WO2005012752A2 - Module de transmission - Google Patents

Module de transmission Download PDF

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Publication number
WO2005012752A2
WO2005012752A2 PCT/EP2004/007813 EP2004007813W WO2005012752A2 WO 2005012752 A2 WO2005012752 A2 WO 2005012752A2 EP 2004007813 W EP2004007813 W EP 2004007813W WO 2005012752 A2 WO2005012752 A2 WO 2005012752A2
Authority
WO
WIPO (PCT)
Prior art keywords
manual transmission
hydrodynamic
elements
transmission module
speed
Prior art date
Application number
PCT/EP2004/007813
Other languages
German (de)
English (en)
Other versions
WO2005012752A3 (fr
Inventor
Werner Klement
Original Assignee
Voith Turbo Gmbh & Co. Kg
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 Voith Turbo Gmbh & Co. Kg filed Critical Voith Turbo Gmbh & Co. Kg
Publication of WO2005012752A2 publication Critical patent/WO2005012752A2/fr
Publication of WO2005012752A3 publication Critical patent/WO2005012752A3/fr

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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
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another

Definitions

  • the invention relates to a manual transmission unit, in detail with the features from the preamble of claim 1; also a prime mover-manual transmission assembly. -
  • Gearboxes for use in commercial vehicles in particular in the form of manual transmissions or automated manual transmissions, are known in a large number of designs. These have in common that the start-up process is carried out in manual transmissions via a friction clutch or in automatic transmissions via a hydrodynamic element. Designs with a hydrodynamic coupling are known for example from the publication WO 00/55527. In designs with start-up elements in the form of hydrodynamically transmitting structural units, mechanical coupling or bypassing of the hydrodynamic power branch is sought due to the property of these structural elements, which only work with an optimal or justifiable efficiency in a certain operating range.
  • lock-up clutches which provide a drive connection between an input of the starting unit and an output, bypassing the hydrodynamic power branch.
  • the lockup clutch can be switched at least parallel to the hydrodynamic component.
  • lock-up clutches friction clutches in the form of multi-plate clutches are generally used. Due to the system, however, they work with slip when transferring the power transmission from the hydrodynamic component to the mechanical coupling. This means that, for example, with complete emptying of the hydrodynamic component and the coupling between the input and the output of the starting element, conditions occasionally occur in which power transmission is unsatisfactory and the elements involved in power transmission are subjected to an increased load due to the increased stress.
  • publication WO 02/064998 A1 discloses a starting unit for use in manual transmissions, in particular automatic or automated ones Manual transmissions in which the starting element is designed in the form of a hydrodynamic clutch and the lock-up clutch assigned to it is designed as a mechanically transmitting, synchronously switchable clutch. Depending on the system, this is a 5-way coupling. With synchronization between the two elements to be coupled - input and output of the starting unit - this enables an absolutely wear-free solution because the slip states during the transition from hydrodynamic power transmission to mechanical power transmission and during mechanical power transmission 0 as well as during all operating phases of the entire operation of the starting unit are only characterized by the slip states in the area of hydrodynamic power transmission.
  • the lock-up clutch is switched if the primary wheel and the secondary wheel are synchronous. This is achieved by reducing the speed of the primary wheel
  • a control device which can be a control device assigned to the starting unit, a control device assigned to the transmission module, or a higher-level control device already present in the vehicle.
  • One disadvantage is the coupling
  • the invention is therefore based on the object of further developing a manual transmission of the type mentioned in such a way that the wear on the individual switching elements is minimized or almost eliminated. Switch shocks are to be avoided as far as possible. It should also be based on a wear-free switching process. The design and control engineering effort is to be kept as low as possible.
  • the solution according to the invention is characterized by the features of claims 1 and 21. Advantageous refinements are given in the subclaims.
  • a manual transmission module with at least one input and one output comprises a start-up unit arranged between them, which has a hydrodynamic component with at least one primary wheel and a secondary wheel and a mechanically transmitting, synchronously switchable clutch that can be connected and connected in parallel to the hydrodynamic component.
  • the starting unit is followed by a gearbox with at least one speed / torque conversion unit for realizing at least one gear stage for utilizing at least a partial area of the operating area of the drive machine.
  • Switching elements are assigned to the speed / torque conversion unit. According to the invention, these are designed as elements for realizing a form-fitting shaft / hub connection for coupling between rotating components or else a rotating and a stationary component.
  • all switching operations can be carried out without wear.
  • this solution is also particularly suitable for use in automated manual transmissions, since these switching elements cannot be switched overlapping in time due to the operation that does not allow slippage. This means that with every desired gear change in the transmission, the shifting element to be released, i.e. the positive shaft / hub connection to be released or the positive shaft / hub connections to be released, are completely deactivated and an engagement or activation of the is only carried out after disengagement or the coming switching elements that characterize the gear stage to be engaged.
  • the engagement of a gear stage can be characterized by the activation of one or more such elements in order to implement a form-fitting shaft / hub connection.
  • a separate clutch as otherwise required in automated gearboxes, can therefore be used completely to be dispensed with, since this function of interrupting the tractive force, ie separating the drive machine from the output of the gear unit, is implemented via the elements then released in order to implement a positive connection.
  • the shaft / hub connection is understood to mean the connection of two components, there being no restrictions with regard to the structural design thereof.
  • the terms shaft and hub are to be understood with regard to their function.
  • the shaft is regarded as the component that with the input of the transmission, i.e. H. the mechanical speed
  • Torque conversion unit is coupled, while the hub with the output of the transmission assembly at least indirectly, i. H. is connected directly or indirectly via other transmission means.
  • One possibility is to use separate elements for the form fit. These can be designed as sliding bolts or rotating bolts. However, it is particularly advantageous to form a form-fitting shaft / hub connection in which claws are arranged on the elements that can be brought into operative connection, since here the process of meshing or engaging can be made much more convenient.
  • the starter unit can be prefabricated as a separately tradable module, which in this case usually also has its own housing, and can be combined with the gear unit by flanging onto the housing of the gear unit to form a structural unit.
  • Another One possibility is to integrate the starting unit in the gearbox housing.
  • the housing enclosing the speed / torque conversion unit of the transmission is then preferably bell-shaped in the direction of the start-up unit and is used to easily accommodate the start-up unit.
  • the starting unit itself can be stored at the input of the transmission. In this case, no further additional modifications are required in the housing of the transmission or it is also not necessary to store the starter unit completely in the independent housing of the starter unit.
  • This solution is particularly advantageous for versions with integration of the start-up unit in the transmission housing, since it is independent of the structure and type of
  • the starting unit is a device for damping vibrations, in particular a
  • Torsional vibration damper assigned. This is upstream of the starting element, i. H. arranged in the power transmission device from the input to the output in front of the primary wheel.
  • a damper is understood to mean a device which, in addition to reducing vibrations, also serves to transmit power. With this, irregularities in the
  • Power transmission via the transmission are kept away from the latter and thus the elements involved in the transmission in the transmission of power are protected for peak loads.
  • the power flow is therefore routed via the torsional vibration damper, which acts as an elastic coupling.
  • the torsional vibration damper is equipped with a device that limits the maximum torque and eliminates the torque peaks. This can be done via spring stiffness or an additional slip clutch.
  • a device could be a friction clutch set to a fixed value that is higher than the nominal motor torque. This would be function 5 of a slip clutch, which limits the torque in the event of an overload. A mechanical stop would not be able to do this.
  • the identifier is such that sufficient torsional travel is possible and the stroke torque is much larger than the nominal torque, the torque peaks are reduced by friction.
  • the manual transmission unit comprises a hydrodynamic retarder arranged on the secondary side. This means that it is located behind the gear stages when the power is transmitted from the transmission input to the output and thus acts on the drive machine via the transmission ratio.
  • the hydrodynamic retarder is preferably connected to the output of the manual transmission unit via a high drive. This makes it possible to generate very high braking powers with relatively small units, since the moments to be supported are not too high.
  • the operating fluid supply system for the hydrodynamic retarder also used by the hydrodynamic clutch or vice versa.
  • a common resource supply system is assigned to both, means being provided for the optional use of the resource supply system.
  • the hydrodynamic retarder itself can be operated with equipment in the form of oil or water. In the latter case, this is preferably integrated into the coolant circuit of the internal combustion engine, the hydrodynamic retarder being able to be used in the non-braking mode as a coolant circulation pump for the coolant in the coolant circuit.
  • the gear oil sump can be used as a pressure vessel for both.
  • This solution is then characterized by a high degree of functionality, which is characterized by combining different functions for different components in one component. This takes advantage of the fact that the operating areas of the two hydrodynamic components - hydrodynamic clutch and hydrodynamic retarder - generally never coincide, but separate take place from each other, and low driving speeds can also be achieved in the approach area by emptying the hydrodynamic clutch, for example in this case.
  • This is preferably designed as a hydrodynamic clutch free of a stator.
  • the hydrodynamic clutch is only used for speed conversion and not for torque conversion.
  • an operating fluid supply system is assigned to the hydrodynamic coupling.
  • This includes a closed cycle.
  • Means for generating a static overlay pressure are assigned to the closed circuit. These means are preferably formed by a closed circuit, designed to be pressure-tight, and a container arranged in the circuit, or a container coupled pressure-tight to the closed circuit via a node, wherein a pressure supply system is additionally provided, which generates the pressure on the stationary operating medium level in the container.
  • the starting unit and the transmission are assigned corresponding control devices, a specific actuator system and electronics. These are preferably combined in one component for both the starting unit and the transmission.
  • the speed / torque conversion units of the transmission can be designed in various ways. These can be in the form of planetary gear sets, which can be coupled to one another in any form, or else
  • Spur gear sets are available. A combination of both options is also conceivable.
  • An embodiment of the speed / torque conversion units of the transmission in a countershaft design is preferably selected.
  • the countershaft design makes it possible to implement the individual gear stages in a simple manner and also to carry out the desired activation in a simple manner via corresponding mechanically transferable, synchronously switchable clutches.
  • the transmission input shaft is connected to the starting unit via a countershaft. Are on this countershaft
  • Spur gears of the individual spur gear sets arranged.
  • the spur gears meshing with these for realizing the gear stages are arranged on a shaft which is coupled in a rotationally fixed manner to the output of the manual transmission unit.
  • the individual spur gear sets are activated via switching elements which are assigned to each spur gear of the individual spur gear sets that can be coupled to the output.
  • the shaft which is coupled to the output of the manual transmission assembly, or which can be formed with it, is designed such that it extends in the axial direction over all spur gear sets and each of the spur gears of a spur gear set can be coupled to this shaft.
  • the coupling takes place by positive locking, in that a positive locking element can be displaced with respect to the spur gear when the corresponding switching element is activated, the positive locking element being guided in a rotationally fixed and axially displaceable manner on the shaft coupled to the output and also complementary positive locking elements to those on the inner circumference of the spur gears of the individual spur gear sets arranged positive locking elements.
  • a positive locking element can be displaced with respect to the spur gear when the corresponding switching element is activated, the positive locking element being guided in a rotationally fixed and axially displaceable manner on the shaft coupled to the output and also complementary positive locking elements to those on the inner circumference of the spur gears of the individual spur gear sets arranged positive locking elements.
  • the form-locking element is shifted relative to the sleeve and when the form-fitting elements on the spur gear set engage, the corresponding gear stage is activated.
  • Another possibility is to provide special sliding shift shafts, these being designed such that, for example, two spur gear sets are assigned a common sliding shift shaft
  • the form-locking elements are then arranged on the sliding selector shaft in such a way that only one switching stage is activated at a time. This means that the arrangement of the spur gear sets in the axial direction from the input to the output of the manual transmission unit is considered in the arrangement of several
  • Form-locking elements on the sliding selector shaft must take place at different distances, with a double engagement of different switching elements or form-fitting elements on two spur gears of two Spur gear sets are avoided or there is only an arrangement of form-fitting elements on the sliding shift shaft, the engagement being ensured by the positioning of the sliding shift shaft.
  • the additional gear is one
  • the positive connection acts as a brake when activated, which fixes the corresponding gear element in relation to the housing.
  • a prime mover manual transmission system which comprises a prime mover and a manual transmission structural unit coupled to it in a rotationally fixed manner.
  • the manual transmission module comprises at least one speed / torque conversion device for realizing at least one gear stage, with the speed / torque conversion device being assigned at least one shift element.
  • the manual transmission module comprises a hydrodynamic component, which is connected upstream of the speed / torque conversion device and can be at least partially bridged by means of a synchronously switchable clutch.
  • the manual transmission assembly is free of shift elements and synchronously switchable clutches in the form of mechanical friction elements or
  • Friction clutches The start-up takes place hydrodynamically via the hydrodynamic component and the gear change is made possible by speed control.
  • the manual transmission unit is preferably designed as described in advance.
  • FIG. 1 illustrates the basic structure of a manual transmission unit designed according to the invention in a schematically highly simplified representation using an axial section;
  • FIG. 2 illustrates, using a block diagram, the activation of the individual elements when implementing a changeover process, in particular a gear stage change;
  • FIG. 3 illustrates a further possible embodiment of the manual transmission unit with the speed / torque conversion unit in the form of planetary gear sets
  • FIGS. 4a and 4b illustrate the assignment of the starting unit to the transmission and the summary of the structural unit
  • FIGS. 5a and 5b illustrate, in a schematically highly simplified representation, possible configurations of the elements for realizing a form-fitting shaft / hub connection
  • FIG. 6 illustrates, in a schematically highly simplified representation, an advantageous further development of a manual transmission unit according to FIG. 1 designed according to the invention with integration of a hydrodynamic retarder in the form of a secondary retarder;
  • FIG. 7 illustrates a possibility of controlling the supply of operating fluid to the hydrodynamic component according to FIG. 1 or 3
  • FIG. 8 illustrates the shared use of a resource supply system and a control system by the hydrodynamic starting component and the hydrodynamic retarder
  • FIG. 9 illustrates in a schematically simplified representation the possibility of integrating the hydrodynamic retarder into the cooling circuit of an internal combustion engine.
  • FIG. 1 illustrates a schematically greatly simplified one
  • a manual transmission unit 1 designed according to the invention.
  • This comprises a starting unit 2 and a downstream transmission unit 3 viewed in the direction of power transmission from an input E to output A of the transmission unit 1.
  • the starting unit 2 comprises at least one input 4, which at the same time is the input E forms the manual transmission module 1.
  • the output 5 of the starting unit 2 is coupled to the transmission 3, in particular an input 6 of the transmission 3.
  • An output 7 of the transmission 3 forms the output of the manual transmission unit 1.
  • the starting unit 2 comprises a starting element 8 in the form of a hydrodynamic component 9.
  • component 9 is designed as a hydrodynamic coupling 10.
  • This comprises a primary wheel 11 and a secondary wheel 12, which together form a working space 13 which can be filled with operating medium.
  • the hydrodynamic clutch 10 is free of a stator and is used for speed conversion and not for torque conversion.
  • the starting element 8 is also conceivable to design the starting element 8 as a hydrodynamic speed / torque converter.
  • at least one stator is provided.
  • the input 4 of the starting unit is connected to the primary wheel 11, while the output 5 is coupled to the secondary wheel 12.
  • the terms input and output are to be understood functionally and relate to the direction of force transmission in traction mode from a drive machine to an output.
  • the function of input E and output A can be, for example, of waves or other rotationally symmetrical elements be taken over.
  • the starting unit 2 further comprises a switchable clutch 14, which is arranged parallel to the hydrodynamic clutch 11 or the starting element 8, and a bypass of the hydrodynamic power transmission, which is generated by the working circuit which arises in the toroidal working space 13, by the mechanical coupling between the primary wheel 11 and secondary wheel 12 allows.
  • the switchable clutch 14 thus functions as a lock-up clutch. This can be switched parallel to the hydrodynamic component 9.
  • the switchable clutch 14 is designed as a mechanically transmitting and synchronously switchable clutch 15. Due to the system, this is a form-fitting one
  • the transmission 3 comprises at least one speed / torque conversion device 16, by means of which at least one gear stage can be used to use a specific partial area of the overall working area when the manual transmission assembly 1 is coupled to a drive machine.
  • Switch elements 17 are provided for realizing or activating the gear stage or gear stages. These are assigned to individual elements of a speed / torque conversion device 16 and serve to couple them with other rotating elements or to fix them against a stationary component, for example a housing 18 or another component arranged in the transmission 3 in a stationary and stationary manner.
  • the switching elements 17 are designed as elements for realizing a form-fitting shaft / hub connection 19, these being used for coupling rotating components with one another or for connecting a rotating component with a stationary component.
  • the number, arrangement and function of the elements for realizing a positive shaft / hub is designed as elements for realizing a form-fitting shaft / hub connection 19, these being used for coupling rotating components with one another or for connecting a rotating component with a stationary component.
  • Connection 19 is based on the design of the transmission, in particular the individual speed / torque conversion devices 16.
  • the transmission 3 is designed as a countershaft construction. This includes, for example, six speed / torque conversion devices 16J to 16.6. These are in the form of
  • Spur gear sets 20J to 20.6 Each spur gear set 20.1 to 20.6 comprises two intermeshing spur gears, a first spur gear 21.1 to 21.6 and a second spur gear 22.1 to 22.6.
  • the spur gear set 20.1 acts as an additional gear 67, while the individual spur gear sets 20.2 to 20.6 describe the gear stages.
  • the individual spur gears 21.2 to 21.6 and 22.2 and 22.6 are arranged on two mutually parallel shafts 23 and 24.
  • the 5 power transmission to output A takes place with the corresponding translation of the respective spur gear set 20.2 to 20.6.
  • each of the spur gear sets 20.2 to 20.6 are assigned elements for realizing a positive shaft / hub connection 19.2 to 19.6, which connect the first spur gear 21.2 to 21.6 of the corresponding spur gear set 20.2 to 20.6 with the output A, ie the shaft 02, in a rotationally fixed manner and thus a power transmission from the input E of the manual transmission unit 1 via the countershaft 67 to the shaft 24 and thus via the activated, ie switched spur gear set to the output A is made possible.
  • the first spur gear set 20J serves only as a counter gear. This is therefore not associated with a mechanically transmitting, synchronously switchable clutch 5 19.
  • the mechanically transmitting synchronously switchable clutch 15, which functions as a lock-up clutch, is spatially arranged downstream of the hydrodynamic component 9 in the axial direction. This serves the rotationally fixed coupling between primary wheel 11 and secondary wheel 12.
  • the mechanically transmitting synchronously switchable clutch 15 which functions as a lock-up clutch, is spatially arranged downstream of the hydrodynamic component 9 in the axial direction. This serves the rotationally fixed coupling between primary wheel 11 and secondary wheel 12.
  • .5 transmission elements find claws, in particular claws pointed on one side, face teeth and mating, d. H. Use external and internal gears complementary to each other. Axially retractable bolts engaging in bores or other form-fitting elements, such as sliding and rotating latches, are also conceivable. Such connections
  • Input E coupled drive machine is from the output, d. H. decoupled from the output A of the manual transmission unit 1.
  • a torsional vibration damper is arranged in front of the hydrodynamic component 9.
  • the switching elements in particular the elements for realizing a positive shaft / hub connection 19.2 to 19.6, consist of at least two with one another at least indirectly
  • Sub-elements that can be brought into engagement can be formed directly by the shaft 23 forming the output and the spur gears 21.2 to 21.6 of the spur gear sets 20.2 to 20.6 to be coupled to them.
  • the element is used to
  • the mechanically transmitting synchronously switchable clutches 19.2 to 19.6 are used in this embodiment for the coupling between two rotating or rotatably mounted elements. In analogy, this also applies to the design of the mechanically transmitting synchronously switchable clutch 15. In order not to have to move the two elements - primary wheel 11 and secondary wheel 12 - against each other, here the form-locking acting between the two in the circumferential direction by means of the mechanically transmitting synchronously switchable clutch 15 realized by displacing a coupling part 26 carrying form-locking elements in the axial direction.
  • This can also be mounted, for example, on one of the two elements - primary wheel 11 or secondary wheel 12 - in a rotationally fixed manner, but displaceable in the axial direction, and can be brought into operative connection with correspondingly complementary positive locking elements on the other element - secondary wheel 12 or primary wheel 11.
  • a lock-up clutch 14 With regard to the specific configuration, reference is made to the embodiment in FIG. 9 for the example of a lock-up clutch 14.
  • the positive engagement of the switching elements 19J-19.6 acting in the circumferential direction is generated in the radial direction, i. that is, the positive locking elements, i.e. H. especially the transmission elements, in radial
  • the same positive connections and thus the same elements for realizing a positive shaft / hub connection are implemented and actuated 19.2 to 19.6 b used.
  • the mode of operation of such a manual transmission assembly 1 is, for example, as follows:
  • the hydrodynamic component 9, in particular the hydrodynamic coupling 10 is filled with operating media if the coupling is controllable or adjustable with regard to its power consumption or is already filled with operating media.
  • the latter applies in particular to hydrodynamic couplings with constant fillings.
  • the mechanically transmitting switchable clutch 15 is not actuated in this functional state and the power transmission between the input 4 and the output
  • control device 27 which comprises a control device in the form of a control device 28, which is supplied with at least one variable that at least indirectly characterizes the speed at secondary wheel 12 is processed.
  • Control device is understood to mean the entirety of control device, detection means for detecting the variables to be processed and actuating devices for changing the controlled variable, ie the speed of the primary wheel 11.
  • the term control device essentially refers to the function of the control device. This can be seen as structural
  • Secondary wheel 12 or a variable that at least indirectly describes this, for example when installing the starting unit 2 in the manual transmission module 1 of a speed present at the output A of the manual transmission module 1, which, when converted back, characterizes the speed of the secondary wheel 12 or is proportional to this, be understood.
  • the starting unit 2 in the manual transmission module 1 of a speed present at the output A of the manual transmission module 1, which, when converted back, characterizes the speed of the secondary wheel 12 or is proportional to this, be understood.
  • Control device 28 can be the control unit of the manual transmission module 1, which is already present, or else when it is installed in a drive train in vehicles, the so-called driving control.
  • Corresponding detection devices are used to determine the rotational speed of the secondary wheel 12 or a variable that characterizes this at least indirectly
  • the supply can be made available for processing directly via the coupling of the individual detection devices 29 to the control device 28 or else a data communication network of the control device 28, whereby this
  • the control device 28 then processes the variable that at least indirectly describes the rotational speed of the secondary wheel 12 in such a way that at least one manipulated variable y for controlling a drive machine that can be coupled to the starting unit 2 is formed, and for example one
  • Actuating device 30 is controlled.
  • the speed of the drive machine 68 corresponds to the speed of the secondary wheel 12 regulated. If the speed of the primary wheel 11 and the secondary wheel 12 are synchronous, the mechanically transmitting synchronously switchable clutch 15 is actuated.
  • the comparison can also be carried out in the control device 28, a manipulated variable for controlling the actuating device 30 of the drive machine being formed in the event of a deviation.
  • the control device 28 comprises at least one comparison device 31, which is usually integrated in this.
  • the control device 28 comprises, in addition to a manipulated variable generator 32 for actuating the drive machine 68, a manipulated variable generator 33 which is used to actuate an actuating device 34 for displacing a coupling part, in particular the coupling part 26 carrying the form-locking elements, of the mechanically transmitting synchronously switchable clutch 15.
  • control device 28 is designed as a virtual control device, that
  • this procedure applies not only to the shifting of the mechanically transferable, synchronously switchable clutch 15 designed as a lock-up clutch, i. H. when changing from hydrodynamic power transmission to mechanical power transmission, but can also be used when engaging the individual gear stages in transmission 3.
  • the power transmission via the starting unit 2 remains activated, i. H. this takes place either via the hydrodynamic coupling 10 or as
  • the control of the drive machine 68 and the processing of the variables is carried out analogously, as described in FIG. 2 for the lock-up clutch.
  • the manual transmission assembly 1 shown in FIG. 1 further includes one
  • Braking device 36 which is assigned to the shaft 24. This is used to hold the shaft 24, in particular during the starting process when the hydrodynamic clutch is running up, to engage the gear stage and to synchronize the realization of a positive shaft / hub connection of the elements 19.2 to 19.6.
  • the outgoing switching element is deactivated, i. H. one of the switching elements 17.2 to 17.6, the power transmission from the shaft 24 to the shaft 23 is interrupted.
  • the individual spur gear sets 202 to 20.6 run empty. However, the shaft 24 is still connected via the additional gear 67 to the drive machine coupled to the input E.
  • the speed of the shaft 24 can be adapted to that of the shaft 23, in which case the special actuation of the drive machine 68 for synchronizing the coupling parts to be coupled with one another can be dispensed with, since the braking device for a given power transmission via the starting unit 2 acts back on the engine 68.
  • the braking device 36 can be controlled in a targeted manner with regard to the braking torque that can be generated or is simply activated by delivering a specific predefined braking torque. Both speeds, that of the shaft 23 and the shaft 24, or the variables that at least indirectly characterize them, are determined and the speeds are compared, the synchronization of the coming switching element 17
  • a freewheel 37 is provided on the countershaft 24.
  • the freewheel 37 is arranged on the countershaft 24 between the countershaft 67 and the spur gears 22.2-22.6 characterizing the individual gear stages.
  • freewheeling essentially enables the following two functional states:
  • this solution has the advantage that the hydrodynamic component 9, which may still be activated, does not have to be emptied during the switching process in the transmission 3, and that no additional separating clutch is required to interrupt the power during the switching process.
  • the decoupling of the input E, which generally forms the transmission input shaft, from the downstream switching stages of the transmission 3 takes place solely via the freewheel 37 and thus ensures, in cooperation with the braking device 36, the synchronization of the individual parts of the elements carrying positive-locking elements in order to implement a positive-locking connection 19.2 to 19.6, in particular the spur gears 21.2 to 21.6 and the shaft 23 in the transmission 3.
  • Input E of the manual transmission module 1 must be torque-free and be decoupled from additional masses. Otherwise there is a risk that the individual clutch elements of the shift elements 17 of the transmission 3 cannot cope with the gear stage change.
  • the drive machine To make a gear change, the drive machine must be disconnected from input E. The drive machine is mechanically decoupled when the lockup clutch 15 is open. The coupling of the countershaft 67 is achieved by the freewheel 37, which must run freely for this task. For this purpose the speed at the countershaft below the speed at the output of the transmission 3 or the side of the countershaft 24 coupled to the individual spur gears of the spur gear sets are reduced. This is done either by lowering the speed of the drive machine 68 or via the braking device 36.
  • the power transmission is generally purely mechanical via the mechanically transmissible switchable switch that then functions as a lock-up clutch
  • the hydrodynamic component 9 is empty, partially filled or has full filling.
  • the lock-up clutch 15 is open.
  • the hydrodynamic component can in turn be operated empty, partially filled or with full filling. In this case too, the speed is at
  • Countershaft 67 is less than the speed of the side of countershaft 24 coupled to the spur gears. This is free from rotationally fixed coupling to the output of the gear unit in this operating state.
  • the brake acts in both directions of rotation. Otherwise only in the opposite direction of travel. Since no engine braking effect is generated with freewheel, a switched freewheel could alternatively be provided, which is bridged in this case. This could usefully be done with a claw which is switched on in the case of braking operation and is open when the vehicle is at a standstill or when it is being pulled.
  • the countershaft 67 is braked, preferably fixed, the secondary wheel 12 of the hydrodynamic clutch being fixed at the same time. With an engaged gear and fixing of the secondary wheel 12, the rolling back is then advantageously carried out by the
  • Braking device 36 avoided. In the simplest case, this is preferably carried out in a disk construction. The connection of the braking device 36 or arrangement takes place before the freewheel 37. If the freewheel 37 is advantageously arranged on the countershaft 24, the braking device 36 can be directly assigned to this shaft and in the already existing installation space in an axial direction
  • the braking device 36 serves to support the countershaft 24 on the housing.
  • FIG. 3 illustrates a possible configuration of the manual transmission unit
  • the switching elements 17.31 to 17.36 shown serve the rotationally fixed coupling of two elements of the planetary gear set or the fixing relative to a stationary component or the housing 18.3.
  • the structure of the starting unit 2.3 corresponds to that described in FIG. 1, which is why the same reference numerals are used for the same elements.
  • FIGS. 1 and 3 illustrate the starting unit 2 or 2.3 is respectively integrated in the housing 18 or 18.3 of the transmission 3.
  • This basic arrangement option for the starting unit is shown again in a schematically highly simplified representation in FIG. 4a.
  • FIG. 4b illustrates an embodiment of the manual transmission unit 1.4 with the assignment of separate housings 39 to the transmission and 40 to the starting unit 2, the starting unit 2 and the transmission 3 being flanged to one another on the housings 39, 40.
  • the two housings 39 and 40 form the overall housing 18.4.
  • FIGS. 5a to 5c illustrate, in a schematically highly simplified representation, possible configurations of the elements for realizing a form-fitting shaft / hub connection 19, as are used in FIGS. 1 to 3.
  • FIG. 5a illustrates an embodiment with claws 41, comprising two halves 42 and 43, each claw carrying positive locking elements. These are advantageously bevelled.
  • the form-locking elements of the individual halves are each aligned with one another in the axial direction.
  • the positive connection takes place by displacing at least one of the two halves 42 and / or 43 against one another in the axial direction.
  • the positive locking can also be realized in the radial direction.
  • the two halves are either coupled to rotatably mounted gear elements or one of the two halves 42 or 43 is connected to a stationary component, preferably the housing.
  • FIG. 5b illustrates a modified embodiment according to FIG. 5a, in which the positive connection between two components to be coupled to one another is realized by means of a claw-carrying part 44, which compared to the two gear elements that can be brought into active connection with one another or a gear element and a stationary component in FIG
  • the claw-carrying part 44 is, for example, at least partially designed as a sleeve, which has corresponding positive locking elements on its inner circumference 45 and on its outer circumference 46, which have complementary positive locking elements, preferably claws, or toothing in the form of a plane toothing or a complementary external toothing. and the internal toothing on the components 47 and 48 to be coupled together can be brought into engagement.
  • the components 47 and 48 can be one of the spur gears and the other can be the shaft 23 in accordance with the embodiment shown in FIG. 1.
  • FIG. 5c illustrates an alternative embodiment of the elements for realizing a positive shaft / hub connection with sliding bolts.
  • the Form locking is achieved by means of bolt elements that can be moved in the axial direction
  • FIG. 6 illustrates in a schematically highly simplified representation an advantageous further development of a manual transmission unit designed according to the invention
  • the secondary retarder 51 is arranged in the housing 18.6 of the manual transmission unit 1.6, in particular in the housing 40 assigned to the transmission.
  • the hydrodynamic retarder 50 functioning as a secondary retarder can be operated as a water pump retarder. In this case, this can preferably - as shown schematically in FIG. 9 - be integrated into the cooling circuit 54 of a drive machine 68 coupled to the manual transmission module 1.7.
  • This drive machine is designated 68 here.
  • This is preferably an internal combustion engine 56 to which a cooling circuit 54 is assigned.
  • Operating fluid of the hydrodynamic retarder acts as the cooling medium of the engine.
  • Means 57 are also provided which enable the hydrodynamic retarder to function selectively as a circulation pump for the operating medium or as a hydrodynamic brake. These means can be designed differently.
  • a valve combination 58 is shown as an example, via which the corresponding function is realized by changing the flow cross sections at the inlet 59 and outlet 60 of the hydrodynamic retarder. It is also conceivable that one not shown here in detail Stator shift or swivel.
  • the operation of the hydrodynamic coupling with water, in particular the medium in the coolant circuit of the drive machine, is also conceivable.
  • Component 9 according to FIGS. 1 or 3. This is assigned an operating medium supply system 61, comprising a closed circuit 62 coupled to the working space 13, in which a pressure-tight container 63 is integrated or which is coupled to such a container via a pressure-tight connection.
  • an operating medium supply system 61 comprising a closed circuit 62 coupled to the working space 13, in which a pressure-tight container 63 is integrated or which is coupled to such a container via a pressure-tight connection.
  • Resource supply system 61 can be used, means for selectively using the control device and the resource supply system and assignment to one of the two components - hydrodynamic clutch 10 or hydrodynamic retarder 50 - being provided. These means are designated 66 here. LIST OF REFERENCE NUMBERS

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

Abstract

L'invention concerne un module de transmission comportant une entrée et une sortie ; une unité de démarrage comportant un composant hydrodynamique pourvu d'au moins une roue primaire et une roue secondaire, et un embrayage de transmission mécanique disposé parallèlement au composant hydrodynamique, pouvant être actionné de façon synchrone ; et, une transmission disposée en aval de l'unité de démarrage, comportant au moins un dispositif convertisseur de régime/couple destiné à la mise en oeuvre d'au moins un étage de boîte, et au moins un élément d'actionnement affecté au dispositif convertisseur de régime/couple. Le module de transmission selon l'invention est caractérisé en ce que chaque élément d'actionnement est constitué par des éléments destinés à réaliser une connexion mécanique arbre/moyeu pour le couplage entre les composants rotatifs ou par un composant rotatif et un composant fixe.
PCT/EP2004/007813 2003-07-30 2004-07-15 Module de transmission WO2005012752A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003134731 DE10334731A1 (de) 2003-07-30 2003-07-30 Schaltgetriebebaueinheit
DE10334731.3 2003-07-30

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WO2005012752A2 true WO2005012752A2 (fr) 2005-02-10
WO2005012752A3 WO2005012752A3 (fr) 2005-04-21

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WO (1) WO2005012752A2 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005052884B3 (de) * 2005-11-07 2006-12-14 Voith Turbo Gmbh & Co. Kg Getriebebaueinheit in Vorgelegebauweise
DE102006031622B3 (de) * 2006-07-06 2007-12-20 Voith Turbo Gmbh & Co. Kg Anfahreinheit und Getriebe mit einer Anfahreinheit

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DE2217482A1 (de) * 1972-04-12 1973-11-08 Polly Johann Getriebe, insbesondere fuer kraftfahrzeuge
US4733761A (en) * 1984-11-28 1988-03-29 Aisin-Warner Limited Power delivery system
DE4206100A1 (de) * 1992-02-27 1993-09-02 Linde Ag Schaltbares planetengetriebe
WO1996004486A1 (fr) * 1994-07-29 1996-02-15 Eltos Jsc Embrayage a axe transversal
DE19833499A1 (de) * 1998-07-25 2000-02-10 Porsche Ag Kupplungsvorrichtung für ein Getriebe eines Kraftfahrzeuges
WO2000055527A1 (fr) * 1999-03-12 2000-09-21 Voith Turbo Gmbh & Co. Kg Unite de demarrage
DE10104813A1 (de) * 2001-02-01 2002-08-08 Voith Turbo Kg Anfahreinheit

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DE4445024A1 (de) * 1994-12-16 1995-06-08 Voith Turbo Kg Antriebseinheit
DE19650339A1 (de) * 1996-12-04 1998-06-10 Voith Turbo Kg Getriebebaueinheit, Verfahren zum Betreiben einer in einen Antriebsstrang integrierten Getriebebaueinheit und hydrodynamische Baueinheit
DE19840284C2 (de) * 1998-02-05 2001-07-12 Voith Turbo Kg Intelligenter Retarder
DE19853824A1 (de) * 1998-11-21 2000-05-31 Getrag Getriebe Zahnrad Automatisierbarer Kraftfahrzeug-Antriebsstrang sowie Verfahren zum Steuern eines solchen Antriebsstranges
DE19853825C1 (de) * 1998-11-21 2000-01-27 Getrag Getriebe Zahnrad Kraftfahrzeug-Antriebsstrang und Verfahren zum Steuern eines Schaltvorganges eines Kraftfahrzeug-Antriebsstranges
DE19903115C2 (de) * 1999-01-27 2003-09-04 Getrag Getriebe Zahnrad Getriebe für ein Kraftfahrzeug
DE19911352A1 (de) * 1999-03-15 2000-10-12 Voith Turbo Kg Getriebebaueinheit
DE10163486C1 (de) * 2001-12-21 2003-10-02 Voith Turbo Kg Hydrodynamische Baueinheit

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2217482A1 (de) * 1972-04-12 1973-11-08 Polly Johann Getriebe, insbesondere fuer kraftfahrzeuge
US4733761A (en) * 1984-11-28 1988-03-29 Aisin-Warner Limited Power delivery system
DE4206100A1 (de) * 1992-02-27 1993-09-02 Linde Ag Schaltbares planetengetriebe
WO1996004486A1 (fr) * 1994-07-29 1996-02-15 Eltos Jsc Embrayage a axe transversal
DE19833499A1 (de) * 1998-07-25 2000-02-10 Porsche Ag Kupplungsvorrichtung für ein Getriebe eines Kraftfahrzeuges
WO2000055527A1 (fr) * 1999-03-12 2000-09-21 Voith Turbo Gmbh & Co. Kg Unite de demarrage
DE10104813A1 (de) * 2001-02-01 2002-08-08 Voith Turbo Kg Anfahreinheit

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DE10334731A1 (de) 2005-02-17
WO2005012752A3 (fr) 2005-04-21

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