WO2008148511A2 - Boîte de vitesses - Google Patents

Boîte de vitesses Download PDF

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Publication number
WO2008148511A2
WO2008148511A2 PCT/EP2008/004381 EP2008004381W WO2008148511A2 WO 2008148511 A2 WO2008148511 A2 WO 2008148511A2 EP 2008004381 W EP2008004381 W EP 2008004381W WO 2008148511 A2 WO2008148511 A2 WO 2008148511A2
Authority
WO
WIPO (PCT)
Prior art keywords
pump
pumps
throttle valve
rotor
mechanical transmission
Prior art date
Application number
PCT/EP2008/004381
Other languages
German (de)
English (en)
Other versions
WO2008148511A3 (fr
Inventor
Wolfram Hasewend
Original Assignee
Magna Powertrain Ag & 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 Magna Powertrain Ag & Co. Kg filed Critical Magna Powertrain Ag & Co. Kg
Priority to DE112008001488T priority Critical patent/DE112008001488A5/de
Priority to CN200880024633A priority patent/CN101743413A/zh
Publication of WO2008148511A2 publication Critical patent/WO2008148511A2/fr
Publication of WO2008148511A3 publication Critical patent/WO2008148511A3/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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D31/00—Fluid couplings or clutches with pumping sets of the volumetric type, i.e. in the case of liquid passing a predetermined volume per revolution
    • F16D31/02—Fluid couplings or clutches with pumping sets of the volumetric type, i.e. in the case of liquid passing a predetermined volume per revolution using pumps with pistons or plungers working in cylinders
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D48/0206—Control by fluid pressure in a system with a plurality of fluid-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0221—Valves for clutch control systems; Details thereof
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0224—Details of conduits, connectors or the adaptors therefor specially adapted for clutch control
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0227—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices
    • F16D2048/0233—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices by rotary pump actuation
    • F16D2048/0236—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices by rotary pump actuation with multiple independent pumps, e.g. one per clutch, or for supplying fluid to different systems
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
    • F16D2048/0281—Complex circuits with more than two valves in series or special arrangements thereof not provided for in previous groups
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1082—Manual transmission
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1087—Planetary gearing
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3024—Pressure
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70464—Transmission parameters
    • F16D2500/70488—Selection of the gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0818—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 comprising means for power-shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/4043—Control of a bypass valve
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a gearbox of a motor vehicle, having an input shaft and a first and a second mechanical transmission branch, the input side with the input shaft and the output side via different gear ratios with a common output shaft are drive-coupled.
  • the invention has for its object to provide a transmission that is switchable under load, without the ride comfort is affected by the switching operations.
  • the necessary components and the control of the gearbox should be as simple and robust.
  • the transmission should be designed so that a variety of driving conditions of the vehicle can be realized without special components are required for it.
  • the manual transmission according to the invention has, as described above, a first and a second mechanical transmission branch, which are on the input side with the input shaft and the output side via different gear ratios with a common output shaft driveable kopelbar. Furthermore, the transmission comprises a first and a second pump, each having a stationary or rotatable pump part, a rotor, a suction chamber and a pressure chamber.
  • Pumps is associated with at least one pressure control device, by means of which a pumped by the pump fluid flow is variably throttled to vary the speed of rotation of the rotor relative to the stationary or rotatable pump part of the respective pump for a gear stage change.
  • the transmission according to the invention thus comprises two separate mechanical transmission branches, in particular transmission branches with spur gears or planetary gears, which are each provided for the formation of certain gear ratios of the gearbox.
  • the odd gear ratios can be formed with the first transmission branch
  • the second transmission branch is provided for the realization of the straight gear ratios and the reverse gear.
  • the inventive gearbox further comprises a first and a second pump, which are each associated with one of the two transmission branches.
  • the drive-effective coupling of the input shaft with the respective transmission branch can be controlled, ie the drive torque of the input shaft can be transmitted to the output shaft via both transmission branches as required via one of the transmission branches or, in particular, during a gear change.
  • the rotor of the first pump is drivingly connected to the first mechanical transmission branch (ie, for example, directly rotatably connected or indirectly connected via a transmission), while the rotor of the second pump is drivingly connected to the second mechanical transmission branch.
  • a hydraulic fluid is delivered from the suction space of the pump into the pressure space.
  • the volume delivered depends on the geometry of the pumps and the speed difference between the pump part and the rotor.
  • the prevailing in the pressure chamber back pressure is taken into account, since the pump can not promote against any high back pressure fluid.
  • the counterpressure acting against the pumping power can be controlled via an intervention in the conveyed volume flow of the hydraulic fluid, which in turn influences the coupling of the rotor to the stationary or rotatable pump part.
  • the driving torque transmitted from the input shaft to the mechanical transmission branches is directly proportional to the pump pressure which is effectively generated due to the capacity of the respective pump on the one hand and the engagement by means of the pressure control means on the other hand.
  • the gear ratio When the gear ratio is changed, the torque transmission must be shifted from one transmission branch to the other transmission branch, and the rotational speeds of the rotors relative to the stationary or rotatable pump part of the respective pump must be varied.
  • the control of the gear stage change takes place via the pressure control device, for example via one or more throttle valves, by means of which the volume flow of the pump is variably throttled and thus the degree of the drive-effective coupling of the transmission branches can be influenced by the input shaft.
  • the respective mechanical transmission branch is connected only to a rotor of the relevant pump, which may be formed with a small radial extension, the respective mechanical transmission branch has a comparatively low moment of inertia. As a result, gearshift changes can be carried out particularly quickly, and cost-effective synchronization devices with a low torque capacity can be used in the mechanical transmission branches.
  • the control of the gearbox according to the invention can be based on an easy-to-implement control (eg hydraulic control). Time-consuming and wear-prone friction clutches and their actuators - such as in conventional dual-clutch systems - therefore no longer apply.
  • an easy-to-implement control eg hydraulic control
  • the heat output arising during a starting operation in the transmission due to high speed differences between the input shaft (engine speed) and the output shaft (zero in the state of the vehicle) can be dissipated by the hydraulic fluid.
  • the fluid causing the mechanical coupling thus simultaneously acts as a coolant, which is the design of the cooling of the transmission considerably simplified.
  • the respective pump thus ultimately fulfills a threefold function, namely a delivery of a hydraulic fluid, a hydrostatic coupling for the purpose of a torque transmission, and a coolant transport.
  • a separate component for coping with the special conditions in a starting or switching situation does not have to be provided in the case of the manual transmission according to the invention. Likewise, no separate coolant pump is required.
  • the pumps are hydraulically blocked by means of the pressure control means to the rotor with the stationary or rotatable pump part of the pump in question substantially non-rotatably, i. without significant
  • the pumps can not deliver fluid against an arbitrarily high back pressure.
  • the outflow of hydraulic fluid can be interrupted, as a result of which the fluid pressure in the pressure chamber increases until the rotor can no longer be moved relative to the stationary or rotatable pump part.
  • the pump is then hydraulically blocked by a kind of standing liquid column, and the rotor is connected to the pump part almost non-rotatably.
  • a slight slip between the respective rotor and pump part can occur here, for example due to leaks.
  • Such minor slippage may even be desirable, in particular in order to prevent mutual mechanical deformation of the components (so-called burial) under high continuous load (eg long constant travel without gear change).
  • the pumps are hydraulically short-circuitable by means of the pressure control device in order to decouple the respective rotor from the stationary or rotatable pump part of the respective pump, ie to cancel the drive connection or coupling otherwise effective between the rotor and the pump part.
  • a hydraulic short circuit is understood to mean an idling of the pump in question.
  • the pump thus produces no or only a minimal pump pressure.
  • any speed difference between the pump part and the rotor can be adjusted.
  • the fluid is then pumped substantially directly from the pressure chamber into the suction chamber of the pump, and thus almost without loss of power.
  • the coupling effect between the rotor and the corresponding pump part is correspondingly sufficiently low.
  • the pressure control device has in particular a first control valve associated with the first pump and a second control valve associated with the second pump.
  • a respective short-circuit line directly connecting the pressure chamber and the suction chamber of the respective pump can optionally be opened or blocked.
  • Said short-circuit line bypasses in particular a cooling device of the gearbox, and preferably runs exclusively within the respective pump part (eg pump housing).
  • the pressure control device comprises at least one controllable throttle valve, by means of which the fluid flow delivered by the first pump and / or by the second pump can be throttled.
  • the throttle valve may be, for example, a laterally movable pinhole or an axially movable slide, which forms a seat valve with a conical end.
  • the throttle valve can be coupled either with the pressure chamber of the first pump or with the pressure chamber of the second pump.
  • only a single throttle valve is required, which can alternatively be coupled to one of the two pumps. This does not rule out that the throttle valve can be decoupled from both pumps.
  • the number of components required to control the gearbox according to the invention is further reduced.
  • the pressure chamber of the respective pump via the throttle valve directly ie without intermediate intermediate pressure pump and bypassing a pump sump, with a respective suction line of the pump can be coupled.
  • a feed pump for providing a minimum pressure of the fluid and to compensate for leakage losses can thus be dimensioned substantially smaller become.
  • the said direct coupling of the pressure chamber via the throttle valve with the suction line takes place within or along the same component of the pump (stationary or rotatable pump part, or rotor).
  • a high-pressure rotary union for the pump can be omitted.
  • a structurally advantageous and compact embodiment of the gearbox provides that the throttle valve is arranged on the stationary or rotatable pump part.
  • the throttle valve arranged thereon can be oriented such that its actuation direction is perpendicular to the axis of rotation of the rotatable pump part, the throttle valve being configured so that a centrifugal force acting upon rotation of the pump part assists in opening the throttle valve. This represents an additional safety aspect.
  • the throttle valve may have an inlet opening, a first outlet opening and a second outlet opening, wherein the inlet opening communicates with the pressure chamber of at least one of the pumps.
  • the first outlet opening communicates directly with the suction chamber of at least one of the pumps via a first connecting line extending along the stationary or rotatable pump section, while the second outlet opening communicates with the suction chamber of at least one of the two via a second connecting line extending along a cooling device Pump communicates.
  • the cooling device does not therefore have to be arranged on the stationary or rotatable pump part, but instead can be mounted, for example, on a stationary housing of the torque transmission. be arranged direction, ie in this case, said second connection line extends - at least partially - along a stationary housing of the transmission. As a result, an improved cooling performance can be achieved.
  • the throttle valve is configured such that the respective portions of the hydraulic fluid flowing into the throttle valve through the outlet openings can be controlled by the throttle valve.
  • the manual transmission can be operated more efficiently by controllably dividing the hydraulic fluid flowing through the throttle valve into the outlet ports. For example, it may be provided that in certain states of the first outlet opening much hydraulic fluid is supplied to minimize power losses in the transmission, while conversely in other states of the second outlet opening much hydraulic fluid is supplied, such as when the hydraulic fluid is to be cooled more.
  • a first throttle valve and a second throttle valve are provided with a common valve housing, wherein the throttle valves have a common second outlet opening. It is advantageous if the two throttle valves in the sense of a mechanical positive guidance are configured and cooperate such that the first throttle valve and the second throttle valve are not closable simultaneously. A simultaneous blocking of the two pumps is thus excluded.
  • An embodiment of such throttle valves provides that a valve slide of the first throttle valve, which serves to close the outlet openings of the first throttle valve, in the closed state of the first throttle valve as a stop for a closing movement of a valve Slider of the second throttle valve acts, which serves to close the outlet openings of the second throttle valve, and vice versa.
  • the pressure control device may be controllable in such a way that a drive torque transmitted via the input shaft is transmitted either exclusively to the first mechanical transmission branch according to an engaged gear stage or is transmitted exclusively to the second mechanical transmission branch according to another engaged gear stage, or to the two for a gear stage change mechanical transmission branches is transmitted.
  • the drive torque can thus be distributed completely variable between the mechanical transmission branches.
  • the rotors of the pumps are drivingly connected without the interposition of friction clutches with the respective mechanical transmission branch, whereby components are saved and the control of the gearbox is simplified.
  • the respective pump part of the pumps is also rotatable.
  • the pumps act as "hydrostatic clutches" between the input shaft and the transmission branches. For example, when one of the pumps is blocked, a rotational movement of the rotatable pump part driven by the input shaft is transmitted via the rotor to the relevant transmission branch.
  • These "hydrostatic clutches” can be steplessly regulated between the extreme states “transmission of drive torque” and "decoupling".
  • the pump part of the first pump is non-rotatably connected to the pump part of the second pump, in particular formed integrally with the pump part of the second pump.
  • the first pump and the second pump to a common suction chamber, which simplifies the structure of the gearbox, reduces the cost and improves the efficiency of the pump.
  • At least one of the pumps is peripherally surrounded by an annular space (in particular by the respective suction space or the common suction space), which is substantially completely filled with the hydraulic fluid.
  • an annular space in particular by the respective suction space or the common suction space
  • a circumference of the pump in question surrounding oil jacket is formed, which causes an advantageous acoustic damping.
  • both the first pump and the second pump are circumferentially surrounded by the hydraulic fluid at least along an axial section.
  • the suction chamber has an annular space, which is bounded, for example laterally or radially on the outside, at least partially by an elastic annular wall which allows a volume change of the suction space as a function of the fluid pressure in the interior of the suction space.
  • An advantageous variant of the annular wall is designed as a ring cap, which is at least partially formed by a metal shell or a metal bellows.
  • the elastic suction chamber limitation creates a pressure accumulator which, among other things, helps prevent the occurrence of cavitation. tion in the hydraulic fluid is prevented, for example, when it comes to sudden pressure changes in the suction chamber.
  • a respective differential gear is assigned to the two mechanical transmission branches.
  • an input of the respective differential gear is coupled to the input shaft, while a first output of the respective differential gear is coupled to the rotor of the respective pump.
  • a second output of the respective differential gear is coupled to the respective mechanical transmission branch.
  • the pumps are configured as "hydrostatic brakes" that can support the drive torque. For example, blocking one of the pumps blocks the first output of the differential.
  • the transmission branch is driven by the input shaft at a speed corresponding to the gear ratio of the differential gear.
  • the respective differential gear is formed by a planetary gear.
  • it may be provided to arrange the pump parts of the pump stationary.
  • This embodiment is structurally particularly simple because not the entire pump rotates, which also simplifies their control.
  • the input shaft and the first and the second mechanical transmission branch are permanently coupled to each other, wherein - as explained above - the transmitted via this type of coupling drive torque is also variable and depends on the operating condition of the pump.
  • the said stationary or rotatable pump part is a pump housing.
  • it can be in the said pump part, if it is rotatably arranged, to another rotor of the pump in question.
  • the pumps are pure pumps, i. not designed as hydrostatic machines with pump or motor function.
  • the pumps can not be driven hydrostatically.
  • the pumps are not designed as variable displacement, but have a invariable geometry, in particular a fixed maximum flow per revolution. In other words, no adjustability of the delivery rate per revolution, for example provided by variable piston stroke, but the pumps used at a given speed always promote the same volume of hydraulic fluid. A controllable and variable pump geometry is therefore not provided.
  • the pumps are radial piston pumps.
  • an electric machine with the pump part or with the rotor at least one of the two Pumps operatively connected, regardless of a coupled to the input shaft of the internal combustion engine to be able to transmit a drive torque to one of the mechanical transmission branches, or to be able to brake one of the mechanical transmission branches generator.
  • a control unit is provided, by means of which for a change to a higher gear, when a gear of the first mechanical gear branch is switched, the pressure control device and a Gangdale- naktuator are controlled such that a gear stage of the second mechanical Transmission branch is inserted while the first pump is still hydraulically blocked and the second pump is hydraulically short-circuited; Thereafter, the flow rate of the second pump is gradually throttled until the drive torque is transmitted substantially completely from the second transmission branch; then the first pump is released for a flow and the speed of the input shaft is lowered; and then hydraulically blocking the second pump.
  • Said release of the first pump for a volume of flow can be accomplished by gradually opening the associated portion of the pressure control device (eg, throttle valve), or alternatively by immediate hydraulic shorting of the first pump.
  • the aforesaid lowering of the input shaft speed corresponds to reducing the speed difference between the input shaft and the second mechanical transmission branch. This is done in particular by further throttling the volume flow of the second pump, wherein at the same time in the engine control of the vehicle, the engine load signal is reduced and thus the engine torque is reduced.
  • a change to a lower gear is essentially in the reverse order.
  • FIG. 9 shows a section through the embodiment shown in FIG. 8 perpendicular to the image plane of FIG. 8, FIG.
  • Fig. 13 is a planetary gear, which serves to couple the input shaft with the hydrostatic pumps and the mechanical transmission branches.
  • FIG. 1 shows an embodiment of a gearbox 10 according to the invention.
  • the left-hand side of the gearbox 10 facing an engine, not shown, of the vehicle comprises an input shaft 12, which is driven by the engine to rotate.
  • the engine is used to introduce rotational irregularities into a drive train of the vehicle comprising the gearbox 10, which leads to the formation of torsional vibrations.
  • the input shaft 12 has a torsion damper 14.
  • the input shaft 12 is the transmission side connected to a first and a second hydrostatic pump 18, 20, which have a common housing 16.
  • the housing 16 is rotatably coupled to the input shaft 12.
  • the pumps 18, 20 each have a rotor 22 or 24 (see Fig. 2), wherein the rotor 22 is rotatably connected to a first mechanical transmission branch 26, while the rotor 24 is rotatably connected to a second mechanical transmission branch 28.
  • the first transmission branch 26 comprises a hollow shaft 30 which is permanently connected in a rotationally fixed manner to the gear wheels G1 and G3. Further transmission gears G5 and G7 can be selectively connected by a synchronizer 32 rotatably connected to the hollow shaft 30.
  • the second mechanical transmission branch 28 comprises a transmission shaft 34, which is connected to a transmission gear G2 in permanent rotating gear. fixed connection, and which can optionally be coupled via a synchronizer 32 with a transmission gear G4.
  • a gear r is fixed to the transmission shaft 34, which is engaged with a transmission gear R, through which a reverse gear can be formed.
  • the transmission 10 further includes a countershaft 36 having eight gears 38. Of the eight gearwheels 38, the middle four gearwheels 38 can be coupled in a rotationally fixed manner by means of synchronizing devices 32 optionally with the countershaft 36. The remaining four gears are permanently rotatably coupled to the countershaft 36.
  • the synchronizers 32 can be moved axially to form six forward gear stages (corresponding to the gears G1 to G6) and a reverse gear (R) in a known manner.
  • the left synchronizer 32 of the countershaft 36 is brought into engagement with the adjacent to the right side gear 38 of the countershaft 36, so that a rotational movement of the hollow shaft 30 via the gear gear GI on the countershaft 36 and finally on the transmission gear G6 can be transmitted to an output shaft 40 of the transmission 10 and thus to other elements of the drive train (not shown) of the vehicle.
  • the other gear stages of the gearbox 10 are formed in an analogous manner.
  • a drive torque of the input shaft 12 is transmitted in a suitable manner to the hollow shaft 30 and / or the transmission shaft 34.
  • a straight gear (second, fourth or sixth gear) or the reverse gear engaged the torque of the input shaft 12 must be transmitted to the transmission shaft 34.
  • an odd gear ratio is engaged, the transmission of the drive torque to the hollow shaft 30 is required.
  • a change of the gear stage is to be carried out, a change of the transmission path of the torque must also take place.
  • a part of the drive torque is temporarily transmitted via both mechanical transmission branches 26, 28, wherein the respective transmitted part of the drive torque changes during the gear stage change.
  • Such a gear change should also be possible under load and run as smoothly as possible, so that the ride comfort is not diminished by a jerky movements of the vehicle or similar negative concomitants.
  • the two hydrostatic pumps 18, 20 By controlling the pumps 18, 20, for example, the rotor 24 can be locked relative to the housing 16, while the rotor 22 associated with the transmission branch 26 is decoupled from the housing 16. In this case, the torque of the input shaft 12 is completely transferred to the transmission shaft 34 via the pump 20. But it is also possible that the hydrostatic pumps 18, 20 are controlled such that the rotors 22, 24 are only partially coupled to the rotational movement of the housing 16.
  • a particularly suitable pump type for use in the manual transmission IO are radial piston pumps.
  • the operation of a radial piston pump 20 will be explained below with reference to FIG. 2, which shows a section through a radial piston pump 20.
  • the illustrated radial piston pump 20 can, in addition to its pump function, in principle also operate as a motor, ie it can generate a rotational movement by controlled pressurization.
  • the illustrated radial piston pump 20 comprises the rotor 24, which has a circular outline in the region of the pump 20, wherein the center 44 of the circular shape is offset with respect to the common axis of rotation 46 of the housing 16 and the rotor 24 and the associated transmission shaft 34.
  • the rotor 24 is an eccentric.
  • the rotor 24 is in driving connection with five pistons 48, each having a piston chamber 50.
  • the volumes of the piston chambers 50 are alternately increased or reduced.
  • a hydraulic fluid which first flows through a valve 52, then expelled again through a further valve 52 'of the respective piston 48.
  • valves 52, 52 ' may be simple check valves in the form of passive seat valves in a pure pump 20 - that is without hydraulic engine function.
  • the volume of the piston chamber 50 is further reduced and the hydraulic fluid is thus further pressurized until, beyond a certain threshold value, the valve 52 '(eg a ball valve subjected to spring force) opens and the hydraulic fluid enters the not shown pressure chamber is discharged.
  • the valve 52 ' eg a ball valve subjected to spring force
  • Fig. 2 has been described by way of example on the assumption that the housing 16 is not rotatably supported. However, it is readily apparent that the delivered amount of hydraulic fluid depends only on a speed difference between the housing 16 and the rotor 24. In other words, no hydraulic fluid is delivered when the housing 16 and the rotor 24 rotate at the same speed.
  • a substantially similar pump 18 can be arranged axially offset relative to the pump 20 shown, wherein the two pumps 18, 20 are in particular a common pump. Sames housing 16 may have (see Fig. 1). However, each of the two pumps 18, 20 has an associated suction chamber and its own respective pressure chamber.
  • the distribution of the transmitted over the individual mechanical transmission branches 26, 28 drive torque of the input shaft 12 of FIG. 1 is thus based essentially on a pressure control of the funded by the pumps 18, 20 hydraulic fluid or on the pressure chamber side present pump pressure.
  • a schematic view of one embodiment of a pressure controller 53 is shown in FIG.
  • Fig. 3 shows the pumps 18, 20.
  • the pumps 18, 20 are each connected to a pressure line 54 or 54 '(operating pressure level) and a suction line 56, 56'. Between the pressure lines 54, 54 'and the suction lines 56, 56' is in each case a direct connection via a short-circuit line 58 or 58 '.
  • the pump 18 associated short-circuit line 58 can be selectively blocked by a valve Vl, which corresponds to a switching state 0 (closed) of the valve Vl. Is the valve Vl open, there is a switching state 1 (open).
  • An analog valve V2 is assigned to the pump 20.
  • the suction lines 56, 56 ' are connected via a common suction line 56 "with a hydraulic control unit 64 (hydraulic control unit, HCU), wherein in the suction line 56" check valves 60, a hydraulic fluid filter 62 and a rotary union 66 are arranged.
  • the rotary union 66 is necessary because the pumps 18, 20 and their associated lines 54, 56, 58 and 54 ', 56', 58 'and valves Vl, V2 rotate (rotating area Ro above the dashed line), while the remaining, to be described in part hereinafter components of the controller 53 are stationary (stationary area S below the dashed line).
  • Control lines 68 can be pressurized by hydraulic control unit 64 in order to actuate valves V 1 and V 2 on the one hand and throttle valves D 1 and D 2 on the other hand - the function of which will be explained below - by means of a control pressure.
  • the hydraulic valves V1 and V2 are designed such that they switch to an open state (switching state 1) when the control pressure falls below a certain threshold.
  • the hydraulic control unit 64 is supplied with pressurized hydraulic fluid through a pump 70 in communication with a motor M, the motor M being electrically controlled by a transmission control unit 72 (TCU).
  • the pump 70 removes the hydraulic fluid from a sump 74, which is also in communication with the hydraulic control unit 64.
  • the pressure lines 54, 54 'of the pumps 18, 20 have throttle valves Dl and D2, which are controllable by the hydraulic control unit 64.
  • the throttle valve Dl is assigned to the pump 18, while the throttle valve D2 is assigned to the pump 20.
  • a heat exchanger 76 is arranged, which serves to reduce the temperature of the hydraulic fluid.
  • Switching state 1, d. H. the respective suction lines 56, 56 'and pressure lines 54, 54' are short-circuited via the respective short-circuit lines 58, 58 '.
  • the housing 16 and the rotors 22, 24 of the pumps 18, 20 are decoupled, since hydraulic fluid at a speed difference from the pressure sides of the pumps 18, 20 can be pumped to the suction side. Accordingly, the rotors 22, 24 can rotate freely up to a drag torque, and the manual transmission 10 is in an idling state.
  • the rotatably connected to the hollow shaft 30 rotor 22 of the first pump 18 with respect to the rotatably connected to the input shaft 12 housing 16 must be blocked ( see Fig. 1).
  • the valve Vl shown in Fig. 3 (switching state 0) and the throttle valve Dl must be completely closed. Due to the blocking of the pressure line 54 prevails pressure chamber side of the first pump 18 is a very high pressure, so that the rotor 22 rotates together with the housing 16. The pump 18 is thus hydraulically blocked.
  • the second pump 20 is, however, in the short-circuited state shown in Fig. 3 (V2 switching state 1).
  • the new gear ratio can be engaged by means of the associated synchronizer 32, d. H. the transmission gear G2 of the second mechanical transmission branch 28 is rotatably coupled to the transmission shaft 34.
  • the rotor 22 of the first transmission branch 26 continues to rotate in block with the housing 16 due to the continuing blockage of the pressure line 54.
  • throttling finally, a state is reached, in which substantially the entire drive torque is transmitted via the second transmission branch 28, since this rotates faster due to increasing coupling between the rotor 24 and housing 16 and the larger Materialssver- ratio of the second gear.
  • the engine speed can be actively lowered, with the lowering of the engine speed is supported by an increasing closing of the throttle valve D2.
  • the first pump 18 is short-circuited by actuation of the valve Vl (switching state 1) and thus the first transmission branch 26 is decoupled from the input shaft 12.
  • the drive torque does not necessarily have to be completely transmitted via the second transmission branch 28; a certain residual torque still transmitted by the first transmission branch 26 may even be desirable for a rapid lowering of the engine speed (ie the speed of the input shaft 12).
  • the hydraulic short-circuiting and / or the hydraulic blocking of the pumps 18, 20 can also take place exclusively via the throttle valves D 1, D 2, wherein the short-circuit lines 58, 58 'can be dispensed with.
  • Gear changes between other gears are done in a similar way. Gear stage changes from a higher to a lower gear stage are essentially in the reverse order.
  • controller 53 of the gearbox 10 can thus completely dispense with friction clutches. Only the simple valves Vl and V2 and the throttle valves Dl and D2 must be controlled in a suitable manner.
  • the controller is also robust, inexpensive and simple.
  • one of the advantages of the shift transmission 10 is that the cooling of the coupling elements - ie the pumps 18, 20 - is done by the Aktu réellesfluid itself and therefore is very efficient. A separate coolant pump is not required.
  • 4 shows a further embodiment of the pressure control 53. This embodiment has only a single throttle valve D, which can be assigned to one of the two pumps 18, 20 by the changeover valve U as an alternative. This simplification compared with the embodiment shown in FIG. 3 is possible since the throttle valve D is only required to control one of the two pumps 18, 20 during a gear change.
  • FIG. 5 shows a further variant of the pressure control 53.
  • the throttle valve D is arranged in the stationary region S of the controller 53 and is electrically actuated by the transmission control unit 72.
  • a hydraulic control line 68 is saved and an elaborate rotary feedthrough 66 can be dispensed with.
  • Fig. 5 is also indicated that the hydraulic control unit 64 may also take on additional tasks, such as the control of a hydraulically actuated clutch 78 for the connection of an all-wheel drive.
  • This expresses that the implementation of the controller 53 in an existing hydraulic system of
  • Vehicle can be made simple and flexible, with basic already existing components, such as a pump 70, filter 62, a sump 74 and the like, can be used.
  • FIG. 1 Another embodiment of the pressure controller 53 is shown in FIG.
  • no short-circuit lines 58, 58 'and valves Vl and V2 are provided in the pressure lines 54 and 54 'throttle valves Dl and D2 are arranged, each having an input HPl, HP2 and - unlike those shown in Fig. 3 to 5 - Throttle valves Dl, D2 - each have two outputs.
  • the input HPl of the throttle valve Dl is connected to the pressure line 54 of the pump 18, while the input HP2 of the throttle valve D2 is connected to the pressure line 54 'of the pump 20.
  • a first outlet R 1 of the throttle valve D 1 and a first outlet R 2 of the throttle valve D 2 are in each case directly in communication with the suction lines 56, 56 'of the pumps 18, 20 via a check valve 60 within the rotating area Ro.
  • the respective connecting line extends along or within the rotating housing 16.
  • a respective second output LPO of the throttle valves D 1, D 2 is indirectly connected via the heat exchanger 76 to the respective suction line 56, 56 'of the pumps 18, 20.
  • the corresponding connection line runs within the stationary area S, ie along or within a stationary housing of the transmission.
  • Control lines 68 supply hydraulic control signals to the throttle valves D1, D2.
  • the throttle valves D 1, D 2 thus assume in addition to their throttle function in addition the tasks of the valves Vl and V2, which brings a simplified design and control of the pressure control 53 in this embodiment. In particular, this design reduces the number of rotary unions required 66.
  • FIG. 7 shows a cross section through a double throttle valve D ', which however does not have the check valves 60 contained in the dashed box of FIG. 6.
  • the inputs HPl, HP2 and the Outputs Rl, R2, LPO of the double throttle valve D 'associated triangles symbolize the flow direction of the hydraulic fluid through the respective openings.
  • the double throttle valve D ' essentially has a valve housing 100 and two valve spools 110, 110' arranged therein, which together form the throttle valves D1 and D2.
  • the throttle valve D2 which is completely open in FIG. 7, receives hydraulic fluid delivered by the pump 20 through the inlet HP2, which is again sucked off at the outlet R2 and fed to the suction chamber of the pump 20. By sucking off the fluid at the outlet R2, only a small amount of hydraulic fluid escapes through the outlet LPO, which the throttle valve D2 shares with the throttle valve D1. The hydraulic fluid thus remains in this position of the throttle valve D2 substantially in the rotating area Ro (see FIG. 6), thereby providing a short flow path and therefore minimizing the drag resistance caused by the pressure controller 53.
  • the throttle valve D2 short-circuits the pump 20 and performs the function of the short-circuit line 58 of the embodiments discussed above.
  • throttle valve D 1 in the illustration of FIG. 7 is completely closed.
  • the flow of fluid from the input HPl to the outputs LPO and / or Rl is blocked by the valve spool 110. This leads to a blockage of the pump 18, which thus transmits torque from the housing 16 to the rotor 22.
  • the position of the valve slides 110, 110' can be changed.
  • the throttle valves D 1, D 2 can basically be actuated independently of one another become. However, in order to prevent a simultaneous closure of both throttle valves D1, D2-and thus a simultaneous blocking of both pumps 18, 20 -the ends of the valve slides 110 'and 110 facing the respective other valve slide 110, 110' have stop extensions 114, 114 ', which are dimensioned such that the ends of the valve spool 110, 110' protrude in the closed state beyond the center of an output chamber 116, which is upstream of the output LPO.
  • This safety feature is particularly important if one of the valves D 1, D 2 is stuck and the other valve D 2 or D 1 is closed.
  • the closing valve spool 110, 110 'then pushes the other, fixed valve spool 110' or 110 out of its position, so that the corresponding pump 20 or 18 is no longer blocked.
  • the pump 18 is blocked in the starting position shown in Fig. 7 by the closed throttle valve D 1, whereby torque from the engine to the first mechanical transmission branch 26 is transmitted. After the switching operation, the torque is to be transmitted via the second transmission branch 28.
  • the throttle valve D2 is actuated and the valve spool 110 'moves to the right.
  • the output R2 is initially closed.
  • the pumped by the pump 20 fluid thus escapes through the output LPO and leaves the rotating area Ro. Due to the extended flow path of the hydraulic fluid now drag torques are generated, which are initially barely noticeable.
  • the valve spool 110 ' approaches a control edge 118'. This means, that an increasing pressure is built up on the pump 20 and accordingly an increasing part of the drive torque is transmitted via the pump 20.
  • the heat generated by the increased power of the pump 20 is dissipated by the pumped hydraulic fluid through the output LPO and the fluid in the stationary region S withdrawn through the heat exchanger 76 again.
  • the throttle valve Dl is opened, i. the control pressure in the control line 68 is reduced and / or increased in the control line 68a, whereby the valve spool 110 is moved to the right in cooperation with the spring 112.
  • the timing between the complete closing of the throttle valve D2 and the beginning of the opening of the throttle valve D 1 is not critical, since in the pump 18 associated pressure line 54 - after the pump 20 has already taken over a significant proportion of the drive torque - only a low pressure prevails.
  • the control of the throttle valves D 1, D 2 is further simplified in that such throttles generally have a quadratic characteristic. Accordingly, escaping with the opening of the throttle valve D 1 and no significant fluid flow through the output LPO.
  • FIG. 8 shows a cross section through a part of a constructive implementation of an embodiment of the gearbox 10.
  • the two pumps 18, 20 can be seen, which have a common, rotatably mounted housing 16.
  • the rotors 22, 24 of the pumps 18 and 20 are connected to the respective shafts 30, 34.
  • a left protruding extension 120 of the housing 16 receives the double throttle valve D 'and portions of the pumps 18, 20 associated pressure lines 54, 54' and suction lines 56, 56 'on.
  • the double throttle valve D ' is integrated into the housing 16.
  • Rotary feedthroughs 66 in a transmission housing 122 connect the output LPO of the double throttle valve D 'to the pressure line 54 "and the inputs R1, R2 to the suction line 56" in the stationary area S.
  • Rotary unions 66 are also provided for the control lines 68.
  • the connected to the outputs Rl and R2 suction lines 56, 56 'of the pumps 18 and 20 communicate with a common suction chamber 124 in connection.
  • not all elements of the double throttle valve D 1 are provided with reference numerals, but - with the exception of details relating to the hydraulic actuation of the valve spool 110, 110 '- substantially equal to the double throttle valve D' of Fig. 7.
  • the two pumps 18, 20 common suction chamber 124 is formed as an annular space which surrounds the pumps 18, 20 in the circumferential direction and is filled along its circumference with the hydraulic fluid.
  • the suction chamber 124 is limited on the one hand by the pump housing 16 and on the other hand by a ring cap 126.
  • the ring cap 126 is an elastic shell, in particular of metal, for example a metal bellows. Two correspondingly shaped steel sheets, for example, along a central, extending in the circumferential direction Flanged junction and welded together.
  • a one-piece annular hood can be provided which has at least one elastic side wall (ie an elastic annular wall extending in the radial direction) and a substantially inelastic cover surface (ie a substantially inelastic annular wall extending in the axial direction).
  • the absorption capacity of the suction chamber 124 is independent of the rotational speed, since there is no or only a slight increase in the suction chamber 124 due to centrifugal forces.
  • the suction chamber 124 acts as an accumulator due to the elastic properties of the ring cap 126, for example, which prevents cavitation in the fluid, which otherwise occurs at high pressure changes in the suction chamber 124-for example, during a sudden operation of one of the pumps 18, 20, if a large one Speed difference between the corresponding rotor 22, 24 and the housing 16 is present - may arise. Cavitation can, inter alia, lead to damage to the components and the hydraulic fluid and is therefore to be avoided as far as possible.
  • the annular cup 126 further improves the cooling of the fluid and reduces noise and aerodynamic losses, these benefits also without the described resilient construction of the annular bonnet 126 can be achieved.
  • Gas bubbles possibly present in the fluid inside the suction chamber 124 are forced radially inward by the centrifugal force and collect at the inlet due to a roof-like slope 128 a vent passage 130 so that the gas can escape via a vent valve 132.
  • the dual throttle valve D 1 can be arranged rotated by 90 ° relative to the axis of rotation 46, so that the centrifugal force promotes an opening movement of the throttle valves D 1, D 2 .
  • Fig. 9 shows a section through the housing extension 120 along the section line AA ', wherein details of the double throttle valve D' are not shown.
  • Fig. 9 illustrates schematically an exemplary arrangement of the pressure lines 54, 54 'and the suction lines 56, 56' in the extension 120, wherein the suction lines 56, 56 'are combined, since they ver with the two pumps 18, 20 associated suction chamber 124 ver - Are tied and thus in the suction lines 56, 56 'is always the same
  • Fig. 9 it can also be seen that the pumps 18, 20 each have 5 pistons in the illustrated example, since each 5 pressure lines 54, 54 'are present.
  • the pumps 18, 20 may also have other numbers of pistons.
  • Fig. 10 shows that the transmission 10 can also be combined in a simple manner with a hybrid drive.
  • the part of the gearbox 10 from the housing 16 to the right corresponds to the embodiment which has been discussed above with reference to FIG.
  • the torsion damper 14 is provided, which however is combined with a coupling 78.
  • the transmission 10 can be separated from the engine (not shown) so that a drive torque can be generated on the housing 16 by an electric motor 80.
  • the electric motor 80 may also be used as a generator for generating electrical energy during braking.
  • FIG. 11 shows a further embodiment of the gearbox 10, which again corresponds in many parts to the embodiment shown in FIG. 1.
  • the rotor, the electric motor / generator 80 is rotatably coupled to the hollow shaft 30 of the first transmission branch 26 here. In this case, can be dispensed with the clutch 78.
  • Fig. 12 shows a further embodiment of the gearbox 10, wherein the pumps 18, 20 between the mechanical transmission branches 26, 28 are arranged. This embodiment can also be combined in a simple manner with a hybrid drive.
  • Fig. 13 shows a further possible application of the hydrostatic pumps 18, 20 according to the idea underlying the invention.
  • the pumps 18, 20 have no common, non-rotatably connected to the input shaft 12 housing.
  • the respective housing 16 of the pumps 18, 20 is instead fixed stationary, so does not rotate.
  • the drive torque of the input shaft 12 is transmitted via planetary gear 82 to the mechanical transmission branches 26, 28.
  • a sun gear 84 of the respective planetary gear 82 is here rotatably connected to the rotor 22 and 24 of the associated pump 18, 20.
  • the mechanical transmission branches 26, 28 are rotatably coupled to a respective planetary carrier 86, are rotatably mounted on the planetary gears 88.
  • the drive torque of the input shaft 12 is transmitted to a respective ring gear 90.
  • the planet gears 88 mesh with the respective sun gear 84 and the respective ring gear 90.
  • the planetary gear 82 may be configured differently than described here by way of example.
  • the rotors 22, 24 act as "brakes", so to speak, with which the respective sun wheels 84 are braked or locked. can be kept.
  • the Planetenge gear 82 thus act as a differential gear for distributing a drive torque of the input shaft 12. If one of the pumps 18, 20 hydraulically blocked and the other hydraulically shorted, the drive torque of possibleswel- Ie 12 completely over the blocked pump 18, 20 associated mechanical Transmission branch 26 and 28 transmitted.
  • This embodiment can also be controlled by the pressure controller 53 described above with reference to FIGS. 3 to 5.
  • the pump housings 16 do not rotate, which simplifies, for example, the guidance of the control lines 68.

Abstract

L'invention concerne une boîte de vitesses comprenant un arbre d'entrée, une première et une seconde branche mécanique de transmission, qui peuvent être accouplées en entraînement, côté entrée, à l'arbre d'entrée et côté sortie, à un arbre de sortie commun par l'intermédiaire de différents rapports de vitesse, ainsi qu'une première et une seconde pompe, chacune constituées d'une partie de pompe stationnaire ou rotative, d'un rotor, d'une chambre d'aspiration et d'une chambre de pression. Un fluide hydraulique peut être refoulé de la chambre d'aspiration dans la chambre de pression de la pompe respective grâce à un mouvement de rotation du rotor par rapport à la partie de pompe stationnaire ou rotative, le rotor de la première pompe étant relié en entraînement à la première branche mécanique de transmission et le rotor de la seconde pompe étant relié en entraînement à la seconde branche mécanique de transmission. Un couple d'entraînement, transmis de l'arbre d'entrée aux branches mécaniques de transmission, est proportionnel à la pression produite par la pompe respective, au moins un dispositif modulateur de pression étant associé à la pompe, dispositif au moyen duquel il est possible d'étrangler de façon variable un flux de fluide refoulé par la pompe, pour faire varier la vitesse de rotation du rotor par rapport à celle de la partie de pompe stationnaire ou rotative de la pompe respective, en vue d'un changement de rapport.
PCT/EP2008/004381 2007-06-05 2008-06-02 Boîte de vitesses WO2008148511A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112008001488T DE112008001488A5 (de) 2007-06-05 2008-06-02 Schaltgetriebe
CN200880024633A CN101743413A (zh) 2007-06-05 2008-06-02 换挡变速器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007026133A DE102007026133A1 (de) 2007-06-05 2007-06-05 Schaltgetriebe
DE102007026133.2 2007-06-05

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WO2008148511A2 true WO2008148511A2 (fr) 2008-12-11
WO2008148511A3 WO2008148511A3 (fr) 2009-06-18

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DE102017009955A1 (de) * 2017-10-26 2019-05-02 Borgwarner Inc. Drehdurchführung für ein Fluid und Kupplungsanordnung mit einer solchen Drehdurchführung

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WO2010081453A2 (fr) * 2009-01-19 2010-07-22 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Module hybride pour chaîne cinématique de véhicule
DE102009030969B4 (de) 2009-06-29 2020-08-06 Magna Pt B.V. & Co. Kg Drehmomentübertragungseinrichtung
JP5907676B2 (ja) * 2011-07-13 2016-04-26 アイシン・エーアイ株式会社 手動変速機
DE102015009671A1 (de) * 2015-07-25 2017-01-26 Borgwarner Inc. Hydraulische Steuervorrichtung zur Ansteuerung einer Doppelkupplung und Mehrfachkupplungseinrichtung mit einer solchen Steuervorrichtung
DE112016004404A5 (de) 2015-09-29 2018-06-14 Schaeffler Technologies AG & Co. KG Steuergeräte-anordnung zur steuerung einer fluidanordnung
CN109372995A (zh) * 2018-11-20 2019-02-22 南京清元景和环境科技有限公司 手动调节风阀

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JP2006214514A (ja) * 2005-02-03 2006-08-17 Toyota Motor Corp 変速機
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US1603179A (en) * 1920-07-20 1926-10-12 Wingquist Sven Gustaf Hydraulic coupling and change-speed-gearing device
JPH0765656B2 (ja) * 1985-02-12 1995-07-19 株式会社大金製作所 オートマチックトランスミッション

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Publication number Priority date Publication date Assignee Title
DE102017009955A1 (de) * 2017-10-26 2019-05-02 Borgwarner Inc. Drehdurchführung für ein Fluid und Kupplungsanordnung mit einer solchen Drehdurchführung

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DE112008001488A5 (de) 2010-04-22
DE102007026133A1 (de) 2008-12-11
CN101743413A (zh) 2010-06-16
WO2008148511A3 (fr) 2009-06-18

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