KR20010062349A - transmission and a method for driving the transmission - Google Patents

Abstract

PURPOSE: A transmission is provided to thermally apply a load especially on a clutch unit by inducting heat decreased already. CONSTITUTION: A transmission is provided with one transmission output shaft(106), and two transmission input shafts(102,103) forming two parallel transmission trains having a plurality of speed gear stages. Both transmission trains can be respectively united to an input shaft(101) by one of clutch discs(112,113) provided in a clutch unit(110). The large number of the speed gear stages continuing to each other with reference to a gear change ratio are respectively corresponding to different clutch discs. In order to decrease a load on the clutch unit on the input side, at least one of another devices for changing torque or the number of revolutions is additionally provided. The transmission reduces a load through reduced heat input in a clutch unit.

Description

Transmission and a method for driving the transmission

The invention relates in particular to manual gear transmissions in transmissions. The transmission is generally used, for example, in a motor vehicle for torque conversion and speed conversion. A plurality of gear pairs are included, wherein a first toothed gear, such as a speed change gear, of the gear pairs is non-twisted with one shaft, and is an idler gear. The second toothed gear is connected to another shaft by using a clutch. One clutch unit is arranged on the input side. This transmission can also be automated. In such a case, the clutch and / or the input side clutch unit, etc. for connecting the idler gear with one shaft are operated using an actuator.

The invention also relates to a method for driving the transmission. The advantages of such automated operation are evident. However, the driver does not interfere with the switching operation directly, as in the case of a manually operated transmission, which makes it easy for the driver to be insensitive to the critical state of the transmission, in particular the clutch unit aligned to the input side. have. In this way, the threshold state can actually occur more prominently. This problem is first described in the example of a double clutch transmission. The clutch unit mounted between the driving motor and the transmission is formed as a double clutch. The first countershaft is operable in the transmission via the first clutch disc, which supports the toothed gear belonging to the odd gear stage. The second countershaft can be driven in the transmission via the first clutch disk, which supports the toothed gear belonging to the even gear stage. During a starting operation, the first clutch is closed when the first gear is engaged and the first clutch is left open, thereby bringing the first countershaft into zero torque. . When the second gear is engaged in the shifting operation, the first clutch is opened and the second clutch is closed; Otherwise, the upper gear shifting takes place or the lower gear shifting takes place vice versa.

The vehicle speed is, for example, in a starting condition, in particular in a load condition and / or in a driving state of the inclined plane or at the inclined plane or in a creeping or comparable state. When the clutch unit is closed and the drive torque has to be below the vehicle speed in the minimum possible state, the clutch unit is particularly significantly thermally loaded.

The problem is present in all transmissions in which the driving conditions can occur, for example by means of the wrong operator mentioned above for the processes in the transmission and on the basis of automated operation in the clutch. This creates a large load on the clutch unit and can result in permanent damage. Therefore, a solution must be provided.

Already, various possibilities are provided for reducing the thermal load of the clutch unit in particular. For example, in DE 3307943, a diaphragm spring is described which includes a ventilating vane that produces a cooling air stream. In the Federal Republic of Germany Patent Specification DE 3135998 C2 and the Federal Republic of Germany Patent Publication No. 3135995 A1, a clutch in which thermal conductivity is achieved by using a coolant promoted by a pump is disclosed. In addition, public publication 1294228 discloses a clutch that is excellent in optimizing the cooling of parts which are particularly exposed to thermal action.

The purpose of all of the above solutions is to achieve a rapid or improved thermal conductivity with heat already entered into the clutch.

It is an object of the present invention to reduce the load through a reduced heat input in advance, especially for clutch units such as thermal clutch units. It should also be possible to use optimized transmissions that offer the operator increased comfort and improved handling. Furthermore, a method must be provided which can be switched in various driving states as always as quickly and comfortably as possible, without interrupting the driving force between the required gear stages, for example.

This object is solved in accordance with the present invention by additionally providing at least one auxiliary attachment for torque conversion and / or speed conversion to reduce the load on the input side clutch unit.

Further preferred embodiments of the invention are the subject matter of the dependent claims.

In the present application-as usual, the gear stages of the transmission with the maximum gear ratio are named as first gear. At the same time, the gears of the second gear, the third gear and the like are named gear stages having a second maximum gear ratio, a third maximum gear ratio, and the like, respectively. If the transmission includes an auxiliary gear stage to reduce the load on the input clutch unit, even if the auxiliary gear stage has a higher gear ratio than the first gear, the names of the first, second and third gears are also included. . The gear stages are always formed by gear pairs.

Preferably a wide range of torque and / or speed changes are made from fitting and / or flexibly, and within the transmission to actuate said auxiliary attachment for torque and / or speed changes. And the existing operating device on the clutch unit is used. For example, the device is an actuator for inserting a clutch formed with a clutch disk of a clutch unit, selecting an actuator and a gear stage for release and switching to a gear train.

In a preferred embodiment, the clutch unit is reduced in load in such a way that an auxiliary gear pair is included, which exhibits a higher gear ratio than the first gear, for form fixed torque conversion and / or speed conversion. Clutch torque is reduced to an absolute value corresponding to the gear ratio difference between the auxiliary gear pair and the first gear.

Another embodiment describes a method in which existing gear pairs are combined and utilized to achieve an overall gear ratio that is higher than the overall gear ratio of the first gear. In the present embodiment, the use of a plurality of gear stages is considered to be continuous, whereby the gear ratios of the gear stages increase. In some cases, in order to connect the gear pairs depending on the structure of the transmission, at least one other tooth or one another clutch for connecting the axes in which the toothed gears of the gear stages used in combination are aligned Comes together for delivery.

The gear ratio of the auxiliary gear stage or the total gear ratio of the gear pair used in combination is preferably about 5-60%, in particular 20-25%, higher than the gear ratio of the first gear. The gear ratio higher than the first gear may also be referred to as crawler gear, starting gear or hill gear.

In another preferred embodiment, in order to fluidly reduce the load on the input side clutch unit, an auxiliary clutch operable under slip is proposed. In order to improve heat transfer, auxiliary clutches should be formed as wet clutches for purposes. However, a preferred embodiment can also be proposed when the auxiliary clutch is formed as a dry clutch.

An auxiliary clutch operable under slip, for example, is realized so that a limited constant torque can be transmitted. If necessary, additional torque is induced through the input side clutch unit, excess torque is reduced or the input speed is increased or decreased. However, it may also be desirable when the auxiliary clutch is realized in an adjustable manner, whereby always an adaptive and preferably complete load reduction of the input side clutch unit can be achieved.

As described above in the transmission, if the transmission in which the auxiliary gear stage or the combined gear stages are used for form-fixed torque conversion and / or speed conversion is the key, in the preferred embodiment said auxiliary gear stage or combination The gear stages to be used and the gear stages to be switched so that the driving force is not completely blocked are assigned to different clutch disks.

In the case of the transmission in the preferred embodiment, the auxiliary gear stage or the declarative stages used in combination and the first gear, etc., are assigned to different clutch discs, and at the same time the auxiliary gear stage or the combined gear stages, 2 The gears, reversing gears and, in some cases, further gear stages are also fulfilled for the purpose when assigned to their clutch discs.

According to another embodiment which would be preferred for transmissions that include or are not used with transmission gear stages or combinations, the first gear and the second gear are assigned to different clutch discs, and at the same time-if the auxiliary gear stage or If the transmission including the gear stages used in combination is the key-even when an auxiliary gear stage or a combined gear stage, first gear, reverse gear and, in some cases, other gear stages are assigned to its own clutch disc, It is suitable for the purpose.

In another preferred embodiment, the auxiliary gear stage or the gear stages used in combination, the reverse gear and the like are assigned to different clutch discs.

According to another preferred embodiment, the first gear and the reverse gear are assigned to different clutch disks, and transmissions with or without auxiliary gear stages or gear stages used in combination can be realized. If the second gear and the reverse gear are assigned to different clutch discs it can also be very suitable for the purpose.

Particular advantages are achieved if, in particular equally preferred embodiments, the reverse gear is assigned to all the gear trains.

In all the described embodiments, by assigning certain gear stages to different clutch disks, the stages can be put together and the driving force between the gear stages is not completely interrupted by actuating the clutch disk of the clutch unit in subsequent transitions. It is achieved that switching is possible.

Also according to the invention a method for driving a transmission, in particular, preferably is driven via the first or second clutch disk of the input side clutch unit, and at the same time the first gear, the second gear or the reverse gear when starting Is provided in accordance with the above-described embodiments used.

A particularly preferred method is that the gear stages and first gears used in combination or in combination with the auxiliary gear stages in the first starting mode are simultaneously inserted at start-up or when the vehicle speed is below a certain absolute value, whereby the succession between the gear stages is achieved. It is an example of the formation of the method which can be switched in a certain way.

In addition, the first gear and the second gear are simultaneously inserted in the first additional starting mode at the start or when the vehicle speed is below a certain absolute value, whereby an embodiment of a method in which the continuous switching between the gear stages is possible is also very important. It is suitable for the purpose.

Very preferably, when starting or when the vehicle speed is below a certain absolute value, in the second additional starting mode the auxiliary gear stage and the reversing gear are put in at the same time, whereby a continuous switching between the gear stages is possible.

A special advantage is also achieved when the first gear and the reverse gear are entrained at start-up or in the third additional starting mode when the vehicle speed is below a certain absolute value, whereby continuous switching between the gear stages is possible.

Suitably for the purpose, at the start or when the vehicle speed is below a certain absolute value, in the fourth additional starting mode, the second gear and the reverse gear are put in, thereby allowing the continuous switching between the gear stages.

Particularly preferred is a third additional starting when the switching direction and / or the winter mode and / or the spin of the driven wheels, etc., in which the driving direction is shortened several times in succession in the second to third additional starting modes are detected. It is an example of how the mode can be automatically selected from the second additional starting mode or the fourth additional starting mode from the third additional starting mode.

According to another preferred embodiment of the method, the reverse gear can be bitten when a certain distance has been moved and / or a certain speed is exceeded in the forward driving.

In a preferred embodiment of the method, when starting, an auxiliary gear is required when an elevated drive torque is required and / or a particularly thermal load reduction of the input side clutch unit is required and / or a crawling operation is required. Steps are used. Also at start-up, when the reduced drive torque is required due to reduced wheel grip, for example, and / or a larger, in particular thermal load of the input side clutch unit can be tolerated, The gear stage having is used.

Elevated starting torque may be required, for example, when starting slopes and / or when starting with elevated loads. When the auxiliary gear stage is used, the input clutch unit is reduced in load, so that, for example, temperature furnishing is further reduced in the unit. As the crawling operation, a driving state in which the vehicle speed is less than or equal to the speed when the input side clutch unit is closed and the drive motor rotational speed is as small as possible can be described. The crawling operation may be possible only under the slip of the input side clutch unit without the auxiliary gear step.

The embodiment also allows for shifting down gear to an auxiliary gear stage in some cases. The auxiliary gear stage may not only be used at start up but also may be enclosed from another gear stage at the time of travel.

Particularly preferably, if the auxiliary gear stage having a higher gear ratio compared to the first gear is the key in the auxiliary attachment device for torque conversion and / or speed conversion to reduce the load on the input side clutch unit, However, it is assigned to its own clutch disc, to which the fourth gear and optionally the sixth gear are assigned. As a standard starting gear, for example, a first gear may use an auxiliary gear stage if elevated starting torque and / or load reduction of the input side clutch unit is required. In a certain starting process, in other words, for starting on a smooth road, for example, where a low starting torque is required or necessary and / or a higher (thermal) load of the input side clutch unit is allowed, preferably in two stages The gear can be selected as the starting gear.

According to the invention it is also possible, if necessary, to switch gears with low gear ratios, in particular gears from the first gear to the auxiliary gear stage. This may be necessary, for example, in stop and stop-go traffic conditions on slopes.

The invention is in no way limited to the specified embodiments, but rather is, for example, in a starting state, in particular with a load and / or in a driving state or on a slope, or in a creeping state or in a vehicle speed The clutch unit is closed and the driving state is below the speed at which the drive motor rotational speed is as small as possible or the defined torque must be provided to the existing vehicle, for example in the transmission and clutch based on automated operation. It can also be used in all types of transmissions that can be very clearly generated by the wrong driver's interference specified for the course of the award. In addition, an application example according to the meaning of the present invention for the reverse gear of the vehicle may also be desirable. Reversing gears are not shown in this diagram or in the specification for ease of overview.

1 is a skeleton diagram of a double clutch transmission in an auxiliary transmission construction including auxiliary attachments for torque and / or speed conversion, realized through the use of existing gear pairs. .

2A is a torque flowchart in the first gear.

2B is a torque flowchart in the second gear.

Figure 2c is a torque flow in the state using the auxiliary attachment for torque conversion and / or speed conversion.

Fig. 3A is a skeleton diagram of a double clutch transmission in an auxiliary transmission structure in which the auxiliary attachment device for torque conversion and / or speed conversion is realized as a clutch with limited constant torque.

Fig. 3B is a skeleton diagram of a double clutch transmission in an auxiliary transmission structure in which an auxiliary attachment for torque conversion and / or speed conversion is realized as a clutch with adjustable torque.

4 is a skeleton diagram of a double clutch transmission in an auxiliary transmission structure in which an auxiliary addition device for torque conversion and / or speed conversion is realized as an auxiliary gear stage.

5a is part 1 of a flow chart for gear selection.

5B is part 2 of a flow chart for gear selection.

Fig. 6 is a skeleton diagram of a double clutch transmission including an auxiliary addition device for torque conversion and / or speed conversion, which is realized through a combination of each other and one auxiliary gear stage or the like.

7 is a flowchart for a starting mode.

In the following the embodiments of the present invention will be described in more detail.

In FIG. 1, an auxiliary attachment for torque and / or speed change is shown as a skeleton 100, in which a plurality of clutch transmissions are realized by utilizing existing gear pairs. One shaft 101 coupled with the housing 111 of the clutch unit 110 formed as a plurality of clutches by the drive motor is driven. The clutch housing 111 may be connected to the first clutch disk 112 and / or the second clutch disk 113. Both clutch discs 112 and 113 may be included for vibration damping.

The first transmission input shaft 102 can be driven using the first clutch disk 112, the input shaft being first countershaft through a gear pair 120 formed by the toothed gears 102a and 102b. Drive 104. The first countershaft 104 supports the idler gears 121a, 122a, 123a of the gear pairs 121, 122, 123 forming the first, third, and fifth gears. The idler gears 121a, 122a, and 123a may be coupled to the counter shaft 104 without being twisted by using the clutches 143 and 144.

The second transmission input shaft 103 may be driven using the second clutch disk 113, and the input shaft may be driven by a second counter through the gear pair 13 formed by the toothed gears 130a and 130b. Drive shaft 105. The second counter shaft 105 not only supports the speed change gears 131a and 132a, but also the idler gear 133a of the gear pairs 131, 132, and 133 forming two-, four- and six-stage gears. ). The speed change gears 131a and 132a are coupled to the counter shaft 105 so as not to be twisted, and the idler gear 133a may be connected to the counter shaft using one clutch 142.

The idler gears 131b and 132b of the 2nd and 4th gears, and the speed change gears 121b, 122b, 123b and 133b of 1st, 3rd, 5th and 6th gears, etc., are aligned on the drive shaft 106, At the same time, the speed conversion gears 121b, 122b, 123b, and 133b are not twistedly connected to the drive shaft 106, and the idler gears 131b and 132b are not twisted to the drive shaft through the clutch 141. have.

A clutch 140 is also provided for connecting the second input shaft 103 to the first counter shaft 104 and the first input shaft 102 to the second counter shaft 105. The clutch unit 110 including the clutches 140, 141, 142, 143, 144 and the two clutch discs 112, 113 can be operated automatically. The clutches 141, 142, 143, and 144 always have idler gears 121a, 131b, 122a, 132b, 123a, and 133a through a sliding sleeve and a clutch portion that is not twisted to one shaft. To the shafts 104, 105-106. The clutch 140 connects the speed change gear 120a with the idler gear 131b through a sliding sleeve. The clutches 140, 141, 142, 143, 144 may include an element for speed synchronization.

When starting from the first gear, the idler gear 121a is not twistedly connected to the counter shaft 104 via the clutch 143, and at the same time the clutch 144 is opened and the first clutch disc of the clutch unit 110 is opened. The drive shaft 101 is connected to the first input shaft 102 through 112. In the case of switching the upper gear to the second gear, the idler gear 131b is not twistedly connected to the drive shaft 106 through the clutch 141, and at the same time, the clutch 142 is opened, and the first clutch is opened from the clutch housing 11. As the disk 112 is released, the drive shaft 101 is separated from the first input shaft 102, and the drive shaft 101 is connected to the second input shaft 103 through the second clutch 113. Also, at every additional upper or lower gear shift, the torque flow is switched from one countershaft to the other, at the same time always allowing the corresponding clutches to close or open.

2A shows torque flow 2150 in a first gear. The clutch 2143 connects the idler gear 2121a of the first gear to the first counter shaft 2104 without twisting, and the driving shaft 2101 is connected to the first input shaft 2102 through the clutch disk 2112. do. The torque of the drive shaft 2101 is transmitted on the drive shaft 2106-converted by the gear pairs 2120 and 2121.

Figure 2b shows torque flow 2250 in a second gear. The clutch 2241 connects the idler gear 2231b of the second gear so as not to be twisted with the first drive shaft, and the drive shaft 2201 is connected to the second input shaft 2203 through the clutch disk 2213. The torque of the drive shaft 2201 is transmitted on the drive shaft 2206 while being converted by the gear pairs 2230 and 2231.

Figure 2c shows a torque flow 2350 in the case of using an auxiliary additional device for torque conversion and / or speed conversion. The clutch 2340 has an important meaning, which connects the speed change gear 2320a with the idler gear 2331b and the second input shaft 2303 with the first countershaft 2305 through a sliding sleeve. Thus, for example, on the first countershaft 2304 of the first gear, not only the gear ratio of the gear formed by the gear pair 2321 when the clutch 2343 is closed, but also the second of the second gear, for example. On the countershaft 2305, the gear ratios of the gears formed by the gear pair 2331 when the clutch 2341 is closed can be used in combination, whereby an overall gear ratio higher than the overall gear ratio of the first gear can be achieved. It becomes possible. The load on the clutch unit is reduced corresponding to the gear ratio which is raised with respect to the first gear.

3A shows an embodiment of an auxiliary attachment for torque change and / or speed change as a clutch 3150 operable with a constant slip. As described for the case of the figures presented above, although in this figure the distribution of the speed change gear and idler gears of the gear pairs 3131, 3132, 3133 with respect to the countershaft and drive shaft, etc. may be of different types, the counter Switching and starting between the gears is effected by switching the torque flow between the shafts 3104 and 3105. Critical single staged stages, for example starting, including loads and / or stages on or on slopes or creeping stages, or vehicle speeds with the clutch unit closed and driven In a state comparable to the above step, in which the motor rotational speed is below the speed where the minimum is possible, or in which the defined torque should be provided to the existing vehicle, the drive shaft 301 moves the second clutch disc 3113. It is connected to the second input shaft 3103 through. The torque flow is transmitted onto the drive shaft 3106 through the gear pair 3130, the second counter shaft 3105, the clutch 3150, the gear pair 3152, and the like. Due to the constant slip on the clutch 3150, the clutch unit 3110 is reduced in load. If higher torque is required at the time of driving, further adjustment is made through the first clutch disk 3112, the first input shaft 3102, the gear pair 3120, the first counter shaft 3104 and the gear pair 3121, and the like. Possible torques can be derived. If the torque is too large at the time of driving, the torque can be reduced by releasing the second clutch disc 3113.

In Fig. 3b, an auxiliary attachment for torque change and / or speed change is shown as a clutch 3250 operable with adjustable slip. An advantage in this case is that the torque required at the drive shaft 3206 can be accurately adjusted at the clutch 3250. The torque flow is transmitted from the drive shaft 3201 to the second input shaft 3203 through the second clutch disk of the clutch unit 3210. The drive shaft 3206 is driven through the gear pair 3130, the second counter shaft 3205, the clutch 3250, and the gear pair 3152. The clutch unit 3210 on the input side can be completely reduced in load in this embodiment.

The clutches 3150 and 3250 as auxiliary attachments for torque and / or speed change, described in FIGS. 3A and 3B, are formed as wet clutches in this embodiment and may preferably be arranged together in the transmission housing. have.

Fig. 4 is a skeleton diagram of a double clutch transmission in which the auxiliary addition device for torque conversion and / or speed conversion is realized on the counter shaft of even gears, such as second gear, fourth gear and optionally six gear, as the auxiliary gear stage.

While transmitted from the drive motor through the input shaft 401, the drive torque is transmitted on the countershaft 404 and / or 405 via the clutch disc 413 and / or 414. On the countershaft 404 the toothed gear of the secondary gear stage 420 and the toothed gear of the second gear 423 and the fourth gear of the second gear stage 423 having a higher gear ratio than the first gear, which may be referred to as a so-called crawler gear. The toothed gears of 425 are aligned. The counter shaft 405 supports a toothed gear of the first gear 421, a toothed gear of the third gear 424, a toothed gear of the fifth gear 426, and the like. Driving is via the output shaft 406.

This alignment is a transition that, in accordance with the principle of the double clutch transmission, provides a flexible yet little or no blocking of tractive power between the gears aligned on the countershaft 404 and on the countershaft 405. Makes it possible.

Preferably, using the described embodiments, it becomes possible to start the operation, in particular the demand for elevated or reduced drive torque, as well as the (thermal) load of the clutch unit aligned on the input side.

The idea according to the invention is not limited only to the embodiments presented above, but also on another transmission structure, in particular on the first and / or even on a structure where, for example, the drive of the countershaft is possible in any combination using a clutch disc. The drive of the second countershaft is transferable using the first and / or second clutch disc.

5A and 5B are flow charts for gear selection. As can be seen at block 5105, during the starting process, the vehicle is checked whether the winter operation is being started, through a particular mode for winter operation, especially when starting, which requires a lower driving torque. (Block 5106). If it is not disclosed, the crawler gear 420 is put on the countershaft 404 and the first gear 421 is put on the countershaft 405 (block 5107). This point corresponds to normal operation (block 5108). Otherwise, the second gear 423 is put on the counter shaft 404 and the first gear 421 is put on the counter shaft 405 (block 5109).

The countershaft 404 or 405 is connected to the input shaft 401 via the clutch disk 414 or 415 according to the clutch temperature as a signal representing the (thermal) load of the clutch unit aligned on the input side (block 5110, thereby driving to crawler gear 420 (block 5111) or first gear 421 (block 5112). If started with the crawler gear 420, the wheel spin is for example by comparing the rotational speeds of the driven and undriven wheels and / or the corresponding one or more of the wheel rotational speeds. If determined by the degree (block 5117), it is shifted to the first gear 421 (block 5112). Similarly, in wheel spin (block 5115), when starting with first gear 421 (block 5112), it may be switched to second gear 423 accordingly. If the first gear 421 is being started and, for example, when the hill climb starting due to the required driving torque is large, it is switched to the crawler gear 420.

If driven with crawler gear 420 (block 5111), then operation is performed until the turning point for the first gear is reached (block 5116), and then the gear is shifted to the first gear stage (block 5118).

The transition from FIG. 5A to FIG. 5B is made from block 5101 to block 5201, from block 5102 to block 5202 and from block 5103 to block 5203, which are considered as combinations.

In first gear operation (block 5205), it is checked whether there is a so-called continuous creeping state (block 5206). If present, a switch to crawler gear is made (block 5209). Then see block 5207, which includes the subsequent wheel spin test. If a wheel spin is detected, it is switched back to the first gear (block 5212), otherwise the first gear is newly selected (block 5208) when the switch point is reached. If no continuous creeping state is identified at block 5206, then a wheel spin check is made (block 5210). If a spin is recognized, it is immediately switched to the second gear (block 5213), otherwise it is switched to the second gear only when the turning point is reached (block 5211). Another travel of the second gear (block 5214) can be made accordingly.

Fig. 6 is a skeletal diagram of a double clutch transmission including an auxiliary attachment for torque and / or speed conversion, realized by a combination of one auxiliary gear stage present.

The drive torque may be transmitted on the two input shafts 602 and / or 603 via either one of the two clutch discs 612 and / or 613 of the input side clutch unit 610, which is here formed as a double clutch. . On both shafts 602 and 603 the toothed gears forming the gear stage together with the other toothed gears are aligned. The gear stages are separated into two groups (A) and (B) assigned according to each clutch disk 602 to 603. In the present embodiment, the gear stage indicated by one (1) is a gear stage having a maximum gear ratio corresponding to the first gear, and the gear stage tooth (2) has a second maximum gear ratio corresponding to the second gear. It is a gear stage and correspondingly formed in further gears. The gear stage that is switched in the rotational direction, such as the reverse gear, is indicated by (R). Rotational direction change is achieved using, for example, one auxiliary toothed gear 630.

The gear stages 1 to 5 form a series of orders in terms of their gear ratios and at the same time the gear stages are arranged such that successive gear stages can always be assigned to different clutch disks 612 to 613. In this embodiment the first, third and fifth gears form a group (B), and are assigned to the clutch disc 612, and the second, fourth and R gears form a group (A), Assigned to the clutch disk 613.

The clutch disks 612 and 613 of the clutch unit 610 on the input side enable continuous switching of torque flow from the gear stage group 1 to another group B. FIG.

Load reduction of the clutch unit on the input side is made possible by the clutch 620, and the two input shafts 602 and 603 can be connected through the shaft 604 using the clutch. If the torque flow is through the clutch disc 612, the first, third and fifth gears are not activated, the clutch 620 is closed and the second or fourth gear is engaged, The gear ratio of the gear stage 625 formed by 625a and 625b and the gear ratio of the second to fourth gears, etc. are continuously connected and used in a series of switching states, thereby increasing the gear ratio of the gear stages, In fact, higher gear ratios are achieved than in first gear.

In all the described embodiments in which a particularly high gear ratio is provided in one crawler gear as always realized, in the first gear the embodiment with the crawler gear should not require high starting power, The gears can be switched at a slower speed than the first gear in a transmission without crawler gears.

7 is a flow chart 700 for a starting mode. At start-up or when the vehicle speed is below a certain absolute value (see block 710), the block (703) corresponds to an adjusted gear stage, such as an adjusted forward or reverse gear stage and in some cases based on other criteria. ), 704, 705, 706, 707 and the like are selected starting modes.

In the case of the desired forward driving, a first starting mode (see block 703) or a first additional starting mode (see block 704) may be selected. One gear and the first gear are put at the same time as the crawler gear always realized in the first starting mode. This starting mode is very preferred, for example, when the input side clutch unit is to be reduced in load, and / or when an elevated starting torque is required, in particular when starting on inclined surfaces and / or under load. In the first additional starting mode, the first gear and the second gear are simultaneously inserted. This starting mode is selected when a slightly higher starting torque is required and / or when the input side clutch unit should not be loaded very strongly.

In the case of the desired reverse travel, the second, third or fourth additional starting mode can be selected. In the second additional starting mode (see block 705), the crawler gear and the reverse gear are put simultaneously, in the third additional starting mode (see block 706), the first gear and the reverse gear are inserted simultaneously, and the fourth additional starting mode. In block 707, the 2nd gear and the reverse gear are entrained simultaneously. Switching from the second additional starting mode where the very high starting torque is used to the third additional starting mode, for example if activated winter mode, free swinging, and fast transitions between the forward and reverse driving or wheels This embodiment is highly desirable if a condition requiring reduced starting torque is sensed, such as spin of, or if a higher load on the input side clutch unit can be tolerated. Similarly, a transition from the third additional starting mode to the fourth additional starting mode may be made based on the equally described criteria.

Also preferably a plurality of reverse gears which are converted differently in the transmission may be provided. In such a case, it is preferable to combine the reverse gear with the lower gear ratio with the forward gear with the lower gear ratio, that is to say put at the same time. All of the equally specified starting modes incorporate the advantage of switching which rarely blocks or completely blocks the driving force between the two gear stages that are inserted simultaneously using the input clutch unit. It is particularly desirable for starting modes in which the reverse gear is inserted. The reverse gear is inserted only until the clear travel distance has been shifted in the forward direction and / or until the clear vehicle speed has been achieved in the forward direction (see blocks 708, 709, 710). Thus, for example, at the time of assignment, also with respect to the gear stage inserted, fast driving direction changeover is possible only with the use of the input side clutch unit, without switching.

As applied to all starting modes, when the present invention has to be applied, for example in the case of a double clutch transmission, two gears inserted simultaneously are assigned to different clutch discs, thereby connecting one clutch disc and the other By releasing the clutch disc a continuous change of torque flow between the two gears is achieved. When the forward gear is inserted and the reverse gear is inserted, the driving direction is changed.

All described functions relating to the simultaneous engagement of gear steps assigned to different clutches and the operation of the input side clutch unit for power shift operation in the transmitted shifts, ie in particular torque shift and / or speed Control strategies that do not require any auxiliary attachments for conversion are clearly also applicable on transmissions which do not include auxiliary attachments for torque conversion and / or speed conversion, such as crawler gears.

In particular, an application of the invention is particularly preferred when, in one transmission, the load reducing clutch is a dry friction clutch.

According to a further idea according to the invention it is proposed that one electrical machine is provided in connection with the transmission presented in this embodiment. The rotor of the electric machine is connected with an optionally rotatable flywheel, which is separable for the flywheel effect, for example using at least one clutch, for example a drive unit such as an internal combustion engine and a drive unit such as a transmission. Or the rotor forms the flywheel, thereby enabling hybrid driving (hybrid driving) using the alignment.

The transmission according to the invention is, for example, the application of the rotor as a starter unit for an internal combustion engine, a current generator, a partial motor, an entire motor, etc. and as a flywheel in the process of delaying the vehicle when the internal combustion engine is decoupling (heat recovery). Under the present circumstances, electric equipment is widely available as a unit for converting critical energy into electric energy or critical rotational energy.

Moreover, this invention relates to the application documents DE198 59 458 A1, DE 199 45 474 A1, etc. which the content clearly belongs to the disclosure content of this application. In general terms, no automatic operation is specified in the present application such as an input clutch unit, a clutch and an auxiliary attachment for torque change and / or speed change.

The claims filed with the application are specification proposals that do not include a preliminary determination of the purpose of subsequent patent protection. Applicant continues to claim so far only a combination of features apparent in the specification and / or drawings.

Re-relations that apply in the dependent claims indicate another formation of the subject matter of the main claim by the features of each dependent claim; Such re-relation shall not be regarded as a waiver of the objective of the protection of an independent subject to the combination of features of the subclaims having a re-relation.

Since the subject matter of the dependent claims can form their own and independent inventions on the date of priority determination in view of the prior art, the applicant reserves the object of the independent claims or of the divisional specification. The subject matter may also comprise independent inventions, including formations which do not conform to the subject matter of the preceding dependent claims.

The examples should not be regarded as a limitation of the invention. Rather, numerous modifications and variations are possible in the context of the preceding specification. In other words, in particular, such modifications, components and combinations and / or materials are described in the general specification and examples and in the claims and in the drawings, for example, as far as production methods, inspection methods and processing methods are concerned. It can be extracted and used by experts in the sense of solving the present purpose by combining or modifying each of the related features, elements, or processing steps, etc. Induced.

Claims (37)

In a transmission comprising one output shaft, two input shafts, etc., a driveable gear train, including parallel gear steps, is formed with the shafts, and the gear train is also provided on the transmission input side. Can be connected to one drive shaft using a clutch disk of a clutch unit comprising two clutch disks, which are aligned and can be automated and operated using one first actuating device, and at the same time In a transmission in which a plurality of gear stages in a row are assigned to different clutch disks, In addition a transmission is provided for reducing torque of the input clutch unit with one auxiliary attachment for torque conversion and / or speed conversion. A transmission as claimed in claim 1, wherein the additional torque and / or speed changes are fixed and / or fluid. Transmission according to claim 1 and / or 2, characterized in that an existing actuating device is used to actuate the auxiliary attachment for torque and / or speed conversion. Transmission according to claim 1 and / or 2, characterized in that auxiliary gear pairs are provided for formally fixed torque and / or speed changes. The transmission according to claim 4, wherein the auxiliary gear pair includes a higher gear ratio than the gear pair of the first gear. 6. Transmission according to claim 5, characterized in that the gear ratio of the auxiliary gear pair is about 5-60%, in particular 20-25% higher than the gear ratio of the first gear. Transmission according to claim 1 and / or 2, characterized in that the gear stages are used in combination for the form-fixed torque conversion and / or speed conversion. 8. Transmission according to claim 7, characterized in that the gear stages used in combination are existing gear stages in the transmission. 10. Transmission according to claim 7 and / or 8, characterized in that the at least two gear stages are combined with each other in such a way that the total gear ratio is made larger than the total gear ratio of the first gear. 10. Transmission according to any one of claims 7 to 9, characterized in that at least one further clutch is used for the combination of gear stages, with gear stages switched using a clutch. The transmission according to claim 10, wherein at least one auxiliary clutch interconnects for load transfer the axes on which the toothed gears of the gear stages used in combination are aligned. Transmission according to claim 1 and / or 2, characterized in that an auxiliary clutch operable under slip is provided for fluid torque change and / or speed change. 13. The transmission of claim 12 wherein the clutch is a wet clutch. 13. The transmission of claim 12 wherein the clutch delivers a limited constant torque. 15. The method according to claim 14, characterized in that additional torque can be induced, excess torque can be reduced, or input speed can be increased or decreased in some cases by opening or closing the clutch unit aligned on the input side. Transmission. 13. The transmission of claim 12 wherein the clutch transmits adjustable torque. 12. Transmission according to one of the preceding claims, characterized in that the auxiliary gear stage or the gear stages used in combination and the gear stage to be switched without completely interrupting the driving force are assigned to different clutch discs. . In a transmission comprising an output shaft, two input shafts, etc., two driveable gear trains are formed using the axes, including parallel gear stages, and the gear train is always aligned on the transmission input side, 1 The clutch unit of the clutch unit, which includes two clutch disks that can be operated and operated automatically using the operating device, can be connected to one drive shaft, and at the same time, the gear stages to be switched are not completely interrupted and the gear stages to be switched are Transmission assigned. 18. The transmission according to claim 17, wherein the auxiliary gear stage or gear stages used in combination and the first gear and the like are assigned to different clutch disks. 20. Transmission according to claim 19, characterized in that the auxiliary gear stage or gear stages used in combination, the second gear, the reverse gear and optionally another gear stage are assigned to its clutch disc. 19. Transmission according to claim 17 or 18, characterized in that the first gear (1) and the second gear (2) are assigned to different clutch disks. 22. Transmission according to claim 21, characterized in that the auxiliary gear stage or gear stages used in combination, the first gear, the reverse gear and optionally other gear stages are assigned to its own clutch disc. 18. The transmission according to claim 17, wherein the auxiliary gear stage or the gear stages used in combination with the reverse gear and the like are assigned to different clutch disks. 19. Transmission according to claim 17 or 18, characterized in that the first gear (1) and the reverse gear (R) are assigned to different clutch discs. 19. Transmission according to claim 17 or 18, characterized in that the second gear and the reverse gear (R) are assigned to different clutch discs. 19. Transmission according to claim 17 or 18, characterized in that the reverse gear is assigned to all gear trains. 27. The drive gear according to any one of claims 19 to 26, wherein the drive is made by the first clutch disk or the second clutch disk of the input side clutch unit, and at the same time the first gear 1 and the second gear 2 at the time of starting. ) Or a reverse gear (R) or the like. 21. The method according to claim 19 or 20, wherein at the start or when the vehicle speed is equal to or less than a constant absolute value, the auxiliary gear stage and the first gear, etc. used in combination in the first starting mode are simultaneously inserted. And thereby successive switching between the gear stages is possible. 23. A gear according to claim 21 or 22, wherein at the start or when the vehicle speed is below a certain absolute value, the first gear and the second gear are simultaneously entrained in one first additional starting mode, whereby A method for driving a transmission, characterized in that continuous switching is possible. 24. The auxiliary gear stage and the reverse gear are simultaneously placed in one second additional starting mode when starting or when the vehicle speed is below a certain absolute value, thereby enabling continuous switching between the gear stages. A method for driving a transmission, characterized in that. 25. The method of claim 24, wherein the first gear and the reverse gear are entrained in one third additional starting mode when starting or when the vehicle speed is below a certain absolute value, thereby enabling continuous switching between the gear stages. Characterized in that the method for driving a transmission. 26. The method of claim 25, wherein the second gear and the reverse gear are entrained in one fourth additional starting mode when starting or when the vehicle speed is below a certain absolute value, thereby enabling continuous switching between the gear stages. Characterized in that the method for driving a transmission. 33. The switching and / or winter mode and / or drive according to any one of claims 30 to 32, wherein the driving direction is successively shortened several times in succession in the second to third additional starting modes. When a spin or the like of the wheels detected is detected, the third additional starting mode is automatically selectable from the second additional starting mode or the fourth additional starting mode from the third additional starting mode. 34. A method according to any one of claims 30 to 33, characterized in that the reverse gear can be released if the constant distance has been moved during forward driving and / or if the constant speed is exceeded. . 31. The method according to any one of claims 28 and / or 30, wherein at start-up, elevated drive torque is required, and / or in particular the thermal load of the input side clutch unit needs to be reduced and And / or if a crawling operation is required, the auxiliary gear stage is used. 33. The method of any one of claims 29 and / or 32 or more, wherein, at start-up, reduced drive torque may be required and / or larger, in particular passion loads of the input side clutch unit may be tolerated. When the gear stage with the second maximum gear ratio is used. 33. A method according to any one of claims 28 to 32, characterized in that the reverse gear is optionally carried out in an auxiliary gear stage.