WO2004048167A1

WO2004048167A1 - Starter unit and transmission unit

Info

Publication number: WO2004048167A1
Application number: PCT/EP2003/012998
Authority: WO
Inventors: Werner Adams
Original assignee: Voith Turbo Gmbh & Co. Kg
Priority date: 2002-11-25
Filing date: 2003-11-20
Publication date: 2004-06-10
Also published as: WO2004048821A1; EP1565677A1

Abstract

The invention relates to a starter unit (2) and to a transmission unit comprising a starter unit (2) of this type. Said starter unit comprises an input (E) and an output (A), in addition to a hydrodynamic component (33), which comprises a primary gear wheel (5) that can be coupled to the input (E) and a secondary gear wheel (6) that can be coupled to the output (A), said gear wheels together forming a toroidal working chamber (7) that can be filled with a service fluid. The hydrodynamic component (33) is devoid of a stator. The starter unit also comprises a force-fit braking device (11), allocated to the secondary gear (6). The invention is characterised by a positive-fit clutch (16), which can be synchronously shifted and is allocated to the secondary gear wheel (6) or its connection to the output (A), said clutch enabling a positive-fit connection between a housing (13) or a fixed component (34) and the secondary gear wheel (6) or its connection to the output (A) and by an actuating device (36) that is allocated to the synchronous-shift clutch (16).

Description

Start-up unit and gear unit

The invention relates to a starting unit, in particular for use in manual transmissions of vehicles, in particular automatic or automated manual transmissions, in particular with the features from

Preamble of claim 1; also a manual transmission, in particular an automated manual transmission.

Gearboxes for use in vehicles, in particular commercial vehicles, in the form of manual transmissions or automated manual transmissions are known in a large number of different designs. Common to these is that the starting process is implemented via a clutch device in the form of a friction clutch, a hydrodynamic converter or a hydrodynamic clutch. An embodiment with a hydrodynamic coupling is known from the publication DE 196 50 239 A1. With this, at least two operating states - a first operating state for power transmission in at least one switching stage and a second operating state for braking - are realized. Both functions are performed by the hydrodynamic component in the form of the hydrodynamic coupling. This comprises a primary wheel and a secondary wheel, which together form a toroidal working space. The clutch is free of a stator. The function of a hydrodynamic retarder is realized by assigning the function of the stator impeller either to the pump impeller by fixing it to a stationary transmission part and the function of the rotor impeller to the turbine wheel or vice versa. That the

In both cases, the impeller taking over the function of the rotor impeller is coupled to the transmission output shaft via the mechanical transmission part. The connection of the hydrodynamic coupling to the drive shaft or the mechanical transmission part of the transmission unit is carried out in such a way that the secondary wheel can be connected to the mechanical transmission part and the primary wheel can be connected to the transmission input shaft in order to implement the first operating state, while the second mode of operation is implemented, that is to say Braking, one of the two paddle wheels is fixed. For this purpose, means for fixing and decoupling from the drive train are assigned to the hydrodynamic coupling. Although this embodiment allows the design of a particularly compact gear unit, since there is no need for a separate component in the form of the retarder. A disadvantage, however, is that the brake device used to fix the respective paddle wheel is usually designed as a disc brake device, so that a corresponding dimensioning is required with regard to the support of the moments, which leads to an increase in the required installation space in the axial and radial directions.

A further embodiment of a gear unit, in particular a starting unit, is known from WO 02/21020 A1. The start-up unit comprises a starting element in the form of a hydrodynamic component with at least one primary impeller and one secondary impeller. The

Starting unit also includes an entrance and an exit. The starting element itself has an input and an output side. The output side of the starting element in the form of the hydrodynamic coupling is connected to the output of the starting unit. There is between the secondary wheel, i.e. the output of the starting element, and the output of the starting unit

Provided freewheel. As a directional clutch, freewheeling essentially enables the following two functional states:

1. Is the speed on the output side of the starting element, i.e. the secondary wheel, like that at the exit of the starting unit, a moment is transmitted from the secondary wheel to the exit of the starting unit.

2. If the speed of the secondary wheel, ie the output of the starting element, is lower than at the output of the starting unit, no torque is transmitted to the output via the secondary wheel. The secondary wheel is free. Furthermore, this starting unit comprises a device for optionally holding the secondary wheel, whereby the full functionality of the hydrodynamic component as a hydrodynamic retarder is simultaneously realized. A separate hydrodynamic braking device, which is used in particular when used in commercial vehicles, can then be omitted. The

Ventilation losses of the retarder are very low compared to the conventional retarder. In the simplest case, the device for holding or coupling the secondary wheel to the housing is designed as a disk-type braking device. However, the problem arises here that very high braking torques can only be supported by appropriate design of the disc brake device, which in turn requires a corresponding dimensioning, which is reflected in an increase in the required installation space, in particular in the axial and / or radial direction. in order to be able to provide the surfaces that can be positively connected to one another. Furthermore, neither solution is satisfactory

Effect as a parking brake when starting on a hill can be achieved, since very large forces must always be applied to actuate the braking device and slight fluctuations already cause the braking device to slip. Friction brake devices are also subject to increased wear.

The invention is therefore based on the object of further developing a starting unit of the type mentioned at the outset in such a way that the disadvantages mentioned are avoided. This should be characterized by a low design and manufacturing outlay, a small overall length in the axial direction and in the radial direction and an almost wear-free mode of operation. The operation of the braking device is as simple as possible to implement. Elaborate controls and / or regulations are to be avoided.

The solution according to the invention is characterized by the features of claim 1. Advantageous refinements are described in the subclaims. A starting unit with an input and an output and a hydrodynamic component arranged between them, comprising a primary wheel that can be coupled to the input and a secondary wheel that can be coupled to the output, which together form a toroidal one that can be filled with operating equipment

Form work space, includes a non-positive brake device assigned to the secondary wheel. The hydrodynamic component is free of a stator. This means that the hydrodynamic component acts as a hydrodynamic clutch and thus a speed converter in traction operation for power transmission between the input and output. the

A non-positive brake device is assigned to the secondary wheel, which fixes the secondary wheel in relation to the housing or a stationary, i.e. fixed component enables. According to the secondary wheel or its connection to the output is a synchronously switchable positive coupling for realizing a positive connection between one

Housing or a stationary component and the secondary wheel or the connection thereof provided with the output. The positive connection takes place in the circumferential direction, so that a relative movement of the secondary wheel or the element rotatably coupled thereto with respect to the housing or the stationary component in the circumferential direction is excluded or is only possible within the scope of the coupling play. An actuator is assigned to this. For setting the normal braking operation, i.e. when a driver request occurs, or at least indirectly, i.e. directly or indirectly characterizing signal for reducing the driving speed, maintaining an acceleration or generating a specific one

Braking torque, the braking device is activated to brake the secondary wheel. The braking takes place almost to a standstill, preferably to a standstill. The hydrodynamic component is filled in accordance with the desired braking torque or the required braking power or is still in the filled state. When the standstill or a very low rotational speed on the secondary wheel is reached, the synchronously switchable clutch is activated. This couples that Secondary wheel or a non-rotatably coupled element to the housing or a stationary component. The synchronously switchable clutch thus takes on the function of a braking or holding device for the secondary wheel or the element that is coupled to it in a rotationally fixed manner.

With the solution according to the invention, it is possible to design the non-positive brake device very small and compact in terms of its dimensions, for example as a simple disc brake device, since it only has to be dimensioned such that the secondary wheel can be braked to a standstill or almost to a standstill. A

The braking torque applied by means of the hydrodynamic component then working as a retarder is practically wear-free solely via the synchronously switchable positive coupling on the housing or a fixed component.

The switchable positive clutch can be connected downstream or upstream of the braking device in the direction of power transmission from the input to the output of the starting unit.

The actuating device of the synchronously switchable clutch can be designed in many forms. Mechanical, electrical, pneumatic, hydraulic or electro-mechanical, electro-pneumatic, electro-hydraulic solutions are conceivable. The specific execution depends on the boundary conditions of the application. However, solutions are preferably chosen in which with little effort, in particular with small ones

Actuators large forces can be generated and can be easily integrated into driving controls.

The synchronously switchable positive clutch comprises at least one axially displaceable positive driver elements having or carrying first clutch element, which on activation of the clutch with complementary driver elements on the housing or the stationary component and the secondary wheel is engaged and on which the actuating device is effective at least indirectly, ie directly or via further transmission elements. Means are provided for axially fixing the first coupling element, ie for fixing the position in the axial direction from the entrance to the exit. According to a particularly advantageous embodiment, these are also formed by the actuating device, so that no additional measures are necessary. This means that, for example, when using an electro-pneumatic or hydraulic actuating device, the pressure for activating the switchable clutch is used to hold the clutch element in its position. For this purpose, for example, the coupling element is designed as a piston or is coupled in a rotationally fixed manner to at least one piston, the actuating device acting on the piston. In solutions in which the actuating pressure is generated hydraulically or pneumatically, the piston is pressure-tight in the housing or the stationary component or both, which is to act upon the

Piston required pressure chambers are formed by the housing or the fixed component or both. For this purpose, the actuating device has a pressure supply system, comprising a pressure source which acts on the piston or a first piston on the end face oriented opposite to the direction of displacement in order to reach the engagement position. This

Pressure source or a further pressure source can then be used to pressurize the piston or a second piston on an end face directed towards engagement in the displacement direction. In the former case, the piston or, in the case of solutions with two pistons, a second piston is acted upon by the pressure source for deactivation on the end face opposite to the direction of displacement in order to reach the engagement position, and the change between activation and deactivation and thus the application of the different piston surfaces is made via means to selectively act upon the individual piston faces or pistons, preferably controlled by a valve device. The driving elements on the coupling element and the secondary wheel, the housing or the stationary component are viewed straight in the axial direction or, according to a particularly advantageous embodiment, are oriented obliquely, that is to say that the flanks or flank lines or surfaces characterizing the driving elements are viewed parallel to the axial direction in the first case theoretical axis of rotation of the secondary wheel or in the second case when projecting the peripheral surfaces carrying the driving elements in a plane and shifting them up to the axis of rotation at an angle to the axis of rotation. The flank lines describing the course of the individual driving elements are then in the axial direction from the entrance to the

When viewed in the circumferential direction, it is oriented counter to the direction of rotation of the secondary wheel or the drive machine coupled to the primary wheel. This solution makes it possible to automatically reset the coupling element when the actuating and holding force is interrupted or deactivated in the axial direction by the residual torque or

Excess torque of the hydraulic circuit in the toroidal work space is used when braking or starting on the mountain. This solution is characterized by a particularly low manufacturing and control expenditure, since only for activating the switchable clutch, i.e. Axial displacement for the purpose of engaging

Bring the driving elements an actuating force and a holding force are required to hold the coupling element in its position in the axial direction, while only an interruption or reduction of these forces to zero is required for deactivation.

In order to implement an intervention based on a starting position and the automatic resetting, a driving element is characterized by a very large slope. When viewed over the length in the axial direction, there is no complete wrap in the circumferential direction, preferably only a partial wrap. The size of the flank angle of the driving elements is preferably in a range from 20 ° to 45 ° inclusive. To overcome the static friction of the coupling element is between this and a return spring is arranged in the housing or the stationary component. The spring force of the return spring is greater than the sliding friction force of the coupling element. The main task of the spring device is to hold and support the coupling element in the initial state.

The form-fitting entrainment elements are arranged on them depending on the design of the coupling element, the secondary wheel and the housing as well as the stationary component and their spatial association with one another.

Accordingly, the following arrangements can be distinguished: a) Formation of the driving elements on the housing and the secondary wheel on the outer circumference, i.e. directed in the radial direction away from the axis of rotation and formation of the driving elements on the first coupling element on an inner circumference, i.e. directed towards the axis of rotation b) formation of the driving elements on the housing and the secondary wheel on an inner circumference, i.e. in the radial direction towards the axis of rotation and on the first coupling element in the area of an outer circumference, i.e. directed away from the axis of rotation c) arrangement of the driving elements on an outer circumference of the housing and an outer circumference or inner circumference of the secondary wheel as well as arrangement of the driving elements on an inner circumference on the coupling element and an inner circumference or outer circumference of a partial area of the coupling element d) arrangement of the driving elements on an inner circumference of the secondary wheel and in each case on an outer circumference of the coupling element and an outer or inner circumference of the coupling element and an inner or outer circumference of the housing.

In the former case, the first coupling element is at least partially as a sleeve with a larger inner diameter than the outer diameter of the Secondary wheel or an element rotatably connected to this in the coupling area, the driver elements are arranged on the inner circumference of the part designed as a sleeve. The complementary driving elements on the secondary wheel or the connection thereof to the output are complementary to the driving elements on the first coupling element

Outside circumference arranged. The driver elements on the stationary component or on the housing, which are complementary to the driver elements on the first coupling element, can then likewise be arranged on the outer circumference of these elements. If at least some of the driving elements are on the first coupling element or if these are generally arranged on its outer circumference, the driving elements complementary to the driving elements on the first coupling element are arranged on the secondary wheel or its connection to the outlet on the inner circumference. In analogy, this applies to the entrainment elements on the stationary side which are complementary to the entrainment elements on the first coupling element

Component or on the housing. In both cases, the driving elements on the secondary wheel and housing can be arranged in one plane. This offers the advantage of a small space requirement in the radial direction.

In these versions, there is preferably the secondary wheel and

Housing the same orientation of the driving elements in terms of direction and angle. In the embodiments mentioned in FIGS. C) and d), both an inner circumference and an outer circumference on the coupling element are used to arrange the entrainment elements. These come into operative connection with correspondingly complementary driving elements on the secondary wheel and the housing or another stationary component. The individual form-fitting connections can also be configured differently with regard to their configuration with regard to the alignment and gradient of the entrainment elements. Thus, it is conceivable in the embodiments mentioned under c) and d) that the positive connection realized between the coupling element and the secondary wheel runs via straight toothed claws or parallel to the axis of rotation Carrying elements to carry out. For this purpose, however, the external toothing, which supports the coupling element and thus the shifting claw towards the housing or a stationary element, is helically toothed. The slope of the entrainment elements or the toothing on the housing is directed to the right, so that the torque acting for support in the housing or a stationary component causes the axial force. The torque from the drive motor rotating to the right when the starting units are coupled to a drive machine then pushes the shifting claw out of engagement, while a left-turning torque from the vehicle hanging on the slope keeps the shifting claw in engagement.

The synchronously switchable clutch can be designed as a dog clutch or toothed clutch. The driving elements are then designed as claws or with involute teeth.

According to an advantageous further development of the starting unit between the

Secondary wheel and the output arranged a freewheel. The switchable clutch device can be arranged spatially before or after the freewheel in the axial direction, i.e. this is independent of this. Functionally, however, this is upstream of the freewheel. The freewheel essentially enables the following two as a directional clutch

Functional states:

1. Is the speed on the output side of the starting element, d. H. the turbine wheel is the same as that at the output of the multifunction unit, a moment is transmitted from the turbine wheel to the output of the multifunction unit.

2. If the speed of the turbine wheel, ie the output of the starting element, is lower than at the exit of the starting unit, no torque is transmitted to the output via the turbine wheel, the turbine wheel runs freely. In addition to the implementation of an almost wear-free starting and braking process, this solution has the advantage that the hydrodynamic component does not have to be emptied during the switching process and that no additional disconnect clutch is required to interrupt the power. The decoupling of the input, which usually forms the transmission input shaft, from the downstream switching stages takes place solely via the freewheel and thus ensures the function of the synchronizing device in the manual transmission.

In a further aspect of the invention, in addition to the starting element in the form of a hydrodynamic clutch, the starting unit comprises one

Bridging clutch, both of which are connected in parallel to one another, but are only in engagement during periods that are short or defined in time, the power flow between the input and the output of the starting unit being interruptible. This interruption can be achieved when using the starting unit in automated gearboxes with the starting mechanical unit downstream of the starting unit due to the switchability of the lock-up clutch with simultaneous emptying or already empty hydrodynamic coupling or when using automated gearboxes with a mechanical gearbox part or secondary or group shifting set when switching between the first two lower gear stages by emptying the hydrodynamic clutch. In such an embodiment, the output sides of the hydrodynamic clutch and the lock-up clutch are preferably coupled to one another in a rotationally fixed manner via the freewheel. The advantage of this arrangement is essentially that only two states with regard to the power transmission from the entrance of the starting unit to

Output must be differentiated, the power being transmitted either purely mechanically via the lock-up clutch or hydrodynamically via the hydrodynamic component. With the appropriate control, the advantages of hydrodynamic power transmission can be optimally used for certain driving conditions. This applies in particular to the

Starting process, which can be carried out completely without wear, with a complete bridging of the slip-prone in all other driving states hydrodynamic coupling is realized. From a certain slip condition, which is dependent on the design of the hydrodynamic clutch, the lock-up takes place by a coupling between the pump and the turbine wheel by means of a mechanical lock-up clutch. The drive power is transmitted to the output by a drive machine which can be coupled to the multifunction unit, in particular the input, with only slight losses, due to the mechanical transmission systems and the necessary auxiliary energy. Since the connection between the drive machine and the output should generally be separated for use in manual transmissions, in particular synchronized manual transmissions when changing between two gear stages, this task is assigned to the lock-up clutch.

The rotationally fixed connection between the output sides of the hydrodynamic component, in particular the hydrodynamic clutch before the freewheel and the lock-up clutch, can be detachable or non-detachable with respect to the assembly. In the former case, the connection itself can be positive and / or non-positive. In the second case, the connection can be made, for example, by material connection or by execution as an integral structural unit of the turbine wheel of the turbo coupling and output of the lockup clutch

Design as a mechanical clutch in multi-plate design in the form of the clutch output disc of the lock-up clutch. The specific choice of connection type is made according to the requirements of the application.

The lock-up clutch is designed as a mechanical friction clutch, preferably in a multi-plate design and preferably running wet.

The integration of the components hydrodynamic clutch, lock-up clutch and the freewheel is preferably carried out in a common

Housing, wherein the lock-up clutch is preferably in the operating medium of the hydrodynamic clutch with rotates. The shared housing can

1. from the housing of the hydrodynamic component, in particular the hydrodynamic coupling or the hydrodynamic converter or 2. a separate housing or

3. the housing of connection elements, for example a drive machine or the transmission, are formed.

In the latter case, it is conceivable, for example, to design the housing either solely from the drive machine that can be coupled to the starting unit or from the gear unit that can be coupled to the starting unit, or from both elements connected to the starting unit.

The start-up unit designed according to the invention is very small and thus has integration into a gear unit, especially a manual one

Manual gearbox, an automated manual gearbox or automatic gearbox, where the latter can include both gear stages and continuously variable transmissions, only little influence on the overall length. The structural unit consisting of hydrodynamic clutch, lock-up clutch and freewheel can be offered and delivered as a pre-assembled modular unit in stores. Integration in one

The connection unit is then non-positively and / or positively, for example by plugging the modular unit onto an input shaft of the connection element, in particular a gear unit, or the implementation of a shaft-hub connection between the output of the starting unit and the input of the connection unit, the input shaft of the connection unit simultaneously can form the output shaft of the starter unit when assembled.

The solution according to the invention is explained below with reference to figures. The following is shown in detail: Figure 1 illustrates in a schematic simplified representation using a

Detail of a gear unit the basic structure of a starting unit designed according to the invention; FIG. 2 illustrates a first embodiment of the switchable clutch and its design based on an embodiment of a starting unit according to FIG

control; Figure 3 illustrates a particularly advantageous embodiment of a switchable clutch with automatic reset. FIG. 4 illustrates a further embodiment of the switchable clutch based on an embodiment of a starting unit according to FIG. 1;

Figure 5a illustrate in perspective views an uneven design and 5b of a coupling element and housing part.

FIG. 1 illustrates in a schematically simplified representation, using a section of a gear unit 1, the basic structure of a starting unit 2 designed according to the invention, comprising a starting element 3. The starting element 3 is designed as a hydrodynamic component 33, in particular a hydrodynamic coupling 4. This comprises at least one primary wheel functioning as a pump wheel 5 and one secondary wheel functioning as a turbine wheel 6, which together form a toroidal working space 7 which can be filled with operating medium. The starting unit further comprises a drive or input E which can be at least indirectly coupled to a drive machine (not shown) and an output which can be coupled at least indirectly to the output in the drive system, which is also referred to as output A. The terms input and output refer to the

Direction of power transmission viewed in traction from the engine to the output. The inputs and outputs E and A are designed, for example, in the form of solid or hollow shafts, each of which can be coupled in a known manner to the corresponding connection elements of the drive machine or switching stages. Another known coupling between the input and primary wheel

5 takes place via flexplates which are torsionally rigid in the circumferential direction and flexible in the axial direction. The hydrodynamic function functions in the start-up functional state Component 33 as a hydrodynamic clutch 4. The power transmission takes place from the primary wheel 5 to the secondary wheel 6 and thus to the output A. The hydrodynamic clutch 4 as the starting element 3 also includes a drive 8 and an output 9 when viewed in the direction of power transmission Primary wheel 5 or an element rotatably coupled thereto, while the output 9 is formed by the secondary wheel 6. In addition to the functioning of the hydrodynamic component as a hydrodynamic clutch 4, it is also possible to operate it as a hydrodynamic retarder 10 by correspondingly assigning functions to the individual paddle wheels. For this purpose, the hydrodynamic component 33 is a

Associated braking device 11, which is preferably designed as a disk-type disc brake and which is coupled to the output 9 of the hydrodynamic component. The functioning of the braking device 11 is based on the adhesion. For this purpose, this comprises at least one first fixed disk 12, which is preferably arranged or mounted on the housing 13, which is only indicated schematically here and which can be made in several parts, and a second disk element 14, which is at least indirectly, i.e. can be brought into operative connection either directly or via further interposed disk elements with the stationary disk 12. The second disc element 14 is rotatably coupled to the output 9, in particular the secondary wheel 6.

The hydrodynamic component is used to implement at least two operating states - a first operating state for power transmission, which is particularly important during the starting process and describes the function of a hydrodynamic clutch 4, and a second operating state for braking. To realize the function as hydrodynamic

Retarder 10 is assigned the function of the stator vane wheel by fixing it to a stationary transmission part, in particular the housing 13 or another stationary component, to the secondary wheel 6, ie to the turbine wheel 6, which functions as a hydrodynamic clutch 4 5, which also functions as a pump wheel when functioning as a hydrodynamic clutch. The application of the braking device 11, in particular the Disc elements 12 and 14 are carried out via a piston element 15 mounted in the housing. In order to dimension the braking device 11 as small as possible, a synchronously switchable positive coupling 16 is provided according to the invention, which is assigned to the secondary wheel 6, ie when functioning as a hydrodynamic coupling 4, to the turbine wheel and couples this to the housing 13 or a stationary component 34. This thus acts as a brake 17 or fixing device for the secondary wheel 6 and comprises at least one piston 18 mounted or guided on the housing 13 or another stationary component 34 as a coupling element, which can be displaced at least in the axial direction, and has driving elements 19 Which can be brought into operative connection with complementary driving elements 20 on the secondary wheel 6 or an element that is rotationally coupled to this element and driving elements 35 on the housing 13 or a stationary component 34. This makes it possible to keep the braking device 11 in the form of a disc brake device very small in terms of its dimensions, since the support of the torque in the braking mode on the secondary wheel 6 is primarily carried out via the synchronously switchable positive coupling 16 by the braking device 11 only for lowering the speed of the secondary wheel 6 is used to almost zero or zero and the synchronously switchable clutch 16 is activated in this state, the after the intervention

Braking device 11 can be released again. The secondary wheel 6 then still functions as a stator blade wheel of a retarder 10.

The starting unit 2 further comprises a switchable clutch 21, not shown here in detail, as a lock-up clutch 22, which is arranged parallel to the hydrodynamic component 33 and is switchable parallel to the latter. This means that either the power transmission takes place solely via the hydrodynamic clutch 4 or via the lock-up clutch 22. The lock-up clutch 22 can be designed in many forms. This serves to implement the rotationally fixed coupling between primary wheel 5 and

Secondary wheel 6 bypassing the hydrodynamic power transmission through the working circuit 23 which arises in the toroidal working space 7. The lock-up clutch is preferably designed in the form of a disk clutch, in particular a multi-plate clutch. This then comprises at least one clutch input disk 24, not shown here, and a clutch output disk 25, which can be brought into operative connection with one another at least indirectly by friction, ie form friction pairings with one another either directly or via further disk-shaped intermediate elements. Furthermore, a freewheel F is provided between the secondary wheel 6 or the output 9 of the hydrodynamic clutch 4 and the output A. This makes it possible to achieve positive effects in addition to the starting process also in clutch processes when used in manual transmissions, whereby during the

Gear stage change excessive wear in the synchronizing devices in the speed downstream of the starting unit

/ Torque conversion units can be reduced or avoided and thus the comfort is maintained or improved compared to the previous solutions.

The starting unit 2 is coupled in drive trains to at least one speed / torque conversion device, preferably mechanically, and forms the transmission module 1 with corresponding switching stages. The starting unit 2 is preferably part of the transmission module 1, so that the output A with the input of further speed / Torque conversion units is coupled. In automated gearboxes, these are usually formed by mechanical transmission stages. The entire transmission comprising starting unit 1 and downstream speed / torque conversion units has input E of the starting unit as an input shaft. In order to be able to change gear in a manual transmission module, the transmission input shaft, which is formed by the input E of the starting unit 1, must be torque-free and decoupled from additional masses. Otherwise there is a risk that the synchronizing elements and / or claws of the switching elements of the speed

/ Torque conversion units, in particular those of the gear unit 2 subordinate to the starting unit, do not cope with the gear stage change can or can be significantly stressed and wear out. To perform a gear stage change, both the drive machine and the secondary wheel 6 of the hydrodynamic clutch 4 must be uncoupled from the transmission input shaft, which is formed by the input E or is coupled to it in a rotationally fixed manner. The drive machine is mechanically decoupled when the lock-up clutch 22 is open. The uncoupling of the secondary wheel 6, which acts as a turbine wheel, of the hydrodynamic clutch 4 is achieved by the freewheel F, which must run freely for this task. For this purpose, the speed nj of the secondary wheel 6 must be reduced below the speed of the output A. This is done either by lowering the speed ΠM of the prime mover, since the speed of the secondary wheel 6 is reduced by the primary wheel 5 when the hydrodynamic clutch 4 is filled, which is then present at a reduced speed of the prime mover or a correspondingly proportional one at input E of the starting element 3 Speed runs or it is a by the braking device 11

Lowering of the rotational speed nγ on the secondary wheel 6 functioning as the turbine wheel causes. If a gear stage change is carried out which characterizes an upshift, the speed at input E is reduced by a certain increment after the upshift. In this case, the speed of the secondary wheel 6 nγ must be below this connection speed, i.e. the target speed of the

Drive engine in the gear to be engaged and thus the speed applied to input E or a speed proportional to this applied to input E, so that freewheeling F runs freely and the switching process can be enabled.

FIG. 2 illustrates the basic structure of the starting unit 2 according to the invention, in particular the synchronously switchable clutch 16 with an associated actuating device 36, using a section of the gear unit 1 according to FIG. 1. The basic structure corresponds to that described in FIG. 1, which is why the same elements are used for the same elements Reference numerals are used. The synchronously switchable clutch 16 comprises a piston element 18 which carries driver elements 19. This can be done with the complementary driving elements 20 on the secondary wheel 6 or a non-rotatably coupled element, here an extended sleeve, come into operative connection. The piston 18 is mounted in the housing 13 or another stationary component, here the component 34. The piston 18 is in its depressurized state via a spring device 26

Starting position held. In this, there is no engagement of the driving elements 19 with the driving elements 20 on the secondary wheel 6, but with the driving elements 35 on the stationary component 34. To fix the secondary wheel 6 and thus assign the function of the secondary wheel 6 to the stator blade wheel of the hydrodynamic retarder 10, the piston 18 in moved axially, so that the driving elements 19 and the driving elements 20 are brought into operative connection with the positive engagement elements 34 while maintaining a positive fit and enable a positive connection in the circumferential direction. Due to the bearing of the piston in the housing 13 or another stationary or stationary component 34, the forces introduced on the stator vane wheel are supported on the housing 13 or the stationary component 34. The force required to displace the piston 18 is thereby via an actuating device 36 , comprising a pressure supply unit 27 which pressurizes the piston 18 on its end face 28 facing away from the hydrodynamic component. The pressure supply unit 27 is either integrated in the start-up unit 2 or else arranged outside of it, with a coupling to the piston 18 existing. For this purpose, the pressure supply unit 27 is connected to the pressure chamber 30, which is assigned to the piston 18, via at least one connecting line 29. The pressure chamber 30 is formed by the housing 13 or the stationary or stationary gear element. Relief can take place, for example, via a second pressure chamber 31, via which the piston is then returned to its starting position in the position shown in FIG. 2. This pressure chamber 31 can be delimited by the piston 18 and the housing 13, or another component 34 arranged in a stationary manner in the transmission can be formed. The pressure acts on the End face 32 of the piston 18 facing the hydrodynamic component with the corresponding pressure which is required to apply the force required for displacement in the axial direction.

Another possible embodiment, not shown here, is to couple each of the pressure spaces 30, 31 to the pressure source via a 3/2-way valve device.

The form-fitting entrainment elements 19, 20 and 35 are straight as viewed in the axial direction. This is exemplified using a

Detail of a view A on the secondary wheel 6 clarified. If FIG. 2 illustrates a first possibility of realizing the positive connection, FIG. 3 shows a particularly advantageous further development of an embodiment according to FIGS. 1 and 2, in which the piston 18 is automatically returned to its initial position, this being achieved solely on the basis of design measures , For this purpose, according to FIG. 3, the positive driving elements 20 arranged on the secondary wheel 6 are aligned in an oblique direction, the alignment viewed in the axial direction taking place counter to the direction of rotation of the secondary wheel 6 in traction mode as a turbine wheel. This applies analogously to the driver elements 19 arranged on the piston 18 and the driver elements 35 arranged in the housing or the stationary component 34. The driver elements 19, 20, 35 are designed as claws or preferably toothing. The individual toothings, in particular the flank line, are illustrated by a course with a large slope opposite to that of the arrow in view A.

Characterized the direction of rotation of the drive machine, i.e. that in this direction of rotation the piston 18 can be pushed back or screwed back, i.e. the intervention is canceled. The spring device 26 acts as a return spring and is dimensioned with respect to its design such that the spring force applied by it only to overcome the piston

18 due to friction and the safe positioning of the piston 18 in the starting position is sufficient. The activation device 36 is for activation provided, comprising in the case shown a pressure supply device 27 which acts on the pressure chamber 30 and thus the end face 28 of the piston 18 via at least one connecting line 29. The operating mode for braking operation is then as follows: The braking device 11 in the form of the disc brake device or multi-disc brake brings the secondary wheel 6 almost to a standstill. The piston 18 is moved into the engagement position via the pressure preparation unit 27 and, if the driving elements 19, 20 are configured appropriately, are retracted relative to one another. From this state, ie already with partial retraction, the multi-disc brake device 11 is released and the appropriate one in the event that the piston 18 has not yet been retracted

Tooth constellation set and the piston 18 pressed into the engagement end position. In this setting, i.e. when the secondary wheel 6 is connected in a fixed manner to the housing 13 or the fixed component in which the piston 18 is mounted or guided, the latter is held. Depending on the choice of the pressure supply unit 27, the piston is pressurized with the required pressure either pneumatically or hydraulically or by another energy source, but preferably a pneumatic solution is selected. The force applied to the piston 18 by means of the pressure supply unit 27 is designed such that it corresponds to the maximum axial forces to be supported by the piston 18 in braking operation.

When the pressurization via the pressure supply unit 27 is deactivated or interrupted, the residual torque which is still present in the hydrodynamic component is used to return the piston 18 to its starting position. The return spring 26 supports the piston 18 in the starting position.

The system is based on the fact that the excess torque on the hydrodynamic structural unit, in particular on the secondary wheel 6, is always used to ensure that the pressure on the piston is interrupted automatically

To enable resetting of the piston 18. However, this must be greater than the holding torque of the piston. Both depend on the interpretation of the positive entrainment elements, especially their incline. A very large slope of the entrainment elements is preferably selected.

The excess or residual torque is generated by the flow forces when the toroidal working space 7 is filled with hydraulic fluid

Torque is determined, while when the retarder is already empty and the lock-up clutch is activated, the residual torque is only passed directly from the prime mover through the rigid coupling to the secondary wheel when the speed of a vehicle is reduced. With regard to the execution of the deactivation or interruption of the print provision in the time

There are no restrictions in connection with an emptying of the hydrodynamic coupling, this can take place at the same time or with a time offset, although it must always be ensured that a residual torque is present.

In a further aspect of the invention, the synchronously switchable clutch 16 is also used as a parking brake during a holding process on the mountain when used in vehicles. If there is a larger counter torque, due to the hanging vehicle than the excess torque applied by the motor and which becomes effective on the secondary wheel, the

Pressurization of the coupling element, in particular the piston, can be dispensed with, since the counter-torque causes the piston to be automatically screwed in or pushed into the driving elements of the secondary wheel. If a start is to be made after a stopping process on the mountain, the pressure supply is deactivated or interrupted and the hydrodynamic clutch 4 is also activated

Equipment filled until the torque is greater than the holding torque for the vehicle on the mountain. The excess torque then resulting from the difference leads to a displacement of the piston 18 in the axial direction. The return spring 26 brings the piston 18 back into its starting position. Section A clarifies the design of the individual driving elements 19, 20, 35 in a schematically simplified illustration using the example of the secondary wheel 6. From this it can be seen that, in the case of training with helical teeth, a type of steep thread on the components - secondary wheel 6 or piston 18 and component 34 - he follows. Only the alignment of the flanks is shown, in particular the course of the flank line on the secondary wheel 6. The piston 18 has an internal toothing, while the secondary wheel 6 has an external toothing. However, it is also conceivable to assign the functions internal toothing and external toothing to the respective other component. This depends on the specific installation situation.

The embodiment of the driving elements shown in FIG. 3 can also be transferred to a situation according to FIG. 2.

In the embodiments shown in FIGS. 1 to 3, the synchronously switchable clutch is arranged spatially behind the freewheel F. However, there is also the possibility, with a suitable configuration of the secondary wheel, to arrange it spatially in front of the freewheel F on the secondary wheel 6. Functionally, however, this must be connected upstream of the freewheel.

A further design option for a positive brake device designed according to the invention in the form of a switchable clutch 16 is shown in FIG. The basic structure of the starting unit 2 corresponds to the explanations given in FIGS. 1 to 3. The starting element 3 is also here as a hydrodynamic clutch 4, comprising a primary wheel 5 and a

Secondary wheel 6, which together form a toroidal working space 7. Here, too, the hydrodynamic clutch 4, in particular the primary wheel 5 and the secondary wheel 6, is enclosed by a stationary housing 13 both in the axial and in the radial direction. A freewheel F is provided between the secondary wheel 6 and the output A of the starting unit 2. The synchronously switchable positive coupling 16 here comprises a coupling element 37 which carries driver elements 38 and 39, each with driver elements 40 of complementary design on the secondary wheel and 41 on the housing 13 or another stationary component can be brought into a positive connection. In the illustrated case, the coupling element 37 is designed as a sleeve 42, which has the entrainment elements 38 on its inner circumference 43, which form-fit with the on one

Outer circumference 44 arranged driving elements 40 can be brought into operative connection on the secondary wheel 6. The second positive connection for supporting the coupling element 37 on the housing 13 or a stationary component is carried out between the coupling element 37 and the housing 13 or the stationary component. For this purpose, the coupling element 37 comprises on its

Outer circumference 45 entrainment elements 39, which can be brought into operative connection with entrainment elements 41 on an inner circumference 46 on the housing 13 or a stationary component. The outer and inner circumferences are always partial areas on these components. 5a illustrates the design of the coupling element 37 in the form of a sleeve 42. The inner circumference 43 and the outer circumference 44 can be seen, both driving elements 38 and 39 carrying. To achieve the positive connection between the coupling element and the secondary wheel 6 as well as the coupling element 37 and the housing 13, the positive connections can be of the same design. In particular, it is conceivable to align the individual driving elements parallel to the axis of rotation and the axis of rotation. According to a particularly advantageous embodiment, as also shown in FIG. 5a, a combination of two form-fitting connections is chosen, one being formed by an oblique orientation, ie with an incline. In a complementary manner to this, the positive connection to the housing 13 is realized according to FIG. 5b. FIG. 5b illustrates the configuration and orientation of the driving elements 41 on the housing 13 or a stationary component. The positive connection between the coupling element 37 and the secondary wheel 6 is straight-toothed, that is, the driving elements 38 coupling element 37, in particular on the inner circumference 43 and 40 on the outer circumference 44 of the secondary wheel 6, are straight-toothed, that is to say the flank lines run parallel to the axis of rotation. additionally However, the second positive connection between the coupling element 37 and the housing 13 is carried out with oblique teeth. The coupling element 37, in particular the entrainment elements 39 arranged on its outer circumference 45, are helically toothed and designed with an incline to the right, so that that which acts on the housing for support

Torque causes the axial force. The torque introduced into the starting unit 2 when the drive motor rotates to the right pushes the shifting claw out of engagement, i.e. during normal traction operation with power transmission from input E to output A. When stationary on the mountain or in overrun mode, the torque introduced into the drive train at the output causes

Starting unit, which is opposite to that in the case of power transmission from the drive machine, the engagement of the coupling element 37 on the housing 13 or, owing to the structural coupling, also on the secondary wheel 6. In an analogous manner, the gradient would have to be aligned in a different direction if the direction of rotation of the drive machine were oriented differently. Furthermore, it is possible by analogy to interchange the assignment of oblique and straight alignment of the driving elements between the positive connections between coupling element 37 and secondary wheel 6 and coupling element 37 and housing 13. This means that the oblique orientation d. H. inclined alignment of the flank lines of the driving elements for the connection between coupling element 37 and secondary wheel 6 is possible and also a straight alignment of the driving elements, i.e. parallel arrangement of the flank lines to the axis of rotation for the connection between the housing 13 and coupling element 37 is provided.

According to a further embodiment, not shown here, it is also conceivable to design the positive connection between the coupling element 37 and the secondary wheel 6 in such a way that the driving elements on the coupling element 37 are arranged on an outer circumference or a partial area thereof and the driving elements on the secondary wheel 6 one

Inner circumference, in which case the coupling element 37 would be designed as a stepped sleeve, while the corresponding area on the secondary wheel 6 is designed as a hollow shaft. With regard to the implementation of the form-fitting connection between coupling element 37 and housing 13, it is conceivable to design this with respect to the arrangement on the outer and inner circumferences of housing and coupling element, as shown in FIG. 5a, or to choose a configuration here that is suitable for an arrangement of

Driving elements on the coupling element 37 is characterized on an inner circumference, while the configuration or arrangement of the driving elements on an outer circumference is provided on the housing. In this case, the possible ones for realizing the form-fitting connections between the housing and the coupling element as well as the coupling element and the secondary wheel

Assignments or arrangements of the driving elements on the elements to be brought into operative connection can be combined with one another as desired. This only has an effect on the design of the coupling element 37, which would then have to be formed with different diameter sections. The specific design depends on the requirements of the application and is at the discretion of the responsible specialist.

LIST OF REFERENCE NUMBERS

A transmission starting unit starting element hydrodynamic coupling primary wheel secondary toroidal working chamber drive of the hydrodynamic coupling output of the hydrodynamic coupling hydrodynamic retarder brake means fixed disk housing second disc member piston member synchronously shiftable positive clutch brake device piston driver element carrier element switchable coupling Uberbrückungskupplung working circuit clutch input disk clutch output disk spring means pressure supply unit end face connecting line pressure chamber 31 pressure chamber

32 end face

33 hydrodynamic component

34 stationary component

35 driving element

36 actuating device

37 coupling elements

38 driving elements

39 driving elements

40 driving elements

41 driving elements

42 sleeve

43 inner circumference

44 outer circumference

45 outer circumference

46 inner circumference

E entrance

A exit

F freewheel

Claims

claims

1st starting unit (2)

1.1 with an input (E) and an output (A); 1.2 with a hydrodynamic component (33), comprising a with the

The input (E) can be coupled with a primary wheel (5) and a secondary wheel (6) which can be coupled with the output (A), which together form a toroidal working space (7) which can be filled with equipment. 1.3 the hydrodynamic component (33) is free of a stator; 1.4 with a, the secondary wheel (6) assigned non-positive

Braking device (11); characterized by the following features:

1.5 with a synchronously switchable positive coupling (16) assigned to the secondary wheel (6) or its connection to the output (A) for realizing a positive connection between a housing

(13) or a stationary component (34) and the secondary wheel (6) or the connection thereof with the output (A);

1.6 with an actuating device (36) assigned to the synchronously switchable clutch (16).

2. Starting unit (2) according to claim 1, characterized in that the switchable positive coupling (16) of the braking device (11) in the power transmission direction from the input (E) to the output (A) of the starting unit (2) is connected downstream.

3. starting unit (2) according to claim 1, characterized in that the switchable positive coupling (16) of the braking device (11) in the power transmission direction from the input (E) to the output (A) of the starting unit (2) is connected upstream.

4. starting unit (2) according to one of claims 1 to 3, characterized in that the braking device (11) as a friction braking device, comprising a friction surface bearing element (12) arranged at least indirectly in a stationary manner on the housing (13) and a second friction surface bearing element (14) coupled to the secondary wheel (6) of the hydrodynamic component (33) in a rotationally fixed manner.

5. Starting unit (2) according to one of claims 1 to 4, characterized in that the actuating device (36) is designed as one of the actuating devices mentioned below: mechanically - electrically pneumatically hydraulically electro-pneumatically electro-hydraulically - by means of memory metals.

6. starting unit (2) according to one of claims 1 to 5, characterized by the following features:

6.1 the synchronously switchable clutch (16) comprises at least one axially displaceable, form-fitting entrainment element (19) which has or carries a first clutch element which, when the clutch (16) is activated, has entrainment elements (20, 35, 40, 41) on the housing (13) which are complementary thereto ) or the stationary component (34) and the secondary wheel (6) and on which the actuating device (36) is at least indirectly effective;

6.2 with means for axially fixing the first coupling element (37).

7. starting unit (2) according to claim 6, characterized in that the means for axially fixing the first coupling element from the actuating device (36) are formed.

8. starting unit (2) according to claim 6 or 7, characterized in that the coupling element is designed as a piston (18) or coupled to at least one piston.

9. starting unit (2) according to claim 8, characterized in that the piston (18) pressure medium-tight in the housing (13) or the fixed component (34) or on both, the pressure chambers required to act on the piston (18) ( 30, 31) from the housing (13) or the fixed component (34) or both.

10. Starting unit (2) according to one of claims 5 to 9, characterized in that the actuating device (36) has a pressure supply system (27), comprising a pressure source which the piston (18) or a first piston in the direction of displacement to achieve the face (28) oriented opposite the engagement position.

11. Start-up unit (2) according to claim 10, characterized in that a further pressure source acts on the piston (18) or a second piston on an end face (32) directed towards engagement in the displacement direction.

12. Starting unit (2) according to claim 11, characterized in that the further pressure source from the pressure source, the piston (18) or a first piston on the direction of displacement to achieve the

Engagement position oppositely oriented end face (28) is acted upon, formed and means are provided for selectively acting on the individual piston end faces (28, 32) or pistons.

13. starting unit (2) according to claim 12, characterized in that the

Means include 3/2-way valves.

14. Starting unit (2) according to one of claims 6 to 13, characterized in that the driving elements (19, 20, 35, 38, 39, 40, 41) in the axial direction from the entrance (E) to the exit (A) considered straight are aligned.

15. starting unit (2) according to one of claims 6 to 13, characterized by the following features:

15.1 the driver elements (19, 20, 35, 38, 39, 40, 41) are oriented obliquely in the axial direction from the entrance (E) to the exit (A); 15.2 the course of the individual entrainment elements (19, 20, 35, 38, 39, 40,

41) descriptive flank lines are oriented in the axial direction from the entrance (E) to the exit (A) in the circumferential direction against the direction of rotation of the secondary wheel (6).

16. starting unit (2) according to claim 15, characterized in that the

The arrangement and alignment of two adjacent driving elements (19, 20, 35, 38, 39, 40, 41) are characterized by a very large slope.

17. Starting unit (2) according to claim 15 or 16, characterized in that the size of the flank angle of the driving elements (19, 20, 35, 38, 39, 40, 41) is in a range from 20 ° to 45 ° inclusive.

18. Starting unit (2) according to one of claims 14 to 17, characterized in that a return spring is arranged between the first coupling element (37) and the housing (13) or the stationary component (34).

19. starting unit (2) according to claim 18, characterized in that the

Spring force of the return spring is designed at least in accordance with the magnitude of the sliding friction of the coupling element.

20. Starting unit (2) according to one of claims 6 to 19, characterized in that the first coupling element (37) is at least partially designed as a sleeve (42) and the driving elements (19, 20, 35, 38) on the inner circumference (43) of the part designed as a sleeve (42).

21. Starting unit (2) according to claim 20, characterized in that the driving elements (20, 35, 40) designed complementarily to the driving elements (19, 38) on the first coupling element (37) on

Secondary wheel (6) or the connection thereof with the output (A) on an outer circumference (44) forming sub-area are arranged.

22. Starting unit (2) according to claim 20 or 21, characterized in that the driving elements (35), which are complementary to the driving elements (19, 38) on the first coupling element (37), are attached to the stationary component (34) or to the housing (13) an outer circumference forming portion are arranged.

23. Starting unit (2) according to one of claims 1 to 22, characterized in that at least some of the driving elements (19, 39) are arranged on the first coupling element (37) on its outer circumference (45).

24. The starting unit (2) according to claim 23, characterized in that the driving elements (20), which are complementary to the driving elements (19) on the first coupling element (37), are arranged on the secondary wheel (6) or its connection to the outlet on its inner circumference.

25. Starting unit (2) according to claim 23 or 24, characterized in that the driving elements (19) on the first coupling element (37) complementary driving elements (35) are arranged on the stationary component (34) or on the housing (13) on an inner circumference (46) forming a partial area.

26. starting unit (2) according to one of claims 6 to 25, characterized by the following features:

26.1 the first coupling element (37) is designed as an annular sleeve (42), comprising entrainment elements (38, 39) on an outer circumference (45) of the coupling element (37) and an inner circumference (43) of the coupling element (37), each of which is included complementary driving elements (40, 41) on an inner circumference (46) of the housing (13) or an inner circumference (46) of the secondary wheel (6) and an outer circumference (44) of the secondary wheel (6) or a partial area of the housing forming an outer circumference ( 13) can be brought into operative connection;

26.2 at least the driver elements (38, 39, 40, 41) of one of the two positive connections between the coupling element (37) and the housing (13) or the coupling element (37) and the secondary wheel (6) are in the axial direction from the entrance (E) to the exit ( A) the starting unit (2) viewed obliquely, the course of the individual

Flank lines describing entrainment elements (38, 39, 40, 41) in the axial direction from the inlet (E) to the outlet (A), viewed in the circumferential direction, are oriented counter to the direction of rotation of the secondary wheel (6).

27. Starting unit (2) according to one of claims 1 to 26, characterized in that the synchronously switchable clutch (16) is designed as a claw clutch and the driving elements (19, 20, 35, 38, 39, 40, 41) are designed as claws ,

28. starting unit (2) according to one of claims 1 to 26, characterized in that the synchronously switchable clutch (16) as Tooth coupling is formed and the driving elements (19, 20, 35) are designed with involute teeth.

29. starting unit (2) according to one of claims 1 to 28, characterized in that between the secondary wheel (6) and the output

(A) a freewheel (F) is arranged.

30. starting unit (2) according to claim 29, characterized in that the braking device (11) on the secondary wheel (6) or connection thereof to the output (A) between the secondary wheel (6) and free wheel (F) is arranged.

31. Starting unit (2) according to one of claims 29 or 30, characterized in that the synchronously switchable clutch (16) is arranged spatially before or after the freewheel (F) and is functionally connected upstream thereof.

32. starting unit (2) according to one of claims 1 to 31, characterized by the following features:

32.1 with a lock-up clutch (22); 32.2 the hydrodynamic component (33) and the lock-up clutch

(22) are connected in parallel; 32.3 the lock-up clutch (22) is arranged between the input (E) and the output (A).

33. starting unit (2) according to any one of claims 1 to 32, characterized in that the primary wheel (5) spatially in the axial direction from the input (E) to the output (A) between the lockup clutch (22) and the secondary wheel (6) is.

34. starting unit (2) according to one of claims 1 to 32, characterized in that the secondary wheel (6) spatially in the axial direction from the input (E) to the output (A) between the lock-up clutch (22) and the primary wheel (5).

35. manual transmission, in particular automated manual transmission;

35.1 with a transmission input and a transmission output;

35.2 with a starting unit (2) arranged between the transmission input and the transmission output according to one of claims 1 to 34.

36. Vehicle with a manual transmission according to claim 35.