WO2011120548A1 - Dispositif de transmission de véhicule à moteur - Google Patents

Dispositif de transmission de véhicule à moteur Download PDF

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Publication number
WO2011120548A1
WO2011120548A1 PCT/EP2010/007519 EP2010007519W WO2011120548A1 WO 2011120548 A1 WO2011120548 A1 WO 2011120548A1 EP 2010007519 W EP2010007519 W EP 2010007519W WO 2011120548 A1 WO2011120548 A1 WO 2011120548A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
unit
transmission
pressure system
clutch
Prior art date
Application number
PCT/EP2010/007519
Other languages
German (de)
English (en)
Inventor
Helmut Bender
Albrecht Schäfer
Heinrich Straub
Dittmar Wieland
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2011120548A1 publication Critical patent/WO2011120548A1/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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by 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
    • 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
    • F16H61/0021—Generation or control of line 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
    • 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
    • F16H61/0021—Generation or control of line pressure
    • F16H2061/0037—Generation or control of line pressure characterised by controlled fluid supply to lubrication circuits of the 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
    • 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
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0446—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control the supply forming part of the transmission control unit, e.g. for automatic transmissions
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0473—Friction devices, e.g. clutches or brakes

Definitions

  • the invention relates to a motor vehicle transmission device according to the preamble of claim 1.
  • From DE 100 54 318 A1 is already a motor vehicle transmission device, in particular a dual clutch transmission device, with a transmission unit for changing a gear ratio, with two coupling units for connecting the gear unit to a prime mover, with an electromechanical actuator unit for actuating the gear unit and the clutch unit and with a lubricating device , which has a transmission pressure system and a distributor unit for connecting the transmission pressure system to an operating medium pressure source known.
  • the invention is in particular the object of increasing a maximum possible heat input into the coupling unit while improving the efficiency. It is achieved according to the invention by the features of claim 1. Further embodiments emerge from the subclaims.
  • a motor vehicle transmission device with at least one gear unit for changing a gear ratio, with at least one coupling unit for connecting the gear unit to a drive machine, with at least one non-hydraulic operating unit for actuating the gear unit and / or the coupling unit and with a lubricating and / or cooling device, the at least one transmission pressure system, at least one clutch pressure system, and a distributor unit for connecting the transmission pressure system and the clutch pressure system to a common operating medium pressure source proposed.
  • the gear unit and the clutch unit by the non-hydraulic actuator unit, an operating medium pressure provided by the operating medium pressure source or an operating medium pressure can be reduced, whereby the operating medium pressure source dimensioned smaller and thereby efficiency can be increased.
  • the coupling unit can be cooled by the lubricating and / or cooling device, whereby a maximum possible heat input into the coupling unit can be increased.
  • a "clutch unit” is to be understood as meaning, in particular, an automated starting clutch or a double clutch
  • the coupling unit is advantageously designed as a wet clutch unit.
  • the wet clutch unit is preferably cooled and lubricated by the operating fluid.
  • the operating means is advantageously designed as an oil.
  • a "pressure system” is to be understood in particular as a system of operating medium lines which are hydraulically connected to one another and which have the same operating medium pressure at least in a hydrostatic operating state.
  • the motor vehicle transmission device is preferably designed as an automatically switching motor vehicle transmission device.
  • automatically switching should in particular be understood to mean that a switching operation of a transmission gear is carried out independently by a control and / or regulating unit by actuating the gear unit and / or the clutch unit initiated by stored in the control and / or regulating unit characteristics.
  • the operating medium pressure source advantageously provides only one operating medium or one operating medium pressure for cooling and / or lubricating the transmission unit and / or the coupling unit.
  • the resource source can be driven electrically or mechanically, in particular at least indirectly by the drive machine.
  • a “non-hydraulic actuating unit” is to be understood as meaning, in particular, a unit which exerts an actuating force independently of an operating medium pressure and thus independently of the operating medium pressure source.
  • force the non-hydraulic actuator unit preferably switches the gear unit and / or the coupling unit.
  • the gear unit advantageously changes the gear ratio.
  • the coupling unit advantageously transitions into either an open or a closed, force-transmitting state.
  • It may in particular be designed as an electromechanical or pneumatic actuator unit.
  • an electromechanical actuating unit it preferably has electrical actuators for actuating the gear unit and / or the coupling unit.
  • an electromechanical actuating unit can have at least one shift drum element.
  • a “shift drum element” is to be understood in particular as meaning an element which provides an axial force by means of a rotary movement about its own axis.
  • the shift drum element preferably actuates the gear unit and / or the clutch unit by means of the axial force Valves, by means of which an operating force can be established by using compressed air.
  • the distributor unit is intended to supply the transmission pressure system primarily with an operating medium pressure. As a result, a particularly advantageous lubrication of the gear unit can be achieved.
  • the distributor unit has at least one switching valve, which is provided to decouple the clutch pressure system and / or the transmission pressure system from the operating medium pressure source.
  • an advantageous resource flow of zero can be set, which can respond to a high demand for resources in the transmission unit and / or in the clutch unit.
  • a "switching valve” should be understood to mean, in particular, a component which separates the transmission pressure system from the clutch pressure system in at least one operating state
  • the switching valve is preferably designed as an at least partially hydraulic switching valve, "at least partially hydraulic” is to be understood in particular as a switching valve which can be hydraulically and / or electromagnetically actuated.
  • the at least one switching valve is designed as a pressure regulating valve, which is provided to adjust the operating medium pressure of the clutch pressure system and the transmission pressure system.
  • the pressure regulating valve is preferably actuated hydraulically and electrically.
  • the switching valve can basically also be designed as a pressure reducing valve.
  • the distributor unit is provided to set the operating medium pressure of the clutch pressure system as a function of the operating medium pressure of the transmission pressure system.
  • the at least one switching valve is designed as a check valve which is provided to set the operating medium pressure of the transmission pressure system and the operating medium pressure of the clutch pressure system to a defined differential pressure.
  • a dirt-insensitive switching valve can be provided, whereby a robustness can be increased.
  • the at least one switching valve is designed as a pressure relief valve, which is provided to supply the clutch pressure system from a defined operating medium pressure of the transmission pressure system.
  • the distributor unit has at least one switching valve which is provided to limit the operating medium pressure of the transmission pressure system and / or of the clutch pressure system.
  • a low-maintenance distribution unit can be realized, which responds to high demand for resources in the transmission unit and / or in the clutch unit.
  • the distributor unit can be designed as a branch, by means of which operating equipment provided by the operating medium pressure source is directed in the direction of the transmission unit and in the direction of the coupling unit.
  • a setting of the menu conditions in the direction of the gear unit and in the direction of the coupling unit can be effected by means of diaphragms.
  • the operating medium pressure source is designed as an adjustable pump, which is provided to supply the distributor unit with a supply pressure.
  • the adjustable pump is preferably electrically adjustable.
  • the adjustable pump is advantageously speed-controlled.
  • the adjustable pump can also be designed as a mechanical variable displacement pump.
  • the motor vehicle transmission device has a control and / or regulating unit which is provided to increase the supply pressure of the operating medium pressure source as a function of at least one demand characteristic when a medium pressure in the clutch pressure system is required.
  • the operating medium pressure source can be operated with a required minimum power, whereby a drive power of the operating medium pressure source can be optimized.
  • a "requirement characteristic" is to be understood in particular to mean a parameter from which a requirement for operating means for cooling and / or lubricating the coupling unit and / or the gear unit can be derived directly or indirectly
  • an operating medium temperature in the clutch unit an operating medium temperature in a resource reservoir, a vehicle speed, a drive engine speed, a torque of the engine or the clutch unit, an operating fluid viscosity, an engaged transmission gear, a power shift clutch slip, a driving strategy, or the like are formed.
  • FIG. 2 shows a lubricating and cooling device of the motor vehicle transmission device with a switching valve designed as a pressure regulating valve
  • Fig. 3 shows an alternatively configured lubricating and cooling device with a
  • Fig. 4 shows a third embodiment of a lubricating and cooling device with a designed as a pressure relief valve switching valve
  • Fig. 5 shows a fourth embodiment of a lubricating and cooling device with two switching valves designed as pressure relief valves.
  • Figures 1 and 2 show schematically a drive train of a motor vehicle.
  • the drive train connects an engine 14a with drive wheels 23a of the motor vehicle.
  • the drive train comprises a motor vehicle transmission device 10a, by means of which different transmission ratios for the provision of different transmission gears can be adjusted.
  • the vehicle transmission device 10a shown in the embodiment is formed as a dual-clutch transmission device.
  • the motor vehicle transmission device 10a has a gear unit 11a.
  • the transmission unit 11a comprises two partial transmissions 24a, 25a arranged in parallel in the power flow.
  • the transmission gears, which are switchable by means of the motor vehicle transmission device 10a, are each assigned to one of the partial transmissions 24a, 25a. Transmission gears, which are each assigned to different partial transmissions 24a, 25a, can be shifted under load.
  • the partial transmissions 24a, 25a each comprise a plurality of gear shift units 26a, 27a, 28a, 29a.
  • the gearshift units 26a, 27a, 28a, 29a are designed as form-locking shift units. They each include a sliding sleeve, which is actuated to form the corresponding gear ratio.
  • the sliding sleeves can be switched on both sides, whereby each of the sliding sleeves for forming two of the gear shift units 26a, 27a, 28a, 29a is provided. By switching the respective sliding sleeves in one of their switching positions, the corresponding gear shift unit 26a, 27a, 28a, 29a is closed.
  • each of the partial transmissions 24a, 25a comprises a plurality of gear pairs 30a, 31a, 32a, 33a, which are each provided for a transmission gear.
  • each of the subgroups drove 24a, 25a on a countershaft 34a, 35a.
  • two of the transmission gears can be formed simultaneously by closing the corresponding gear shift units 26a, 27a, 28a, 29a of the partial transmissions 24a, 25a.
  • the motor vehicle transmission device 10a comprises a double clutch 36a with two clutch units 12a, 13a arranged in parallel in the power flow.
  • the coupling units 12a, 13a are formed by means of multi-plate clutches.
  • the coupling units 12a, 13a are designed as wet coupling units.
  • Each of the coupling units 12a, 13a is assigned to one of the partial transmissions 24a, 25a.
  • For switching a transmission gear first the corresponding gear is formed by means of the associated gear shift unit 26a, 27a, 28a, 29a. Subsequently, the transmission gear is switched by the associated clutch unit 12a, 13a is closed.
  • the motor vehicle gear device 10a comprises an electromechanical actuating unit 15a.
  • the gear shift units 26a, 27a, 28a, 29a and the clutch units 12a, 13a can be automatically closed.
  • the actuating unit 15a has not shown electrical actuators.
  • the electric actuators close the corresponding coupling unit 12a, 13a and thus establish a connection between the drive machine 14a and the corresponding subtransmission 24a, 25a.
  • the actuating unit 15a also has not shown in detail electric actuators. The electric actuators move the corresponding sliding sleeve of the gear unit 11a in the appropriate switching position and thus set a gear ratio.
  • the motor vehicle transmission device 10a has a lubricating and cooling device 16a.
  • the lubricating and cooling device 16a has a transmission pressure system 17a, which is provided for lubricating the transmission unit 1 1a.
  • the transmission pressure system 17a supplies the transmission unit 11a with the resource pressure.
  • the transmission pressure system 17a comprises a service line with a diaphragm 37a arranged in an operating medium flow in front of the transmission unit 11a.
  • the lubrication and cooling device 16a further includes a clutch pressure system 18a.
  • the clutch pressure system 18a is provided for lubrication and cooling of the clutch units 12a, 13a.
  • the clutch pressure system 18a supplies the clutch units 12a, 13a with operating fluid pressure.
  • the clutch pressure system 18a includes a service line having a fluid cooler 38a and a diaphragm 39a disposed in the fluid flow before the clutch units 12a, 13a.
  • the resource cooler 38a is formed as a heat exchanger.
  • the resource is designed as oil.
  • the lubrication and cooling device 16a has a single fluid pressure source 20a.
  • the resource pressure source 20a is formed as an electrically driven hydraulic pump.
  • the resource pressure source 20a is adjustable.
  • the resource pressure source 20a supplies a distribution unit 19a with a supply pressure.
  • the lubricating and cooling device 16a has an operating medium pressure source drive unit 40a.
  • the operating medium pressure source driving unit 40a is formed as an electric motor.
  • the lubrication and cooling device 16a For storage and for the capture of excess resources, the lubrication and cooling device 16a on a resource reservoir 41a.
  • the lubricating and cooling device 16a further comprises a filter unit 42a.
  • the filter unit 42a is disposed between the resource reservoir 41a and the resource pressure source 20a.
  • the filter unit 42a is formed as a sieve.
  • the lubricating and cooling device 16a has the distributor unit 19a.
  • the distributor unit 19a is designed as an electric / hydraulic distributor unit.
  • the distribution unit 19a is disposed in the resource flow provided by the resource pressure source 20a after the resource pressure source 20a and before the transmission pressure system 17a and the clutch pressure system 18a.
  • the distribution unit 19a divides the supply pressure provided from the resource pressure source 20a into a resource pressure of the transmission pressure system 17a and an equipment pressure of the clutch pressure system 18a.
  • the distribution unit 19a primarily supplies the transmission pressure system 17a with the resource pressure.
  • an equipment pressure sensor communicating with the resource pressure source drive unit 40a may be arranged.
  • the distributor unit 19a has an electric / hydraulic switching valve 21a.
  • the switching valve 21a is formed as a pressure regulating valve.
  • the switching valve 21a adjusts the operating medium pressure of the transmission pressure system 17a and the operating pressure of the clutch pressure system 18a.
  • the switching valve 21a is formed as a 3/3 way valve.
  • the switching valve 21a connects in a basic position, the resource pressure source 20a only with the transmission pressure system 17a. In the basic position of the switching valve 21a, the clutch pressure system 18a is decoupled from the transmission pressure system 17a.
  • the shift valve 21a In a first shift position, the shift valve 21a connects the transmission pressure system 17a, the clutch pressure system 18a, and the resource pressure source 20a to each other. In a second switching position, the switching valve 21a connects the resource pressure source 20a only to the clutch pressure system 18a, whereby the transmission pressure system 17a is decoupled from the clutch pressure system 18a and the resource pressure source 20a.
  • the switching valve 21a comprises an actuating volume, by means of which a hydraulic actuator 43a of the switching valve 21a is formed.
  • the hydraulic actuator 43a is connected to the clutch pressure system 18a. By means of an actuating force in the hydraulic actuator 43a, the switching valve 21a can be moved from the second switching position to the first switching position and from the first switching position to the basic position.
  • the switching valve 21a has an electromagnetic actuator 44a.
  • the switching valve 21a By means of an actuating force of the electromagnetic actuator 44a, the switching valve 21a can be moved from the basic position to the first switching position and from the first switching position to the second switching position.
  • the operating force of the electromagnetic actuator 44a counteracts the operating force of the hydraulic actuator 43a.
  • the hydraulic actuator 43a and the electromagnetic actuator 44a switch the switching valve 21a in response to the fluid pressure in the clutch pressure system 18a and an electric current.
  • the switching valve 21a has a spring means 45a, which is arranged parallel to the actuating volume and acts in parallel to the hydraulic actuator 43a.
  • the distributor unit 19a is integrally formed with two pressure relief valves.
  • the switching valve 21a of the distributor unit 19a designed as a pressure regulating valve delimits the operating medium pressure of the clutch pressure system 18a in the basic position. In the second switching position, the switching valve 21a of the distributor unit 19a limits the operating medium pressure of the transmission pressure system 17a.
  • the automotive gear device 10a has a control unit 46a.
  • the control unit 46a is provided for automatically shifting the gears.
  • the control unit 46a communicates with the resource pressure source driving unit 40a.
  • the control unit 46a adjusts an operating medium pressure provided by the operating medium pressure source 20a by varying a rotational speed of the operating medium pressure source driving unit 40a.
  • the control unit 46a switches the switching valve 21a of the distribution unit 19a formed as a pressure regulating valve by controlling the electric current of the electromagnetic actuator 44a.
  • the control unit 46a thus controls the limitation of the operating medium pressure of the transmission pressure system 17a and the clutch pressure system 18a.
  • the control and regulation unit 46a communicates with a sensor not shown in detail.
  • the demand characteristic is designed as a slip characteristic, from which a heat input into the coupling units 12a, 13a during an opening and closing operation and thus a cooling requirement of the coupling units 12a, 13a can be derived.
  • the control unit 46a controls the operating medium pressure source 20a and switches the switching valve 21a.
  • the distributor unit 19a In an operating state in which the operating medium pressure source 20a supplies the supply pressure for the distributor unit 19a, the distributor unit 19a primarily supplies the transmission pressure system 17a with an operating medium pressure.
  • the switching valve 21 a is switched to its normal position, whereby the clutch pressure system 18 a is decoupled from the operating medium pressure source 20 a and the transmission pressure system 17 a.
  • the supply pressure corresponds to the operating medium pressure of the transmission pressure system 17a. If the control and regulation unit 46a determines a need for operating medium pressure for cooling and lubricating the coupling units 12a, 13a through the demand parameter, the control and regulation unit 46a switches the switching valve 21a into the first switching position by the electromagnetic actuation 44a.
  • the distribution unit 19a By switching the switching valve 21a to the first switching position, the distribution unit 19a connects the clutch pressure system 18a and the transmission pressure system 17a to the resource pressure source 20a. Thereby, the distribution unit 19a divides the supply pressure into the operating medium pressure of the clutch pressure system 18a and the operating medium pressure of the transmission pressure system 17a.
  • control unit 46a determines a further increase in demand, the control unit 46a increases the rotational speed of the operating medium pressure source drive unit 40a and thus the supply pressure provided by the operating medium pressure source 20a.
  • the distribution of the supply pressure controls the control unit 46a via the electromagnetic actuator 44a, whereby an operating medium pressure of the clutch pressure system 18a is limited by the hydraulic operation 43a of the switching valve 21a.
  • the control and regulation unit 46a determines a high demand for operating medium pressure of the clutch pressure system 18a, the control and regulation unit 46a switches the switching valve 21a into the second switching position. Thereby, the distribution unit 19a decouples the transmission pressure system 17a from the resource pressure source 20a.
  • control and regulation unit 46a determines too high a medium pressure in the transmission pressure System 17a
  • the control unit 46a switches the switching valve 21a also in the second switching position and reduces the speed of Laceffenbuchmaschinenan- drive unit 40a and thus the supply pressure.
  • the distributor unit 19a limits the operating medium pressure of the transmission pressure system 17a.
  • FIGS. 1 and 2 Three further embodiments of the invention are shown in FIGS. The following descriptions are essentially limited to the differences between the exemplary embodiments, wherein reference can be made to the description of the other exemplary embodiments, with particular reference to the exemplary embodiment in FIGS. 1 and 2, with regard to components, features and functions remaining the same. Constant components are provided with the same reference numerals. To distinguish the embodiments, the letter a in the reference numerals of the embodiment in Figures 1 and 2 by the letter b in the reference numerals of the embodiment in Figure 3, by the letter c in the reference numerals in Figure 4 and by the letter d in replaced the reference numerals in Figure 5. With regard to components that remain the same, in particular with regard to components having the same reference numbers, reference may in principle also be made to the drawings and / or the description of the other exemplary embodiments, in particular of the exemplary embodiment in FIGS. 1 and 2.
  • FIG. 3 shows a second exemplary embodiment of a lubricating and cooling device 16b.
  • the lubrication and cooling device 16b is provided for lubrication and cooling of two coupling units and for lubricating a gear unit.
  • the two coupling units and the gear unit are associated with a motor vehicle transmission device.
  • the motor vehicle transmission device is designed as a dual-clutch transmission device.
  • the coupling units form a double clutch of the motor vehicle transmission device.
  • the coupling units are formed by means of multi-plate clutches.
  • the two coupling units are designed as wet coupling units.
  • the transmission unit varies a transmission ratio that translates an engine torque provided by a prime mover and transmits to drive wheels. Due to the different transmission ratios, the motor vehicle transmission device can switch different gears.
  • the gear unit comprises two partial transmissions arranged in parallel in the power flow.
  • the transmission gears which are switchable by means of the motor vehicle transmission device, are each assigned to one of the partial transmissions. Transmission gears, which are each assigned to different partial transmissions, can be shifted under load.
  • the partial transmissions each comprise a plurality of gear shift units.
  • the gearshift units are designed as form-locking switch units. They each include a sliding sleeve, which is actuated to form the corresponding gear ratio.
  • each of the partial transmissions comprises a plurality of gear pairs, which are each provided for a transmission gear.
  • each of the partial transmission has a countershaft.
  • the two coupling units are arranged parallel to one another in the force flow and connect the gear unit to the drive machine.
  • Each of the coupling units is assigned to one of the partial transmissions.
  • For switching a transmission gear initially the corresponding gear is formed by means of the associated gear shift unit. Subsequently, the gear is switched by the associated coupling unit is closed.
  • the motor vehicle gear device comprises an electromechanical actuating unit.
  • the gear shift units and the clutch units can be closed automatically.
  • the actuating unit For actuating the coupling units, the actuating unit has electrical actuators. The electric actuators close the corresponding coupling unit and thus establish a connection between the drive machine and the corresponding sub-transmission.
  • the actuating unit also has electrical actuators. The electric actuators move the corresponding sliding sleeve in the appropriate switching position and thus set a gear ratio. For a transmission gear change under load from one gear to another gear, for example, from a gear of the second gear in a transmission gear of the first gear, in addition to the already by means of the second gear part transmission gear to be switched gear of the first gear is formed.
  • the transmission gear is changed over from one gear to the other gear by successively opening the clutch unit associated with the gear to be opened, while the clutch unit associated with the gear to be shifted is successively closed.
  • a gear change from a gear of the first sub-transmission in a gear of the second sub-transmission is analog, so to dispense with a description of such a gear change here.
  • the lubrication and cooling device 16b has a transmission pressure system 17b provided for lubricating the transmission unit.
  • the transmission pressure system 17b supplies the transmission unit with operating medium pressure.
  • the transmission pressure system 17b comprises a service line with a diaphragm 37b arranged in an operating fluid flow in front of the transmission unit.
  • the lubrication and cooling device 16b further includes a clutch pressure system 18b.
  • the clutch pressure system 18b is provided for lubrication and cooling of the clutch units.
  • the clutch pressure system 18b supplies the clutch units with operating fluid pressure.
  • the clutch pressure system 18b includes a service line with a fluid cooler 38b and a baffle 39b disposed in the fluid flow before the clutch units.
  • the fluid cooler 38b is formed as a heat exchanger.
  • the resource is designed as oil.
  • the lubrication and cooling device 16b has a single fluid pressure source 20b.
  • the resource pressure source 20b is formed as an electrically driven hydraulic pump.
  • the resource pressure source 20b is adjustable.
  • the resource pressure source 20b supplies a distribution unit 19b with a supply pressure.
  • the lubricating and cooling device 16b has an operating medium pressure source drive unit 40b.
  • the operating medium pressure source driving unit 40b is formed as an electric motor.
  • the lubricating and cooling device 16b For storage and for the capture of excess resources, the lubrication and cooling device 16b on a resource reservoir 41 b.
  • the lubricating and cooling device 16b further comprises a filter unit 42b.
  • the filter unit 42b is disposed between the resource reservoir 41b and the resource pressure source 20b.
  • the filter unit 42b is formed as a sieve.
  • the lubricating and cooling device 16b has the distributor unit 19b.
  • the distributor unit 19b is designed as a hydraulic distributor unit.
  • the distribution unit 19b is disposed in the resource flow provided by the resource pressure source 20b after the resource pressure source 20b and before the transmission pressure system 17b and the clutch pressure system 18b.
  • the distribution unit 19b divides the supply pressure provided from the resource pressure source 20b into a resource pressure of the transmission pressure system 17b and an equipment pressure of the clutch pressure system 18b.
  • the distribution unit 19b primarily supplies the transmission pressure system 17b with the resource pressure.
  • the distributor unit 19b has a hydraulic switching valve 21b.
  • the distributor unit 19b adjusts the operating medium pressure of the clutch pressure system 18b as a function of the operating medium pressure of the transmission pressure system 17b.
  • the switching valve 21 b is formed as a check valve. In an open state of the switching valve 21 b, the switching valve 21 b connects the clutch pressure system 18 b with the operating medium pressure source 20 b and the transmission pressure system 17 b. In a closed state of the switching valve 21 b, the switching valve 21 b separates the clutch pressure system 18 b from the operating medium pressure source 20 b.
  • the switching valve 21b In the closed state of the switching valve 21b, the switching valve 21b separates the clutch pressure system 18b from the transmission pressure system 17b.
  • the switching valve 2 b is designed as a normal-closed switching valve.
  • the switching valve 21 b sets the operating medium pressure of the transmission pressure system 17b and the operating medium pressure of the clutch pressure system 18b to a defined differential pressure.
  • the switching valve 21b separates the clutch pressure system 18b from the transmission pressure system 17b.
  • the check valve 21 b designed as a check valve has a spring element 47 b, which defines the differential pressure between the clutch pressure system 18 b and the transmission pressure system 17 b.
  • the spring element 47b provides a force that closes the switching valve 21b and keeps it closed.
  • the switching valve 21 b opens at a greater force resulting from the operating medium pressure in the transmission pressure system 17b and acting against the force of the spring element 47b.
  • a direction of action of the force of the spring element 47b corresponds to a direction of action of a force resulting from the operating medium pressure in the clutch pressure system 18b.
  • the switching valve 21b allows a flow of a resource from the transmission pressure system 17b into the clutch pressure system 18b and prevents a flow of a resource from the clutch pressure system 18b into the transmission pressure system 17b.
  • the motor vehicle transmission device has a control and regulating unit.
  • the control unit is provided for automatically shifting the gears.
  • the control unit communicates with the resource pressure source driving unit 40b.
  • the control unit sets an operating medium pressure provided by the operating medium pressure source 20b by varying a rotational speed of the operating medium pressure source driving unit 40b.
  • the control unit communicates with a sensor, not shown.
  • the demand characteristic is designed as a slip characteristic from which a heat input into the coupling units in an opening and closing operation and thus a cooling demand of the coupling units can be derived.
  • the control unit regulates the resource pressure source 20b.
  • the control unit increases the supply pressure of the resource pressure source 20b.
  • the distributor unit 19b In an operating state in which the operating medium pressure source 20b supplies the supply pressure for the distributor unit 19b, the distributor unit 19b primarily supplies the transmission pressure system 17b with operating medium pressure.
  • the switching valve 21 b is closed and decouples the clutch pressure system 18b from the operating medium pressure source 20b and the transmission pressure system 17b.
  • the closed state of Switching valve 21 b corresponds to the supply pressure to the operating medium pressure in the transmission pressure system 17b. If the control unit determines a need for operating medium pressure for cooling and lubricating the coupling units due to the requirement characteristic, the control and regulating unit increases the rotational speed of the operating medium pressure source drive unit 40b and thus the supply pressure.
  • the switching unit 21b opens. Thereby, the distribution unit 19b connects the clutch pressure system 18b and the transmission pressure system 17b with the resource pressure source 20b, and divides the supply pressure into the resource pressure of the clutch pressure system 18b and the resource pressure of the transmission pressure system 17b.
  • the differential pressure between the operating fluid pressure of the clutch pressure system 18b and the fluid pressure of the transmission pressure system 17b remains substantially constant, with the fluid pressure of the transmission pressure system 17b being greater than the fluid pressure of the clutch pressure system 18b by the differential pressure defined by the spring member 47b.
  • the switching valve 21 b designed as a check valve sets a fixed relationship between the operating medium pressure of the transmission pressure system 17b and the operating medium pressure of the clutch pressure system 18b. The switching valve 21b closes when a differential pressure between the operating pressure of the transmission pressure system 17b and the clutch pressure system 18b is smaller than the differential pressure resulting from the force of the spring element 47b.
  • control unit determines a low demand of the operating medium pressure of the clutch pressure system 18b, it reduces the speed of the operating medium pressure source drive unit 40b and thus the supply pressure until the differential pressure defined by the switching valve 21b is reached, whereby the switching valve 21b closes and the clutch pressure system 18b decoupled from the resource pressure source 20b.
  • FIG. 4 shows a third exemplary embodiment of a lubricating and cooling device 16c.
  • the lubrication and cooling device 16 c is provided for lubrication and cooling of two coupling units and for lubricating a gear unit.
  • the two coupling units and the gear unit are associated with a motor vehicle transmission device.
  • the motor vehicle transmission device is designed as a dual-clutch transmission device.
  • the coupling units form a double clutch of the motor vehicle transmission device.
  • the coupling units are equipped with multi-plate couplings trained.
  • the two coupling units are designed as wet coupling units.
  • the transmission unit varies a transmission ratio that translates an engine torque provided by a prime mover and transmits to drive wheels. Due to the different transmission ratios, the motor vehicle transmission device can switch different gears.
  • the gear unit comprises two partial transmissions arranged in parallel in the power flow.
  • the transmission gears which are switchable by means of the motor vehicle transmission device, are each assigned to one of the partial transmissions.
  • Transmission gears which are each assigned to different partial transmissions, can be shifted under load.
  • the partial transmissions each comprise a plurality of gear shift units.
  • the gearshift units are designed as form-locking switch units. They each include a sliding sleeve, which is actuated to form the corresponding gear ratio. By switching the respective sliding sleeves in one of their switching positions, the corresponding gear shift unit is closed.
  • each of the partial transmissions comprises a plurality of gear pairs, which are each provided for a transmission gear.
  • each of the partial transmission has a countershaft.
  • the two coupling units are arranged parallel to one another in the force flow and connect the gear unit to the drive machine.
  • Each of the coupling units is assigned to one of the partial transmissions.
  • For switching a transmission gear initially the corresponding gear is formed by means of the associated gear shift unit. Subsequently, the gear is switched by the associated coupling unit is closed.
  • the motor vehicle gear device comprises an electromechanical actuating unit.
  • the gear shift units and the clutch units can be closed automatically.
  • the actuating unit has electrical actuators.
  • the electric actuators close the corresponding coupling unit and thus establish a connection between the drive machine and the corresponding sub-transmission.
  • the actuating unit also has electrical actuators. The electric actuators move the corresponding sliding sleeve in the appropriate switching position and thus set a gear ratio.
  • a transmission gear change under load from one gear to another gear for example, from a gear of the second gear in a transmission gear of the first gear
  • the transmission gear is changed over from one gear to the other gear by successively opening the clutch unit associated with the gear to be opened, while the clutch unit associated with the gear to be shifted is successively closed.
  • a gear change from a gear of the first sub-transmission in a gear of the second sub-transmission is analog, so to dispense with a description of such a gear change here.
  • the lubricating and cooling device 16c has a transmission pressure system 17c provided for lubricating the transmission unit.
  • the transmission pressure system 17c supplies the transmission unit with operating medium pressure.
  • the transmission pressure system 17c comprises a service line with a diaphragm 37c arranged in a flow of equipment in front of the transmission unit.
  • the lubrication and cooling device 16c further includes a clutch pressure system 18c.
  • the clutch pressure system 18c is provided for lubrication and cooling of the clutch units.
  • the clutch pressure system 18c supplies the clutch units with operating fluid pressure.
  • the clutch pressure system 18c includes a service line having a fluid cooler 38c and a baffle 39c disposed in the fluid flow before the clutch units.
  • the resource cooler 38c is formed as a heat exchanger.
  • the equipment is designed as oil.
  • the lubrication and cooling device 16c has a single fluid pressure source 20c.
  • the resource pressure source 20c is formed as an electrically driven hydraulic pump.
  • the resource pressure source 20c is adjustable.
  • the resource pressure source 20c supplies a distribution unit 19c with a supply pressure.
  • the lubricating and cooling device 16c has an operating medium pressure source drive unit 40c.
  • the operation medium pressure source drive unit 40c is formed as an electric motor.
  • the lubrication and cooling device 16c For storage and collection of excess resources, the lubrication and cooling device 16c has a resource reservoir 41c. For cleaning the operating means, the lubricating and cooling device 16c further comprises a filter unit 42c.
  • the filter unit 42c is disposed between the resource reservoir 41c and the resource pressure source 20c.
  • the filter unit 42c is formed as a sieve.
  • the lubricating and cooling device 16c has the distributor unit 19c.
  • the distributor unit 19c is designed as a hydraulic distributor unit.
  • the distribution unit 19c is disposed in the resource flow provided by the resource pressure source 20c after the resource pressure source 20c and before the transmission pressure system 17c and the clutch pressure system 18c.
  • the distribution unit 19c divides the supply pressure provided from the resource pressure source 20c into a resource pressure of the transmission pressure system 17c and an equipment pressure of the clutch pressure system 18c.
  • the distribution unit 19c primarily supplies the transmission pressure system 17c with the resource pressure.
  • the distributor unit 19c has a hydraulic switching valve 21c.
  • the distribution unit 19c adjusts the operating medium pressure of the clutch pressure system 18c in response to the operating pressure of the transmission pressure system 17c.
  • the switching valve 21c is formed as a pressure relief valve. In an open state of the switching valve 21c, the switching valve 21c connects the clutch pressure system 18c with the operating medium pressure source 20c and the transmission pressure system 17c. In a closed state of the switching valve 21c, the switching valve 21c disconnects the clutch pressure system 18c from the resource pressure source 20c. In the closed state of the switching valve 21c, the switching valve 21c decouples the clutch pressure system 18c from the transmission pressure system 17c.
  • the switching valve 21c is formed as a normally-closed switching valve. The switching valve 21c supplies operating means to the clutch pressure system 18c from a defined minimum fluid pressure of the transmission pressure system 17c.
  • the switching valve 21c designed as a pressure limiting valve has a spring element 48c, which closes the switching valve 21c up to the defined, minimum operating medium pressure of the transmission pressure system 17c.
  • the spring member 48c provides a force that closes and closes the switching valve 21c.
  • the switching valve 21c opens at a larger, resulting from the operating fluid pressure in the transmission pressure system 17c and acting against the force of the spring element 48c force. In the open state of the switching valve 21c, the switching valve 21c allows a flow of a resource from the transmission pressure system 17c into the clutch pressure system 18c from the minimum fluid pressure of the transmission pressure system 17c.
  • the switching valve 21c In the open state of the switching valve 21c, the switching valve 21c also allows a flow of a resource from the clutch pressure system 18c into the transmission pressure system 17c from the minimum fluid pressure of the transmission pressure system 17c. In the closed state of the switching valve 21c, the switching valve 21c prevents a flow of a resource from the clutch pressure system 18c into the transmission pressure system 17c, and vice versa, up to the defined operating medium pressure.
  • the motor vehicle transmission device has a control and regulating unit.
  • the control unit is provided for automatically shifting the gears.
  • the control unit communicates with the resource pressure source driving unit 40c.
  • the control unit sets an operating medium pressure provided by the operating medium pressure source 20c by varying a rotational speed of the operating medium pressure source driving unit 40c.
  • the control unit communicates with a sensor, not shown.
  • the demand characteristic is designed as a slip characteristic from which a heat input into the coupling units during an opening and closing operation and thus a cooling requirement of the coupling units are derived. bar is.
  • the control unit regulates the operating medium pressure source 20c. When a resource pressure in the clutch pressure system 18c is required, the control unit increases the supply pressure of the resource pressure source 20c.
  • the distributor unit 19c In an operating state in which the operating medium pressure source 20c supplies the supply pressure for the distributor unit 19c, the distributor unit 19c primarily supplies the transmission pressure system 17c with operating medium pressure. In this case, the switching valve 21 c is closed and decouples the clutch pressure system 18c from the operating medium pressure source 20c.
  • the supply pressure corresponds to the operating medium pressure in the transmission pressure system 17c up to the minimum operating pressure of the transmission pressure system 17c.
  • the control and regulating unit increases the speed of the
  • the switching valve 21c opens. Thereby, the distribution unit 19c connects the clutch pressure system 18c and the transmission pressure system 17c with the resource pressure source 20c, and divides the supply pressure into the resource pressure of the clutch pressure system 18c and the resource pressure of the transmission pressure system 17c.
  • control unit If the control unit detects a small demand of the operating medium field of the clutch pressure system 18c, it reduces the rotational speed of the operating-medium pressure source drive unit 40c and thus the supply pressure until the minimum operating medium pressure of the transmission pressure system 17c defined by the switching valve 21c is exceeded, whereby the switching valve 21c closes and the clutch pressure system 18c decoupled from the resource pressure source 20c.
  • FIG. 5 shows a fourth exemplary embodiment of a lubricating and cooling device 16d.
  • the lubrication and cooling device 16d is provided for lubricating and cooling two clutch units and for lubricating a transmission unit.
  • the two coupling units and the gear unit are associated with a motor vehicle transmission device.
  • the motor vehicle transmission device is designed as a dual-clutch transmission device.
  • the coupling units form a double clutch of the power vehicle transmission device.
  • the coupling units are formed by means of multi-plate clutches.
  • the two coupling units are designed as wet coupling units.
  • the transmission unit varies a transmission ratio that translates an engine torque provided by a prime mover and transmits to drive wheels. Due to the different transmission ratios, the motor vehicle transmission device can switch different gears.
  • the gear unit comprises two partial transmissions arranged in parallel in the power flow.
  • the transmission gears which are switchable by means of the motor vehicle transmission device, are each assigned to one of the partial transmissions.
  • Transmission gears which are each assigned to different partial transmissions, can be shifted under load.
  • the partial transmissions each comprise a plurality of gear shift units.
  • the gearshift units are designed as form-locking switch units. They each include a sliding sleeve, which is actuated to form the corresponding gear ratio. By switching the respective sliding sleeves in one of their switching positions, the corresponding gear shift unit is closed.
  • each of the partial transmissions comprises a plurality of gear pairs, which are each provided for a transmission gear.
  • each of the partial transmission has a countershaft.
  • the two coupling units are arranged parallel to one another in the force flow and connect the gear unit to the drive machine.
  • Each of the coupling units is assigned to one of the partial transmissions.
  • For switching a transmission gear initially the corresponding gear is formed by means of the associated gear shift unit. Subsequently, the gear is switched by the associated coupling unit is closed.
  • the motor vehicle gear device comprises an electromechanical actuating unit.
  • the gear shift units and the clutch units can be closed automatically.
  • the actuating unit has electrical actuators.
  • the electric actuators close the corresponding coupling unit and thus establish a connection between the prime mover and the corresponding sub-transmission.
  • the actuating unit also has electrical actuators. The electric actuators move the corresponding sliding sleeve in the appropriate switching position and thus set a gear ratio.
  • a transmission gear change under load from one gear to another gear for example, from a gear of the second gear in a transmission gear of the first gear
  • the transmission gear is changed over from one gear to the other gear by successively opening the clutch unit associated with the gear to be opened, while the clutch unit associated with the gear to be shifted is successively closed.
  • a gear change from a gear of the first sub-transmission in a gear of the second sub-transmission is analog, so to dispense with a description of such a gear change here.
  • the lubrication and cooling device 16d includes a transmission pressure system 17d provided for lubricating the transmission unit.
  • the transmission pressure system 17d supplies the transmission unit with operating medium pressure.
  • the transmission pressure system 17d comprises a service line with a diaphragm 37d arranged in a working fluid flow in front of the transmission unit.
  • the lubrication and cooling device 16d further includes a clutch pressure system 18d.
  • the clutch pressure system 18d is provided for lubrication and cooling of the clutch units.
  • the clutch pressure system 18d supplies the clutch units with operating fluid pressure.
  • the clutch pressure system 18d includes a service line having a fluid cooler 38d and a baffle 39d disposed in the fluid flow prior to the clutch units.
  • the resource cooler 38d is formed as a heat exchanger.
  • the resource is designed as oil.
  • the lubrication and cooling device 16d has a single fluid pressure source 20d.
  • the resource pressure source 20d is formed as an electrically driven hydraulic pump.
  • the resource pressure source 20d is adjustable.
  • the resource pressure source 20d supplies a distribution unit 19d with a sorger pressure.
  • the lubricating and cooling device 16d has an operating medium pressure source drive unit 40d.
  • the operating medium pressure source drive unit 40d is formed as an electric motor.
  • the lubrication and cooling device 16d For storage and for the capture of excess resources, the lubrication and cooling device 16d has a resource reservoir 41d.
  • the lubricating and cooling device 16d further comprises a filter unit 42d.
  • the filter unit 42d is disposed between the resource reservoir 41d and the resource pressure source 20d.
  • the filter unit 42d is formed as a sieve.
  • the lubricating and cooling device 16d has the distributor unit 19d.
  • the distributor unit 19d is designed as a hydraulic distributor unit.
  • the distribution unit 19d is disposed in the resource flow provided by the resource pressure source 20d after the resource pressure source 20d and before the transmission pressure system 17d and the clutch pressure system 18d.
  • the distribution unit 19d divides the supply pressure provided from the resource pressure source 20d into a resource pressure of the transmission pressure system 17d and an equipment pressure of the clutch pressure system 18d.
  • the distribution unit 19d primarily supplies the transmission pressure system 17d with the operating medium pressure.
  • the distributor unit 19d has two hydraulic switching valves 21d, 22d.
  • the switching valve 21d as a pressure relief valve and the switching valve 22d is also formed as a pressure relief valve.
  • the switching valve 21 d connects the operating medium pressure source 20 d to the clutch pressure system 18 d.
  • the switching valve 21d separates the clutch pressure system 18d from the resource pressure source 20d.
  • the switching valve 22d connects the resource pressure source 20d to the transmission pressure system 17d.
  • the switching valve 22d In a closed state of the switching valve 22d, the switching valve 22d separates the transmission pressure system 17d from the resource pressure source 20d. In the closed state of the switching valve 21d and the open state of the switching valve 22d, the switching valve 21d decouples the clutch pressure system 18d from the transmission pressure system 17d.
  • the switching valve 21 d is formed as a normally-closed switching valve.
  • the switching valve 22d is formed as a normally-open switching valve.
  • the manifold unit 19d adjusts the fluid pressure of the clutch pressure system 18d in response to the fluid pressure of the transmission pressure system 17d.
  • the switching valve 21 d supplies operating means to the clutch pressure system 18d from a defined, minimum operating medium pressure of the transmission pressure system 17d.
  • the switching valve 22d limits the fluid pressure in the transmission pressure system 17d.
  • the designed as a pressure limiting valve switching valve 21 d has a spring element 49d, which closes the switching valve 21 d to a defined, minimum operating medium pressure of the transmission pressure system 17d or a defined, minimum supply pressure of the operating medium pressure source 20d.
  • the spring member 49d provides a force that closes the switching valve 21 d and keeps it closed to the minimum operating pressure or supply pressure.
  • the switching valve 21d opens at a larger, resulting from the supply pressure and acting against the force of the spring element 49d force. In the open state of the switching valve 22d, the switching valve 21d allows a flow of a resource from the transmission pressure system 17d into the clutch pressure system 18d from the minimum fluid pressure of the transmission pressure system 17d.
  • the switching valve 21d prevents a flow of a resource from the clutch pressure system 18d into the transmission pressure system 17d up to the minimum fluid pressure of the transmission pressure system 17d.
  • the switching valve 21d allows a flow of a resource from the operating-medium pressure source 20d into the clutch pressurizing system 18d from the minimum supply pressure of the operating-medium pressure source 20d.
  • the switching valve 21d prevents a flow of a resource from the clutch pressure system 18d up to the minimum supply pressure.
  • the switching valve 22d designed as a pressure limiting valve likewise has a spring element 50d, which opens the switching valve 22d up to a defined, maximum operating medium pressure of the transmission pressure system 17d.
  • the spring element 50d provides a force that opens the switching valve 22d and keeps it open until the maximum operating pressure of the transmission pressure system 17d.
  • the switching valve 22d closes at a greater force resulting from the operating pressure of the transmission pressure system 17d and acting against the force of the spring element 50d.
  • In the open state of the Switching valve 21d allows the switching valve 22d to flow a resource from the transmission pressure system 17d into the clutch pressure system 18d up to the maximum fluid pressure of the transmission pressure system 17d.
  • the switching valve 22d prevents a flow of a resource from the transmission pressure system 17d into the clutch pressure system 18d from the maximum operating pressure of the transmission pressure system 17d.
  • the switching valve 22d allows a flow of a resource from the resource pressure source 20d into the transmission pressure system 17d up to the maximum resource pressure of the transmission pressure system 17d.
  • the switching valve 22d prevents a flow of a resource from the transmission pressure system 17d from the maximum operating medium pressure of the transmission pressure system 17d.
  • the motor vehicle transmission device has a control and regulation unit.
  • the control unit is provided for automatically shifting the gears.
  • the control unit communicates with the resource pressure source driving unit 40d.
  • the control unit sets an operating medium pressure provided by the operating medium pressure source 20d by varying a rotational speed of the operating medium pressure source driving unit 40d.
  • the control unit communicates with a sensor, not shown.
  • the demand characteristic is designed as a slip characteristic from which a heat input into the coupling units in an opening and closing operation and thus a cooling demand of the coupling units can be derived.
  • the control unit regulates the resource pressure source 20d.
  • the control unit increases the supply pressure of the resource source 20d.
  • the distributor unit 19d In an operating state in which the operating medium pressure source 20d supplies the supply pressure for the distributor unit 19d, the distributor unit 19d primarily supplies the transmission pressure system 17d with operating medium pressure.
  • the switching valve 21 d is closed and decouples the clutch pressure system 18 d from the operating medium pressure Source 20d and the switching valve 22d is opened and couples the transmission pressure system 17d with the resource source 20d.
  • the supply pressure corresponds to the operating medium pressure in the transmission pressure system 17d until the switching valve 21 d opens or the switching valve 22d closes. If the control unit determines a need for operating medium pressure for cooling and lubrication of the coupling units due to the requirement characteristic, the control and regulating unit increases the rotational speed of the operating medium pressure source drive unit 40d and thus the supply pressure.
  • the switching valve 21d opens. Thereby, the distribution unit 19d connects the clutch pressure system 18d and the transmission pressure system 17d with the resource pressure source 20d and divides the supply pressure into the resource pressure of the clutch pressure system 18d and the resource pressure of the transmission pressure system 17d.
  • the switching valve 22d closes. As a result, the switching valve 22d limits the operating medium pressure of the transmission pressure system 17d.
  • the distribution unit 19d separates the transmission pressure system 17d from the resource pressure source 20d. If the operating medium pressure of the transmission pressure system 17d drops below the maximum operating medium pressure of the transmission pressure system 17d defined by the switching valve 22d, the switching valve 22d opens again.
  • control unit If the control unit detects a low demand of the operating medium pressure of the clutch pressure system 18d, it reduces the speed of the operating fluid pressure source drive unit 40d and thus the supply pressure until the minimum operating medium pressure of the transmission pressure system 17d defined by the switching valve 21d is reached, whereby the switching valve 21 d closes and decouples the clutch pressure system 18d from the resource pressure source 20d.
  • a resource source pressure relief valve may be basically arranged. Furthermore, further screens can be arranged in the lubricating and cooling device 16a, 16b, 16c, 16d for fine tuning.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un dispositif de transmission de véhicule à moteur comportant au moins une unité boîte de vitesse (11a) servant à modifier un rapport de (dé)multiplication, au moins une unité d'embrayage (12a, 13a) servant à relier l'unité boîte de vitesse (11a) à un moteur d'entraînement (14a), au moins une unité d'actionnement non hydraulique (15a) servant à actionner l'unité boîte de vitesse (11a) et/ou l'unité d'embrayage (12a, 13a) et un dispositif de lubrification et/ou de refroidissement (16a; 16b; 16c; 16d) qui comporte au moins un système de pression de transmission (17a; 17b; 17c; 17d), au moins un système de pression d'embrayage (18a; 18b; 18c; 18d) et au moins une unité de répartition (19a; 19b; 19c; 19d) servant à relier le système de pression de transmission (17a; 17b; 17c; 17d) et le système de pression d'embrayage (18a; 18b; 18c; 18d) à une source de pression de fluide de fonctionnement commune (20a; 20b; 20c; 20d).
PCT/EP2010/007519 2010-03-27 2010-12-09 Dispositif de transmission de véhicule à moteur WO2011120548A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010013182 DE102010013182A1 (de) 2010-03-27 2010-03-27 Kraftfahrzeuggetriebevorrichtung
DE102010013182.2 2010-03-27

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WO2011120548A1 true WO2011120548A1 (fr) 2011-10-06

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WO (1) WO2011120548A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015209951A1 (de) * 2015-05-29 2016-12-01 Zf Friedrichshafen Ag Ölfördersystem eines Kraftfahrzeugs

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1150040A2 (fr) * 2000-04-25 2001-10-31 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie Circuit hydraulique pour une boíte de vitesses à embrayage double automatisée d'un véhicule automobile
DE10054318A1 (de) 2000-11-02 2002-05-08 Volkswagen Ag System zur Steuerung eines Doppelkupplungsgetriebes
WO2004097265A1 (fr) * 2003-04-30 2004-11-11 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Circuit hydraulique pour commander une chaine cinematique
WO2008108977A1 (fr) * 2007-03-02 2008-09-12 Borgwarner Inc. Dispositif à soupape de commande hydraulique pour transmission à double embrayage

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1150040A2 (fr) * 2000-04-25 2001-10-31 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie Circuit hydraulique pour une boíte de vitesses à embrayage double automatisée d'un véhicule automobile
DE10054318A1 (de) 2000-11-02 2002-05-08 Volkswagen Ag System zur Steuerung eines Doppelkupplungsgetriebes
WO2004097265A1 (fr) * 2003-04-30 2004-11-11 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Circuit hydraulique pour commander une chaine cinematique
WO2008108977A1 (fr) * 2007-03-02 2008-09-12 Borgwarner Inc. Dispositif à soupape de commande hydraulique pour transmission à double embrayage

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