, the necessary connection to the heat exchanger is also realized by the connecting line section integrated in the stator housing part.

[0020] In a preferred design, the second connecting plane may have a valve body coupling region in which the connecting lines and the channel can be connected to the valve body. That is, the valve body coupling region is a partial region in the second connecting plane in which all the connecting lines are arranged relatively closely to each other, so that the valve body can be designed compactly. The valve body includes valves for controlling the retarder function, the torque converter function, and the oil sump cooling function during driving operation.

[0021] The stator housing part according to the invention enables a very compact and simple design of the transmission by its arrangement and integration in the transmission structure. Furthermore, the assembly of the transmission is greatly simplified by this design. The number of required components is greatly reduced and the number of coupling points or connection points between two line sections is reduced, so that the leak-tightness is improved.

[0022] Furthermore, in a preferred embodiment, the output shaft can be supported in the retarder, wherein the first bearing can be arranged in the stator housing part and the second bearing can be arranged in the rotor housing part. Furthermore, the rotor can be arranged between the bearings, wherein the inner ring of the bearing and the rotor are clamped to each other by means of clamping screws. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Further advantageous features of the present invention are explained with reference to the accompanying drawings according to the exemplary embodiments. The features described can be advantageously realized not only in the combination shown, but also individually in combination with one another. In detail in the accompanying drawings:

[0024] Figure 1A coupling schematic diagram of an automatic transmission with a retarder is shown;

[0025] Figure 2 A view of the output side of an automatic transmission with a heat exchanger carrier is shown;

[0026] Figure 3 A cross-sectional view obtained by cutting through the retarder housing is shown;

[0027] Figure 4 A stator housing component having a pipe end for connecting to a heat exchanger bracket is shown;

[0028] Figure 5 A stator housing part with a line end for connecting to a valve body is shown. DETAILED DESCRIPTION

[0029] Figure 1 The coupling diagram of an automatic transmission with a retarder is shown. The transmission housing consists of an engine flange cover 4, the actual transmission housing 2 in which the torque converter 5 is also arranged, and a retarder housing, which consists of a stator housing part 8 and a rotor housing part 9. The rotor 20 of the retarder 3 is directly coupled to the output shaft 7 in a rotationally fixed manner.

[0030] Figure 2 A view of the output side A of an automatic transmission with a heat exchanger bracket 10 is shown. From this view, the advantageous structure of the transmission, in particular the main arrangement of the stator housing part 8, can be seen. The stator housing part 8 separates the transmission part and the torque converter of the automatic transmission from the retarder. The retarder or stator housing part 8 and the rotor housing part 9 constitute to a certain extent a transmission output cover, through which the output shaft 7 is guided outward. The outer contour of the stator housing part 8 essentially corresponds to the contour of the transmission housing 2. The heat exchanger bracket 10, which consists of two bracket parts 24a, b and the heat exchanger 11, is directly coupled to the stator housing part 8 or screwed to the stator housing.

[0031] The heat exchanger 11 is designed as a two-flow heat exchanger, wherein the two channels passing through the heat exchanger 11 are each connected via a connecting line 12 b , 13 b , 14 b , 15 b which is integrated in the support.

[0032] The supply lines 12b and 13b are integrated into the first support part 24a and the return lines 14b and 15b are integrated into the second support part 24b. The cooling water connections 28a, b are connected to a cooling water circuit (not shown here) of the motor vehicle.

[0033] Figure 32 shows a sectional view of the retarder housing. It can be seen from this view that the stator housing part 8 has two main connecting planes 25a and b. The transmission housing 2 is coupled to the stator housing part 8 in the connecting plane 25b and the bracket parts 24a and b are coupled to the stator housing part 8 in the connecting plane 25a. The connection of the components is preferably realized by a screw connection, wherein sealing elements are arranged between the components or between the connecting line sections in the connecting planes 25a and b, respectively.

[0034] Some channels or connecting lines can also be seen. Two return lines 14a and 15a can be seen, which extend transversely to the longitudinal axis of the transmission in the sectioned area and are cast into the component. In addition, an oil input channel 16 and an oil return channel 17 extending substantially around the retarder working space 26 are shown. The working space is filled with working medium, i.e. oil, via the oil input channel 16, and the oil returns from the oil return channel 17 to the heat exchanger 11 for recooling. The general function of the retarder is known from the prior art and does not need to be elaborated in detail here.

[0035] The mounting of the output shaft 7 in the retarder can also be seen in this view. The first bearing 21a is arranged in the stator housing part 8 and the second bearing 21b is arranged in the rotor housing part 9 for mounting. The rotor 20 is arranged between the bearings 21a and b, wherein the inner rings of the bearings 21a and b and the rotor 20 are clamped to each other by means of clamping screws 29.

[0036] In order to seal the transmission with respect to the surrounding environment, a shaft sealing ring 30 is provided. As can be seen from this structure, the retarder 3, which includes two housing parts 8, 9, forms a transmission output cover, because the sealing with respect to the surrounding environment is achieved by the shaft sealing ring. The leakage oil flow of the retarder and the lubricating oil flow through the bearing are discharged into the oil pool arranged in the transmission housing 2. The ventilation of the retarder is also realized in the transmission housing, so that the oil does not flow from the retarder into the environment.

[0037] Figure 4 and Figure 5 The stator housing part 8 is shown from both sides, ie the two connecting planes 25a and b are viewed. Figure 4 The ends of the pipes for connecting the heat exchanger brackets 24a, b are seen in Figure 5 The line end for connecting the valve body can be seen in the figure, wherein the valve body is also not shown in detail here.

[0038] In the connecting plane 25a, the supply lines 12a and 13a end on the right side, which are connected to the heat exchanger in the bracket 24a via the lines 12a and 13b, and the return lines 14a and 15a end on the left side, and the cooled oil from the heat exchanger 11 is guided back from the heat exchanger via the return lines 14b and 15b in the bracket 24b.

[0039] The view looking at the connection plane 25b shows that all line connections 12a and 13a and channel connections 16 to 18 are positioned in the connection region 27 for the valve body. The lines 14a and 15a are guided in the stator housing from one side to the other, which is also indicated here by arrows.

[0040] The connection or coupling of the valve body to the stator housing part 8 and the exact connection region 27 for the valve body are shown here only by way of example.

[0041] List of Reference Numerals

[0042] 1 Automatic transmission

[0043] 2 Transmission housing

[0044] 3 Retarder

[0045] 4 Engine flange connection cover

[0046] 5 Torque converter

[0047] 6 Input shaft

[0048] 7 Output shaft

[0049] 8 Stator housing parts

[0050] 9 Rotor housing parts

[0051] 10 Heat exchanger bracket

[0052] 11. Heat exchanger

[0053] 12a, b input pipeline heat exchanger retarder

[0054] 13a, b input pipeline heat exchanger oil pool

[0055] 14a, b return line heat exchanger retarder

[0056] 15a, b Return pipe heat exchanger oil pool

[0057] 16 Oil input channel

[0058] 17 Oil output channel

[0059] 18 channels

[0060] 19 Stator

[0061] 20 Rotor

[0062] 21a, b bearings

[0063] 22 Sealing device

[0064] 24a, b bracket

[0065] 25a, b connection plane

[0066] 26 Retarder working space

[0067] 27 Valve body coupling area

[0068] 28a, b cooling water interface

[0069] 29 Clamping screw

[0070] 30 Sealing device

Claims

1. An automatic transmission (1) having a retarder (3) for use in a motor vehicle drive train, the automatic transmission comprising a transmission housing (2) having an engine flange connection cover (4) and a transmission output cover and a heat exchanger bracket (10) arranged on the transmission output side (A), the automatic transmission also having a transmission and a torque converter, wherein: A connecting pipeline (12a, b; 13a, b; 14a, b; 15a, b) is provided, and a heat exchanger (11) arranged on a heat exchanger bracket (10) is connected to a transmission and a torque converter by means of the connecting pipeline, wherein the connecting pipeline (12a, b; 13a, b; 14a, b; 15a, b) is composed of a first connecting pipeline (12a, 13a, 14a, 15a) and a second connecting pipeline (12b, 13b, 14b, 15b), characterized in that: The retarder (3) comprises a stator housing part (8) and a rotor housing part (9), wherein the stator housing part and the rotor housing part constitute a transmission output cover, wherein the first connecting pipeline (12a, 13a, 14a, 15a) is integrated in the stator housing part (8).

2. The automatic transmission (1) according to claim 1, It is characterized in that The stator housing part (8) has a first connecting plane (25a) and a second connecting plane (25b), wherein outlets of the first connecting lines (12a, 13a, 14a, 15a) end in the first connecting plane and the second connecting plane.

3. The automatic transmission (1) according to claim 2, It is characterized in that The heat exchanger bracket (10) comprises brackets (24a, b) coupled to a stator housing part (8) in a first connection plane (25a).

4. The automatic transmission (1) according to claim 3, It is characterized in that The second connecting lines (12b, 13b, 14b, 15b) are integrated into the brackets (24a, b).

5. The automatic transmission (1) according to claim 4, It is characterized in that The bracket (24a, b) is designed in two parts, wherein part of the second connecting line, namely the supply line, is integrated in the first bracket (24a) and part of the second connecting line, namely the return line, is integrated in the second bracket (24b).

6. The automatic transmission (1) according to claim 2, It is characterized in that A valve body is arranged in a transmission housing (2), wherein the valve body is connected to a heat exchanger (11) via connecting pipes (12a, b; 13a, b; 14a, b; 15a, b).

7. The automatic transmission (1) according to claim 6, It is characterized in that The valve body is coupled directly to the stator housing part (8) in a second connecting plane (25b), wherein the first connecting line (12a, 13a, 14a, 15a) is arranged complementary to the valve body interface.

8. The automatic transmission (1) according to claim 6, It is characterized in that Channels (16, 17, 18) are provided in the stator housing part (8), which are connected to a retarder working space (26) formed by the rotor and the stator.

9. The automatic transmission (1) according to claim 8, It is characterized in that The channels (16, 17, 18) are coupled to the valve body in a second connecting plane (25b) via complementary interfaces, so that the retarder working space (26) can be filled and emptied with oil.

10. The automatic transmission (1) according to claim 8, It is characterized in that The second connecting plane (25b) has a valve body coupling region (27) in which the first connecting lines (12a, 13a, 14a, 15a) and the channels (16, 17, 18) can be connected to the valve body.

11. The automatic transmission (1) according to claim 1, It is characterized in that The output shaft is mounted in the retarder (3), wherein a first bearing (21a) is arranged in the stator housing part (8) and a second bearing (21b) is arranged in the rotor housing part (9).

12. The automatic transmission (1) according to claim 11, It is characterized in that The rotor (20) is arranged between a first bearing and a second bearing, wherein the inner rings of the first bearing and the second bearing and the rotor (20) are clamped to each other by means of clamping screws (29).

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