DE10217746B4 - Synchronizer for a manual transmission and corresponding motor vehicle drive train - Google Patents

Abstract

powertrain for a Motor vehicle with a drive unit (12), one at least two transmission gears having gearbox (14) and at least one coupling device (16) for torque transmission between the drive unit and the transmission, wherein at least a synchronizer (50a; 50b; 50c; 50d; 50f-1, 50f-2) is provided for that is designed to synchronize speeds when switching between transmission gears to allow in the sense of deceleration or acceleration or at least to support, wherein the synchronizer comprises inertial mass arrangements (60n, 62n), with one to be synchronized and / or with synchronizing components coupled or coupled rotary shaft (72n) coupled or coupled for common rotation about a rotation axis, where the effective moment of inertia the inertial mass arrangement by means of a co-rotating associated adjusting device (120n, 122n) is adjustable to the rotary shaft and thus coupled components optionally to accelerate or decelerate, characterized that the associated adjustment device has several double-acting Hydraulic slave cylinder having, each with a piston-piston rod element (124n, 126n) are designed and the inertial mass arrangements (60n, 62n) radially ...

Description

The The invention relates to a drive train for a motor vehicle with a Drive unit, a transmission having at least two gears and at least one coupling device for torque transmission between the drive unit and the transmission, wherein at least one Synchronizer is provided which is adapted to a synchronization of speeds when switching between gears in the sense of deceleration or accelerate or at least to support, the synchronizer having inertial mass arrangements, those with one to be synchronized and / or to be synchronized Coupled or coupled coupled rotating shaft components or can be coupled to the common rotation about a rotation axis, wherein the effective moment of inertia the inertial mass arrangement adjustable by means of a co-rotating associated adjustment is to the rotary shaft and thus coupled components optional accelerate or decelerate.

conventional Manual transmissions have at least for each forward gear a synchronizing device, which in the gear engagement, the angular velocity a gear to be engaged and that with this gear coupled part of the transmission to the angular velocity of the brings the relevant transmission shaft. For fast gear changes, automated or manually, the usual used sync units heavily loaded and can Duration overloaded become. This applies to both conventional Manual transmission with a transmission input shaft as well as in particular dimensions for so-called Double clutch.

Double clutch and double clutches have in younger Time again a greater interest experienced, as with a corresponding automation of the transmission similar to a shifting comfort like a conventional one Automatic transmissions with torque converter promise, but in terms of the energy efficiency can expect great benefits. A significant advantage over usual automated transmissions with single clutch is that with appropriate Assignment of the gears to the transmission input shafts switching, in particular a sequential Shift, while maintaining the engine traction or under receipt of drag torque possible is by putting a so-called overlap circuit on Switching from one of the transmission input shaft associated Gear to one of the other transmission input shaft associated gear is performed.

Depending on the gear ratio and the gears involved (starting gear and target gear, under certain circumstances, you also want to shift between gears that are not directly adjacent to each other in the gearshifting without traction interruption or drag torque interruption-free), a relatively large amount of synchronizing work has to be done. For this purpose, it has been proposed inter alia actively using the dual clutch itself to support the synchronization or - if possible - for synchronization by appropriate actuation of the Kuplungsanordnungen. For example, the US Pat DE 199 39 819 C1 a method that supports transmission-internal synchronizers, by reducing the speed difference of the parts to be synchronized by closing a clutch of a dual-clutch transmission. On-gear synchronizers can not be dispensed with, since the method presented in the patent supports only limited traditional synchronizer rings and can not accelerate beyond the current engine speed out. In this context, it can also be related to the likewise a double clutch or a dual clutch transmission DE 100 14 879 A1 to get expelled.

Regarding dual clutches and dual clutch transmission is also the DE 44 36 526 A1 of interest, which describes a special dual-clutch transmission, in which by means of positive clutches of the other branch of a dual-clutch transmission is synchronized.

Also in connection with "normal" manual transmissions with only one transmission input shaft are already known from the prior art various ways to improve synchronizers, to support or replace. From the DE 1 108 534 B a synchronizer is known which can accelerate or decelerate a transmission input shaft. In this case, rotating flyweights are moved on a circular path via a hydraulic cylinder, wherein the radial distance to the axis of rotation changes. The disadvantage here is that a mechanical deflection gear is required to change the radial distance of the flyweights to the axis of rotation, thereby changing the radial distance via a deflection of the flyweights on a circular path about a pivot point, which requires a large space requirement of the arrangement. From the EP 1 104 712 A2 , of the DE 199 63 400 A1 and from the DE 199 50 679 A1 It is known to use electrical machines (electric motors) for the synchronization of transmission shafts. Furthermore, in this context, on the EP 0 348 622 B1 to get expelled. Also relevant in this context is the DE-OS 18 04 533 , which proposes an electronically controlled propellant for accelerating or decelerating transmission parts, wherein As a propellant all sorts of engines, such as reversible hydraulic motors, electric motors, exhaust gas turbines or flywheel motors are considered. In this context, further, on the DE 914 710 be pointed out.

In the DE 196 31 983 C1 and the EP 0 278 938 B1 Furthermore, synchronizers with friction means or friction wheels are described. Also relevant in this context is the DE 196 27 895 C1 which suggests the use of frictional brakes for synchronization.

In the DE 41 37 143 A1 With regard to a multi-stage synchronized countershaft transmission, it is proposed to load a plurality of synchronizers at the same time so as to reduce the load on the individual synchronizer (shift package).

In the DE 199 54 605 A1 For the provision of an emergency driving operation, an active synchronization by means of a control of the engine speed is proposed. In connection with the topic "transmission synchronization" should also also the DE 199 33 312 A1 be of interest.

In some truck transmissions, a multi-disc brake is provided at the end of a countershaft, by means of which, during upshifts, the countershaft can be braked to the new synchronous speed. However, this device can only serve to decelerate, not to accelerate for the countershaft. In order to accelerate the countershaft, it is known to provide a planetary gear, which is then decelerated suitable for high acceleration. It is in this context on the DE 34 17 504 A1 referenced, in which both a multi-disc brake and a braked planetary gear set are mounted on a countershaft.

adversely on the solutions that have become known is either the high cost of additional drive units or for the provision of a special gear, or the fact that the device acts only in one direction of rotation, such as this in the multi-disc brake or the planetary gear is the case. Traditional lock syncs wear out on the other hand, very fast in fast circuits and get through Drag torques from the coupling elements additionally loaded. this applies especially for wet-running Couplings, for example, in the context of dual-clutch transmissions appear particularly suitable. Wet-running clutches show Low temperatures very high drag torques.

task The invention is a largely wear-free synchronizer provide, if necessary, many individual synchronizers conventional Can not replace type in a transmission (but does not have to, it will too to the possibility thought, such or other synchronizers by the synchronizer according to the invention only to support).

to solution This object is proposed that the associated adjustment has several double-acting hydraulic slave cylinder, which are each configured with a piston-piston rod element and the inertial mass arrangements radially outside on the piston-piston rod element is arranged.

proposed will be a synchronizer on a skillful use is based on the law of angular momentum conservation and the one to be synchronized Waves and the gears meshing with them due to changing moments of inertia synchronized. For example, several become involved with the rotary shaft masses connected for common rotation by means of a mechanism from the rotary shaft about which are arranged radially, radially Outside or moved inside, wherein the arrangement is preferably such that the common center of mass of the masses at any time and in Each state is on the axis of rotation, so that no imbalance occurs. To the transmission both on upshifts and downshifts to be able to synchronize the masses are preferably in front of a switching operation in a middle radial position relative to the shaft so that it possible is to increase the radial distance to the shaft as well as to downsize, depending on the switching direction.

In Reference to the above explanations It is generally suggested that at least one of the effective moment of inertia the inertial mass arrangement influencing radial distance to the rotary shaft of at least one mass element of the Inertial mass arrangement is adjustable by means of the adjusting device. It is advantageous if several distributed at predetermined angular intervals around the axis of rotation arranged mass elements by means of the adjustment common are radially adjustable. The mass elements can be beneficial on a be arranged common radius and have equal angular distances from each other.

During upshifts, the part of the gearbox that is to be synchronized usually has to be braked. This can be done according to the invention characterized in that the effective moment of inertia is increased, for example, characterized in that the arranged around the rotating shaft masses are displaced radially outward. Since the angular momentum L is maintained during this mass displacement, L = r × p and L = J _× ω, respectively, with J _x = moment of inertia with respect to the axis of rotation, the rotational speed of the rotary shaft decreases because the moment of inertia increases in proportion to the square of the distance to the axis of rotation (J _x ~ r ² ).

In contrast, is at downshifts to accelerate the synchronized part of the transmission in the rule. This can according to the invention thereby done that the effective moment of inertia is reduced, for example by the arranged around the rotary shaft masses be shifted radially inward. Because of the angular momentum conservation and the decrease of the moment of inertia proportional to the square of the distance to the axis of rotation increases the rotational speed of the rotary shaft entspechend.

to Synchronization can be advantageous from the speed of the transmission output shaft and the gear stage to be inserted, a speed setpoint is determined. For this purpose, a correspondingly designed electronic control unit be provided, for example, part of the transmission control is. The electronic control unit calculates the speed setpoint and provides this by means of the synchronizer according to the invention one. The speed of the synchronizer or a respective rotary shaft (For example, transmission input shaft or countershaft) and the Transmission output shaft can be detected advantageously by means of speed sensors. Preferably is provided that even during of synchronizing speed changes the transmission output shaft are taken into account.

The Synchronization time can be specific about the speed of change the effective moment of inertia, So for example, specifically about the Speed of the radial movement of the addressed masses, set become. Depending on the speed of the radial movement are inertial corresponding restoring forces for the Radial adjustment of the masses by the adjustment, for example at least one actuator of the adjuster to apply. For shorter synchronization times Therefore larger forces are required.

The Radial displacement of a respective inertial mass or a plurality of inertial masses can be carried out advantageously by means of at least one actuator, the For example, it may be formed as a hydraulic actuator. Here you can the masses directly through the actuator or the actuators radially inside or outside to be moved.

The different switching options and with it the different gear ratios to each other give at least for the normal case a unique factor to the moment of inertia each changed must be to bring the speed to the desired value. For example must be at a gear ratio of 1.2 a wave, originally with 5,000 rpm, to be accelerated to 6,000 rpm. Same wave must be at the same transition at an initial value of 2,000 rpm be accelerated to 2,400 rpm. The output speed and the target speed stand for a given gear ratio so in a fixed relationship to each other, and there are accordingly speed-dependent differential speeds (larger speed differences for higher speeds as for lower speeds).

The depending on the translation jump required moment of inertia changes or changes an effective radial distance of the inertial mass arrangement to the rotary shaft can advantageously be stored in a map field, on the basis thereof the addressed control unit the synchronization in a switching operation can perform. As already mentioned, you can different speeds, such as the speeds of the output shaft, which specifies the speed of the shaft to be synchronized, and the speed of at least one other transmission shaft (about countershaft or countershafts and / or transmission input shaft or transmission input shafts) be measured by means of a speed sensor arrangement. Based on these Measured values or / and control values calculated therefrom can be advantageous an actuator arrangement of the adjusting device are actuated, which the effective radial distance of the inertial mass arrangement to the rotary shaft adjusts, so at least one mass, preferably several masses, adjusted accordingly radially inward or radially outward.

It has already been mentioned that the radial velocity, according to which the inertial mass arrangement is set to the target radius, immediately the synchronization time certainly. Should in a driving mode (for example "Economy", "Sport", ...) always the Same synchronization time prevail, the actuator assembly the masses always in the same time from the actual to the bring the respective nominal radius. In the design of the actuator assembly is taking into account that at higher speeds bigger on the mass-acting centrifugal forces occur, giving a greater force must be applied to the masses in an actual orbit too hold or continue to draw radially inwards.

The actuating or holding forces of the actuator assembly should therefore speed-dependent be controlled or regulated. The forces required for a particular speed can be stored, for example, in a map.

Mention should be made be that dependent different synchronization times from a respective drive mode can be provided. For example, could one for one a sporty mode shorter Synchronization times as for provide an "economy" mode.

The Synchronizing device according to the invention can be conventional Synchronizers, such as synchronizer rings and the like, completely replace. But it is also possible that the synchronization device according to the invention in addition to usual Synchronizers (such as lock synchronizers) is provided to support these and so their wear or overload to prevent. A large Advantage of the synchronizer according to the invention across from usual Synchronizations is that the synchronization device according to the invention essentially independent of temperature is working.

For the arrangement the synchronizing device according to the invention on or in the gearbox come various options into consideration. The Synchronizer does not necessarily integrated into the transmission but, for example, as a module to a countershaft or the like from the outside be flanged to the transmission or on the output side half a friction clutch device or outside of the transmission housing be arranged the transmission input shaft.

Generally is proposed in this context that the rotary shaft a Input shaft of the gearbox is. One more way is that the rotary shaft is an internal shaft of the gearbox. The rotary shaft, for example, a countershaft of the gearbox be.

For many In operational situations, it will be most convenient if the inertial mass arrangement within a housing of the gearbox is arranged. But it is, as already mentioned, also possible, that the inertial mass arrangement outside a housing of the gearbox is arranged.

at the manual transmission can be a dual-clutch transmission. The drive train is then a coupling device in the form of a Have dual clutch device. The dual-clutch transmission then has a first clutch assembly of the dual clutch device associated first transmission input shaft and a second clutch assembly the dual clutch device associated second transmission input shaft on.

you may provide that only one, the first or the second transmission input shaft comprehensive transmission branch with a synchronizer according to the invention Is provided. In contrast, However, it is preferred that the first transmission input shaft comprehensive first transmission branch and the second transmission input shaft comprehensive second transmission branch in each case a separate synchronizer is assigned, which is a respective rotational shaft associated inertial mass arrangement with adjustable moment of inertia having. An advantageous embodiment is characterized from that for both transmission branches the respective rotary shaft of a countershaft the relevant transmission branch is formed.

Of the Inertial mass arrangement can advantageously be a management and holding arrangement to be assigned, via the rotational drive forces between the rotary shaft and the inertial mass arrangement transferable and by mediating at least one actuator of the adjusting device defines at least one mass element of the inertial mass arrangement durable in a respective radial position and defined as needed is radially adjustable.

Concerning the actuator (or generally an intended actuator assembly) It is proposed that at least one hydraulic actuating cylinder, preferably at least one double-acting hydraulic actuating cylinder provided is.

A different possibility is that the actuator enters the leadership and holding arrangement integrated or for common rotation with this connected is. For this purpose, it is specifically proposed that the actuator as a hydraulic actuating cylinder, preferably double-acting hydraulic Stellzylinder, is formed and that at least one in radial Direction in a coupled with the rotary shaft for common rotation or coupleable radial guide run Piston piston rod element has at least one mass element or directly connected to at least one mass element.

As already mentioned above, it is possible to provide a control unit which activates the setting device. For this purpose, it is specifically proposed that a control unit is provided which, when switching between an output gear and a target gear of the gearbox, controls the adjusting device as a function of a ratio jump between the output gear and the target gear or / and as a function of at least one rotational speed detected by means of a sensor arrangement, by means of a change in the effective To synchronize moment of inertia by braking or accelerating a speed or at least to support a synchronization. The control unit can advantageously be designed to provide different positioning times for different translation jumps, preferably in such a way that at least approximately the same synchronization times are achieved for the various translation jumps. Reference is made to the explanations above. The control unit can be designed to provide different positioning times or synchronization times for different selectable or adjusting driving modes.

As above According to the invention, a synchronization device is provided for a Manual transmission, for example in or for a drive train according to the invention, who designed it is, when switching between gears a synchronization of To allow speeds in the sense of deceleration or acceleration or at least support. According to the invention the synchronizer comprises an inertial mass arrangement, those with components to be synchronized and / or synchronized coupled or coupled rotary shaft coupled or coupled is for common rotation about a rotation axis, wherein the effective moment of inertia the inertial mass arrangement by means of an associated adjustment is adjustable to to selectively accelerate the rotary shaft and coupled components or decelerate. The synchronizer can accordingly the above explained Training options further developed be.

The The invention will be described in the following with reference to FIGS illustrated embodiments explained in more detail.

1 schematically shows a motor vehicle drive train with a gear of the countershaft type in which a synchronizer according to the invention can be advantageously used.

2 shows in the subfigures 2a to 2d different possibilities for the arrangement of a synchronizer according to the invention in a drive train or in or on a transmission.

3 shows in part 3a schematically a motor vehicle powertrain with a dual clutch and a dual clutch transmission of the countershaft type, and the subfigures 3b and 3c illustrate the two clutch assemblies and transmission input shafts respectively associated transmission branches of the dual clutch, which are to be synchronized depending on the output gear and target gear.

4 illustrates a preferred way, as the two transmission branches of the dual clutch transmission can each be synchronized by a separate synchronizer according to the invention.

5 shows a further embodiment of a synchronizer according to the invention, which has a respect to the effective moment of inertia adjustable inertial mass arrangement, wherein the sub-figures 9a and 9b represent different operating states of the synchronizer.

1 shows an example of a motor vehicle powertrain 10 , The drive train has a drive unit 12 , For example, an internal combustion engine or generally an internal combustion engine 12 , a manual transmission 14 the countershaft design and one between the drive unit 12 and the manual transmission 14 arranged friction clutch 16 for example, the Reibscheibenbauart. One with an input side of the friction clutch 16 coupled output shaft of the drive unit 12 is with 18 designated. One with an output side of the friction clutch 16 connected transmission input shaft is designated 20. The transmission drives via a transmission output shaft 22 in the usual way driven wheels 24 of the motor vehicle. According to its design, the gearbox 14 a countershaft 26 on. On at least one of the transmission shafts (approximately on the input shaft 20 or / and on the output or output shaft 22 and / or on the counter-wave 26 ) are optionally with the respective shaft positively coupled for common rotation and decoupled from the shaft gears, which in the schematic representation of 1 through the on the output shaft 22 arranged gears 26 and 26 are represented. To engage a gear, a respective gear is positively connected to the respective transmission shaft, and for disengaging a gear, a respective gear is decoupled from the respective transmission shaft. This can for example by means of a gear lever 30 take place, which operates a dog clutch. In automated manual transmissions, the gears are, for example, by means of electromechanical or hydraulic actuators and designed.

In the schematic embodiment shown here are only the two gears 26 and 28 optionally with the drainage shaft 22 can be coupled or decoupled from this. With the transmission input shaft 20 is firmly a gear 32 connected, with a rotationally fixed on the countershaft 26 arranged gear 34 combs. The already mentioned gears 26 and 28 comb each with a rotationally fixed on the countershaft 26 arranged gear 36 respectively. 38 ,

When changing gears, the following components must be synchronized: the gearbox side half 40 the clutch 12 , the transmission input shaft 20 , the gears 32 and 34 , the countershaft 26 , the gears arranged on it 36 and 38 and the gears meshing with these gears 26 and 28 , Generally speaking, all transmission components must be in view of the instantaneous speed of the transmission output shaft 22 be synchronized with the transmission input shaft 20 are coupled in terms of a direct rotational drive or in the sense of a squat or translated rotary motion coupling.

2 shows by way of example four different possibilities where a synchronization device according to the invention could be arranged. It will be in 2 and in the related to the other Auführungsbeispiele figures for the same or corresponding components, the same reference numerals, supplemented by a respective embodiment characterizing small letters. Only the differences from previously explained embodiments are explained; otherwise reference is expressly made to the preceding embodiments.

The gearbox is 2 With 42a - 42d designated. According to 2a is the only symbolically represented synchronizer 50a immediately behind the clutch 16a arranged on the transmission input shaft, outside of the transmission housing 42a , 2 B shows the possibility that the synchronization device according to the invention 50b inside the gearbox 42b is arranged, again on the transmission input shaft.

2c illustrates the possibility that the synchronizer according to the invention 50c again in the gearbox 42c is arranged, on the countershaft 26c , According to 2d is the synchronizer 50d also on the countershaft 26d arranged, outside of the transmission housing 42d , For example, the synchronizer 50d in a to the gearbox 42d attached cultivation module be integrated.

3 shows an example of a drive train with a double clutch 16e and a dual-clutch transmission 14e , The dual-clutch transmission 14e has two countershafts 26e-1 and 26e-2 on that couple over gear 34e-1 . 32e-1 and 34e-2 . 32e-2 with two coaxially arranged transmission input shaft 20e-1 and 20e-2 coupled, wherein the radially inner transmission input shaft 20e-1 with a first coupling arrangement 16e-1 the double clutch 16e and the radially outer, designed as a hollow shaft transmission input shaft 20e-2 with a second clutch arrangement 16e-2 the double clutch 16e interacts. The double clutch may again be a clutch of the friction disc type or, preferably, a double clutch of the multi-disc type, in particular the wet-running multi-disc type.

The dual-clutch transmission 14e has two transmission branches, of which a first, the transmission input shaft 20e-1 and the countershaft 26e-1 and a second, the transmission input shaft 20e-2 and the countershaft 26e-2 having. The transmission branches themselves are each according to the embodiment of 1 constructed and have rotationally fixed on the respective countershaft arranged gears 36e-1 and 38e-1 respectively. 36e-2 and 38e-2 on that with a particular gear 26e-1 . 28e-1 . 26e-2 respectively. 28e-2 mesh on the output shaft 22e is arranged and optionally with the output shaft 22e can be coupled to the common rotation or decoupled from this, as symbolized in the figure by a respective gear lever.

For clarity shows 3b only the second transmission input shaft 20e-2 and the second countershaft 26e-2 having second transmission branch and 3c only the first transmission input shaft 20e-1 and the first countershaft 26e-1 having first transmission branch. In the case of switching from an output gear assigned to one transmission branch to a target gear assigned to the other transmission branch, the other transmission branch must be synchronized. If, however, switched between two gears of a transmission branch, only this transmission branch must be synchronized. In order to provide a so-called overlap circuit in a sequential shift, for example, the even gears may be assigned to the first and the odd-numbered gears the second transmission branch.

4 shows a possibility of how a dual-clutch transmission of in 3 shown type for both transmission branches advantageously with a respective synchronizer according to the invention 50f-1 respectively. 50f-2 could be equipped. It's on both countershafts 26f-1 and 26f-2 a respective synchronizer 50f-1 respectively. 50f-2 arranged according to the invention, for example, within the transmission housing accordingly 2 B or outside of the gearbox housing accordingly 2d , There may be speed sensors 52f-1 and 52f-2 be provided, which has a characteristic instantaneous speed of the first and second Ge capture branch, for example, the instantaneous speed of the synchronizer 50f-1 or the synchronizer 50f-2 , Alternatively, the rotational speeds of the transmission input shafts could 20f-1 and 20f-2 or the countershafts 26f-1 and 26f-2 be recorded. Furthermore, according to 4 a speed sensor 54f provided, which is the instantaneous speed of the transmission output shaft 22f detected. The speed sensors are equipped with an electronic control unit 56f connected (for example, formed by or integrated in a central transmission control (TCU)). The control unit 56f operated in response to a switching request via suitable actuators, the first synchronizer 50f-1 and / or the second synchronizer 50f-2 in the sense of increasing or decreasing an effective moment of inertia with the respective transmission shaft, here the countershaft 26f-1 respectively. 26f-2 , coupled to the common rotation inertial mass arrangement. In a corresponding manner, the exemplary drive trains of the 2 be executed with a speed sensor assembly and the respective synchronizing or their inertial mass arrangement in the aforementioned manner controlling control unit.

in the The following are exemplary examples of the execution of a synchronizer according to the invention given, which is based on a basically arbitrary transmission shaft of a Single clutch transmission or dual clutch transmission arranged could be.

5 shows an embodiment in which the synchronizer comprises two double-acting hydraulic slave cylinder, each having an inertial mass 60n respectively. 62n are assigned and in one with the inertial masses and the transmission shaft 72n co-rotating assembly are integrated. Every inertial mass 60n . 62n is a radially inward, co-rotating double-acting hydraulic cylinder 120n respectively. 122n assigned to the piston-piston rod element 124n respectively. 126n radially outside the inertial mass 60n respectively. 62n is arranged. You can also say that the arms 64n respectively. 66n directly with the pistons 128n and 130 the two cylinders are connected.

The rotating supply lines and discharges to the cylinders, acting as holes in one of the cylinders 120n . 122n limiting component 132n can be executed, for example, a realtiv to the transmission housing fixed, bolted to this component 134n be supplied with pressure oil. In the present sleeve-shaped, with the shaft 72n co-rotating component 132n are axial holes in the embodiment 140n . 142n . 144n and 146n provided in a between the sleeve part 132n and the stationary component 134n trained annular channel 148n or in a rotationally symmetrical chamber formed between these components 150n lead to a connection 152n respectively. 154n can be supplied with pressurized oil, or from which pressure oil can be discharged via the relevant port, as in the sub-figures 9a and 9b is illustrated by arrows. According to the supply or discharge of pressure oil, the piston 128n and 130n and thus the inertial masses 60n and 62n adjusted synchronously radially inward or radially outward, with the result that the effective moment of inertia changes accordingly.

The rotating piston-cylinder component 132n can by means of suitable axial and radial bearings in the fixed component 134n , which is also characterized as a sleeve-shaped, be stored. The thrust bearings can also take over the necessary sealing function and the annular channel 184N and the chamber 150n seal against each other. In principle, it is sufficient if all supply and all discharge lines of the cylinder in each case a common distributor (ring collector or central chamber) open, which is connected to a supply line. Thus, only two pressure oil lines and two pressure oil collector are required, regardless of the number of hydraulic cylinders provided.

Claims (17)

Drive train for a motor vehicle with a drive unit ( 12 ), a transmission having at least two gears ( 14 ) and at least one coupling device ( 16 ) for torque transmission between the drive unit and the transmission, wherein at least one synchronization device ( 50a ; 50b ; 50c ; 50d ; 50f-1 . 50f-2 ), which is designed to enable or at least to support a synchronization of rotational speeds when shifting between transmission gears in the sense of decelerating or accelerating, the synchronizer comprising inertia mass arrangements ( 60n . 62n ), which can be coupled to a rotating shaft to be synchronized or / and to be synchronized with components ( 72n ) coupled or coupled to the common rotation about an axis of rotation, wherein the effective moment of inertia of the inertial mass arrangement by means of a co-rotating associated adjustment ( 120n . 122n ) is adjustable to selectively accelerate or decelerate the rotary shaft and thus coupled components, characterized in that the associated adjusting device comprises a plurality of double-acting hydraulic slave cylinder, each with a piston-piston rod element ( 124n . 126n ) and the inertial mass arrangements ( 60n . 62n ) radially outward on the piston-piston rod element ( 124n . 126n ) is arranged. Drive train according to claim 1, characterized in that mass elements of the inertial mass arrangements ( 60n . 62n ) and the associated piston-piston rod elements ( 124n . 126n ) are directly connected via the radially outwardly extending piston rods. Drive train according to Claim 2, characterized in that a plurality of mass elements distributed at predetermined angular intervals around the axis of rotation ( 60n . 62n ) are radially adjustable together by means of the adjusting device. Drive train according to claim 3, characterized in that the mass elements ( 60n . 62n ) are arranged on a common radius and have equal angular distances from each other. Drive train according to one of claims 1 to 4, characterized in that the rotary shaft is an input shaft ( 20a ; 20b ) of the gearbox is. Drive train according to one of Claims 1 to 4, characterized in that the rotary shaft has an internal shaft ( 26c ; 26d ; 26e-1 ; 26e-2 ) of the gearbox is. Drive train according to one of claims 1 to 4, characterized in that the rotary shaft is a countershaft ( 26c ; 26d ; 26e-1 ; 26e-2 ) of the gearbox is. Drive train according to one of claims 1 to 7, characterized in that the inertial mass arrangement within a housing ( 42b ; 42c ) of the gearbox is arranged. Drive train according to one of claims 1 to 7, characterized in that the inertial mass arrangement outside a housing ( 42a ; 42d ) of the gearbox is arranged. Drive train according to one of claims 1 to 9, characterized in that the transmission is a dual-clutch transmission ( 14f ) and the coupling device a double clutch device ( 16f ), wherein one of a first clutch arrangement ( 16f-1 ) of the dual clutch device associated first transmission input shaft ( 20f-1 ) and a second clutch arrangement ( 16f-2 ) of the dual clutch device associated second transmission input shaft ( 20f-2 ) are provided. Drive train according to claim 10, characterized in that one of the first transmission input shaft ( 20f-1 ) comprehensive first transmission branch and a second transmission input shaft ( 20f-2 ) comprehensive second transmission branch each have a separate synchronizing device ( 50f-1 or 50f-2), which has an inertial mass arrangement with an adjustable moment of inertia associated with a respective rotary shaft. Drive train according to claim 11, characterized in that for both transmission branches, the respective rotary shaft of a countershaft ( 26f-1 respectively. 26f-2 ) of the relevant transmission branch is formed. Drive train according to one of claims 1 to 12, characterized in that the inertial mass arrangement ( 60n . 62n ) is associated with a guide and holding arrangement, via the rotational drive forces between the rotary shaft and the inertial mass transferable and mediated by the double-acting hydraulic slave cylinder of the adjustment at least two mass elements of inertial mass defined in a respective radial position durable and as required defined radially adjustable Drive train according to claim 13, characterized in that the double-acting hydraulic slave cylinder in the guide and holding arrangement ( 132n ) are integrated or connected for common rotation with this. Drive train according to one of Claims 1 to 14, characterized by a control unit ( 56f ), which, when switching between an output gear and a target gear of the gearbox, the adjusting device as a function of a ratio jump between the output gear and the target gear or / and in dependence on at least one by means of a sensor arrangement ( 52f-1 . 52f-2 . 54f ) to synchronize by means of a change in the effective moment of inertia by braking or accelerating a speed or at least to support a synchronization. Drive unit according to claim 15, characterized in that the control unit ( 56f ) is designed to provide for different translation jumps different positioning times, preferably such that at least approximately the same synchronization times are achieved for the various translation jumps. Drive unit according to claim 16, characterized in that the control unit ( 56f ) is designed to provide different positioning times or synchronization times for different selectable or adjusting driving modes.