DE102010037243A1 - Hydraulic controller for double clutch transmission with hydraulic clutches, includes couplings that are arranged separately in hydraulic line - Google Patents

Abstract

The hydraulic controller (1) includes couplings (25,27) that are arranged separately in a hydraulic line, where a pressure supply line is fixed between proportional control valves (7,9). The proportional control valves are centrally located with pressure supply line. Additional separation layer forming valves (3,5) are also provided that are decoupled with the pressure supply line.

Description

The present invention relates to a transmission having a plurality of clutches, which may be arranged as a dual clutch device, with a hydraulic control and suitable components, such as a proportional control valve, for such a hydraulic transmission control and a suitable method of operating the transmission hydraulics.

State of the art

Transmissions with multiple clutches in motor vehicles are touted among other things under the keyword "dual-clutch transmission". This term refers to a wide variety of variants that are almost impossible to count. The variants differ, inter alia, by the number of gears, for example, whether six, seven or more forward gears are present, the way in which a reverse gear is realized in the transmission, and by the operation of the transmission.

By way of example, some double-clutch transmissions may be addressed by their printed descriptions. For example, the beats FR 2 848 620 B1 (Patentee: Renault SAS, filing date: 12.12.2002) to be able to insert the various gears with a common shift fork. If a damage to the switching axis occurs in such a transmission, the continued operation of a motor vehicle with such a type of dual-clutch transmission would in many cases be ruled out.

The European patent application EP 2 055 989 A1 (Applicant: Ford Global Technologies LLC, filing date: 29.10.2007) describes a dual-clutch transmission in which the gears are arranged in a specific manner on the countershafts, wherein the sixth gear and the reverse gear are formed by common gear pairs. From the respective same drive wheel to be driven by a first drive both the third and the fifth gear and a second drive both fourth and sixth gear. In the case of partial failures of gearboxes which, according to the description of the EP 2 055 989 A1 are constructed, a maneuverability of the vehicle is likely to be excluded in many cases due to the Gangverteilungen and the selected Radsatzpaarbildungen.

Similarly, the DE 10 2007 010 292 A1 (Applicant: Audi AG, filing date: 02.03.2007) prior to arranging each gear ratios of a sub-transmission adjacent to each other and perform switchable or preselected by means of a common actuator. If a difficulty arises in the controllability of such an actuator, not only one gear stage of a partial transmission is affected, but adjacent gear stages arranged adjacent to each other can no longer be controlled because the common actuator is unable to maneuver for the adjacent gears.

In addition, there is a risk in many dual-clutch transmissions, should there be the possibility in a partial transmission that two different gears are engaged simultaneously, that the transmission is mechanically destroyed. Many designers of dual-clutch transmissions tend to shift software security and monitoring functions into a controller, a control unit, so as a result the controller is designed to prevent damage to the transmission. How to work with different "flags" that have to be set by software, so that undesirable gear changes, in particular between a forward gear and a reverse gear, can take place in the transmissions described above, is described in US Pat US 2009 045 026 A1 (Applicant: Kanzaki Kokyukoki Mfg. Co. Ltd .; Date of priority: 17.08.2007), also as EP 2 025 972 A2 published, described.

Another, more extensive interaction between control unit, in the patent application EP 1 449 708 A1 (Applicant: BorgWarner Inc., Priority Date: 21.02.2003) as ECU, and a hydraulic clutch control including some valves can be found in this document. This document is also strongly influenced by the consideration that everything that can be intercepted by the hydraulic circuit design or by the transmission itself in case of errors can be intercepted by software. The cause of the error should not be interpreted so that they can intercept their own mistakes again.

A more robust hydraulic system for multiple clutches gear assemblies can be the DE 10 2006 016 397 A1 (Applicant: hofer mechatronik GmbH, filing date: 07.04.2006). Like that 7 . 8th . 9 and 10 it can be seen hanging the individual hydraulic sub-circuits, such as the circuits for the clutch operations and the Aktuatorenkreisläufe for the sleeve actuations on a central supply line, which is acted upon by a hydraulic pump, which can also be referred to as an oil pressure pump. The hydraulic plans, the concept can be seen that the individual functional groups, such as the first partial transmission, the second partial transmission, the first clutch and the second clutch, as independent as possible from the other hydraulically actuated assemblies remain operable as long as the pump hydraulic pressure can hold. From the hydraulic plans some integrated safety functions can be found out.

Turning away from this trend - setting concept, the WO 2008 108 977 A1 (Applicant: BorgWarner Inc., Priority Date: 02.03.2007) the combination of the natural, due to the mechanical conditions forming sub-functions by a common hydraulic control, for example by two consecutively arranged multiplex valves are used, with which the socket choice is realized. The assemblies draw the pressure oil from a common, charged by a pump central line. Subsequently, however, the entire transmission is controlled by valves as complex as possible. The description appears to be dedicated to the principle of valve economy rather than the principle of enhanced hydraulic safety function integration.

The US 5,367,914 A (Patentee: General Motors Corp. Date of filing: 09.02.1993) explains an advantage of the dual-clutch transmission, inter alia, by the main claim with the possibility of cross-fading during a gear change.

Accordingly, the deals EP 1 717 473 A1 (Applicant: Hoerbinger Antriebstechnik GmbH, filing date: 25.04.2005) with an excerpt from the hydraulic control of a two-clutch transmission unit and proposes to run the upstream called the filling valve as a proportional control valve, while the second valve to connect directly should, should be a two-position valve. The second valve should be a drain valve. Although some safety functions can be realized by the valve assembly in such a transmission control part, but this is at the price of numerous disadvantages. The actual control function is exercised by the proportional control valves. Of these, a sufficient line length is to be provided up to the hydraulically actuated clutches, so that the drain valves can be installed in the clutch supply line. This in turn results in other disadvantages, such. As the increased reaction time, the lower control accuracy and mitabzudeckender pressure loss.

An alternative embodiment to the circuit diagram of EP 1 717 473 A1 show the EP 1 449 708 B1 (Patent owner: BorgWarner, priority date: 21.02.2003) in its Figure two, in which two proportional control valves per clutch are connected in series, with the first proportional control valve being controlled by a pilot valve. As a result, it means that such a circuit requires three valves per clutch.

The variants of dual-clutch transmissions illustrated in the previously cited publications serve to clarify for which type of transmissions the present invention can be used. To avoid repetition, reference is made to the cited references, if basic mechanical, hydraulic and electrical engineering or control technical aspects of dual clutch transmissions are to be defined for the following description of the invention.

Technical area

Not least thanks to the increased driving experience with load interruption-free gear change, dual-clutch transmissions enjoy particular popularity in high-performance or equipped with high-horsepower engines passenger vehicles in which a torque of several hundred Newton meters to bring over the clutch to the wheels. At high power and high torques, the need to integrate safety functions and safety aspects into every functional layer and design plane of the transmission is all the more desirable.

A dual-clutch transmission usually has two transmission input shafts, which are each assigned a separate clutch and a group of gear stages. In a particularly advantageous wheelset arrangement, one group comprises the odd-numbered gear stages, while the other group has the even-numbered gear ratios including the reverse gear.

In such a trained dual-clutch transmission, there is a switching operation, i. H. a change from an effective source gear to a next higher or next lower gear, from several levels. First, a target gear is inserted, which z. B. via a corresponding shift sleeve and a gear wheel of the target gear associated synchronized gearshift clutch can be accomplished. This is followed by an overlapping opening of a first clutch associated with the transmission input shaft of the output gear and closing of a second clutch associated with the transmission input shaft of the target gear. Outside the switching operations, the power transmission takes place alternately via one of the transmission input shafts.

A significant advantage of such a dual-clutch transmission over a conventional variable-speed transmission is in the largely traction interruption-free switching operations.

An immediate result is a better acceleration capacity in train operation and a better deceleration in overrun mode. In addition, by bridging load cycles between components of the drive train conditional impact sounds are largely avoided. As an important aspect for the users of vehicles with dual-clutch transmissions is also the aspect of ride comfort, which is thereby improved.

Since with manual operation of two engine clutches and the circuit of the gears with temporarily two simultaneously engaged gears a considerable mechanical effort would be required, dual-clutch transmission are usually automated. In this case, both the operation of the engine clutches and the switching of gears via associated auxiliary drives, z. As electromagnetic, electric motor, hydraulic, or in other, for. B. mixed manner can be actuated.

A hydraulic control of a transmission with multiple clutches, in particular a dual-clutch transmission, requires a greater amount of control mechanisms compared to conventional one-clutch transmissions. In hydraulic control of a transmission shift sleeves and couplings of the transmission by shift actuators, z. B. shift cylinder of the sleeves, z. B. double-sided controllable switching cylinder, and hydraulic cylinders of the clutches are actuated by pressure valves.

The safety aspects relate to both a reliable functioning of the transmission in the normal operating mode and a behavior of the transmission in case of failure of a control element and a possibility for further operation of the transmission in an emergency operation mode. In particular, double-clutch transmissions increasingly involve problems of safe operation of the transmission, which are caused by a large number of control elements or by a complicated design of one or more control elements.

problem

It is desirable to design a hydraulically controllable dual clutch device or a hydraulically controllable multi-clutch device of a transmission for a motor vehicle so that the hydraulic circuit diagram can be installed both in transmissions of high-performance drive trains as well as small-sized and under increased economic constraints drive trains and still a high level integrated safety due to the circuit design is present.

invention description

The object of the invention is achieved by transmission according to claim 1. An advantageous method of operation is disclosed in claim 8. Advantageous developments can be found in the dependent claims.

Many integrated safety functions can be found in the hydraulic plans. Based on the requirements of safety and economy, the hydraulic design is based on the concept that the individual functional groups, such as the first partial transmission, the second partial transmission, the first clutch and the second clutch remain actuated as independently as possible from other hydraulically actuated assemblies ,

The transmission is suitable for use in a motor vehicle because it takes into account the motor vehicle-specific safety requirements to a particular extent. Just as standard and in the usual way a gear is realized, the transmission according to the invention has a plurality of shift sleeves. The plurality of shift sleeves are arranged in the transmission so that a single gear can be engaged or disengaged. The manual transmission therefore has several shift sleeves as elements for gear selection. The transmission can be influenced by a clutch device comprising a plurality of clutches and clutch cylinders.

The hydraulic device of the transmission comprises in addition to a pressure medium source with a pressure medium, for. B. an arrangement with an oil pump or oil pressure pump or a plurality of oil pumps different hydraulic control elements with hydraulic supply lines, discharges and inner lines, connections and ways for a pressure medium, z. B. for oil, which is sucked from an oil sump or tank on a low pressure side of a pump for oil and is pumped as pressure oil from a high pressure side of an oil pump in a pressure oil supply line, and after a circulation in Druckölzu- and derivatives (at least partially ) comes to a pressure oil sump with a low oil pressure. The deepest portion of the transmission in which the hydraulic fluid collects is well known as a tank, although gearbox designs that operate on separate tanks are also known.

To achieve better dynamic characteristics of the transmission, the plurality of sleeves on several sub-transmissions, z. B. distributed at least on a first partial transmission and a second partial transmission of the gearbox.

The trained with multiple shift sleeves manual transmission works with a number Couplings comprehensive dual clutch device together. The multi-clutch double clutch device has at least a first clutch with a first hydraulic cylinder and at least one second clutch with a second hydraulic cylinder. With this dual clutch device, a first partial transmission and a second partial transmission of the gearbox can be influenced. It can be z. B. a first clutch, a first partial transmission and a second clutch influence a second partial transmission. This may depend on the operation at different times or in overlapping time intervals or even simultaneously, for. B. synchronous, happen or performed. It can be z. Example, a process of Gangausschaltens in a partial transmission and a process of a gear engagement in another sub-transmission can be performed with a great deal of flexibility.

The hydraulic control of a dual-clutch transmission comprises at least a first and a second hydraulic clutch. The term "hydraulic couplings" refers to those couplings which comprise at least one hydraulic functional group or operate in a hydraulic manner. In one embodiment, so wet clutches so called, in a further embodiment, the term "hydraulic clutch" with a hydraulic actuating cylinder equipped clutches are called. For this purpose, the hydraulic medium is under pressure.

According to one aspect of the present invention, proportional control valves are installed in the control of the dual-clutch transmission. A proportional control valve is assigned to the first clutch. A proportional control valve is assigned to the second clutch. With the help of the proportional control valve, the closing degree of the clutch to be taken can be adjusted. There are no other valves between the proportional control valve and its associated clutch. The proportional control valve acts directly on the clutch. There is a direct hydraulic connection between the proportional control valve and the clutch. However, on the supply side, the pressure supply side of the proportional control valve, another valve is provided. The additional valve serves as a separating plane-forming valve. The upstream of the proportional control valve valve ensures a decoupling of the central pressure supply line, in which the hydraulic fluid is below the operating pressure of the clutch control device. By creating a second control level, the central pressure supply line can be disconnected from each individual hydraulic line. The pressure supply line can be shut off against each individual strand, this is a check valve for each clutch available. The shut-off valve is as simple as possible, so shut-off works reliably. Simple valves are z. B. 2/2 valves and 4/2 valves.

The valves, over which the exact closing position of the clutches are adjustable, are - arranged hydraulically - immediately in front of the clutches. From the central pressure supply line, the valves can be separated. The pressure supply line supplies the pressurized hydraulic fluid to each of the strands on which at least one consumer such as a clutch actuation cylinder is seated.

Such a hydraulic circuit can be positively operated in that even errors can be intercepted. In the event of an error, an isolation valve can be actuated in the short-term, that is, in less than 10 ms. The arranged behind the isolation valve hydraulic path is separated from the central pressure supply line. The central pressure supply line, in a particularly advantageous embodiment with a pressure oil treatment circuit, lies through the Trennventileinbettung as in a cocoon. In the event of a fault, if the hydraulics should not work or react as desired in a region, the hydraulic medium supply for the proportional control valve, with which the clutch can be actuated, is decoupled from the pressure medium supply line by means of a separating valve.

The transmission may be referred to as a dual-clutch transmission, because it has at least two clutches, each associated with its own sub-transmission. Spatially particularly advantageous are dual-clutch transmissions, in which the clutch drive shafts are arranged coaxially, in particular as an inner shaft for the one clutch and as this in the form of a hollow shaft enclosing shaft for the second clutch. The first partial transmission comprises a first set of gears, the second partial transmission comprises a second set of gears. A particularly advantageous arrangement results from the fact that the first, the third and the fifth gear are arranged on the first partial transmission and the gears referred to as even gears as the second, the fourth and the sixth gear are formed by the second partial transmission. In one of the two partial transmission is also the reverse gear, which thus no longer requires a separate reverse shaft, but is located on the same countershaft as the other gears of the sub-transmission.

The hydraulic system operates at a certain pressure level, for example with a system pressure between 15 and 30 bar, which is kept constant as far as possible in a narrow pressure band Example be a pressure of 25 bar. Alternatively, of course, the pressure can only be set to a level of 18 bar.

Designed as a dual-clutch transmission gear refers to the operating pressure for the actuation of the actuators from an oil pressure pump. Many oil pressure pumps, if they are driven by the internal combustion engine, show a speed-dependent behavior. On the high pressure side, which is the side on which the oil pumped by the oil pressure pump is provided under pressure from the oil pressure pump, a corresponding volume flow amount of the pressure oil is offered depending on the rotational speed of the engine. The high-pressure side opens advantageously into a high-pressure distribution line for a plurality of different hydraulic circuits. In other words, the use of a speed-controlled oil pressure pump, an internal combustion engine with very high speeds, ie high-speed operated, the oil pressure pump often provides too much hydraulic fluid, ie hydraulic oil. In low speed ranges, however, the oil must still be available in a sufficient amount. As a result, the pumps are often designed oversized as a result. The oil pressure pump follows with its conveying behavior of the speed of the internal combustion engine. At high speeds, the pump delivers more than at low speeds. To cope with the problem of inadequate production, the oil pressure pumps are often equipped with a lower or a transmission gear; However, it remains in the situation described above that increases with increasing speed of the engine and the flow rate of the oil pressure pump. The oil pressure pump follows with a synchronous behavior of the speed development of the internal combustion engine. The oil pressure pump runs with the speed of the internal combustion engine, if necessary, a factor from the gear ratio with respect to the exact speed of the oil pressure pump is taken into account.

The oil pressure pump gets the transmission oil from the sump of the transmission. The oil pressure pump sucks in the oil from the sump. The oil pressure pump thus provides the tightened transmission oil from the bottom of the transmission to the transmission. Here, according to a further aspect of the present invention, the hydraulic line guide is designed so that at least a portion of the oil present in the lines is conveyed by the oil pressure pump in a circle.

The oil pressure pump feeds different oil circuits. The oil circuits are as far as possible decoupled from each other. One can speak of decoupled oil circuits. This means that the oil circuits do not influence each other as long as the pressure oil source, the oil pressure pump, is sufficiently dimensioned.

According to one aspect of the present invention, the oil circuits are modeled on the individual main functions of the dual-clutch transmission. Thus, when the partial transmission change is centered, there is an oil circuit corresponding to a single partial transmission. There is also, according to another aspect of the present invention, an oil circuit that performs the temperature control of the transmission oil. During prolonged operation and at higher powers, it is preferable to remove heat from the transmission oil. An oil circuit sends the oil through a pressure oil heat exchanger. The oil circuit for the pressure oil heat exchanger is juxtaposed to an oil circuit, the z. B. is responsible for the actuator supply. In the Aktuatorenölkreisläufen z. B. control elements of the switch actuators sitting in a separate circulation. There is provided a further independent oil circuit which, in addition to actuator oil circuits, such as an oil circuit for control elements of the shift actuators, provides circulation for a portion of the transmission oil through a cooling device having a pressure oil heat exchanger. The cooling device comprises a pressure oil heat exchanger. In order to retain abrasion from the pressure oil heat exchanger, a filter downstream of the pressure oil heat exchanger is advantageously located in the circulation. Furthermore, a clutch cooling path is present downstream of the cooling device. The pressure oil, which is passed through the heat exchanger, can then be introduced into the clutch cooling section. Using one or more valves, it is also possible to adjust the quantity of pressure oil or the proportion of the total flow of the pressure oil via the pressure oil heat exchanger. For splitting the pressure oil, a branch should be arranged in the circulation. Part of the pressure oil can be introduced into the clutch cooling section, a portion of the pressure oil is at other points of the transmission, z. B. for the wetting of wheelsets available. The clutch cooling path is connected to one of the branches of the circulation, which is guided via the pressure oil heat exchanger.

With the guidance of the pressure oil described in the claims, cooled pressure oil can be introduced into the clutches. The temperature difference to the clutches is raised. Thus, in one embodiment, higher powers can be performed in the drive train through the clutches. In a further embodiment, the amount of pressure oil can be reduced. Depending on the design of the pressure oil heat exchanger, the temperature of the pressure oil, which is intended for the clutch cooling section, can be lowered by more than 10 K. In one embodiment, the pressure oil is cooled by at least 10 K by means of a pressure oil heat exchanger. Because Pressure oil is provided not only for the Kupplungskühlstrecke, but for other consumers, actuators or points in the transmission downstream of the diversion, the connected consumers or actuators with the cooler pressure oil, which is present downstream of the pressure oil heat exchanger operated. The cooled pressure oil is available to several oil circuits. With the cooled pressure oil, the couplings can be flushed.

The cooling of the pressure oil has the additional positive influence, the life of the existing seals in the transmission age more slowly due to the lowered temperature.

Advantageous further developments, which may include independent inventive ideas, are additionally discussed.

It is advantageous if separating planes are formed by means of specially provided valves. The parting line can be easily established by switching valves. A switching valve can switch between different switching positions. In a particularly simple embodiment, so-called black and white valves are switching valves. The switching valve may be further developed to have a preferential position which is one of the valve positionable positions. The preferred position can be z. B. determined by a spring. If there is no sufficient current supply to the magnet of the valve, so the spring pushes the piston of the valve in a preferred position, in the closed position. The preferred position should be the position at which the transmission, in particular the clutch of the transmission, passes into a controlled state, such. B. in an open coupling position. An uncontrolled propulsion is no longer possible.

The parting lines forming valves, so the valves that are connected upstream of the proportional control valves should be designed as error-prone as possible. Such valves can be realized either as 4/2 valves or as 2/2 valves. The valve should be controllable by the control unit. Advantageously, valves which are equipped with an electrically actuated spool.

Valves with multiple switch positions, such. B. a 4/2-valve or a 2/2-valve, each with two switching positions, may have any switching positions. It when a first switching position ensures a decoupling of the central pressure supply line from the supply line to the downstream proportional control valve is particularly advantageous. A second switching position should then allow a switching of the pressure. With the help of the check valve can be determined whether the control of the proportional control valve will have any influence on the associated clutch.

The switching behavior of the corresponding (hydraulic) route to the clutch can be improved by means of additional lines, for. B. be made faster. In one embodiment, bypass lines may be present in parallel with the proportional control valve provided as bypass lines around the proportional control valve between the isolation valve and the clutch. If the filling or emptying happen faster, it can be passed over the bypass line still additional hydraulic fluid in the actuating cylinder of the clutch or led out of this. The switching dynamics are positively influenced by such measures. The emptying can be done in the tank or the sump, so that the oil pressure pump from there again can suck new hydraulic fluid.

In hydraulic systems occur again superimposed vibrations. The hydraulic vibrations should at least be trappable, if not preventable from the beginning. In this context, it helps if a cache is provided. The cache can be z. B. be designed as a spring-biased cavity. The buffer is used to catch pressure oscillations. The cavity can be considered as an attenuator. It is a hydraulic low pass compared to electric models. High-frequency vibrations are absorbed by the buffer. The clutch remains more stable in its closed position.

For controlling the hydraulic cylinder of the clutch, a positioning sensor is provided. The positioning sensor can, for. B. be designed as a pressure sensor with a measuring receptacle in one of the pressure oil supply lines. A displacement of the hydraulic cylinder is linearly related to the pressure in the supply line.

The transmission should have a control unit, a control unit for detecting and processing signals of the positioning sensors of the shift actuators of the shift sleeves and the positioning sensors of the hydraulic cylinders of the clutches. The control unit should z. For example, it is possible to control operations in the transmission, to carry out the synchronization of the operations in the partial transmissions, the control of the valves, the monitoring and control of the operating mode and the initiation of an emergency operating mode. The control unit can measure, detect and determine positions of the sliding sleeves and switching states of the sleeve selection valve so as to perform a monitoring.

There are a number of valves for various control tasks in the transmission. For controlling a lubricating oil flow, a lubricating oil flow valve is provided, which is preferably designed in the form of a hydraulically actuated valve with a blocking position and a flow position. For controlling a cooling oil flow to at least one of the clutches, a cooling oil flow valve is provided. The valve may be realized in the form of a hydraulically or electromagnetically actuated valve. The valve should have a blocking position and a flow position. The valve should be designed at least as a two-position valve. Other positions promote the variety of functions. if the valve is a proportional control valve, the cooling oil flow can be adjusted. If the valve is an electromagnetically adjustable valve, the amount of cooling oil can be adjusted by means of the electric current in the magnet or by the duty cycle in the solenoid control. The valve may be arranged in the clutch cooling path. The valve can be arranged at the entrance of the clutch cooling circuit, so the cooling oil flow valve can cool the cooling oil flow path and the couplings to be cooled or the clutch to be cooled as needed.

Because a considerable achievement, z. B. the power loss, which is to be implemented in a torque of more than 400 Nm in the clutch to heat, is to be performed on some double clutches, should be given sufficient cooling even in the event that the cooling oil flow valve should have a fault. Here, a spring-biased proportional control valve, which is held as a cooling oil flow valve in the flow position as long as a control force for taking the locking position by a piston of the cooling oil flow valve is less than a Leerlauffederkraft. The force of the spring that generates the spring preload is so great that the piston of the valve can be held in the passage position. Only when sufficient electrical supply has taken place, the valve switches to the blocking position.

Due to the direct coupling of the proportional control valve, which is assigned to one of the clutches, with the actuating cylinder or by the direct coupling of the proportional control valve with the clutch a very short distance from adjusting proportional control valve is realized to responsive clutch. The hydraulic fluid does not have to flow through other components first to get to the clutch. The cable lengths can be kept short. The oil volume is thus also kept low. In addition, as few additional resistors are available. A pressure loss due to interposed drain valves is no longer detrimental to the supply line. A negative influence on the filling process or even the clutch control is reduced.

The illustrated hydraulic circuit allows the direct flow of a hydraulically actuated clutch of an automatable gearbox by means of a pressure control valve. To ensure the shutdown of the pressure of the hydraulic fluid in case of malfunction of the pressure control valve is a pressure shut-off valve. The pressure shut-off valve, which can be configured as a check valve, can switch off the pressure from the pressure supply line to the pressure control valve. In an advantageous embodiment, in addition, the pressure in the clutch to the tank can be relieved, z. B. by the use of a 4/2-way valve. Even with a malfunction of the pressure control valve no unwanted torque is transmitted through the clutch more.

Depending on the setting and programming of the control unit, any sequence for the switching operations can be realized. Thus, the order of shifts of the pressure shut-off valve may be selected to first relieve the pressure in the clutch and then to set the pressure supply line in communication with the other clutch. Alternatively, the pressure supply to the pressure control valve can be interrupted and only after the clutch are relieved. Of course, the same can be done simultaneously. A deliberate balancing of additional spools is no longer necessary. Any flow conditions from and to the respective clutch can be determined solely by influencing the bore of a valve. A rapid outflow of the pressurized hydraulic fluid from the associated clutch is possible. Advantageously, in addition to the naturally existing leaks can be operated on consciously. Leaks, z. B. by the existing rotary unions to the couplings, can be scheduled for automatic relief of the clutch and thus used. The natural leaks of the rotary joints of the couplings promote the hydraulic relief of the couplings. As a result, the outflow can be additionally accelerated.

If a cooling oil flow valve is to be installed in the transmission, which is hydraulically actuated, it may be provided for the hydraulic actuation of the cooling oil flow valve, a cooling oil control valve. The cooling oil control valve assumes the task of a pilot valve for the cooling oil flow valve. The cooling oil guide valve operates particularly reliably when the cooling oil guide valve is designed as a feedback, electro-hydraulic proportional pressure control valve.

In the oil circuit, which among other things is responsible for the pressure oil cooling, it can also be referred to as Druckölaufbereitungskreislauf, even more valves may be present. A functional safety valve is a main pressure regulator. The main pressure regulator regulates the total pressure oil flow in the transmission. The main pressure regulator is determined by the pressure with which, inter alia, one piston side of the pressure oil circulation valve is acted upon. The main pressure regulator is provided as upstream of the pressure oil circulation valve. The main pressure regulator may be designed in one embodiment in the form of a feedback electrohydraulic valve. The main pressure regulator should be a proportional control valve. The proportional control valve of the main pressure regulator should have at least two positions. At the main pressure regulator, a port is used to determine a position of another valve. The other valve in the previously formed example is the pressure oil circulation valve which is connected to the main pressure regulator downstream for the adjustment of its piston. Via the main pressure regulator, the switching position of the pressure oil circulation valve can be adjusted, which can also be a proportional control valve.

The pressure oil circulation valve has different positions. Among other things, the pressure oil circulation valve serves to stabilize the entire pressure oil flow in the transmission. The pressure oil circulation valve should be at least a three-position valve. The pressure oil circulation valve should have a first position in which a supply line to the pressure oil heat exchanger is interrupted. The pressure oil circulation valve should have a second position in which the pressurized oil passes to the pressure oil heat exchanger. The pressure oil circulation valve should have a third position, in which a part of the delivered pressure oil can get to a suction side of the oil pressure pump. In the third position another oil path should be opened. While a part of the oil delivered by the oil pressure pump returns to the suction pipe of the oil pressure pump, a connection is made from the oil pressure pump to the pressure oil heat exchanger for another part of the pressure oil. In such a configuration, the pressure oil circulation valve should be in the form of a valve hydraulically actuated by the main pressure regulator and a pump discharge. The pressure oil circulation valve is hydraulically clamped on two sides. The pressure oil circulation valve can be adjusted by means of a pressure difference on two sides of the piston of the pressure oil circulation valve. One side of the pressure oil circulation valve is connected to the main pressure regulator. One side is connected to the pump outlet. The pump outlet is the conduit into which the pressurized oil, pressurized by the oil pressure pump, is directed to other consumers.

In the transmission, a valve should be present, which can take over the task of a lubricating oil flow valve. The lubricating oil flow valve and the cooling oil flow valve are downstream of the pressure oil circulation valve. The pressure oil, which is forwarded by the oil pressure pump by the pressure oil circulation valve, flows through the lubricating oil flow valve and the cooling oil flow valve, provided that the two valves lubricating oil flow valve and cooling oil flow valve are connected in the passage position.

The gearbox has in a hydraulic path the lubricating oil flow valve, the cooling oil flow valve and the pressure oil circulation valve. The pressure oil circulation valve determines what proportion of the pressure oil from the pressure oil pump is passed into the cooling circuit. The pressure oil circulation valve determines whether all the oil is passed through the cooling device that includes the pressure oil heat exchanger. The circulation, in which the cooling device is arranged, can be completed by means of the pressure oil circulation valve in a position of the pressure oil pump. The flow of the pressure oil is cut off in a position from the pressure oil pump. In this case, the pressure oil is completely available for the remaining actuators. In cases where either the pressure oil does not have to be cooled, e.g. B. at low operating temperatures, or in which an error in the pressure oil supply of the hydraulic system of the double clutch device is given, for. As with a clogged filter, an emergency operation of the actuators such as the shift actuators and the hydraulic cylinders is ensured.

In addition, a cooling oil circulation valve is advantageously present in the transmission. The cooling oil circulation valve has a blocking position and an open position. To divert the cooling oil flow to a suction side of the oil pressure pump, the cooling oil circulation valve is switched in the case of an existing pressure difference across the cooling oil flow valve. Here, the cooling oil circulation valve should be designed in the form of a hydraulically operated valve with a blocking position and a flow position. A hydraulically operated cooling oil circulation valve can be adjusted by comparing an oil pressure. The oil pressure at an inflow side to the cooling oil circulation valve and the oil pressure in the clutch cooling passage affect a valve position of the cooling oil circulation valve.

The transmission described above can be operated by means of an oil flow control with different degrees cooled pressure oil. By choosing the position of different valves, not only can the flow of oil be adjusted, but the switching behavior through the socket selection valves also meets safety requirements. The shifting takes place in such a way that undesired double gear engagements due to the oil distribution of the hydraulics or the adjusted and self-adjusting pressure oil paths of the Hydraulics can be avoided as well as possible. In this case, the hydraulic supply lines are opened up to form a switching actuator by means of an oil flow control. Using a socket selection valve, such. B. in the DE 10 2010 036 545.9 explained in more detail, can run an extremely synchronous process. A simultaneous opening of hydraulic supply lines to the halves of a two-sided hydraulically actuated shift actuator, while a relief of a second shift actuator takes place. Both shift actuators belong to the same partial transmission. The discharge takes place opposite a gearshift valve. The gearshift valve is connected upstream of the socket selection valve.

The cooling oil circulation valve forms with the cooling oil flow valve a mutually influencing valve unit through which, for example, in the case of a back pressure in the line of the clutch cooling section of the dynamic pressure in the direction of the return line to the oil pressure pump can be reduced. The dynamic pressure can have many causes, eg. B. due to thermal conditions of either the oil (too high viscosity) or contamination of a filter (too low flow) arise. At too high dynamic pressure, z. B. if not yet the operating temperature has been reached, the clutch cooling is disconnected.

Only when the shift actuators are sufficiently supplied with pressure oil, the lubrication of the wheelsets and the bearing is added. The lubricating oil flow valve is supplied by the pressure oil circulation valve. The main pressure regulator adjusts the pressure oil circulation valve and, via the set pressure, releases the oil circuits or circulations and consumers connected to the pressure oil circulation valve compared to the pressure generated by the oil pressure pump. By a buffer or memory caused by the oil pressure pump short-term fluctuations such. B. pulses, be corrected. Depending on the size of the memory used, such a memory is used to prevent vibrations in the control. The hydraulic fluid is provided by the pressure supply for the actuation of the shift actuators.

The transmission according to the invention is characterized by the valve designs, an advantageous hydraulic scheme and a method of control, in which the functioning of the transmission, in particular a pressure medium influencing operation, lubrication, cooling and gear shift is ensured even in many emergency situations. Even in an extended temperature range, the hydraulic control of the transmission remains emergency working. Reliable operation is ensured even in a wide temperature range. In case of a component failure, the remaining parts of the gearbox remain operational.

Brief Description

The present invention may be better understood by reference to the accompanying figures, which may disclose independent inventive aspects in addition, wherein:

1 shows a first, simplified circuit diagram of a hydraulic system according to the invention,

2 shows a second embodiment of a hydraulic plan according to the invention and

3 shows a dual-clutch transmission in a schematic representation in a motor vehicle.

figure description

An excerpt from a dual-clutch transmission hydraulics convey the 1 and 2 , 2 represents a similar hydraulic control 100 as they are in 1 as hydraulic control 1 to be discussed below.

1 shows a hydraulic control 1 made up of various components such as the pressurized oil conditioning circuit 67 and the controls for clutches 25 . 27 composed.

As the central line of the hydraulic control, the pressure supply line 33 to be viewed as. The centrally located pressure supply line 33 supplies the hydraulic fluid to further lines, which, for example, like a stub line, provide the hydraulic supply to the clutches 25 . 27 to ensure. The supply line to the individual consumers such as the clutch 25 . 27 can be achieved by valves 3 . 5 decouple, for example, shut down. This is indicated by the valve 3 a first state 3-1 and a second state 3-2 on, of which a preferential state 3-1 by the spring force of the spring 11 as long as the magnet is taken 13 no sufficient counterforce on the piston of the valve 3 can exercise. The supply from the pressure supply line 33 takes place at the port P of the valve 3 , which has a downstream side at its working port A. Similar is the downstream proportional control valve 7 , which in addition to its pressure port P has a working port A and a tank port T. With the help of the valve acting as a check valve 3 can be the hydraulic supply of the proportional control valve 7 be prevented. Similarly, the two states 5-1 and 5-2 of the valve 5 adjust to a hydraulic supply for the second proportional control valve 9 sure. The check valve 5 is one with the spring 11I equipped valve 5 in which the spring 11I the magnet 13I counteracts. The magnets 13 of the valve 3 and 13I are more advantageous Wrapped identically and identical. So that the proportional control valves 7 . 9 work as error free as possible, are filters 39 . 39I . 39II . 39III on the inflow and outflow side of the valves 7 . 9 arranged to remove debris from the supply lines such as the supply line 63 . 65 and the coupling lead 21 . 23 from the proportional control valves 7 . 9 keep. Except for the filter 39II, 39III , the downstream of the control valve 7 . 9 is arranged, no flow to the clutch 25 . 27 influencing components in the coupling lead 21 . 23 available. To stabilize the scheme, small buffers 17 . 19 Stichleitungsartig on the clutch leads 21 . 23 be available to absorb the pressure pulses in a damping manner. Characterized in that the spring bias of the clutch actuating cylinder 25 . 27 is known, with the help of positioning sensors 29 . 31 , which may be, for example, pressure sensors, the degree of closure of the respective clutch 25 . 27 for the control unit 221 (please refer 3 ) be determined. When the clutch 25 or 27 should be opened, the control valve goes 7 or 9 in such a condition that the hydraulic fluid in the clutch supply line 21 or 23 Towards the oil sump 37 through the valve 7 or 9 can be derived. Advantageously, the proportional control valve 7 . 9 a spring-loaded valve with an electrically adjustable magnet 15 . 15I , The feather 11II . 11III works against the magnetic force of the magnet 15 . 15I , The pressure supply line 33 receives the hydraulic fluid from the oil pressure pump 35 that removes the hydraulic fluid from the oil sump 37 can suck. Should be about the oil pressure pump 35 build up too high pressure, so reacts the overpressure safety valve 43 that the pumped hydraulic fluid in pressure-regulating manner towards the swamp 37 can short circuit. The hydraulic fluid can on the one hand in the pressure supply line 33 when it passes through the oil pressure pump 35 has been promoted, and on the other in the pressure oil treatment cycle 67 , provided the pressure oil circulation valve 41 in such a position is that the hydraulic fluid, for example, to the pressure oil heat exchanger 49 can flow through. The pressure oil circulation valve 41 is advantageously also a valve that with a spring 11IV is equipped so that in case of insufficient hydraulic fluid supply, the hydraulic supply to the pressure supply line 33 is ensured, but as little or no hydraulic fluid in the pressure oil circulation circuit 67 vanishes. The position of the pressure oil circulation valve 41 is done with the help of a main pressure regulator 47 which is also a spring for safety reasons 11V Has. Should the pressure regulator 47 not working properly, so presses the spring 11IV the piston of the pressure oil circulation valve 41 in the decoupled to the pressurized oil treatment circuit position, because the spring 11V the main pressure regulator 47 in one opposite a tank 37II open position presses. Pump pulsations of the oil pressure pump 35 passing through the main pressure regulator 47 on the pressure oil circulation valve 41 would pass through the memory 45 taken, intercepted and thereby the pressure oil circulation valve is stabilized. Excess quantities of hydraulic fluid can also from the memory 45 opposite a tank 37I be drained. Is the pressure supply line 33 sufficiently supplied with hydraulic fluid, so that the clutches 25 . 27 could be operated without damage, gives the pressure oil circulation valve 41 the pressure oil conditioning circuit 67 free, so over the pressure oil heat exchanger 49 through the pressure oil filter 51 filtered hydraulic fluid in further oil circuits 53 . 53I . 53II . 53III can get. The oil distribution in the oil circuits 53 . 53I . 53II . 53III is done with the help of flow controllers 69 , which may be, for example, throttle cross-sections in the lines, so determined, so that despite open pressure oil circulation valve 41 the main components of the hydraulic control 1 , such as the couplings 25 . 27 continue to be adequately supplied with hydraulic fluid.

The proportional control valves 7 . 9 can because of their magnets 15 . 15I assume any intermediate positions between the two graphically represented states, so that the pressure on the clutches 25 . 27 is freely adjustable, so for example, both clutches 25 . 27 are in a slip position and an uninterrupted power flow change from a clutch 25 to the other clutch 27 is possible. Reports one of the positioning sensors 29 . 31 an unexpected condition in the coupling leads 21 . 23 so can the controller 221 (please refer 3 ) the appropriate branch line to the coupling 25 . 27 with the help of check valves 3 . 5 switch off and allow a flow of power through the other partial transmission. The at port P of the valve 7 pending pressure coming out of the pressure supply line 33 can be obtained, learns only about the valve 7 a pressure drop, if necessary with dirty filter 39II also there a certain pressure drop, but is otherwise directly on short ways the clutch 25 made available. Is only a slight contamination of the hydraulic fluid through the couplings 25 . 27 expected, so can the filters 39II . 39III omitted and the pressure at port A of the valve 7 or a comparable connection to the valve 9 gets directly to the couplings 25 . 27 , The control through the valves 7 . 9 is much more sensitive and delicate than controls via clutch leads 21 . 23 that are routed through additional valves.

2 shows a similar hydraulic control 100 as discussed before. From the hydraulic control 100 are in part important components such as the actuating cylinder 125 . 127 the clutches shown. It goes without saying that hydraulic controls like the hydraulic control 100 of the 2 equipped with additional lines, valves and consumers, if a dual-clutch transmission 213 (please refer 3 ) is to be operated by a hydraulic control and not just the dual clutch package 211 (please refer 3 ). The hydraulic control 100 to 2 refers the hydraulic fluid in the pressure supply line 133 standard from the oil pressure pump 135 for this purpose hydraulic fluid from the oil sump 137 sucks. Should the pressure be too high due to the oil pressure pump 135 build up, speaks the pressure control valve 143 on and the oil pressure pump 135 promotes the hydraulic fluid only about itself until the pressure in the pressure supply line 133 returned to an acceptable pressure band. Once a sufficient pressure in the pressure supply line 133 is constructed, the pressure oil circulation valve 141 that's because of his pen 111IV is held in a blocking position at the beginning of operation, the pressure oil treatment circuit 167 activate. The pressure oil treatment circuit 167 is with pressure oil filters 151 and at least one pressure oil heat exchanger 149 equipped so that about the oil circuits 153 . 153I . 153II . 153III Hydraulic fluid can reach downstream consumers, for example, for the lubrication of gear wheels 219 (please refer 3 ). One of the lines of the oil circuits 153 . 153I . 153II . 153III is over a valve 155 , with which a flow control can be set, as circulation 161 for the pressure supply line 133 designed. The regulation of the pressure oil circulation valve 141 takes place from an interaction of the pressure of the oil pressure pump 135 , the main pressure regulator 147 , and the pressure conditions on the pressure oil circulation valve 141 passing through the store 145 are stabilized. With the help of the springs 111IV . 111V become the valves 141 . 143 each brought into such a privileged position that hydraulic fluid in the tanks 137i . 137II can escape when the pressure oil circulation valve 141 not yet the pressure oil treatment cycle 167 should provide. The amount of cooled hydraulic fluid through the pressure oil heat exchanger 147 can be achieved with the help of flow controllers 169 to adjust. An escape of the pressure from the pressure supply line 133 is done with the help of the valve 155 prevented when in the pressure oil treatment circuit 167 too low oil pressure should be present. Due to natural leakage over the rotary joints of the clutches caused by the actuating cylinder 125 . 127 be opened and closed, the pressure in the pressure supply line sagged over time 133 from. To every actuating cylinder 125 . 127 are two valves 103 . 107 and 105 . 109 serially connected in series. The P port of the valve 103 is at the pressure supply line 133 connected. The first working port A of the valve 103 is via the supply line 163 on the pressure supply side of the valve 107 guided. Both the valve 107 as well as the valve 103 with its connection T have a connection to the oil sump 137 , Is the valve 103 in the first state 103-1 This is caused by the spring, for example 111 , and stands the valve 107 in a comparable first state, for example caused by the spring 111II , so can all the hydraulic fluid in the clutch supply line 121 and in the bypass line 157 within a few milliseconds to the oil sump 137 , for example through the port T, escape. In the bypass line 157 is a cache 117 sufficient for a few, few switching changes, for example three to four switching changes of the actuating cylinder 125 , is dimensioned, should the valve 103 in an uncontrolled position between the first state 103-1 . 103-2 remain. Error of the magnets 113 . 115 however, are standard by the springs 111 . 111II intercepted. The bypass line 157 is on the second working port B of the valve 103 guided, so a discharge of the bypass line 157 opposite tank 137 is possible. In a particularly simple embodiment, the tanks 137 . 137i . 137II merged as a single oil sump. To prevent jamming rams or to avoid poorly regulating proportional control valves 107 . 109 are in the supply lines 163 . 165 . 121 . 123 filter 139 . 139i . 139II . 139III built-in.

Should the actuating cylinder 127 Be pressed over the magnet 113I the valve 105 from its first state 105-1 in the second state 105-2 spent to - depending on which control concept the control unit 221 (please refer 3 ) - then or at the same time the magnet 115i to control that one with the positioning sensor 131 verifiable pressure in the actuating cylinder 127 arrives. In parallel monitoring manner measures the controller 221 the positioning sensor 129 with which it can be ensured that the actuating cylinder 125 is present in the desired position. Should a certain amount of hydraulic fluid from the actuating cylinder 127 can be dissipated, by turning off the magnet 115i and using the spring force of the spring 111III a connection from the coupling lead 123 to the tank 137 getting produced. The hydraulic fluid in the bypass line 157 undergoes additional buffering by the cache 119 , Should the cache 119 can also be emptied, so the spring force of the spring 111I be used to allow the valve 105 in the state 105-1 passes and a discharge of the bypass line 159 opposite tank 137 he follows. The central pressure supply line 133 is several times over consumers like the actuation cylinders 125 . 127 or the lubricating oil circuits 153II . 153III through valves 103 . 105 . 155 shut off. The condition that such a valve as the valve 105 default is the first state 105-1 which is responsible for a pressure maintenance in the Pressure supply line 133 provides. Only with active activation from the control unit 221 , for example over the magnet 113I , the valve enters 105 in the second state 105-2 , While in the first state 105-1 the cache 119 his hydraulic fluid can also deliver, the hydraulic fluid remains in the buffer 119 in the second state 105-2 receive.

The clutches and the clutch cylinders 125 . 127 can with cooled hydraulic fluid from the pressure supply line 133 be supplied. By the circulation 161 cooled hydraulic fluid enters the pressure supply line. Part of the hydraulic agent is in regular operation via the pressure oil heat exchanger 149 guided.

It goes without saying that the two exemplified embodiments of the 1 and 2 can be mixed together. For example, one of the valves 103 . 105 through a valve like the valve 3 . 5 be replaced while the other valve than 4/2 valve continues in the hydraulic control 100 is available. By such a measure, the emptying of one of the two clutch leads can go faster than the emptying of the other clutch lead, which represents the promotion of further safety aspect.

As in 2 can be seen as an advantageous valve integration, are the pressure oil circulation valve 141 , the cooling oil flow valve and the lubricating oil flow valve are combined into a single valve assembly, which unites in a valve, depending on the position of the valve piston of the pressure oil circulation valve 141 , the most diverse lines, connections and paths 153 . 153I . 153II . 153III . 161 releases.

3 shows a schematic representation of a complete wheel, the several individual wheelsets 217 includes, a dual-clutch transmission 213 in a motor vehicle driven by the powertrain 201 up to the wheel axle 203 is symbolized. The gear selection in the dual-clutch transmission 213 via sliding sleeves or sliding sleeves 205 . 205i , via the optional gear, that of the first clutch 207 or the second clutch 209 is assigned to insert is. Due to the two clutches 207 . 209 it is a double clutch device with a dual clutch package 211 , The dual clutch package 211 determines the power flow over one of the two partial transmissions, such as the partial transmission 215 , The gear 211 is from the crankshaft of the internal combustion engine 223 , the rest of which is constructed in a known manner and therefore not fully shown, driven, so over the semi-axes 231 that about the differential 229 connected, driving power to the road wheels 227 can be forwarded. The shift sleeves 205 . 205i can be set and designed for gear selection. For this purpose, the control unit or the control unit 221 on the one hand positioning sensors 225 . 29 . 31 . 129 . 131 (see also 1 and 2 ), with which the position of the actuators such as sliding sleeves 205 . 205i and actuating cylinder 25 . 27 . 125 . 127 (please refer 1 and 2 ) and, secondly, via the control unit 221 how to the 1 and 2 discussed, set a valve combination, so that either one or the other gear of the dual-clutch transmission can be switched on and interpreted or a clutch 25 . 27 . 125 . 127 remains in separation position, while the other allows if necessary a traction. In the transmission 213 can choose different gears through the selection of wheelsets 217 or the choice of einzulegender transmission gears 219 by switching shift sleeves 205 . 205i be inserted.

As can be seen from the descriptions, shows the hydraulic control according to the invention 1 . 100 numerous advantages. It can be drilled various failures, despite all basic functions of the dual clutch transmission remain. A drive from the crankshaft of a prime mover 223 on the road wheels 227 through the differential 229 and through the half-axes 231 is still possible. A gear constructed in this way 213 in the form of a dual-clutch transmission retains a so-called "Limb home mode", even if individual valves 3 . 5 . 7 . 9 . 41 . 47 . 103 . 105 . 107 . 109 . 141 . 147 should fail. Incidentally, by the pressure oil heat exchanger 49 . 149 and the numerous oil circuits connected to it 53 . 53 ' . 53 '' . 53 ''' . 153 . 153 ' . 153 '' . 153 ''' . 161 Required cooled hydraulic fluid to the bodies and the actuators brought, which can work advantageously with cooled hydraulic fluid. At the same time, the hydraulic plan is structured quite simply, so that such a hydraulic plan can be installed on both large-volume and high-performance powertrains as well as on small cars.

LIST OF REFERENCE NUMBERS

1, 100

Hydraulic control

3, 103

Valve, in particular check valve

3-1, 103-1

first condition

3-2, 103-2

second state

5, 105

Valve, in particular check valve

5-1, 105-1

first condition

5-2, 105-2

second state

7, 107

first proportional control valve

9, 109

second proportional control valve

11, 11 ^I , 11 ^II , 11 ^III , 11 ^IV , 11 ^V , 111, 111 ^I , 111 ^II , 111 ^III , 111 ^IV , 111 ^V

Spring, in particular coil spring as a zero position spring

13, 13 ^I , 113, 113 ^I

Magnet, in particular pulse width modulated controllable control magnet

15, 15 ^I, 115, 115 ^I

Magnet, in particular pulse-width modulated controllable control magnet as a Pooportional regulator

17, 117

first cache

19, 119

second cache

21, 121

first coupling lead

23, 123

second clutch cable

25, 125

first clutch, in particular first actuating cylinder of a clutch

27, 127

second clutch, in particular second actuating cylinder of a clutch

29, 129

Positioning sensor, in particular as a pressure sensor

31, 131

Positioning sensor, in particular pressure sensor

33, 133

Pressure supply line

35, 135

Oil pressure pump

37, 37 ^I , 37 ^II , 137, 137 ^I , 137 ^II

Tank or oil sump

39, 39 ^I , 39 ^II , 39 ^III 139, 139 ^I , 139 ^II , 139 ^III

filter

41, 141

Pressure oil circulation valve

43, 143

Overpressure safety valve, in particular as a pressure control valve

45, 145

Storage

47, 147

Main pressure regulator

49, 149

Pressure oil heat exchanger

51, 151

Pressure oil filter, in particular heat exchanger filter

53, 53 ^I , 53 ^II 53 ^III 153, 153 ^I , 153 ^II , 153 ^III

Oil circuit

155

Valve, in particular for flow control

157

first bypass line

159

second bypass line

161

Circulation, in particular cooling circulation

63, 163

Supply line, in particular to the first proportional control valve

65, 165

Supply line, in particular to the second proportional control valve

67, 167

Pressure oil conditioning circuit

69, 169

Flow control like throttle

201

powertrain

203

wheel axle

205, 205 '

sliding sleeve

207

first clutch

209

second clutch

211

Double clutch pack

213

Double clutch

215

subtransmissions

217

wheelset

219

transmission gear

221

control unit

223

Drive machine like internal combustion engine

225

positioning sensor

227

Wheel, especially road bike

229

Differential, also called differential for short

231

semiaxis

A

first work connection or work port

B

second work connection or work port

P

Connection or port for a pressure medium supply line

T

Connection or port for a pressure medium discharge

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• FR 2848620 B1 [0003]
• EP 2055989 A1 [0004, 0004]
• DE 102007010292 A1 [0005]
• US 2009045026 A1 [0006]
• EP 2025972 A2 [0006]
• EP 1449708 A1 [0007]
• DE 102006016397 A1 [0008]
• WO 2008108977 A1 [0009]
• US 5367914 A [0010]
• EP 1717473 A1 [0011, 0012]
• EP 1449708 B1 [0012]
• DE 102010036545 [0060]

Claims (8)

Hydraulic control ( 1 . 100 ) of a dual-clutch transmission ( 213 ) with a first hydraulic clutch ( 25 . 125 . 207 ) and a second hydraulic clutch ( 27 . 127 . 209 ) to be operated with a pressurized hydraulic medium, characterized in that two proportional control valves ( 7 . 107 ; 9 . 109 ), one proportional control valve ( 7 . 107 ; 9 . 109 ) for a clutch ( 25 . 125 . 207 ; 27 . 127 . 209 ), an individual closing degree of the proportional control valve ( 7 . 107 ; 9 . 109 ) associated clutch ( 25 . 125 . 207 ; 27 . 127 . 209 ), in particular by an electrical control of the respective proportional control valve ( 7 . 107 ; 9 . 109 ), and between the proportional control valves ( 7 . 107 ; 9 . 109 ) and a centrally arranged pressure supply line ( 33 . 133 ) each one an additional parting line forming valve ( 3 . 103 ; 5 . 105 ), which is in a state ( 3-1 . 103-1 ; 5-1 . 105-1 ) a decoupling of the pressure supply line ( 33 . 133 ) from the hydraulically connected proportional control valve ( 7 . 107 ; 9 . 109 ). Hydraulic control ( 1 . 100 ) according to claim 1, characterized in that at least one of the dividing plane forming valves ( 3 . 103 ; 5 . 105 ) is a check valve, in particular in the form of a switching valve, which is preferably in a non-triggering safety position ( 3-1 . 103-1 ; 5-1 . 105-1 ) a separation of the pressure supply line ( 33 . 133 ) from the proportional control valve ( 7 . 107 ; 9 . 109 ). Hydraulic control ( 1 . 100 ) according to one of the preceding claims, characterized in that at least one of the dividing lines forming valves ( 3 . 103 ; 5 . 105 ) a spring-loaded 4/2 valve ( 103 . 105 ), which preferably has an electrically actuable spool. Hydraulic control ( 1 . 100 ) according to one of the preceding claims, characterized in that at least one of the dividing lines forming valves ( 3 . 103 ; 5 . 105 ) a spring-biased 2/2 valve ( 3 . 5 ), which preferably has an electrically actuable spool. Hydraulic control ( 1 . 100 ) according to one of the preceding claims, characterized in that the valves forming the parting planes ( 3 . 103 ; 5 . 105 ) in a first state ( 3-1 . 103-1 ; 5-1 . 105-1 ) a decoupling of the pressure supply line ( 33 . 133 ) from a supply line to the proportional control valves ( 7 . 107 ; 9 . 109 ), while preferably in a second state ( 3-2 . 103-2 ; 5-2 . 105-2 ) a hydraulic switching of the pressure from the pressure supply line ( 33 . 133 ) to a supply input (P) of the proportional control valves ( 7 . 107 ; 9 . 109 ) allow. Hydraulic control ( 1 . 100 ) according to one of the preceding claims, characterized in that a working port (A, B) of at least one of the parting planes forming valves ( 3 . 103 ; 5 . 105 ) on a bypass line ( 157 ; 159 ) to a clutch lead ( 21 . 121 ; 23 . 123 ), which is preferably opposite a tank ( 37 . 37I . 37II . 137 . 137i . 137II ) is relievable, especially in the first state ( 3-1 . 103-1 ; 5-1 . 105-1 ) of the valve. Hydraulic control ( 1 . 100 ) according to one of the preceding claims, characterized in that at least one of the coupling leads ( 21 . 121 ; 23 . 123 ) with a buffer ( 17 . 117 ; 19 . 119 ) is in hydraulically communicative connection, wherein in particular the temporary storage ( 17 . 117 ; 19 . 119 ) in the coupling lead ( 21 . 121 ; 23 . 123 ) is provided as a spring-biased cavity for damping control of pressure oscillations in the hydraulic medium. Method for operating two clutches ( 25 . 125 . 207 ; 27 . 127 . 209 ) by means of a hydraulic control ( 1 . 100 ), in particular according to one of claims 1 to 7, in particular for torque separation in a dual-clutch transmission ( 213 ) with a multi-shaft gear change transmission as a hydraulically actuated clutches ( 25 . 125 . 207 ; 27 . 127 . 209 ) are arranged, characterized in that in an error case with the aid of isolation valves ( 3 . 103 ; 5 . 105 ) a hydraulic fluid supply for proportional control valves ( 7 . 107 ; 9 . 109 ) can be decoupled.

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