EP2815154A1 - Dispositif actionneur pour une chaîne cinématique de véhicule à moteur - Google Patents

Dispositif actionneur pour une chaîne cinématique de véhicule à moteur

Info

Publication number
EP2815154A1
EP2815154A1 EP13704092.9A EP13704092A EP2815154A1 EP 2815154 A1 EP2815154 A1 EP 2815154A1 EP 13704092 A EP13704092 A EP 13704092A EP 2815154 A1 EP2815154 A1 EP 2815154A1
Authority
EP
European Patent Office
Prior art keywords
pump
shift drum
clutch
coupling device
actuator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13704092.9A
Other languages
German (de)
English (en)
Inventor
Carsten Buender
Stefan Rothvoss
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Magna PT BV and Co KG
Original Assignee
Getrag Getriebe und Zahnradfabrik Hermann Hagenmeyer GmbH and Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Getrag Getriebe und Zahnradfabrik Hermann Hagenmeyer GmbH and Co filed Critical Getrag Getriebe und Zahnradfabrik Hermann Hagenmeyer GmbH and Co
Priority to EP14181495.4A priority Critical patent/EP2818766B1/fr
Publication of EP2815154A1 publication Critical patent/EP2815154A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/14—Details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2869—Cam or crank gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor

Definitions

  • the present invention relates to an actuator assembly for a motor vehicle drive train having at least one friction clutch for transmitting drive torque, in particular in the form of a starting clutch, and a transmission having at least two gear ratios, which are switched on and interpretable by means of a clutch assembly, with a hydraulic circuit comprising a pump which is drivable by means of an electric motor, and which has a clutch hydraulic cylinder, by means of which the friction clutch is actuated, and with a switching actuator means for actuating the clutch assembly.
  • Automated transmissions such as automated manual transmissions, dual-clutch transmissions, torque converter transmissions, etc. are known in the field of automotive powertrains. Automated transmissions are equipped both with regard to the clutch operation as well as the switching operation with suitable actuators to run these processes automated.
  • the switching actuator comprises a switching drum which is so coupled or coupled to the electric motor via a shift drum coupling device, that the shift drum by means of the electric motor is set in rotation to to operate the clutch assembly.
  • the present invention is therefore fundamentally based on the fact that a friction clutch of an automated motor vehicle drive train is hydraulically actuated, wherein the associated hydraulic circuit has an electric motor driven pump.
  • the shift drum coupling device it is possible to use the same electric motor also to rotate a shift drum, which serves to actuate the clutch assembly.
  • a shift drum can also actuate a plurality of clutch packs (in particular synchronizers), for which purpose the shift drum preferably has a plurality of shift drum grooves.
  • the shift drum can be used for example in an automated transmission for operating all the clutch packs of the transmission.
  • the shift drum coupling device couples the electric motor alternatively with different shift rollers.
  • each shift drum is assigned its own electric motor. Therefore, it is also possible that a separate electric motor is provided for a further shift drum, which is not used for the pump drive.
  • the actuator arrangement can be realized with a few components, in particular a few electric motors and a few electric pumps.
  • the electric motor can be positioned favorably, so that also package advantages can arise. Furthermore, there are also overall weight and cost advantages due to the small number of components used.
  • the electric motor is rigidly coupled to a drive shaft of the pump.
  • the shift drum coupling device can be coupled at any point to the output shaft of the electric motor or to the drive shaft of the pump.
  • the hydraulic circuit has a pressure reduction valve which, in a valve position, connects at least one pressure connection of the pump to a low pressure section.
  • the pressure relief valve can thus be used to connect the pressure at a pressure port of the pump to the low pressure port, so as to avoid inadvertent operation of the friction clutch during operation of the shift drum.
  • the pump may be actuated for the purpose of actuating the friction clutch when the shift drum coupling device has decoupled the shift drum from the electric motor.
  • the electric motor can drive the shift drum without simultaneously actuating the friction clutch or otherwise producing a working pressure on the side of the pressure port of the pump.
  • the pressure reduction valve in a valve position directly connects a pressure connection with a low pressure section, wherein the low pressure section may be a tank.
  • the pressure reduction valve may be closed, so that the low pressure section is separated from a high pressure section.
  • the pressure reduction valve may preferably be designed as a directional control valve, preferably as a 2/2-way valve.
  • the directional control valve can be actuated electrically or hydraulically.
  • the electric motor is coupled via a pump-coupling device with a drive shaft of the pump.
  • an output shaft of the electric motor can thus be coupled via the pump coupling device with the drive shaft of the pump or decoupled therefrom, and further, the output shaft of the electric motor can be preferably coupled via the shift drum coupling device with the shift drum or decoupled therefrom ,
  • shift drum coupling device and the pump-coupling device are integrated in a coupling device package.
  • Such a coupling device package may be similar to a clutch pack of a gearbox, so it may for example have a shift sleeve which is connectable to a coupling body of the shift drum coupling device or with a coupling body of the pump coupling device.
  • the coupling device package can be designed in the manner of two clutches, which are designed as synchronized clutches. However, these clutches are preferably designed in each case as non-synchronized clutches, in particular as jaw clutches.
  • shift drum coupling device and / or a pump-coupling device is actuated by means of an electrically controllable Koppel estomers.
  • the shift drum coupling device and / or a pump coupling device is actuated by means of a hydraulic Koppel Rheinsaktuators.
  • a hydraulic Koppel wornsaktuators In this case, if necessary, resort to components in the already existing hydraulic circuit, so that there may be a saving of components.
  • the actuator arrangement according to the invention for example in automated manual transmissions or also in torque converter automatic transmissions. Further, it is possible to use the actuator assembly in hybrid powertrains, or even in purely electric drives in which a friction clutch and a transmission with at least two gear ratios are available.
  • the motor vehicle drive train has a dual-clutch transmission with a first friction clutch and a second friction clutch
  • the hydraulic circuit can be driven by a first electric motor first pump for the first friction clutch and a second electric motor driven by a second pump for the second friction clutch
  • the shift actuator device comprises a first shift drum and a second shift drum, wherein the first shift drum via a first shift drum coupling means with the first electric motor is coupled and wherein the second shift drum via a second shift drum coupling means with the second Electric motor can be coupled.
  • one of the two electric motors can be used, for example, to drive the associated pump so that the associated friction clutch is closed to transmit power through the associated power transmission line of the dual clutch transmission.
  • the other electric motor can be connected via the associated shift drum coupling device with the associated shift drum to, for example, in an inactive partial transmission of the dual clutch gear ratios on and interpreted.
  • the hydraulic circuit has a cross-circuit portion which can connect at least one terminal of the second pump to a hydraulic first coupling actuator for actuating the first switching drum coupling device, and / or the at least one connection of the first pump a hydraulic second coupling actuator for operating the second shift drum coupling device can connect.
  • the pressure generated via the pump associated with the active power transmission branch of the dual clutch transmission may be used to actuate the hydraulic coupling actuator associated with the inactive power transmission path.
  • a pressure connection of a pump can be connected to the hydraulic coupling device actuator, which is assigned to the other power transmission path.
  • the Koppel coupledsaktuator has a spring by means of which the associated shift drum coupling device is pressed in an open state.
  • the spring constant of this spring may preferably be designed such that it is deflected only in the case of a large force of the coupling device actuator. This force may correspond to a pressure at the pressure port of the pump of the other (active) power transmission path, which is so high that the friction clutch is suppressed, ie corresponding to a pressure which exceeds the closing pressure of the friction clutch. In this way it can be ensured that the Koppel recognizedsaktuator is only actuated when a targeted high pressure is set, which can be predetermined for example by an electrical control device.
  • the hydraulic coupling device actuator may be connected to a suction port of a pump (preferably to the suction port of the pump of the other power transmission path) in such a way that the coupling device actuator is supplied with fluid when the pump reverses its direction of rotation ,
  • the hydraulic coupling actuator associated with the inactive power transmission path may be operated by the active power transmission path pump even when the friction clutch of the active power transmission path is not closed.
  • gear ratios can also be engaged when none of the two power transmission paths is active, so for example in an idle position of the dual clutch transmission.
  • the shift drum coupling device has at least one translation stage.
  • the electric motor can be arranged spatially separated from the associated shift drum. Further, the electric motor can be coupled via a suitable translation with the shift drum.
  • the shift drum coupling device is preferably aligned concentrically with an output shaft of the electric motor and / or to a drive shaft of the associated pump.
  • the shift drum coupling device is integrated in the shift drum.
  • the electric motor is arranged coaxially with a drive shaft of the pump.
  • the electric motor is arranged coaxially with the associated shift drum and is connected via a transmission stage with a drive shaft of the pump.
  • the pump of the hydraulic circuit can be driven by means of the electric motor so that it generates a line pressure, from which is then derived or regulated by pressure control valves, a suitable pressure for actuating the friction clutch.
  • the pump has a pressure port which is directly connected to the clutch hydraulic cylinder.
  • the pressure in the clutch hydraulic cylinder is adjusted by a flow rate of the pump, which in turn is set via the rotational speed of the electric motor.
  • a motor vehicle drive train with an actuator assembly preferably has a dual-clutch transmission of the type described above.
  • Fig. 1 is a schematic representation of a first embodiment of a
  • FIG. 2 shows a schematic view of a further embodiment of an actuator arrangement according to the invention
  • FIG. 3 shows a schematic view of a further embodiment of an actuator arrangement according to the invention.
  • FIG. 4 shows a schematic view of a further embodiment of an actuator arrangement according to the invention.
  • Fig. 5 is a schematic representation of a shift drum with an integrated shift drum coupling device.
  • a motor vehicle drive train is shown in schematic form and generally designated 10.
  • the drive train 10 has a drive motor 12, which may be formed for example as an internal combustion engine. Furthermore, the motor vehicle drive train 10 has a dual-clutch transmission 14 whose input is connected to the drive motor 12 and whose output is connected to a differential 16. The differential 16 distributes drive power to two drive shafts 18L, 18R of the motor vehicle.
  • the dual-clutch transmission 14 has two parallel power transmission lines.
  • the first power transmission train includes a first friction clutch 20 and a first partial transmission 22.
  • the first partial transmission 22 is used to set up odd forward gears ⁇ , 3, 5, ... and includes a clutch assembly 23, by means of these gear stages are switched on and crudelegbar.
  • the second power transmission line includes a second friction clutch 24 and a second partial transmission 26 associated with straight speed stages 2, 4, 6, ....
  • the gear stages of the second partial transmission 26 can be switched on and disassembled by means of a clutch assembly 25.
  • the clutch assemblies 23, 25 may have synchronization devices that can be actuated by shift sleeves, for example.
  • the first friction clutch 20 and the second friction clutch 24 may each be designed as wet-running multi-plate clutches, but may also be designed as a dry friction clutches.
  • the actuator assembly 30 includes a first actuator portion 32 associated with the first power transmission line and a second actuator portion 34 associated with the second power transmission line.
  • the two actuator sections 32, 34 are constructed essentially identical, so that in the following only the first actuator section 32 will be described. Its elements are provided with the suffix "A”, whereas the corresponding elements of the second actuator section 34 are provided with the suffix "B".
  • the hydraulic circuit 36A has a pump 38A.
  • a suction port 40A of the pump 38A is connected to a low-pressure portion in the form of a tank 44.
  • a pressure port 46A is directly connected to a clutch hydraulic cylinder 48A.
  • the clutch hydraulic cylinder 48A serves to operate the first friction clutch 20 and has a spring 50A by means of which the clutch hydraulic cylinder 48A is brought into a position at which the first friction clutch 20 is opened.
  • the pump 38A has a drive shaft 52A which is rigidly connected to an unspecified output shaft of an electric motor 54A.
  • the electric motor 54A is designed to be controllable with regard to its position and / or its rotational speed and provides a rotational speed ⁇ at its motor output shaft.
  • the electric motor 54A is rotated, such that the pump 38A draws a volume flow from the low-pressure portion 44 via the suction port 40A and provides it at the pressure port 46A.
  • This increases the pressure in the clutch hydraulic cylinder 48 so that it is deflected against the force of the spring 50A to close the friction clutch 20.
  • the first actuator section 32 includes a shift actuator device 55A.
  • the switching actuator 55A has a shift drum 56A.
  • the shift drum 56A may include one or more cam grooves (in FIG. 1, two cam grooves for operating two clutch packs, that is, four speed stages are shown in an advantageous manner).
  • Each of the cam grooves is preferably coupled to a shift sleeve of a clutch pack of the clutch assembly 23.
  • the shift drum 56 is rotatably mounted about an unspecified axis and coupled via a translation stage 58A with a shift drum coupling device 60.
  • the shift drum coupling device 60 has a member non-rotatably connected to the output shaft of the electric motor 54A and a member rotatably supported with respect to the drive shaft of the electric motor 54A.
  • the two members of the shift drum coupling 60A are either separate; In this case, the shift drum 56A is decoupled from the output shaft of the electric motor 54A.
  • the shift drum coupling device 60A When the shift drum coupling device 60A is in the closed state, the output shaft of the electric motor 5A is coupled to the shift drum 56A via the transmission stage 58A, so that the shift drum 56A can be rotated by the electric motor 54A to actuate the clutch assembly 23.
  • the shift drum coupling device 60 A is formed by a Stirnzahnkupplung 62 A.
  • the shift drum coupling 60A may also be formed by a dog clutch, by a magnetic powder clutch, etc.
  • an electrical coupling actuator 64A is provided in the present case.
  • This may for example include an electromagnet, by means of which the switching roller coupling device 60A is opened or closed.
  • the electrical coupling actuator 64A includes a biasing spring 65A by which the switching drum coupling 60A is biased to an open position.
  • the output shaft of the electric motor 54A is rigidly connected to the drive shaft 52A of the pump 38A. Therefore, when the shift drum coupling 60A is closed to rotate the shift drum 56A, the pump 38A is also driven.
  • a pressure relief valve 66A is provided in the hydraulic circuit 36A.
  • the pressure reduction valve 66A connects the pressure port 46A of the pump 38A to the low pressure section 44. In the first position shown in FIG. 1, the pressure port 46A is thereby separated from the low pressure section 44. By way of electromagnetic actuation, the pressure reduction valve 66A can be brought into a second valve position, in which the pressure port 46A is connected to the low pressure section 44.
  • the pressure reduction valve 66A is preferably brought into this position when the shift drum coupling device 60A is closed.
  • the pump 38A conveys a flow through the suction port 40A to the pressure port 46A and thence via the pressure relief valve 66A into the low pressure section 44.
  • the pump delivers via the As a result, inadvertent operation of the first friction clutch 20 during the shift drum operation can be prevented.
  • the pressure relief valve 66A may connect the pressure port 46A to the low pressure portion 44.
  • a control device 70 is provided for controlling the actuator arrangement 30, a control device 70 is provided.
  • the control device 70 serves, on the one hand, to control the electric motors 54A, 54B, it being possible, if appropriate, to provide corresponding power electronics for both motors as a whole or for each electric motor. Further, the controller 70 is connected to the electric couple actuators 64A, 64B to open or close the shift drum couple 60A, 60B. Further, the controller 70 is connected to the pressure relief valves 66A, 66B to bring them into one or the other valve position. Finally, the controller 70 is connected to a series of sensors, preferably including pressure sensors 72A, 72B, which measure the respective pressures in the pressure ports 46A, 46B and the clutch hydraulic cylinders 48A, 48B, respectively. Also, the controller 70 is preferably connected to rotational angle sensors 74A, 74B which detect the rotational angle of the shift rollers 56A, 56B.
  • the shift drum coupling device 60 assigned to this active power transmission branch is preferably open.
  • the pump 38A is rotated to generate and track a volume flow that produces a corresponding closing pressure in the clutch hydraulic cylinder 48A.
  • the first shift drum coupling device 60A is opened.
  • a gear stage in the sub-transmission of the inactive branch can be preselected, in the above example in the second sub-transmission 26.
  • the pressure reduction valve 66B is brought into the second valve position, in which the pressure port 46B is connected to the low-pressure section 44 , Further, the second shift drum coupling device 60B is closed. Now, by turning the second electric motor 54B in the inactive partial transmission 26, a gear ratio can be preselected. In dual-clutch transmissions, transfer from one power transmission branch to the other power transmission branch takes place by overlapping actuation of the two friction clutches.
  • the switching drum couplers 60A, 60B are preferably opened respectively, and the pressure relief valves 66A, 66B are preferably in the first position where the respective pressure ports are separate from the low pressure section.
  • FIG. 2 to 4 alternative embodiments of hydraulic circuits are explained, which generally correspond to the hydraulic circuit 36 of FIG. 1 in terms of structure and function. The same elements are therefore identified by the same reference numerals.
  • the following section essentially explains the differences. 2, an actuator assembly 30 'is shown in which an output shaft 78A of the electric motor 54A is not rigidly coupled to the drive shaft 52A of the pump 38A. Rather, the output shaft 78A is coupled via a pump coupling device 82A to the drive shaft 52A or separable therefrom.
  • the pump coupling device 82A can be integrated with the switching drum coupling device 60A in a coupling device package 80A. The same applies to the second actuator section.
  • the coupling device package 80A may be configured such that either the shift drum coupling device 60A or the pump coupling device 82A is closed, such that the output shaft 78A of the electric motor 54A is coupled to the shift drum 56A or to the drive shaft 52A of the pump 38A is.
  • the coupling device package 80A can be constructed in the manner of a clutch pack, as it is also used in the partial transmissions 22, 26.
  • the actuator assembly 30 may be implemented without such pressure relief valves 66.
  • the coupling devices 60 and 60, 82 are preferably actuated electromagnetically in the embodiments of FIGS. 1 and 2, in the following FIGS. 3 and 4 embodiments are explained in which these coupling devices are hydraulically actuated. In these embodiments, complex solenoid actuators are not required.
  • the general mode of operation of the actuator assembly 30 shown in FIG. 3 corresponds to that of the actuator assembly 30 'of FIG. 2
  • the operation of the actuator assembly 30 "' of FIG. 4 corresponds to that of the actuator assembly 30 of FIG. 1.
  • hydraulic coupling actuators 86A, 86B are provided instead of the electrical coupling actuators 64A, 64B. These each have a spring 88A by which the hydraulic couple actuators 86A, 86B are biased to a position.
  • a coupling device package 80A is provided corresponding to that of Fig. 2, and the spring 88A biases the associated coupling actuator 86A to the position in which the electric motor 54A is connected to the drive shaft of the pump 38, ie the position in which the pump coupling device 82A is closed and the shift drum coupling device 60A is opened.
  • first connection line 92A which connects a hydraulic cylinder of the hydraulic coupling actuator 86A to a port of the pump 38B, which may be the pressure port or the suction port
  • the pressure port and the suction port of the second pump 38B are connected to each other via a shuttle valve 94B, and the connection line 92A connects the shuttle valve 94B to the coupler actuator 86 A.
  • the second hydraulic coupler actuator 86B for the second coupler stack 80B is over Connecting line 92B of the cross-connecting portion 90 connected to a terminal of the first pump 38A, either with the pressure port or the suction port.
  • the second connecting line 92B with a corresponding shuttle valve 94A connecting the suction port and the pressure port of the first pump 38A together.
  • the coupling device package 80A can be brought into the position in which the pump coupling device 82A is opened and the switching roller coupling device 60A closed by the second pump 38B is operated in the reverse direction, so that fluid through the pressure port 46B is sucked and passed through the suction port and the shuttle valve 94B in the first connection line 92A.
  • This alternative mode of actuation is selected when the second friction clutch 24 is open.
  • the pressure in the pressure port of the second pump 38B is greater than that in the associated suction port, so that the shuttle valve 94B switches.
  • the pressure port 46B of the second pump 38B is connected to the first coupling actuator 86A via the first connection line 92A.
  • the return spring 88A is designed so that it is not deflected during normal closing of the second friction clutch 24 and a corresponding pressure in the second pressure port 46B, ie the first coupling actuator 86A is not actuated becomes.
  • the pressure in the pressure port 46B may be increased by increasing the rotational speed of the second electric motor 54B, so that the second friction clutch is over-pressurized.
  • FIG. 4 shows a further embodiment of an actuator arrangement 30 "', which generally corresponds in terms of structure and mode of operation to the actuator arrangement 30" of FIG. 3. The same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.
  • the actuator assembly 30 "' similar to the actuator assembly 30 of Fig. 1, no pump coupler 82 is provided, but an output shaft of the electric motor 54A is rigidly connected to a drive shaft of the associated pump 38A As a result, a pressure relief valve 66 'is provided between the pressure ports and the suction ports of the pumps 38.
  • the pressure relief valves 66A', 66B 'of the actuator assembly 30 "' of Figure 4 are not actuated electromagnetically, but hydraulically.
  • the first depressurizing valve 66A ' is connected to the first connecting line 92A
  • the second depressurizing valve 66B' is connected to the second connecting line 92B. Accordingly, the closing of the switching drum couplers 60A, 60B are respectively synchronized with the displacement of the pressure relief valves 66A ', 66B' into the respective switching position in which the ports of the pumps are connected to the low pressure section.
  • Fig. 5 shows an alternative embodiment of a shift drum 56A ', into which is coaxially integrated a shift drum coupling device 60A', which can be connected directly or via a transmission stage 58A to the output shaft 78A of the electric motor.
  • the shift drum coupling device 60A 'integrated in the shift drum 56A' can basically be constructed as explained above with reference to FIGS. 1 or 4.
  • a pump coupling 82 may be disposed between the output shaft 78A of the electric motor and the drive shaft of the associated pump, which is not shown in FIG.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

L'invention concerne un dispositif actionneur (30) pour une chaîne cinématique (10) de véhicule à moteur, laquelle comprend au moins un embrayage à friction (20, 24) pour la transmission d'un couple d'entraînement, en particulier sous la forme d'un embrayage de démarrage, ainsi qu'une boîte de vitesses (22, 26) à au moins deux rapports (1, 2,...) qui peuvent être engagés et désengagés, au moyen d'un ensemble d'embrayage (23, 25), le dispositif actionneur comprenant un circuit hydraulique (36) qui présente une pompe (38) qui peut être entraînée par un moteur électrique (54), et qui présente un vérin hydraulique d'embrayage (48), au moyen duquel l'embrayage à friction (20, 24) peut être actionné, et un dispositif de commande de vitesse (55) pour la commande de l'ensemble d'embrayage (23, 25). Le dispositif de commande de vitesse (55) présente un combinateur (56), qui est couplé, ou qui peut être couplé, avec le moteur électrique (54), via un dispositif de couplage (60) du combinateur, de telle façon que le combinateur (56) soit déplaçable en rotation, au moyen du moteur électrique (54), en vue de commander l'ensemble d'embrayage (23, 25).
EP13704092.9A 2012-02-14 2013-02-12 Dispositif actionneur pour une chaîne cinématique de véhicule à moteur Withdrawn EP2815154A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14181495.4A EP2818766B1 (fr) 2012-02-14 2013-02-12 Agencement d'actionneur pour une transmission de véhicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012003415A DE102012003415A1 (de) 2012-02-14 2012-02-14 Aktuatoranordnung für einen Kraftfahrzeugantriebsstrang
PCT/EP2013/052714 WO2013120814A1 (fr) 2012-02-14 2013-02-12 Dispositif actionneur pour une chaîne cinématique de véhicule à moteur

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP14181495.4A Division EP2818766B1 (fr) 2012-02-14 2013-02-12 Agencement d'actionneur pour une transmission de véhicule automobile
EP14181495.4A Division-Into EP2818766B1 (fr) 2012-02-14 2013-02-12 Agencement d'actionneur pour une transmission de véhicule automobile

Publications (1)

Publication Number Publication Date
EP2815154A1 true EP2815154A1 (fr) 2014-12-24

Family

ID=47714092

Family Applications (2)

Application Number Title Priority Date Filing Date
EP14181495.4A Active EP2818766B1 (fr) 2012-02-14 2013-02-12 Agencement d'actionneur pour une transmission de véhicule automobile
EP13704092.9A Withdrawn EP2815154A1 (fr) 2012-02-14 2013-02-12 Dispositif actionneur pour une chaîne cinématique de véhicule à moteur

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP14181495.4A Active EP2818766B1 (fr) 2012-02-14 2013-02-12 Agencement d'actionneur pour une transmission de véhicule automobile

Country Status (5)

Country Link
US (1) US9435384B2 (fr)
EP (2) EP2818766B1 (fr)
CN (1) CN104334935B (fr)
DE (1) DE102012003415A1 (fr)
WO (1) WO2013120814A1 (fr)

Families Citing this family (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015062601A1 (fr) * 2013-10-28 2015-05-07 Schaeffler Technologies AG & Co. KG Dispositif d'actionnement pourvu d'un maître-cylindre pouvant être actionné par un tambour de commande permettant un actionnement de l'embrayage
DE102014113156A1 (de) * 2014-09-12 2016-03-17 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Getriebe für ein Kraftfahrzeug
CN105864419B (zh) * 2015-01-22 2018-01-05 国立屏东科技大学 变速箱自动换档系统
DE102015111938A1 (de) * 2015-07-22 2017-01-26 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Schaltanordnung und Verfahren zum Betätigen eines Antriebsstranges
CN108026989B (zh) * 2015-09-29 2020-05-15 舍弗勒技术股份两合公司 流体组件
DE102016120147A1 (de) * 2015-11-05 2017-05-11 Borgwarner Inc. Schaltsystem mit bedarfsschmierung und mechanischem eco-ventil
DE102016223741A1 (de) * 2016-11-30 2018-05-30 Schaeffler Technologies AG & Co. KG Fluidanordnung
DE102016124014A1 (de) 2016-12-12 2018-06-14 Schaeffler Technologies AG & Co. KG Aktuatoranordnung für ein Kraftfahrzeuggetriebe
DE102017109361A1 (de) 2017-05-02 2018-11-08 Schaeffler Technologies AG & Co. KG Aktuatoranordnung für ein Kraftfahrzeuggetriebe
DE102017130920B4 (de) 2017-12-21 2020-02-06 Getrag Ford Transmissions Gmbh Aktuatoranordnung für einen Kraftfahrzeugantriebsstrang und Verfahren zu dessen Betreiben
DE102018107973A1 (de) 2018-04-05 2019-10-10 Schaeffler Technologies AG & Co. KG Kupplungsbetätigungssystem
DE102018207590B4 (de) * 2018-05-16 2023-09-07 Magna Pt B.V. & Co. Kg Antriebssystem mit elektromagnetischem Schaltaktuator und Verfahren zum Steuern desselben
DE102018209560B3 (de) 2018-06-14 2019-09-05 Magna Pt B.V. & Co. Kg Aktuatoranordnung
DE102018214430A1 (de) * 2018-08-27 2020-02-27 Zf Friedrichshafen Ag Hydrauliksystem für ein Doppelkupplungsgetriebe
DE102018217374B3 (de) 2018-10-11 2020-01-02 Magna Pt B.V. & Co. Kg Antriebsanordnung für ein Kraftfahrzeug mit verschiebbarer Schaltwelle
DE102019106895A1 (de) * 2019-03-19 2020-09-24 Schaeffler Technologies AG & Co. KG Verfahren zur Ansteuerung einer Hydraulikpumpe sowie Verfahren zum Betätigen einer Kupplungs- und/oder Getriebeeinrichtung
DE102019118226A1 (de) * 2019-07-05 2021-01-07 Schaeffler Technologies AG & Co. KG Aktoreinrichtung
DE102019125519B4 (de) * 2019-09-23 2024-05-08 Schaeffler Technologies AG & Co. KG Betätigungseinrichtung mit Kupplungsaktor und integrierter Kühlmittelpumpfunktion
DE102019217821B3 (de) * 2019-11-19 2020-10-08 Magna Pt B.V. & Co. Kg Aktuatoranordnung für einen Kraftfahrzeugantriebsstrang
EP3835625A1 (fr) 2019-12-09 2021-06-16 Ningbo Geely Automobile Research & Development Co. Ltd. Système d'actionneur pour une transmission de véhicule, véhicule comprenant un système d'actionneur et procédé de fonctionnement d'un système d'actionneur
DE102019220181B3 (de) * 2019-12-19 2021-06-02 Magna Pt B.V. & Co. Kg Schaltwalzenanordnung für eine Schaltvorrichtung einer Getriebeanordnung
US11230822B1 (en) * 2020-07-21 2022-01-25 Deere & Company Efficient hydraulic supply systems and methods for work vehicles

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1182376A2 (fr) * 2000-08-22 2002-02-27 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie Train d'entraínement automatisé pour véhicule
EP1236918B1 (fr) * 2001-02-22 2003-10-15 ZF Sachs AG Système d'embrayage avec un embrayage à actionnement par une pompe

Family Cites Families (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT173906B (de) * 1949-11-10 1953-02-10 Daimler Benz Ag Elektrischer Brennstoffpumpenantrieb für Brennkraftmaschinen, insbesondere Fahrzeugantriebsmaschinen
JPS5622116A (en) * 1979-07-31 1981-03-02 Yamaha Motor Co Ltd Variable speed mechanism of motor bicycle
AT380540B (de) * 1982-02-12 1986-06-10 Steyr Daimler Puch Ag Kraftstoffeinspritzanlage fuer eine elektrische, ein startschloss umfassende anlasseinrichtung aufweisende kraftfahrzeug-dieselmotoren
JPH0791537A (ja) * 1993-09-27 1995-04-04 Mazda Motor Corp 電子制御変速機
DE19530616C2 (de) * 1995-08-21 1998-10-22 Daimler Benz Ag Schaltvorrichtung für Zahnräderwechselgetriebe
DE19713423C5 (de) * 1996-04-03 2015-11-26 Schaeffler Technologies AG & Co. KG Vorrichtung und Verfahren zur Betätigung eines Getriebes
DE19920440C2 (de) * 1999-05-04 2002-01-31 Getrag Getriebe Zahnrad Schaltwalzen-betätigtes Kraftfahrzeug-Stufengetriebe
DE10113161A1 (de) * 2001-03-19 2002-09-26 Hydraulik Ring Gmbh Stelleinrichtung für automatisierte Handschaltgetriebe von Fahrzeugen, vorzugsweise von Kraftfahrzeugen
DE10205689C1 (de) * 2002-02-05 2003-07-10 Getrag Getriebe Zahnrad Schaltvorrichtung für ein Stirnradgetriebe
DE10320524A1 (de) * 2003-04-30 2004-11-25 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Hydraulikkreis zur Steuerung eines Antriebsstranges
JP4698367B2 (ja) * 2005-09-30 2011-06-08 本田技研工業株式会社 変速機
DE102006051287A1 (de) * 2006-10-26 2008-04-30 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Aktuatoranordnung für eine Kraftfahrzeugkupplung
WO2008055464A2 (fr) * 2006-11-08 2008-05-15 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Commande hydraulique pour transmission à double embrayage
JP4948156B2 (ja) * 2006-12-28 2012-06-06 ヤマハ発動機株式会社 変速装置、それを備えた鞍乗型車両および変速装置の制御方法
DE102008059267B4 (de) * 2007-12-13 2017-05-04 Schaeffler Technologies AG & Co. KG Doppelkupplungsgetriebe
JP5253068B2 (ja) * 2008-09-29 2013-07-31 本田技研工業株式会社 変速制御装置
FR2948160B1 (fr) * 2009-07-17 2011-11-04 Peugeot Citroen Automobiles Sa Boite de vitesses comportant un moyen de blocage d'un arbre de sortie et vehicule comportant une telle boite de vitesses
US8402859B2 (en) * 2009-11-04 2013-03-26 GM Global Technology Operations LLC Barrel cam shift mechanism
JP5512353B2 (ja) * 2010-03-31 2014-06-04 本田技研工業株式会社 エンジン用変速機構のオイル供給構造
US8844392B2 (en) * 2010-06-09 2014-09-30 Gm Global Technology Operations, Llc Electro-hydraulic and electro-mechanical control system for a dual clutch transmission

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1182376A2 (fr) * 2000-08-22 2002-02-27 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie Train d'entraínement automatisé pour véhicule
EP1236918B1 (fr) * 2001-02-22 2003-10-15 ZF Sachs AG Système d'embrayage avec un embrayage à actionnement par une pompe

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2013120814A1 *

Also Published As

Publication number Publication date
US20140346002A1 (en) 2014-11-27
EP2818766B1 (fr) 2017-06-28
EP2818766A3 (fr) 2016-04-20
CN104334935A (zh) 2015-02-04
WO2013120814A1 (fr) 2013-08-22
EP2818766A2 (fr) 2014-12-31
DE102012003415A1 (de) 2013-08-14
US9435384B2 (en) 2016-09-06
CN104334935B (zh) 2017-08-08

Similar Documents

Publication Publication Date Title
EP2818766B1 (fr) Agencement d'actionneur pour une transmission de véhicule automobile
EP2587097B1 (fr) Agencement de commutation pour boîte de vitesses de véhicule automobile
EP1950463B1 (fr) Dispositif de commande hydraulique pour une boîte de vitesses automatisée à double embrayage
EP2587085B1 (fr) Chaîne cinématique de véhicule automobile et circuit hydraulique pour celui-ci
EP2696104A2 (fr) Boîte de vitesses pour un véhicule automobile
DE102009005755A1 (de) Steuerungseinrichtung für ein automatisiertes Zahnräderwechselgetriebe
DE102009005753A1 (de) Hydraulische Steuerung für ein automatisiertes Getriebe
EP1635091A1 (fr) Dispositf de commande hydraulique pour une boîte de vitesses à double embrayage
WO2008055464A2 (fr) Commande hydraulique pour transmission à double embrayage
DE102011080560A1 (de) Kraftfahrzeuggetriebe
DE102006061516B4 (de) Hydraulikanordnung zur Ansteuerung zweier Aktuatoren
DE102011055178A1 (de) Hydrostatischer Fahrantrieb einer allradgetriebene Arbeitsmaschine
EP3613621A1 (fr) Ensemble de transmission pour une chaîne cinématique hybride et son procédé de fonctionnement
DE102009005756A1 (de) Steuerungseinrichtung für ein automatisiertes Zahnräderwechselgetriebe
DE102013209637A1 (de) Parallelschaltgetriebe mit zwei Schaltwalzen und gemischtzahligen Gängen auf den Teilgetriebewellen
AT510966B1 (de) Getriebe, insbesondere doppelkupplungsgetriebe
EP2568191B1 (fr) Agencement d'embrayage et son procédé de commande
DE102017130920A1 (de) Aktuatoranordnung für einen Kraftfahrzeugantriebsstrang und Verfahren zu dessen Betreiben
DE102011083697B4 (de) Kraftfahrzeuggetriebe
DE102010046961A1 (de) Getriebeschaltvorrichtung
AT512941B1 (de) Getriebe
DE102009005752A1 (de) Steuerungseinrichtung für ein automatisiertes Zahnräderwechselgetriebe eines Kraftfahrzeugs
DE102019216619A1 (de) Getriebeanordnung, Hybrid-Getriebeanordnung, Hybrid-Antriebsstrang sowie Kraftfahrzeug
DE102011055177A1 (de) Hydrostatischer Fahrantrieb für eine allradgetriebene Arbeitsmaschine
DE102011083696A1 (de) Kraftfahrzeuggetriebe

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20140814

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RIN1 Information on inventor provided before grant (corrected)

Inventor name: ROTHVOSS, STEFAN

Inventor name: BUENDER, CARSTEN

DAX Request for extension of the european patent (deleted)
RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: GETRAG B.V. & CO. KG

17Q First examination report despatched

Effective date: 20170406

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: MAGNA PT B.V. & CO. KG

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20200901