WO2002057661A1 - Chaine cinematique d'un vehicule et procede de commande d'une chaine cinematique - Google Patents

Chaine cinematique d'un vehicule et procede de commande d'une chaine cinematique Download PDF

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Publication number
WO2002057661A1
WO2002057661A1 PCT/EP2002/000253 EP0200253W WO02057661A1 WO 2002057661 A1 WO2002057661 A1 WO 2002057661A1 EP 0200253 W EP0200253 W EP 0200253W WO 02057661 A1 WO02057661 A1 WO 02057661A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
drive train
transmission
switching
power
Prior art date
Application number
PCT/EP2002/000253
Other languages
German (de)
English (en)
Inventor
Detlef Baasch
Ralf Dreibholz
Gerhard Gumpoltsberger
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
Priority to EP02706700A priority Critical patent/EP1352188A1/fr
Publication of WO2002057661A1 publication Critical patent/WO2002057661A1/fr

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
    • 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
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/46—Uncoupling of current gear
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/50—Coupling of new gear
    • 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
    • F16H61/682—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 with interruption of drive

Definitions

  • the invention relates to a drive train
  • ⁇ the gear change transmissions from a driver causes and executed.
  • Relief for the driver of this activity in gearboxes depends on the degree of automation.
  • a transmission control causes a change in the transmission ratio without the instruction of a driver, depending on a current operating state.
  • a switching device represents an important interface between the driver and the vehicle, and its mode of operation significantly influences the feeling of comfort and the quality of the switching. Which elements ⁇ a switching device is constructed, depends essentially on whether a shift or gear change is carried out with or without tensile force interruption.
  • circuits are shifted from a translation of a current or old gear to a desired one
  • double clutch transmissions are used in practice in a drive train, which have two separately manipulable clutches on one transmission input side.
  • One of the clutches is provided to activate the odd gears, and the other clutch is used to shift the even gears. Since the shift elements of the immediately adjacent gears are always on the strand of the opened clutch, they can be actuated easily because they are not under load. The actual gear shift takes place while maintaining the tractive force only when the new gear is changed the main clutches is brought into the positive connection as a so-called overlap circuit.
  • the object of the present invention is therefore to provide an inexpensive drive train of a vehicle and a method for controlling a drive train, with which in particular a train upshift can be carried out in a simple manner with high shifting comfort without interruption of the tractive force.
  • this object is achieved with a drive train of a vehicle according to the features of patent claim 1 and with a method for controlling a drive train according to the features of claim 11.
  • the exchange of impulses between the rotating masses of the old gear of the drive train and the rotary masses of the drive train of the new gear advantageously takes place via a simultaneous spontaneous connection and disconnection of form-fitting operative connections between two switching devices and two gear pairings of the transmission assigned to these switching devices without prior synchronization , so that a drive torque originating from the drive unit or at least a part of it is not lost as power loss or thermal energy due to grinding processes of possible synchronizations.
  • the positive-locking shifting devices and the power-separating shifting element are controlled in such a way that a tensile force at the output is at least approximately constant when a gear upshift is changed.
  • This is advantageously achieved in that the power-shifting switching element is acted upon with a control pressure when changing gears in such a way that it transmits the moment passed without or with little slip and a positive connection between an old gear and a spontaneous connection of an active connection with a new one Ganges is solved.
  • FIG. 1 shows a schematic representation of a drive train with a gear diagram of a transmission arranged in the drive train, a power-separating switching element being arranged on the output side and
  • Fig. 2 is a schematic representation of a drive train, wherein a power-isolating switching element is arranged on a drive side of a transmission.
  • the gear 3 has a plurality of gear pairs 6A, 6B, 6C, 6D, 6E and corresponding switching devices 7A, 7B, 7C for setting different gear ratios in the gear.
  • the shifting devices 7A to 7C and the friction clutch 5 are designed and controllable in such a way that a train upshift when changing from an old gear to a new gear via a simultaneous spontaneous engagement and disengagement of form-fitting operative connections between two shifting devices 7B, 7C and two of these Switching devices 7B, 7C associated gear pairs 6E, 6C can be carried out in the drive train 1 without interrupting the tractive force.
  • the friction clutch 5 arranged on the transmission output side begins to slip due to the acceleration of the transmission output shaft 17 when a torque value preset when the shift is initiated. Due to the arrangement of the friction clutch 5 on the transmission output side, vibrations or impulses generated by the circuit do not reach the vehicle, since these are limited by the sliding friction clutch 5.
  • the torque value preset when the shift is initiated is regulated within a torque range which is to be transmitted by the friction clutch 5 before and after the shift.
  • the switching devices 7A to 7C are each provided with a clutch sleeve 9A, 9B, 9C and clutch disks 10A, 10B, 11A, 11B, 12A arranged between two idler gears of the gear pairs 6A, 6B, 6C, 6D, 6E and the clutch sleeves 9A, 9B, 9C , 12B.
  • a clutch sleeve 9A, 9B, 9C and clutch disks 10A, 10B, 11A, 11B, 12A arranged between two idler gears of the gear pairs 6A, 6B, 6C, 6D, 6E and the clutch sleeves 9A, 9B, 9C , 12B.
  • the operative connection between the clutch disc 11A and the gear pair 6B is formed via a tooth profile, which represents part of a controllable freewheel and can only transmit drive torques or tensile torques starting from the drive unit 2 in the direction of the output 4.
  • the operative connection between the switching device 7A and the gear pair 6A via the clutch disc 10B of the switching device 7A is identical in construction to the operative connection between the switching device 7B and the gear pair 6B.
  • the shift sleeve 9B If the shift sleeve 9B, starting from the ithanrie ⁇ surrounded second axial position in the direction of the gear pair 6B in a third axial position of the Heidelbergmuf- 9B shifted, the shift sleeve 9B engages with a tooth profile in a corresponding further tooth profile of the gear pair 6B, the operative connection between the shift sleeve 9B and the gear pair 6B being designed such that it can transmit applied thrust moments in the drive train 1.
  • the shift sleeve 9B is moved from its third axial position in the direction of the gear pair 6C back to its second axial Position shifted, with which the operative connection between the shift sleeve 9B and the gear pair 6B is released and only tensile moments can be carried out via the switching device 7A.
  • the switching sleeve 9A of the switching device 7A is moved in the direction of a connecting element 18 from its first axial position, ie its neutral position, to its second axial position.
  • the clutch disc 10A assigned to the connecting element 18 is brought into engagement with the connecting element 18 and spontaneously or abruptly an interlocking operative connection is established between these two components, which causes a reversal of the torque on the switching device 7B due to the abrupt increase in speed of the transmission output shaft 17 and on the Wegeinrich ⁇ tung 7B, a pushing torque is present.
  • the clutch disc 11A of the switching device 7B is simultaneously accelerated via the deflecting flank of the tooth profile of the idler gear 14 in the direction of the gear pair 6C or the shift sleeve 9 and is brought out of engagement with the gear pair 6B.
  • the sliding sleeve 9A of the switching device 7A is shifted from its second axial position into its third axial position. with which a tooth profile of the sliding sleeve 9A of the switching device 7A is brought into engagement with a corresponding tooth profile of the connecting part 18.
  • the positive connection between the sliding sleeve 9A of the switching device 7A and the connecting part 18 is designed such that it can transmit both tensile and thrust moments.
  • Each of the switching devices 7A to 7C is in each case two non-successive gear stages between two
  • Gear pairs 6B, 6C and 6D, 6E assigned and arranged between the gear pair 6A and the connecting part 18.
  • the arrangement of the gear pairings 6A to 6E or the arrangement of the rotary masses of the transmission 3 is for the most part in operative connection with the friction clutch 5 in such a way that the rotary masses are only subjected to a small pulse when changing gear.
  • an actuating device is provided for actuating the controllable switching devices 7A to 7C, by means of which the switching sleeves 9 can be brought into the corresponding axial positions.
  • This actuating device can be designed in a conventional manner with an electric motor and a plurality of coupling elements in order to convert a rotary movement of the electric motor into a translatory movement of the shift sleeve 9A to 9C.
  • FIG. 2 shows a drive train 1, the friction clutch 5 being arranged on the transmission input side here.
  • the same or equivalent parts are identified here by the same reference numerals as in the description with reference to the exemplary embodiment according to FIG. 1, reference being made to the description according to FIG. 1 regarding the mode of operation of the switching devices 7A to 7C.
  • the rotary masses of the transmission 2 are operatively connected to the friction clutch 5 in such a way that when a gear change or a spontaneous engagement of a new transmission ratio, only one transmission input shaft 19 and the switching devices arranged thereon receive a pulse - be struck and accelerated in their rotary motion.
  • the much larger part of the rotary masses of the transmission 3 is connected to the output 4, which initially does not experience any change in speed during the shift.

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

Abstract

L'invention concerne la chaîne cinématique (1) d'un véhicule et un procédé pour commander une chaîne cinématique (1) au moyen d'une unité d'entraînement (2), d'une boîte (3) et d'une portance (4). La boîte (3) comporte un élément de commutation (5) séparateur de puissance, agissant comme élément de démarrage, des engrenages (6A à 6E) et des dispositifs de commutation (7A, 7B, 7C) correspondants pour le réglage de divers rapports dans la boîte (3). Les dispositifs de commutation (7A, 7B, 7C) et l'élément de commutation (5) séparateur de puissance sont conçus et commandés, de sorte qu'une montée de vitesse en traction lors du passage d'une vitesse à une autre est réalisée par l'enclenchement spontané du nouveau rapport, l'ancien rapport se libérant simultanément de liaisons actives par liaison de force entre un dispositif de commutation (7A, 7B, 7C) et un engrenage (6A à 6E) correspondant à ce dispositif, sans que la force de traction dans la chaîne cinématique (1) ne soit interrompue, un régime différentiel étant engagé sur la liaison active par liaison de force du nouveau rapport.
PCT/EP2002/000253 2001-01-17 2002-01-14 Chaine cinematique d'un vehicule et procede de commande d'une chaine cinematique WO2002057661A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP02706700A EP1352188A1 (fr) 2001-01-17 2002-01-14 Chaine cinematique d'un vehicule et procede de commande d'une chaine cinematique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10101862.2 2001-01-17
DE2001101862 DE10101862A1 (de) 2001-01-17 2001-01-17 Antriebsstrang eines Fahrzeugs und Verfahren zur Steuerung eines Antriebsstranges

Publications (1)

Publication Number Publication Date
WO2002057661A1 true WO2002057661A1 (fr) 2002-07-25

Family

ID=7670793

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2002/000253 WO2002057661A1 (fr) 2001-01-17 2002-01-14 Chaine cinematique d'un vehicule et procede de commande d'une chaine cinematique

Country Status (3)

Country Link
EP (1) EP1352188A1 (fr)
DE (1) DE10101862A1 (fr)
WO (1) WO2002057661A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2888299B1 (fr) * 2005-07-08 2007-10-12 Peugeot Citroen Automobiles Sa Boite de vitesses

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2079678A (en) * 1934-05-04 1937-05-11 Chilton Roland Transmission
US2742986A (en) * 1948-11-19 1956-04-24 Friedrich K H Nallinger Device for the gearshift control of change speed gears
US3386302A (en) * 1966-05-02 1968-06-04 Ford Motor Co Multiple speed ratio, synchronized torque transmission mechanism
GB1310515A (en) * 1969-07-07 1973-03-21 Cav Ltd Transmission systems
FR2785351A1 (fr) * 1998-11-03 2000-05-05 Daimler Chrysler Ag Boite de vitesses a engrenage a plusieurs voies, a plusieurs vitesses

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19735759B4 (de) * 1997-08-18 2012-06-14 Audi Ag Vorrichtung und Verfahren zum Steuern einer automatischen Antriebsvorrichtung
DE19908602A1 (de) * 1999-02-27 2000-09-14 Getrag Getriebe Zahnrad Automatisierter Antriebsstrang für ein Kraftfahrzeug und Verfahren zum Steuern eines Antriebsstranges

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2079678A (en) * 1934-05-04 1937-05-11 Chilton Roland Transmission
US2742986A (en) * 1948-11-19 1956-04-24 Friedrich K H Nallinger Device for the gearshift control of change speed gears
US3386302A (en) * 1966-05-02 1968-06-04 Ford Motor Co Multiple speed ratio, synchronized torque transmission mechanism
GB1310515A (en) * 1969-07-07 1973-03-21 Cav Ltd Transmission systems
FR2785351A1 (fr) * 1998-11-03 2000-05-05 Daimler Chrysler Ag Boite de vitesses a engrenage a plusieurs voies, a plusieurs vitesses

Also Published As

Publication number Publication date
DE10101862A1 (de) 2002-07-18
EP1352188A1 (fr) 2003-10-15

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