EP2880338A1 - Transmission à double embrayage pour véhicules utilitaires et procédé permettant une sélection de vitesse - Google Patents

Transmission à double embrayage pour véhicules utilitaires et procédé permettant une sélection de vitesse

Info

Publication number
EP2880338A1
EP2880338A1 EP13735010.4A EP13735010A EP2880338A1 EP 2880338 A1 EP2880338 A1 EP 2880338A1 EP 13735010 A EP13735010 A EP 13735010A EP 2880338 A1 EP2880338 A1 EP 2880338A1
Authority
EP
European Patent Office
Prior art keywords
gear
transmission
clutch
switching element
commercial vehicles
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Withdrawn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
EP13735010.4A
Other languages
German (de)
English (en)
Inventor
Bernard Hunold
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2880338A1 publication Critical patent/EP2880338A1/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Withdrawn legal-status Critical Current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
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
    • 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
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
    • 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • F16H63/30—Constructional features of the final output mechanisms
    • 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
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D2011/002—Clutches in which the members have interengaging parts using an external and axially slidable sleeve for coupling the teeth of both coupling components together
    • 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/04—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways with a shaft carrying a number of rotatable transmission members, e.g. gears, each of which can be connected to the shaft by a clutching member or members between the shaft and the hub of the transmission member
    • 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
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H2063/3093—Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to shaft
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0078—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratio comprising twelve or more forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0095—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising four reverse speeds
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/095—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with means for ensuring an even distribution of torque between the countershafts
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0018—Shaft assemblies for gearings
    • F16H57/0037—Special features of coaxial shafts, e.g. relative support thereof
    • 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

Definitions

  • the invention relates to an automated dual-clutch transmission for
  • Dual-clutch transmissions in various designs are mainly from the car sector, but also from the commercial vehicle sector, known.
  • a transmission input shaft is designed as an outer hollow shaft, in which a second, solid-shaft transmission input shaft is received radially inward.
  • Each of the transmission input shafts is coupled to a clutch and thus gears can be switched under load largely without interruption of traction in a sequential shift sequence.
  • the load switchability takes place in that in each case one of a clutch associated gear is active, while a connection of the other clutch assigned preselected, and the gear change takes place by a temporally overlapping opening and closing of the two clutches.
  • gears are not all load-shiftable.
  • the range group is formed switchable between two gear ranges as usual, although most or all gears within the two gear ranges are realized as load shift gears, the switching operation of the range group itself is usually not zugkraftunterban feasible.
  • the current trend is to further reduce the engine speed in the main operating range. In commercial vehicles, this is the driving on the highway, an operation in the low speed range, the engine is only a small power reserve available. Improvements in vehicle aerodynamics and on the
  • Rolling resistance also reduce the power requirement and increase the scope for speed reduction.
  • frequent downshifts are required. These frequent circuits are traction interrupting and
  • a power shift transmission for a commercial vehicle is known, with a sequential load switching capability, while allowing multiple upshifts or multiple downshifts without interruption of traction is to be made possible.
  • Such a transmission is implemented with a double clutch, a split group, a main group and a range group.
  • the transmission according to the invention also has a direct gear for optimal efficiency and at least one traction interruption-free overdrive transmission gear.
  • many are going to be realized
  • the present invention has for its object to provide a transmission for commercial vehicles or a method for switching this transmission, so that the transmission, at least in the relevant speed range, at
  • Constant driving in the low speed range comfortably power shiftable, and is optimized in terms of design effort, space and cruverze Trent.
  • Main group is designed as a double clutch transmission power shiftable. It consists of three two-sided running switching elements, each with three switching positions, wherein the first and the second switching element can switch two forward gear each levels or are in the center position, the neutral position. The first and the second switching element are actuated by the double clutch.
  • the third switching element sits on the main shaft and can either be another
  • Switching element be resiliently connected. This means that a first part of the switching element is connected via a spring element with a second part of the switching element.
  • the spring element can be designed differently and also consist of several springs.
  • the first part of the switching element is intended for switching the forward gear wheel plane and for switching the reverse gear wheel plane.
  • the second part of the switching element is intended for switching the direct gear. Now has to be switched from the forward gear plane in the direct gear, the second part of the switching element opposite
  • Switching element remains in the forward gear position as long as a torque is applied to the gear plane and the frictional force of the switching element in the
  • the switching element is explained in more detail in FIGS. 7 to 9. All switching elements are arranged on or axially to the main shaft to facilitate a compact 2-countershaft design. By a 2-countershaft construction, a power split takes place on two opposing countershafts, which reduces the storage costs.
  • the switching elements can be designed as claws, wherein the
  • Switching elements as synchronized switching elements is also possible.
  • the downstream area group is switched with traction interruption.
  • the speed range from the maximum end speed to to about 1 5 - 20 km / h can thus be driven without interruption of traction in the fast group.
  • the axle ratio is reduced.
  • the ratio of the first gear and thus the total transmission spread must be increased in order not to worsen the drivability in terms of starting and maneuvering.
  • the first gear is highly translated (i "20) to maneuver well in a powertrain with low axle ratio and to start clutch friendly.
  • the gear stage of the main gear is preferably designed progressive. There are two times six powershift forward gears and four powershift reverse gears available.
  • the countershafts can be decoupled to further reduce the drag losses. It can also be implemented highways. Further space savings can be achieved, if one waives the full power shiftability in the main transmission. This will be described in more detail in FIGS. 5 and 6. In this case, a
  • Fig. 1 Schematic structure of the ZF-AS-Tronic transmission with 12 gears
  • Fig. 2 Tabular representation of a gear stage according to the invention
  • Fig. 3 Inventive transmission scheme
  • Fig. 4 power flow to Fig. 3rd
  • Fig. 5 Variant of a transmission scheme according to the invention
  • Fig. 6 Power flow of the forward gears to Fig. 5
  • Fig. 7 Third switching element in direct gear position
  • Fig. 8 switching element of Fig. 7 in forward gear position
  • Fig. 9 switching element of Fig. 7 in reverse position
  • Fig. 1 shows a current transmission scheme of the ZF transmission AS-Tronic with 12 gears.
  • the presented here AS-Tronic transmission shows the state of the art and can not be switched traction interruption free. It is an automated group transmission for commercial vehicles, with a main transmission 2 with three forward gears, a splitter group 4 upstream of the main transmission 2 and an area group 6 connected downstream of the main transmission 2
  • Main gear is executed in countershaft design and provided here with unsynchronjonen claws 8, 10 as switching elements.
  • the two input constants 18, 20 of the split group 4, which is likewise designed in the countershaft design, can be switched by a synchronized switching element 22.
  • the two-stage range group 6 is designed as a planetary gear 24.
  • Various embodiments of the AS-Tronic transmission are known. In the example shown here is the main transmission 2 as a direct gear with a
  • the fixed wheels are rotatably mounted on the countershafts 14, 1 6 and the idler gears rotatably mounted on the main shaft 12.
  • the loose wheels can be switched by the double-acting switching elements 8, 10.
  • the split group 4 forms two switchable input constants 18, 20.
  • the first idler gear of the first gear ratio is rotatably mounted on the input shaft 32.
  • the second idler gear of the second gear ratio is rotatably supported on the main shaft 12.
  • the synchronized double-sided switching element 22 of the two input constants 18, 20 is connected to a coupling 34, which with a drive, not shown here is in communication.
  • the fixed wheels of the two input constants 18, 20 are non-rotatably mounted on the countershafts 14, 16
  • the two-stage range group 6 is in planetary construction with a
  • Planetary gear 24 executed.
  • the sun gear 36 is rotatably connected to the output side extended main shaft 12.
  • the planet carrier 38 is rotatably connected to the output shaft 40 of the range group 6.
  • the ring gear 42 is connected to a double-sided synchronized switching element 44 in connection, by means of which the range group 6 alternately by the connection of the ring gear 42 with a fixed housing part 46 in a slow speed step and by the connection of the ring gear 42 with the planet carrier 38 in a
  • FIG. 2 shows a table which shows a possible forward gear step for a transmission according to the invention.
  • the first gear must be translated very large in order to ensure a smooth start-up and maneuvering.
  • the direct gear should be used due to its good efficiency for the main driving range.
  • the transmission according to the invention should continue to be executed with an overdrive (ratio ⁇ 1). This is the twelfth
  • the grading of the main gear is designed here partially progressive.
  • Fig. 3 shows an inventive transmission scheme with a
  • Main gear 2 with five forward gear levels 48, 50, 52, 54, 56 and a submits to Main gear 2 with five forward gear levels 48, 50, 52, 54, 56 and a to prepare for main gear 2.
  • Main gear 2 with five forward gear levels 48, 50, 52, 54, 56 and a submits to Main gear 2 with five forward gear levels 48, 50, 52, 54, 56 and a to prepare for main gear 2.
  • Main transmission 2 has a first transmission input shaft 66 which is connected to a first clutch 62 of a double clutch 64 and a second
  • Transmission input shaft 60 which is connected to a second coupling part 68 of the
  • Double clutch 64 is connected.
  • three double-acting Switching elements 70, 72 74 installed, wherein the first switching element 70 with the second transmission input shaft 60 and the second switching element 72 with the first
  • Transmission input shaft 66 of the main transmission 2 is connected.
  • the idler gears of the wheel planes 48, 50, 52, 54, 56, 58 are freely rotatable on the transmission main shaft 76 and on the input shafts 60, 66 of the main transmission 2.
  • the fixed wheels of the wheel planes 48, 50, 52, 54, 56, 58 are not rotatably placed on the countershafts 14, 1 6.
  • Each switching element 70, 72, 74 has three switching positions.
  • the first switching element 70 and the second switching element 72 can switch either the right 50, 54 or the left wheel plane 48, 52 or switch in a middle position none of the wheel planes.
  • the third switching element 74 also has three switching positions.
  • the first switching element 70 and the second switching element 72 can switch either the right 50, 54 or the left wheel plane 48, 52 or switch in a middle position none of the wheel planes.
  • the third switching element 74 also has three
  • the switching position for the direct gear can also be done by means of an independent switching element.
  • another one-sided switching element between the shafts to be connected and the forward gear levels 54, 56 located at their ends must be installed.
  • a fourth synchronized double-sided switching element 78 switches between the two switching positions Fast and Slow, which are generated by the range group 6.
  • the gears G1 -G6 are driven in the slow range group.
  • the first gear G1 is formed by closing the first clutch 62 and transmitting the power via the second shifting element 72 and via the third wheel plane 52 to the countershafts 14, 16. From there, the force is transmitted to the main shaft 76 via the fifth gear plane 56 and the switching element 74.
  • the range group 6 is switched to slow. This means that the planet carrier 38 is connected by the fourth switching element 78 with the housing part 46.
  • the second gear G2 is formed by actuation of the second clutch 68 and transmission of the force via the first switching element 70 and via the second gear plane 50 to the countershafts 14, 16.
  • the third gear G3 is formed by actuation of the first clutch 62 and transmission of power via the second switching element 72 and the fourth gear plane 54 on the countershafts 14, 16. From there, the force is transmitted to the main shaft 76 via the fifth gear plane 56 and the third shift element 74.
  • Range group 6 is switched to slow.
  • the fourth gear G4 is formed by actuation of the second clutch 68 and transmission of the force via the first switching element 70 and via the first wheel plane 48 to the countershafts 14, 16. From there, the force on the fifth wheel plane 56 and the third
  • the range group 6 is switched to slow.
  • the fifth gear G5 is a direct gear with slowly switched range group 6.
  • the first clutch 62 is actuated.
  • the third shift element 74 connects the first input shaft 66 to the main shaft 76.
  • the sixth gear G6 is formed by operating the second clutch 68 and transmitting the power via the first shift element 70 and via the first wheel plane 48 to the countershafts 14, 16. From there, the force is transmitted to the first input shaft 66 via the fourth gear plane 54 and the second switching element 72.
  • the first input shaft 66 is connected to the main shaft 76 via the third switching element 74.
  • the range group 6 is switched to slow. All circuits from first to sixth gear G1 -G6 could be switched without traction interruption, as could be switched by the double clutch 64 each element alternately.
  • the seventh gear G7 is activated by operating the first clutch 62 and transmitting the power via the second shifting element 72 and over the third
  • the eighth gear G8 is by actuation of the second clutch 68 and transmission of power via the first switching element 70 and the second gear plane 50 on the countershafts 14, 16 educated. From there, the force on the fifth wheel plane 56 and the third
  • the ninth gear G9 is formed by actuation of the first clutch 62 and transmission of force via the second switching element 72 and the fourth gear plane 54 on the countershafts 14, 1 6. From there, the force on the fifth gear plane 56 and the third switching element 74 on the
  • Main shaft 76 transmitted.
  • the range group 6 is switched to fast.
  • the tenth gear G10 is activated by operation of the second clutch 68 and
  • Gang G1 1 is by actuation of the first clutch 62 and transmission of power via the direct gear by connecting the first input shaft 66 with the
  • Main shaft 76 formed.
  • the range group 6 is switched to fast.
  • the twelfth gear G12 is the overdrive and is activated by the second
  • the first reverse gear GR1 is actuated by the first clutch 62 and
  • the second reverse gear GR2 we by actuation of the second clutch 68 and Transmission of the force via the first switching element 70 and the second
  • the range group 6 is switched to slow.
  • the third reverse gear GR3 is formed by actuation of the first clutch 62 and transmission of the power via the second shift element 72 and via the fourth gear plane 54 to the countershafts 14, 16. From there, the force is transmitted via the remindivitygangradebene 58 and the third switching element 74 to the main shaft 76.
  • the range group 6 is switched to slow.
  • the fourth reverse gear GR4 is formed by actuation of the second clutch 68 and transmission of the power via the first shifting element 70 and via the first wheel plane 48 onto the countershafts 14, 16.
  • the force is transmitted via the gear trainbene 58 and the third switching element 74 to the main shaft 76.
  • the range group 6 is switched to slow. This shows that as soon as it is necessary to switch over the range group 6, the switching operation can no longer be performed in a load-switchable manner.
  • FIG. 5 shows an alternative transmission scheme in which a wheel plane can be omitted in comparison with FIG. 3.
  • the transmission diagram includes a main transmission 2 with four forward gear 48, 50, 52, 56 and a rinsegangradebene 58, and a range group 6, which consists of a planetary gear 42, and two countershafts 14, 1 6.
  • the main gear 2 has a first transmission input shaft 66, which is connected to a first clutch 62 of a dual clutch 64 and a second transmission input shaft 60, which is connected to a second coupling part 68 of the dual clutch 64.
  • each switching element 70, 72, 74 has three switching divisions.
  • the first switching element 70 and the second switching element 72 can switch either the right wheel plane 50, 52 or the left wheel plane 48, 50 or switch in a middle position none of the wheel planes 50, 48, 52.
  • the third switching element 74 also has three switching divisions.
  • a fourth synchronized double-sided switching element 78 is installed in the area group 6 and switches between the two switching positions Fast and Slow, which are generated by the area group 6.
  • FIG. 6 shows the power flow associated with FIG. 5. Only the power flow of the forward gears of the main transmission 2 was shown.
  • the range group 6 can be switched according to Slow or Quick, in order to achieve a doubling of the forward gears G1 -G6. This is analogous to the sequence explained in FIG. 4. Likewise, the possible reverse gears are not shown, in which variant three reverse gears would be possible.
  • the first six gears G1 -G6 are again driven in the slow range group 6.
  • the first gear G1 is formed by closing the first clutch 62 and transmitting the power via the second switching element 72 to the second gear plane 50 on the countershafts 14, 16. From there, the force is transmitted to the main shaft 76 via the fourth gear plane 56 and the third shift element 74.
  • the range group 6 is switched to slow.
  • the planet carrier 38 is connected by the fourth switching element 78 with the housing part 46.
  • the second gear G2 is formed by actuation of the second clutch 68 and transmission of the force via the first switching element 70 to the second gear plane 50 on the countershafts 14, 16. From there, the force is transmitted to the input shaft 66 via the third gear plane 52 and the second switching element 72. The range group 6 is switched to slow. This must the second switching element 72 change from the position for switching the second gear plane 50 in the position for switching the third gear plane 52. This creates a traction interruption.
  • the third gear G3 is formed by closing the first clutch 62 and transmitting the power via the second shifting element 72 and via the third wheel plane 52 to the countershafts 14, 16.
  • the range group 6 is switched to slow.
  • the fourth gear G4 is formed by actuation of the second clutch 68 and transmission of the force via the first switching element 70 and via the first wheel plane 48 to the countershafts 14, 16. From there, the force is transmitted to the main shaft 76 via the fourth gear plane 56 and the third shift element 74.
  • the range group 6 is switched to slow.
  • the fifth gear G5 is executed by closing the first clutch 62 and connecting the first input shaft 66 to the main shaft 76 as a direct gear.
  • the area group 6 is on
  • the sixth gear G6 is formed by actuation of the second clutch 68 and transmission of the force via the first switching element 70 and the first wheel plane 48 on the countershafts 14, 16. From there, the force on the third gear plane 52 and the second switching element 72 on the
  • the range group 6 is switched to slow.
  • FIGS. 7 to 9 show a possible embodiment according to the invention of the third switching element 74 in different switching positions.
  • Fig. 7 shows the third switching element 74 with switched direct gear.
  • the switching element 74 is divided into two parts 82, 84.
  • the first part of the switching element 82 is responsible for the circuit of the output constant 56 and the circuit of the remindkonstanten 58 and is connected via a spring element 80 with a second part of the switching element 84.
  • the second part of the switching element 84 switches the direct gear.
  • the main shaft 76 is connected to the input shaft 66 via the second part of the switching element 84, thus producing the direct gear.
  • the idler gear of the remindstanten 58 is connected to the transmission main shaft 76 via the first part of the switching element 82 and the
  • Reverse gear 58 is switched.
  • Forward gear set 56 switched. If now switched by the output constant 56 in the direct gear, the second part of the switching element 84 switch against the spring force of the spring element 80 in the direct gear position, the first part of the switching element 82 as long as in the forward gear position remains, as long as a torque is applied to the output constant 56 and the frictional force acting between the first part of the switching element (82) and a loose wheel of the
  • the first part of the switching element 82 holds in this position. Subsequently, the first part of the switching element 82 is pulled in the direction of the second part of the switching element 84 by the spring force of the spring element 80, so that subsequently the position of the switched
  • Direct passage as shown in Fig. 7, is achieved.
  • premature engagement of the direct gear is possible, thus allowing a Switzerlandkraftunterbrechungspick circuit in the direct gear.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne une transmission automatique pour véhicules utilitaires, comprenant un double embrayage (64), une boîte de vitesses principale (2), un groupe relais (6) et deux arbres de renvoi (14, 16). Le double embrayage (64) est composé de deux embrayages (62, 68), chaque embrayage (62, 68) étant relié respectivement à un arbre d'entrée de boîte (60, 66). Le deuxième arbre d'entrée de boîte (60), qui est relié au deuxième embrayage (68), est configuré sous la forme d'un arbre creux et est orienté coaxialement par rapport au premier arbre d'entrée de boîte (66) qui est relié au premier embrayage (62). L'arbre principal de boîte (76) est agencé coaxialement entre le premier arbre d'entrée de boîte (66) et l'arbre de sortie (40). La boîte de vitesses principale (2) est composée de plusieurs plans de roue de marche avant (48, 50, 52, 54, 56) et d'un plan de roue de marche arrière (58). Tous les éléments de sélection de vitesse (70, 72, 74, 76, 78) sont placés coaxialement par rapport aux arbres d'entrée de boîte (60, 66), et le plan de roue de marche arrière (58) est adjacent au groupe relais (6). Une position de sélection de vitesse pour une prise directe (G5, G11) est réalisée par l'intermédiaire d'un élément de sélection unilatéral indépendant ou est établie par l'intermédiaire d'un élément de sélection de vitesse commun (74) pour trois positions de sélection de vitesse : plan de roue gauche (constante de sortie) (56), plan de roue droit (constante de marche arrière (58) et prise directe (G5, G11) par liaison de l'arbre d'entrée (66) à l'arbre principal (76) de boîte de vitesses.
EP13735010.4A 2012-08-01 2013-07-08 Transmission à double embrayage pour véhicules utilitaires et procédé permettant une sélection de vitesse Withdrawn EP2880338A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012213517.0A DE102012213517A1 (de) 2012-08-01 2012-08-01 Doppelkupplungsgetriebe für Nutzfahrzeuge
PCT/EP2013/064339 WO2014019808A1 (fr) 2012-08-01 2013-07-08 Transmission à double embrayage pour véhicules utilitaires et procédé permettant une sélection de vitesse

Publications (1)

Publication Number Publication Date
EP2880338A1 true EP2880338A1 (fr) 2015-06-10

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EP13735010.4A Withdrawn EP2880338A1 (fr) 2012-08-01 2013-07-08 Transmission à double embrayage pour véhicules utilitaires et procédé permettant une sélection de vitesse

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EP (1) EP2880338A1 (fr)
DE (1) DE102012213517A1 (fr)
WO (1) WO2014019808A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014003355A1 (de) * 2014-03-06 2015-09-10 Man Truck & Bus Ag Mehrgruppengetriebe, vorzugsweise Doppelkupplungsgetriebe
DE102014222888A1 (de) 2014-11-10 2016-05-12 Zf Friedrichshafen Ag Doppelkupplungsgetriebe, beispielsweise für Nutzfahrzeuge
DE102015218022A1 (de) 2015-09-18 2017-03-23 Zf Friedrichshafen Ag Doppelgetriebe mit Vorgelege

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Publication number Priority date Publication date Assignee Title
JP2003194097A (ja) * 2001-12-26 2003-07-09 Kanzaki Kokyukoki Mfg Co Ltd トランスミッションのギア抜け防止機構
DE10224357A1 (de) * 2002-05-29 2003-12-11 Daimler Chrysler Ag Elastische Schalt- oder Schiebemuffe und Gangsprungsichere Formschlusskupplung
DE102004049274B4 (de) * 2004-10-09 2013-02-28 Daimler Ag Schaltvorrichtung
GB0504628D0 (en) * 2005-03-05 2005-04-13 Zeroshift Ltd Transmission layout
DE102005033027A1 (de) * 2005-07-15 2007-01-25 Daimlerchrysler Ag Automatisiertes Lastschaltgetriebe
DE102005044068A1 (de) * 2005-09-15 2007-03-29 Daimlerchrysler Ag Lastschaltbares Gruppengetriebe
DE102006015661A1 (de) 2006-04-04 2007-10-11 Daimlerchrysler Ag Lastschaltbares Getriebe für ein Nutzfahrzeug
DE102008001646A1 (de) * 2008-05-08 2009-11-12 Zf Friedrichshafen Ag Mehrgruppengetriebe eines Kraftfahrzeuges
DE102010003924A1 (de) * 2010-04-13 2011-10-13 Zf Friedrichshafen Ag Doppelkupplungs-Gruppengetriebe und Verfahren zur Betätigung eines Doppelkupplungs-Gruppengetriebes

Non-Patent Citations (1)

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Title
See references of WO2014019808A1 *

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DE102012213517A1 (de) 2014-02-06
WO2014019808A1 (fr) 2014-02-06

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