EP3149364A1 - Boîte de vitesses pour véhicule automobile - Google Patents

Boîte de vitesses pour véhicule automobile

Info

Publication number
EP3149364A1
EP3149364A1 EP15717912.8A EP15717912A EP3149364A1 EP 3149364 A1 EP3149364 A1 EP 3149364A1 EP 15717912 A EP15717912 A EP 15717912A EP 3149364 A1 EP3149364 A1 EP 3149364A1
Authority
EP
European Patent Office
Prior art keywords
transmission
switching element
countershaft
input shaft
unsynchronized
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Withdrawn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
EP15717912.8A
Other languages
German (de)
English (en)
Inventor
Bernd Schepperle
Michael Preuss
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 EP3149364A1 publication Critical patent/EP3149364A1/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Withdrawn legal-status Critical Current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
    • 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
    • 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
    • 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
    • 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
    • F16H3/091—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 including a single countershaft
    • F16H3/0915—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 including a single countershaft with coaxial input and output shafts
    • 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
    • F16H2003/0807—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 with gear ratios in which the power is transferred by axially coupling idle gears
    • 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
    • F16H2003/0811—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 using unsynchronised 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
    • 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
    • F16H2003/0933—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 coaxial 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
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0429—Bridging torque interruption by torque supply with a clutch in parallel torque path
    • 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six 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
    • F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds

Definitions

  • the invention relates to a transmission, in particular dual-clutch transmission, for a motor vehicle, comprising at least two partial transmissions, wherein each of the partial transmission comprises at least one input shaft, and wherein an output shaft is arranged as the output shaft of both partial transmission, wherein the at least one input shaft on an input shaft axis and the output shaft the input shaft axis or on a, in particular parallel to the input shaft axis, countershaft axis is arranged, and wherein a countershaft is arranged with at least one countershaft, wherein the at least one countershaft is arranged on the countershaft axis, and wherein at least four switching elements are arranged, wherein in each case at least two switching elements are arranged on input shaft axis and countershaft axis, and wherein at least one of the input shafts by means of at least two gear planes and / or at least one switching element with the output shaft is connectable.
  • the invention also relates to a method for operating a transmission according to one of claims 1 to 15 and to a method for operating a dual-clutch transmission according to one of claims 1 to 15.
  • Such transmissions for a motor vehicle are designed, inter alia, as so-called dual-clutch transmissions in which the input shafts of the two partial transmissions can each be connected via an associated power-shift element to a drive, for example an internal combustion engine or an electric motor, the two power-shifting elements being combined in the form of a double clutch ,
  • the representable about such a gear ratios are then alternately divided between the two partial transmissions, so that, for example, a partial transmission, the odd gears and the corresponding other partial transmission represents the even gears.
  • Torque flow between drive and output can be incorporated, so that a corresponding desired ratio between the drive and output of the transmission is shown in each case.
  • Such dual-clutch transmissions can in this case also be designed with a countershaft additionally arranged for input and output, so that a compact construction is made possible in the axial direction.
  • the dual-clutch transmission comprises two partial transmissions, each with an input shaft.
  • the two partial transmissions can each be alternately incorporated into a force or torque flow from a drive to an output, wherein the input shaft of the first subtransmission is designed as Geretezentral- and the input shaft of the second subtransmission as a hollow shaft transmission.
  • an output shaft is arranged, which is designed as an output of both partial transmissions, wherein a rotational movement of the drive can be translated over several translation stages to the output, in which the force and torque flow is guided via a countershaft.
  • At least two wheel planes are switched by means of actuation of associated switching elements in the force and torque flux, wherein by combining the actuation of the switching elements and the force and torque flow via corresponding wheel planes several over- Setzungstressn can be displayed.
  • an untranslated transmission of the rotational movement of the drive to an output shaft of the output by operating corresponding switching elements is possible.
  • An object of the present invention is therefore to provide a transmission and a method for operating a transmission, which is compact and easy to manufacture and operate. Moreover, it is an object of the present invention to provide an alternative transmission or method for operating a transmission.
  • the present invention solves the problems in a transmission, in particular dual-clutch transmission, for a motor vehicle, comprising at least two partial transmissions, wherein each of the partial transmissions comprises at least one input shaft, and wherein an output shaft is arranged as the output shaft of both partial transmissions, wherein the at least one input shaft on an input shaft axis and the output shaft is disposed on the input shaft axis or on a countershaft axis parallel to the input shaft axis, and wherein a precompression member is disposed with at least one countershaft, wherein the at least one countershaft is disposed on the countershaft axis, and wherein at least four shift elements are arranged in which in each case at least two switching elements are arranged on input shaft axis and countershaft axis, and wherein at least one of the input elements Waves by means of at least two wheel planes and / or at least one switching element with the output shaft is connectable, characterized in that at least two, in particular at least three, preferably at least half
  • the present invention solves the problems also in a method for operating a transmission according to one of claims 1-15, characterized in that for at least one change between two representable by the transmission gears by briefly pressing a synchronized switching element, a transmission element in the sense of a loose wheel of an unsynchronized Switching element is brought to a substantially same speed with a gear element to be coupled, so that the unsynchronized switching element is essentially differential speed free to switch to another gear switchable.
  • the present invention also solves the problems in a method for operating a dual-clutch transmission according to one of claims 1-15, characterized in that for at least one change between two representable by the transmission gears by briefly pressing one of the two clutches a speed of a shaft of each passive power branch of the transmission is adapted such that an active power branch is the one which is connected to a drive for representing one of the two gears, and wherein the passive power branch is the one which is not acted upon by the force and torque of the drive, so that either a synchronized switching element, in particular in the form of a friction clutch, is supported or a transmission element in the sense of a loose wheel of an unsynchronized switching element, in particular in the form of a dog clutch, substantially to a same speed with a ge to be coupled transmission element is brought, so that the unsynchronized switching element is substantially different speed-free switchable to change to another gear.
  • the present invention solves the problems in a motor vehicle with a transmission according to one of claims 1 to 15.
  • the present invention also achieves the objects with a method for operating a transmission according to any one of claims 1 to 15, characterized in that for a gear change between two gears at least partially the method according to claim 16 or the method according to claim 17 is applied.
  • One of the advantages achieved with this is that the use of unsynchronized switching elements as a whole considerably reduces their production and thus also the costs for producing the transmission. Another advantage is that the radial space for the respective switching elements or switching points significantly reduced. The transmission can thus be made more compact in the radial direction. Another advantage is finally that the transmission can be easily and inexpensively manufactured and is also operable.
  • a torque for example an internal combustion engine, is introduced into the transmission via the drive shaft of the transmission or a rotational movement of a drive shaft.
  • a starting element such as a hydrodynamic torque converter or a fluid coupling or a friction clutch.
  • a shaft is not to be understood below exclusively as an example cylindrical, rotatably mounted machine element for transmitting torques, but this is also general connecting elements to understand that connect individual components or elements together, in particular connecting elements that connect a plurality of elements rotationally together.
  • Two elements are in particular referred to as interconnected when between the elements a solid, in particular rotationally fixed connection consists. In particular, such connected elements rotate at the same speed.
  • Two elements are hereinafter referred to as coupled or connectable if there is a releasable connection between these elements.
  • such elements rotate at the same speed when the connection is made.
  • the various components and elements of said invention can be connected to one another via a shaft or a connecting element, but also directly, for example by means of a welding, pressing or other connection.
  • a switching element to understand which, depending on the operating state, a relative movement between two components permits or represents a connection for transmitting torque.
  • a relative movement for example, to understand a rotation of two components, wherein the rotational speed of the first component and the rotational speed of the second component differ from each other.
  • the rotation of only one of the two components is conceivable, while the other component is stationary or rotating in the opposite direction.
  • a non-actuated clutch is understood to mean an opened clutch. This means that a relative movement between the two components is possible.
  • the clutch is actuated or closed, the two components accordingly rotate at the same speed in the same direction.
  • a planetary or planetary gear includes a sun gear, a planet carrier respectively web and a ring gear. Rotatably mounted on the planet carrier respectively web are planet gears or planets, which mesh with the toothing of the sun gear and / or the toothing of the ring gear. Furthermore, the switching elements may be designed such that energy is needed for a change of a switching state of the switching elements, but not for maintaining the switching state itself.
  • need-actuated switching elements such as electromechanical switching elements or electromagnetic switching elements are suitable. They are characterized, in particular in comparison to conventionally hydraulically actuated switching elements, by a particularly low and efficient energy requirements, since they are virtually lossless operable.
  • it can be advantageously omitted to permanently maintain a control pressure for the actuation of, for example, conventionally hydraulic switching elements, or to act on the respective switching element in the switched state permanently with the required hydraulic pressure.
  • further components such as a hydraulic pump can be dispensed with, provided that they serve exclusively for the control and supply of the conventionally hydraulically operable switching elements.
  • switching elements are particularly well preferably arranged so that they are easily accessible from the outside.
  • Well accessible from the outside means in terms of the switching elements that no further components are arranged between the housing of the transmission and the switching element, or that the switching elements are particularly preferably arranged on the drive shaft or on the output shaft.
  • bondability is preferably to be understood in the description, in particular in the claims, that in the case of a different geometric position, the same connection or binding of interfaces is ensured without individual connecting elements or waves crossing each other.
  • the number of switching elements are even and the number of unsynchronized and synchronized switching elements the same. This allows a reduction of the radial space of the transmission and at the same time a simpler production, without having to dispense with the use of synchronized switching elements.
  • the majority of unsynchronized switching elements are arranged on the input shaft axis. This allows a particularly cost-effective production of the transmission in the region of the input shaft axis.
  • At least five wheel planes are arranged, in particular wherein at least one wheel plane is formed as a reverse gear.
  • at least one wheel plane is formed as a reverse gear.
  • the majority of unsynchronized switching elements cooperates with a gear plane downstream of the respective switching element.
  • next to the output side adjacent switching element is formed unsynchronized, in particular on each input shaft axis and Vor- gelege wave axis. In this way, the radial space in the region of the output side can be reduced.
  • a switching element for actuating the reverse gear is formed unsynchronized. This allows a simple and cost-effective production of the switching element for the reverse gear stage.
  • the next adjacent wheel plane to the output side is designed as a reverse gear.
  • a plurality of reverse gears through the transmission by means of integration of the reverse gear stage and one or more wheel planes torque upstream of the reverse gear stage can be made possible.
  • the unsynchronized switching elements are designed as jaw clutches. This allows a particularly simple and cost-effective production of the unsynchronized switching elements.
  • a switching element by means of a switching element two full waves on the input shaft axis can be coupled, in particular wherein this switching element is designed as unsynchronized switching element.
  • a direct gear by means of one of the input shafts and the output shaft can be represented. If the switching element, which connects, for example, said input shaft and the output shaft when actuated, formed as an unsynchronized switching element, the direct gear can be provided in a particularly simple and cost-effective manner.
  • one of the wheel planes is coupled by means of a synchronized switching element to a solid shaft and by means of another unsynchronized switching element to a transmission element in the sense of a loose wheel of another wheel plane, in particular wherein the two unsynchronized switching elements are arranged in the countershaft.
  • This increases the flexibility of the transmission with regard to the representation of different gears, at the same time not only the radial space, but also the axial space is reduced.
  • the two unsynchronized Arranged switching elements in the countershaft in particular the space of the countershaft is reduced in the radial direction.
  • At least once, in particular twice in the gear each have a switching element on input shaft axis and countershaft axis between two wheel planes, preferably wherein at least one switching element, in particular both switching elements, are formed unsynchronized between the two wheel planes. If there is a switching element on the input shaft axis and the countershaft axis between two wheel planes, the overall axial space of the transmission can be reduced overall. At the same time the switching elements are designed as unsynchronized switching elements, and the radial space of the transmission in the radial direction in the region of the two wheel planes can be further reduced.
  • At least one switching device is arranged with two switching elements which can be actuated via a common switching element actuating device. In this way, the axial space of the transmission can be reduced while reducing the number of switching points.
  • At least one of the switching elements of one of the switching devices is formed unsynchronized. This can be in the range of the respective switching device and the radial space to reduce at least on one side of the switching device.
  • two switching elements in particular at least four switching elements, arranged symmetrically with respect to their position and / or position on input shaft axis and countershaft axis to each other, preferably wherein two of the switching elements are arranged on a common axis. Due to the symmetrical see arrangement can also be the space to be reduced, at the same time also reduces the production cost of the transmission.
  • Fig. 1 shows a transmission according to a first embodiment of the present invention
  • Fig. 2 shows a transmission according to a second embodiment of the present invention.
  • Fig. 1 shows a transmission according to a first embodiment of the present invention.
  • reference numeral 1 denotes a transmission in the form of a dual-clutch transmission.
  • the dual-clutch transmission 1 has two powershift elements in the form of two clutches K1, K2.
  • the double clutch K1, K2 can thus be coupled or connected to the drive side AN to the output side AB of the transmission 1 for the transmission of power and torque.
  • This is the first clutch K1 connected to a first input shaft EW1 and the second clutch K2 is connected to a second input shaft EW2.
  • the first input shaft EW1 is formed as a solid shaft, whereas the second input shaft EW2 is formed as a hollow shaft.
  • the two input shafts EW1, EW2 are arranged coaxially and parallel to each other.
  • the transmission 1 comprises two partial transmissions 2, 3.
  • the first partial transmission 2 is coupled or connectable to the first input shaft EW1, the second partial transmission 3 can be coupled or connected to the second input shaft EW2.
  • the first partial transmission 2 is assigned at least the second wheel plane II, whereas the second partial transmission 3 is assigned at least the first wheel plane I.
  • the transmission 1 on the input shaft axis 4 comprises the first wheel plane I and further the second wheel plane II, a first shift element S1, a third wheel plane III, a second shift element S2, a fourth Gear plane IV, a third switching element S3, a fourth switching element S4 and a reverse gear R.
  • Each of said gear planes I to IV and R has transmission elements, in particular in the form of gears.
  • a countershaft axis 5 is arranged for a countershaft 6.
  • the countershaft 6 comprises a first countershaft VW1, which is designed as a solid shaft and a second countershaft VW2, which is designed as a hollow shaft and is arranged coaxially and parallel to the first countershaft VW1 on the radial outer side in the region of the third wheel plane III.
  • the reverse gear R a reversing element in the form of an intermediate ZR to reverse the direction of rotation, so that by means of the output shaft AW in the same direction of rotation of the input shafts EW1, EW2 a reverse direction of rotation to provide at least one reverse gear through the Gear 1 is possible.
  • the countershaft axis 5 initially has the first wheel plane I and further the second wheel plane II, a fifth shift element S5, the third wheel plane III, a sixth shift element S6, the fourth wheel plane IV and the reverse gear R.
  • the six switching elements S1, S2, S3, S4, S5 and S6 as well as the five wheel planes I, II, III, IV and R will now be described below.
  • the first gear plane I is formed as a drive constant and has on the input shaft axis 4, a transmission element which is fixedly connected to the second input shaft EW2 and on the countershaft axis 5, a transmission element which is fixedly connected to the solid shaft formed as a first countershaft VW1.
  • the second gear plane II has on the input shaft axis 4 to a transmission element which is fixedly connected to the first input shaft EW1 and on the countershaft axis 5, a transmission element which is designed in the sense of a loose wheel for the second countershaft VW2 and by means of the fifth switching element S5 to this and thus to the third wheel plane III can be coupled.
  • the third gear plane III has on the input shaft axis 4, a transmission element in the sense of a loose wheel for the output shaft AW and is coupled by means of the second switching element S2 to this, and on the countershaft axis 5, a transmission element which is fixedly connected to the second countershaft VW2 designed as a hollow shaft is.
  • the transmission element of the third gear plane III is formed on the countershaft axis 5 in the sense of a loose wheel for the first countershaft VW1, since this is coupled by means of the sixth switching element S6 to this.
  • the fourth gear plane IV has on the input shaft axis 4, a transmission element in the sense of a loose wheel for the output shaft AW and is coupled thereto by means of the third switching element S3 and on the countershaft axis 5, a transmission element in terms of a fixed wheel for the first countershaft VW1.
  • the reverse gear R has a transmission element on the input shaft axis 4, which is designed in the sense of a loose wheel for the output shaft AW and by means of the fourth switching element S4 can be coupled to this.
  • the reverse gear R On the countershaft axis 5, the reverse gear R has a transmission element in the sense of a fixed wheel for the first countershaft VW1.
  • the reverse gear R also has an intermediate gear ZR for reversing the direction of rotation, as described above.
  • the first switching element S1 on the input shaft axis 4 allows when actuated a coupling of the first input shaft EW1 and output shaft AW.
  • the second Switching element S2 on the input shaft axis 4 allows, when actuated, a coupling of the third gear plane III to the output shaft AW.
  • the third switching element S3 on the input shaft axis 4 allows when actuated a coupling of the fourth gear plane IV to the output shaft AW.
  • the fourth switching element S4 on the input shaft axis 4 allows when actuated a coupling of the reverse gear R to the output shaft AW.
  • the fifth switching element S5 on the countershaft axis 5 allows, when actuated, a coupling of the second gear plane II and the third gear plane III via the second countershaft VW2.
  • the sixth switching element S6 on the countershaft axis 5 allows, when actuated, a coupling of the third wheel plane III to the first countershaft VW1.
  • the first switching element S1, the second switching element S2, the fifth switching element S5 and the sixth switching element S6 are designed as individual switching elements.
  • the third switching element S3 and the fourth switching element S4 are combined together in a switching device and actuated by means of a single Heidelbergelementbet decisivi- supply element.
  • first switching element S1, the second switching element S2 and the fourth switching element S4 are formed as unsynchronized switching elements, whereas the third switching element S3, the fifth switching element S5 and the sixth switching element S6 are formed as synchronized switching elements.
  • the unsynchronized switching elements S1, S2 and S4 can be designed in particular as jaw clutches.
  • a second actuation strategy is also possible:
  • one of the synchronized shift elements in particular in the form of a friction clutch, is used by short-term controlled application to synchronize another un-synchronized shift element, in particular in the form of a jaw clutch shift element, to synchronize with the respective one To bring transmission element.
  • This is referred to below as a second actuation strategy.
  • the transmission 1 according to FIG. 1 comprises a total of six shifting elements, wherein the first shifting element S1, the second shifting element S2 and the fourth shifting element S4 are designed as unsynchronized shifting elements, in particular as jaw clutches. All circuits or gear changes can be performed in the transmission 1 according to FIG. 1 by switching according to the first actuation strategy.
  • the second operating strategy must be applied to the transmission 1 shown in FIG. 1:
  • the transmission element in the form of a loose wheel of the third gear plane III on the input shaft axis 4 must first be synchronized with the corresponding second switching element S2 be brought to the coupling to the output shaft AW.
  • the synchronized sixth shifting element S6 on the countershaft axle 5 is closed, so that the second countershaft VW2 is coupled to the first countershaft VW1.
  • the third wheel plane III is brought to speed by a brief controlled application of the synchronized third switching element S3, so that the unsynchronized second switching element S2 can be switched without differential speed.
  • Fig. 2 shows a transmission according to a second embodiment of the present invention.
  • reference numeral 1 denotes a transmission in the form of a dual-clutch transmission.
  • the dual-clutch transmission 1 has two powershift elements in the form of two clutches K1, K2.
  • the double clutch K1, K2 can thus be coupled or connected to the drive side AN to the output side AB of the transmission 1 for the transmission of power and torque.
  • the first clutch K1 is connected to a first input shaft EW1 and the second clutch K2 is connected to a second input shaft EW2.
  • the first input shaft EW1 is formed as a solid shaft, whereas the second input shaft EW2 is formed as a hollow shaft.
  • the two input shafts EW1, EW2 are arranged coaxially and parallel to each other.
  • the transmission 1 comprises two partial transmissions 2, 3.
  • the first partial transmission 2 is coupled or connectable to the first input shaft EW1, the second partial transmission 3 can be coupled or connected to the second input shaft EW2.
  • the first partial transmission 2 is thus at least the second wheel plane II and the second partial transmission 3 is at least the first wheel plane I assigned.
  • the transmission 1 on the input shaft axis 4 first comprises the first wheel plane I and further the second wheel plane II, a first shift element S1, a third wheel plane III, a fourth wheel plane IV third shift element S3, a second shift element S2 and a reverse gear R.
  • Each of said gear planes I to IV and R has transmission elements, in particular in the form of gears.
  • the countershaft 6 comprises a first countershaft VW1, which is designed as a solid shaft, and a second countershaft VW2 and a third countershaft VW3, which are each formed as a hollow shaft and thereby coaxial and parallel to the first countershaft VW1 on the radial outer side in the region of the second Wheel plane II and the third wheel plane III are arranged.
  • the reverse gear fe R a Umlopennent in the form of an intermediate ZR for reversing the direction of rotation, so that by means of the output shaft AW in the same direction of rotation of the input shafts EW1, EW2 a reverse direction of rotation is provided to provide at least one reverse gear through the transmission 1.
  • the countershaft axis 5 initially has the first wheel plane I and further a fourth shift element S4, the second wheel plane II, a fifth shift element S5, the third wheel plane III, a sixth shift element S6, the fourth wheel plane IV and the reverse gear R ,
  • the first gear plane I is formed as a drive constant and has on the input shaft axis 4, a transmission element which is fixedly connected to the second input shaft EW2 and on the countershaft axis 5, a transmission element which is fixedly connected to the solid shaft formed as a first countershaft VW1.
  • the second gear plane II has on the input shaft axis 4, a transmission element on the first input shaft EW1, which is fixedly connected thereto and on the countershaft axis 5, a transmission element which is fixedly mounted on the second countershaft VW2, which is designed as a hollow shaft.
  • the third gear plane III has on the input shaft axis 4, a transmission element which is fixedly connected to the output shaft AW and on the countershaft axis 5, a transmission element which is fixedly connected to the third countershaft VW3, which is designed as a hollow shaft.
  • the fourth gear plane IV has on the input shaft axis 4, a transmission element in the sense of a loose wheel for the output shaft AW and is coupled thereto by means of the third switching element S3 and on the countershaft axis 5, a transmission element which is fixedly connected to the first countershaft VW1.
  • the reverse gear R has on the input shaft axis 4, a transmission element in the sense of a loose wheel for the output shaft AW and is coupled thereto by means of the second switching element S2 and on the countershaft axis 5, a transmission element which is fixedly connected to the first countershaft VW1. Between entrance lenachse 4 and countershaft axis 5, the reverse gear R, as described above, an intermediate ZR to reverse the direction of rotation.
  • the first switching element S1 on the input shaft axis 4 allows when actuated a coupling of the first input shaft EW1 and output shaft AW.
  • the second switching element S2 allows when actuated a coupling of the reverse gear R to the output shaft AW.
  • the third switching element S3 on the input shaft axis 4 allows when actuated a coupling of the fourth gear plane IV to the output shaft AW.
  • the fourth switching element S4 on the countershaft axis 5 allows, when actuated, a coupling of the second wheel plane II to the first countershaft VW1.
  • the fifth switching element S5 on the countershaft axis 5 allows when actuated a coupling of second countershaft VW2 and third countershaft VW3 and thus of the second wheel plane II and third wheel plane III.
  • the sixth switching element S6 on the countershaft axis 5 allows, when actuated, a coupling of the third wheel plane III to the first countershaft VW1.
  • the second switching element S2 and the third switching element S3 are combined in a switching device and actuated by means of a common switching element actuating device. Furthermore, the first switching element S1, the second switching element S2, the fifth switching element S5 and the sixth switching element S6 are formed as unsynchronized switching elements, in particular in the form of claw-type clutches.
  • the circuits can be carried out by switching according to the first actuation strategy as described above.
  • the second actuation strategy must be applied to the transmission 1 according to FIG. 2 when shifting from the fifth gear to the fourth gear.
  • the sixth shifting element S6 must be synchronized with the transmission element in the sense of a loose wheel for the first countershaft VW1, so the transmission element of the third gear plane III are placed on the third countershaft VW3.
  • the first countershaft VW1 is brought up to speed such that the sixth shift element S6 can be switched without differential speed.
  • the second actuating strategy must also be used:
  • the fifth shifting element S5 must be synchronized with the third countershaft VW3 or the transmission element in the sense of a loose wheel of the third gear plane III for the first countershaft VW1 ,
  • the synchronized fourth switching element S4 is operated briefly regulated, so that the second countershaft VW2 is brought to such speed, so that the fifth switching element S5 can be switched differential speed free.
  • the second actuation strategy can be applied.
  • the transmission 1 comprises five wheel planes I, II, III, IV and R. All wheel planes I to IV and R are designed in particular as spur gears with discrete ratios. Per gear plane I to IV and R are each arranged two transmission elements, in particular in the form of gears.
  • the reverse gear R in this case comprises an additional transmission element in the form of an intermediate gear ZR between the input shaft axis 4 and countershaft axis 5. Overall, thus eleven transmission elements, in particular in the form of gears, arranged.
  • the present invention offers the advantage that no central synchronization must be used. Another advantage is that the number of individual synchronization is reduced to a minimum. Overall, this makes the construction of the transmission less expensive and thus cheaper and more compact. Another advantage is that the speed compensation of the switching elements is carried out either via the passive motor-side coupling or one of the remaining individual synchronizations.

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

Abstract

L'invention concerne une boîte de vitesses, notamment une boîte de vitesses à double embrayage, destinée à un véhicule automobile, comprenant au moins deux parties de boîte de vitesses. Chacune des parties de boîte de vitesses possède au moins un arbre d'entrée et un arbre de sortie est monté en tant qu'arbre de prise de force des deux parties de boîte de vitesses. Ledit arbre d'entrée est monté sur un axe d'arbre d'entrée et l'arbre de prise de force sur l'axe d'arbre d'entrée ou sur un axe d'arbre intermédiaire, notamment parallèle à l'axe d'arbre d'entrée, et il existe au moins une transmission intermédiaire comprenant au moins un arbre intermédiaire. Ledit arbre intermédiaire est monté sur l'axe d'arbre intermédiaire et il existe au moins quatre éléments de changement de rapport. Au moins deux éléments de changement de rapport sont montés respectivement sur l'axe d'arbre d'entrée et sur l'axe d'arbre intermédiaire, et au moins l'un des arbres d'entrée peut être relié à l'arbre de prise de force par l'intermédiaire d'au moins deux plans de roue et/ou au moins un élément de changement de rapport. Au moins deux, notamment au moins trois, de préférence au moins la moitié desdits éléments de changement de rapport sont réalisés non synchronisés et au moins deux, notamment au moins un tiers desdits quatre éléments de changement de rapport sont réalisés synchronisés. L'invention concerne également un procédé pour faire fonctionner une boîte de vitesses ainsi qu'un procédé pour faire fonctionner une boîte de vitesses à double embrayage.
EP15717912.8A 2014-05-26 2015-04-27 Boîte de vitesses pour véhicule automobile Withdrawn EP3149364A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014209970.6A DE102014209970B4 (de) 2014-05-26 2014-05-26 Getriebe für ein Kraftfahrzeug
PCT/EP2015/059003 WO2015180903A1 (fr) 2014-05-26 2015-04-27 Boîte de vitesses pour véhicule automobile

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EP3149364A1 true EP3149364A1 (fr) 2017-04-05

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EP15717912.8A Withdrawn EP3149364A1 (fr) 2014-05-26 2015-04-27 Boîte de vitesses pour véhicule automobile

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US (1) US10871203B2 (fr)
EP (1) EP3149364A1 (fr)
CN (1) CN106415064B (fr)
DE (1) DE102014209970B4 (fr)
WO (1) WO2015180903A1 (fr)

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JP6399033B2 (ja) * 2016-04-27 2018-10-03 トヨタ自動車株式会社 自動変速機の制御装置
CN108001186B (zh) 2016-10-31 2020-07-10 比亚迪股份有限公司 动力传动系统以及具有其的车辆
DE102017213844A1 (de) * 2017-08-08 2019-02-14 Volkswagen Aktiengesellschaft Verfahren zum Schutz vor einer Überlastung einer Synchronisiervorrichtung
EP3670963A1 (fr) * 2018-12-20 2020-06-24 Ningbo Geely Automobile Research & Development Co. Ltd. Transmission pour véhicule
US11168750B2 (en) 2019-02-01 2021-11-09 Caterpillar Paving Products Inc. Rotor assembly for resolving incomplete gear shift of a rotory mixer
CN110182047A (zh) * 2019-06-13 2019-08-30 淮阴工学院 一种电动汽车动力传动一体化系统
US10995824B1 (en) * 2019-07-16 2021-05-04 Brunswick Corporation Multi-speed transmissions for marine propulsion devices
US20240068561A1 (en) * 2022-08-29 2024-02-29 Dana Automotive Systems Group, Llc Methods and systems for a transmission

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DE1530994B2 (de) * 1967-03-03 1974-07-25 Robert Bosch Gmbh, 7000 Stuttgart Stirnradschaltgetriebe mit vier Vorwärtsgängen, insbesondere für Kraftfahrzeuge
DE3131156C2 (de) 1981-08-06 1986-05-28 Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen "Stirnradwechselgetriebe"
DE4122628A1 (de) 1991-07-09 1993-01-14 Renk Ag Getriebeanlage
DE102004020955A1 (de) 2004-04-28 2005-12-15 Zf Friedrichshafen Ag Schaltgetriebe in Vorgelegewellenbauweise
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FR2934659B1 (fr) 2008-08-04 2010-09-17 Pascal Thery Synchronisation centralisee pour boite de vitesses a double embrayage
US7963191B2 (en) * 2008-12-03 2011-06-21 GM Global Technology Operations LLC Hybrid powertrain and dual clutch transmission
JP5812356B2 (ja) * 2009-12-11 2015-11-11 ボルボ ラストバグナー アーベー 自動車のマルチクラッチトランスミッション
DE102010030573A1 (de) * 2010-06-28 2011-12-29 Zf Friedrichshafen Ag Hybridantrieb mit einem automatisierten Schaltgetriebe
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DE102011088774A1 (de) * 2011-12-16 2013-06-20 Zf Friedrichshafen Ag Getriebe für ein Kraftfahrzeug
DE102012202652A1 (de) * 2012-02-21 2013-08-22 Zf Friedrichshafen Ag Getriebe für ein Kraftfahrzeug

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Publication number Publication date
WO2015180903A1 (fr) 2015-12-03
DE102014209970A1 (de) 2015-11-26
DE102014209970B4 (de) 2022-06-30
CN106415064A (zh) 2017-02-15
CN106415064B (zh) 2019-04-09
US10871203B2 (en) 2020-12-22
US20170152916A1 (en) 2017-06-01

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