• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a transmission (10), in particular a dual-clutch transmission, for a motor vehicle, having an input shaft (11) and a main shaft (13), the input shaft (11) being connected to a first countershaft (16) via a shiftable first clutch (18). and via a switchable second clutch (19) with a second countershaft (17) is connectable, wherein the first countershaft (16) and the second countershaft (17) via at least one via a switching device (20) switchable gear pair (Z) with the Main shaft (13) is drive-connected, with at least one synchronizing means (30) for speed adjustment of the countershafts (16, 17) to the main shaft (13). A compact transmission with fast response can be realized, the synchronizer (30) is formed by a hydraulic unit, which hydraulic unit connected to the first countershaft (16) drivingly connected first hydraulic machine (31) and with the second countershaft (17) drivingly connected second hydraulic Machine (32), wherein the two hydraulic machines (31, 32) in a hydraulic circuit (33) are arranged and each of the two hydraulic machines (31, 32) is selectively operable as a hydraulic drive motor or as a hydraulic pump.
    公开号:AT510966A4
    申请号:T8552011
    申请日:2011-06-09
    公开日:2012-08-15
    发明作者:Gebhard Ing Woentner；Gunnar Dipl Ing Stein；Guenter Dipl Ing Pilat；Josef Ing Infanger；Roland Dipl Ing Hintringer
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    1 56194
    The invention relates to a transmission, in particular dual-clutch transmission, for a motor vehicle, with an input shaft and a main shaft, wherein the input shaft via a switchable first clutch with a first countershaft and a switchable second clutch with a second countershaft is connectable, wherein the first Vorgeiegewelle and the second countershaft is in each case drive-connectable to the main shaft via at least one gearwheel pair that can be shifted via a shifting device, with at least one synchronizing device for adjusting the rotational speed of the countershafts to the main shaft.
    From the publications US 6,427,549 Bl and EP 1 270 301 A2 dual-clutch transmission with an input shaft and an output shaft, and with two countershafts are known, wherein the rotational speeds of the counterweeds are tunable via synchronizers with the speed of the output shaft. In this case, the rotational speed of the drive shaft not connected to the input shaft countershaft is driven or decelerated by an electric motor until synchronization with a free-running on the countershaft gear, which is connected via a gear stage to the output shaft. As soon as there is synchronization, the gearwheel is drive-connected to the countershaft via a dog clutch.
    The use of electrical machinery in transmissions has the disadvantage that relatively much additional parts are required, the size of the transmission is increased and the electrical machines require an external source of electrical energy.
    The object of the invention is to avoid these disadvantages and to enable in a transmission of the type mentioned in the simplest possible way a synchronization during switching operations.
    According to the invention, this is achieved in that the synchronizing device is formed by a hydraulic unit, which hydraulic unit has a first hydraulic machine drivingly connected to the first countershaft and a second hydraulic machine drivingly connected to the second countershaft, wherein the two hydraulic machines are arranged in a hydraulic circuit and each the two hydraulic machines can be operated either as a hydraulic drive motor or as a hydraulic pump.
    The two hydraulic machines can be controlled independently of each other. A particularly compact solution is obtained when the transmission including the synchronization device is arranged in a common housing, wherein preferably the hydraulic circuit is formed as a closed circuit within the housing. The fact that the entire hydraulic system is arranged within the housing of the transmission, a very space-saving design can be made possible.
    Alternatively, it can be provided that the hydraulic circuit is fluidly connected to a hydraulic system of the motor vehicle. This synchronization device can thus be connected to a hydraulic system of the vehicle, which additional freedom for the use of the two hydraulic machines exist. So it is possible to use the hydraulic machines as hydraulic emergency pumps to provide a hydraulic power source for the vehicle in an emergency can. One of the two hydraulic machines is used as a pressure generator while the second hydraulic machine runs empty. Furthermore, it is possible to use the hydraulic machines for recuperation, whereby braking energy can be converted into hydraulic energy. Conversely, at least one of the two hydraulic machines used as a hydraulic motor and apply an additional drive torque to drive the vehicle. Furthermore, the start of the internal combustion engine can also be carried out via at least one of the two hydraulic machines.
    The first and the second clutch is advantageously designed as a wet-running Lammellenkupplung, whereby high torques in a small space and low weight can be transferred. The two clutches can be designed identical, in order to minimize the manufacturing costs.
    It is preferably provided that the switching devices are formed by jaw clutches. By the external synchronizer, the switching devices can be carried out unsynchronized itself.
    In order to keep the production costs as low as possible, it is advantageous if at least one gear group of the first countershaft and the second countershaft is of identical construction. By using as many common parts as possible, the costs can be kept very low.
    In a further embodiment of the invention it can be provided that a range group transmission is connected to the main shaft, wherein preferably the range group transmission comprises a planetary gear. In this way, particularly high gear ratios and required for a practicable gear ratio number of gears can be realized with a small number of components.
    It is particularly advantageous if the input shaft is connected via a first gear stage to the first countershaft and via a second gear stage to the second countershaft, wherein preferably the first and the second gear stage have different gear ratios. Due to the different gear ratios, the countershafts are driven at different speeds.
    In a particularly advantageous further embodiment, the ratio jump between the first and second gear stage corresponds to the desired ratio jump between the individual gear ratios, whereby a construction-like design of the gear groups on the two countershafts is made possible.
    In order to enable a direct drive through, it can be provided in a further embodiment of the invention that the input shaft with the main shaft is directly connected via a jaw clutch. The actuation of the dog clutches can be done via hydraulically actuated actuators. The required for the claw circuit synchronization or minor speed difference between input shaft and main shaft is achieved by a ratio of 1: 1 or by a slightly different from 1: 1 translation in the fastest gear.
    The invention will be explained in more detail below with reference to FIGS.
    They show schematically:
    1 shows a transmission according to the invention with twelve forward gears,
    2 shows an inventive transmission with fourteen forward gears,
    3 shows a further transmission according to the invention with fourteen forward gears,
    Fig. 4 shows a variant of the range group transmission of Fig. 3 and
    Fig. 5 shows an inventive transmission with sixteen forward gears.
    Functionally identical parts are provided in the figures with the same reference numerals.
    The different gear ratios are indicated in the figures by the reference numerals 1, 2, 3, 4, 5, 6, 7, 8 for the forward gears and R, RI, R2 for the reverse gears.
    The illustrated in FIGS. 1 to 5 designed as a double clutch transmission 10 each have an input shaft 11 connected to an internal combustion engine, not shown, and a main shaft 13 connected to an output shaft 12. The input shaft 11 is connected via single-stage first and second gear stages 14, 15, which have different gear ratios, each having a first countershaft 16 and a second countershaft 17 in connection. Between the first gear stage 14 and the first countershaft 16, a first shiftable clutch 18, between the second gear stage 15 and the second countershaft 17, a switchable second clutch 19 is arranged. The clutches 18 and 19 are designed as wet-running Lammellenkupplungen.
    The first and second clutches 18, 19 are spring loaded in the closed position, whereby no active force application is required to establish the drive connection between the input shaft 11 and the countershaft 16, 17.
    The countershafts 16, 17 are in each case via gear stages Z with the main shaft 13 in connection. Each gear stage has in each case at least one toothed wheel Zr freely rotating on a shaft - for example a countershaft 16, 17 - and a toothed wheel Zr connected in a rotationally fixed manner to another shaft - for example the main shaft 13. The gear stages ZR the reverse gears R, RI, R2 additionally have a reverse gear to. In order to save manufacturing costs, two on the countershafts 16, 17 opposite gears Zf or may be formed as equal parts. The gears Zf can be mounted freely running on the countershafts 16, 17 and are rotatably connected to the main shaft 13 gears Zr in Zahnreingriff. Alternatively, however, the gears Zr may be non-rotatably connected to the respective countershaft 16, 17 and be in mesh with freely rotatably mounted on the main shaft 13 gears Zf (Fig. 2).
    To each drive the freely rotating gears Zf with the respective countershaft 16, 17 and main shaft 13 driveably connect switching elements 20 are provided, which are formed by simple, non-synchronized jaw clutches. The switching elements 20 can be hydraulically actuated by not shown actuators, for example.
    In the drive train of the transmission 10 may further be provided a connected to the main shaft 13 range group transmission 21, with which a switching between high ratios HIGH and low ratios LOW is possible. In the simplest case, the range group transmission 21 can be formed from two gear pairs 22, 23 with different gear ratios, each with a fixed gear Zr and a loose gear Zf, between which can be switched via a switching device 20 (Fig. 4). In a compact embodiment, the range group transmission 21 may be formed as a planetary gear 24, wherein an element of the planetary gear 24 can be held via a switching device 20 or connected to a second element of the planetary gear 24 (Fig. 3).
    Reference numeral 25 denotes a parking lock connected to the main shaft 13 or output shaft 12.
    The transmission 10 further includes a synchronizer 30, with which each of the rotational speeds between a driven countershaft 16; 17 can be adjusted with a respective on the countershaft 16, 17 freewheeling gear Zf to allow a switching operation with the switching devices 20. The synchronizer 30 comprises a first hydraulic machine 31 and a second hydraulic machine 32, the hydraulic machines 31, 32 being operable both as a hydraulic motor and as a hydraulic pump. Each hydraulic machine 31, 32 is independent of the other controllable. In the embodiments shown, the hydraulic machines 31, 32 are arranged in a closed hydraulic circuit, wherein both the hydraulic machines 31, 32, and the hydraulic circuit 33 may be disposed within the housing of the transmission 10, not shown.
    In Antriebsfali is one of the two countershafts 16, 17 via the respective clutch 18, 19 drivingly connected to the input shaft 11, while the respective other countershaft 17, 16 is separated from the drive shaft 11. The drive-connected countershaft, for example, the first countershaft 16 is drivingly connected via an inserted gear, such as gear 2 with the main shaft 13, wherein the first hydraulic machine 31 operates as a hydraulic pump and pressure in the hydraulic circuit 33 builds. The second hydraulic machine 32 is used as a hydraulic motor to bring the second countershaft 17, which is not drivingly connected to the input shaft 11, to synchronous speed with the respective next gear stage to be shifted. If the synchronous speed is reached, the next gear, for example gear 3, can be engaged by activating the respective shifting device 20.
    As shown in Figures 1, 2, 3, 5, the system is suitable for a variety of speeds and gear arrangements. The hydraulic circuit 33 can also be connected to the oil circuit of the vehicle, whereby the hydraulic machines 31, 32 can be used to support the hydraulic system of the vehicle. In this way, emergency functions, recuperation functions and also boost functions can be taken over by the hydraulic machines 31, 32. In case of failure of the hydraulic system of the vehicle, for example, one of the two hydraulic machines 31, 32 can be used as a hydraulic pump and, alternatively, replace or support the faulty hydraulic system of the vehicle. Furthermore, via the hydraulic machines 31, 32, an additional drive torque to the Vorgeiegewellen 16, 17 and thus applied to the output shaft 13 for driving the vehicle. On the other hand, it is also possible to use braking energy of the vehicle via the electric machines 31, 32 operated as pumps. The hydraulic machines 31, 32 can also be used to start the internal combustion engine.
    权利要求:
    Claims (10)
    [1]
    9 9 9 9 9 9 9 9 9 9 · 9 9 9 9 9 9 9 9/9 9 · PATENT CLAIMS 1. Transmission (10), in particular dual-clutch transmission, for a motor vehicle, with one Input shaft (11) and a main shaft (13), wherein the input shaft (11) via a switchable first clutch (18) with a first countershaft (16) and via a switchable second clutch (19) with a second countershaft (17) is connectable in which the first countershaft (16) and the second countershaft (17) are in each case drive-connectable to the main shaft (13) via at least one gearwheel pair (Z) via a switching device (20), with at least one synchronizing device (30) for adjusting the rotational speed of the countershafts (16, 17) to the main shaft (13), characterized in that the synchronizing device (30) is formed by a hydraulic unit, which hydraulic unit connected to the first countershaft (16) drivingly connected first hydraulic machine (31) and a mi t the second countershaft (17) drivingly connected second hydraulic machine (32), wherein the two hydraulic machines (31, 32) in a hydraulic circuit (33) are arranged and each of the two hydraulic machines (31, 32) either as a hydraulic drive motor or is operable as a hydraulic pump.
    [2]
    2. Transmission (10) according to claim 1, characterized in that the first and / or second clutch (18, 19) is designed as a wet-running Lammellenkupplung.
    [3]
    3. Transmission (10) according to claim 1 or 2, characterized in that the switching device (20) is formed by a dog clutch.
    [4]
    4. gear (10) according to one of claims 1 to 3, characterized in that with the main shaft (13) has a range group transmission (21) is connected, wherein preferably the range group transmission comprises a planetary gear (24).
    [5]
    5. Transmission (10) according to one of claims 1 to 4, characterized in that at least one gear group (Z) of the first countershaft (16) and the second countershaft (17) are of identical construction. • * »· • # * ♦» ·
    [6]
    6. Transmission (10) according to one of claims 1 to 5, characterized in that the input shaft (11) via a first gear stage (14) with the first countershaft (16) and via a second gear stage (15) with the second counter stage ( 17), wherein preferably the first and the second gear stage (14, 15) have different transmission ratios.
    [7]
    7. transmission (10) according to claim 6, characterized in that the ratio jump between the first and second gear stage (14, 15) corresponds to the desired ratio jump between the individual gears.
    [8]
    8. Transmission (10) according to one of claims 1 to 7, characterized in that the transmission (10) together with the synchronization device (30) is arranged in a common housing, wherein preferably the hydraulic circuit (33) is designed as a closed circuit within the housing ,
    [9]
    9. transmission (10) according to one of claims 1 to 8, characterized in that the hydraulic circuit (33) is fluidly connected to a hydraulic system of the motor vehicle.



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    [10]
    10. Transmission (10) according to any one of claims 1 to 9, characterized in that the input shaft (11) with the main shaft (13) is connectable directly via a jaw clutch. 2011 06 09 Fu / Ec
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    同族专利:
    公开号 | 公开日
    WO2012168116A1|2012-12-13|
    AT510966B1|2012-08-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102007018967A1|2007-04-21|2008-10-23|Zf Friedrichshafen Ag|Automated auxiliary transmission for commercial motor vehicle, has countershafts staying in connection with hydraulic arrangement to provide auxiliary output, and drive units controlling and regulating each countershaft|WO2014056728A1|2012-10-08|2014-04-17|Avl List Gmbh|Double-clutch transmission|FR1445735A|1965-06-04|1966-07-15|Improvements to synchronization devices for rotating shafts|
    US6397994B1|2001-01-10|2002-06-04|New Venture Gear, Inc.|Powershift transmission with engine clutch assembly|
    US6427549B1|2001-01-10|2002-08-06|New Venture Gear, Inc.|Dual countershaft twin clutch automated transmission|
    EP1270301A3|2001-06-19|2007-02-21|Hitachi, Ltd.|Power transmission apparatus for automobile|
    US7621839B2|2007-02-05|2009-11-24|Eaton Corporation|Dual clutch transmission with multiple range gearing|
    DE102008036165A1|2008-08-02|2010-02-04|Daimler Ag|gear unit|
    JP5155910B2|2009-03-11|2013-03-06|株式会社日立ニコトランスミッション|Twin clutch transmission for large vehicles|AT512785B1|2012-09-06|2013-11-15|Avl List Gmbh|DOUBLE CLUTCH GEARBOX FOR A MOTOR VEHICLE|
    AT512917B1|2012-12-12|2013-12-15|Avl List Gmbh|Method for operating a dual-clutch transmission|
    AT513388B1|2013-01-22|2014-04-15|Avl List Gmbh|Double clutch|
    AT514542B1|2013-06-06|2015-04-15|Avl List Gmbh|Double clutch transmission for a motor vehicle|
    ES2637030T3|2015-01-13|2017-10-10|Oerlikon Graziano S.P.A.|Hydrostatic propulsion system for vehicles|
    法律状态:
    2022-02-15| MM01| Lapse because of not paying annual fees|Effective date: 20210609 |
    优先权:
    申请号 | 申请日 | 专利标题
    AT8552011A|AT510966B1|2011-06-09|2011-06-09|GEARBOX, ESPECIALLY DOUBLE CLUTCH GEARBOX|AT8552011A| AT510966B1|2011-06-09|2011-06-09|GEARBOX, ESPECIALLY DOUBLE CLUTCH GEARBOX|
    PCT/EP2012/060051| WO2012168116A1|2011-06-09|2012-05-29|Double clutch gearbox for a motor vehicle|
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