• 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 dual-clutch transmission (10) for a vehicle, with a plurality of switchable gear ratios (1, 2, 3, 4, 5, 6, 7), with a first transmission input shaft (11) and a second transmission input shaft (12) the first transmission input shaft (11) via a first clutch (13) and the second transmission input shaft (12) via a second clutch (14) with a driving shaft (15) of an internal combustion engine (16) is connected, wherein successive gear stages (1, 2, 3, 4, 5, 6, 7) are associated with different transmission input shafts (11, 12), with at least one electric machine (17) operatively connected to at least one of the transmission input shafts (11, 12). To increase the driving comfort is provided that the first transmission input shaft (11) and / or the second transmission input shaft (12) with at least one braking device (19) is connectable.
    公开号:AT511631A1
    申请号:T960/2011
    申请日:2011-06-30
    公开日:2013-01-15
    发明作者:
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    1 56202
    The invention relates to a dual-clutch transmission with a plurality of shiftable gear ratios, with a first transmission input shaft and a second transmission input shaft, wherein the first transmission input shaft via a first clutch and the second transmission input shaft via a second clutch with a driving shaft of an internal combustion engine is connected, wherein successive gear stages different Transmission input shafts are assigned, with at least one electric machine, which is effectively rotatably connected to at least one of the transmission input shafts.
    From WO 2007/042109 Al a dual-clutch transmission for a motor vehicle having a first transmission input shaft and a second transmission input shaft is known, wherein the first transmission input shaft via a first clutch and the second transmission input shaft via a second clutch with an internal combustion engine can be effectively connected. In this case, an electric machine via an additional gear formed by a planetary gear is operatively connected to both the first and the second transmission input shaft. The electric machine can thus be used to provide an additional drive torque of the first or the second transmission input shaft available. Furthermore, the electric machine can be used to bring when changing the gear ratios, the respective disengaged transmission input shaft to a setting of the next gear stage enabling synchronous speed. The electric machine can pick up torque from the transmission or initiate torque or, for synchronizing a gear to be preselected, accelerate or decelerate the transmission half that is not in the power flow. This dual-clutch transmission has the disadvantage that, for example, when accelerating, the electric machine can either provide the vehicle with additional drive torque ("boost") or synchronize it. This means, for example, if the gears 1 and 2 are connected before starting in the partial transmissions, that at the latest before the further upshift in the 3rd gear, the corresponding partial transmission must be synchronized. To do this, the " boost " be interrupted, which is perceived by the driver as a very unpleasant moments break. In extreme cases, the vehicle can be perceived as defective. 2 i 3 • ·
    The object of the invention is to avoid the disadvantages mentioned in a dual-clutch transmission of the type mentioned and to improve ride comfort. In particular, a torque intrusion-free switching is to be made possible.
    According to the invention, this is achieved in that the first transmission input shaft and / or the second transmission input shaft can be connected to at least one braking device.
    In a particularly simple embodiment of the invention it is provided that the braking device is a friction brake, wherein it is particularly advantageous if the braking device is designed as a central synchronization device for both transmission input two. As a result, components and space can be saved and the production costs are kept as low as possible.
    In order to enable a torque intrusion-free upshifting with particularly little effort, it is particularly advantageous if the braking device has a rotationally fixed and axially displaceable, preferably rotationally symmetric, brake body, which optionally via an adjusting axially to a rotatably connected to the first transmission input shaft first brake member or with the second transmission input shaft rotatably connected second brake member is pressed, wherein preferably the brake body is designed as a double cone and preferably designed as brake discs brake parts each having a cooperating with the brake body conical braking surface. The adjusting device can be formed for example by an electric spindle drive,
    In order to increase the ride comfort and to be able to provide additional electrical drive energy without torque break-in in all gear stages, it is particularly advantageous if the electric machine is connected via a planetary gear with the first and second transmission input shaft.
    The inventive method provides that before and / or during a shift in a higher gear from the driving shaft separate transmission input shaft, which is to be switched from a lower to a higher gear, by the braking device of a speed above the respective synchronous speed for the is slowed down until the 3 • * * «• * · t 1 * * Λ ·»: i
    Transmission input shaft has the necessary to insert the higher gear speed synchronous speed. After reaching the synchronous speed, the braking device is deactivated again.
    The invention will be explained in more detail below with reference to FIG.
    The Fig. Shows an inventive dual-clutch transmission 10, which in the exemplary embodiment seven gear stages 1, 2, 3, 4, 5, 6, 7 and a reverse gear R has. In each case, successive gear stages 1 to 7 are arranged on different transmission input shafts 11, 12. The first transmission input shaft 11 is drive-connected via a first clutch 13 and the second transmission input shaft 12 via a second clutch 14 with the driving shaft 15 of an internal combustion engine 16. An electric machine 17 is connected via a planetary gear with the first and second transmission input shaft 11, 12.
    The dual-clutch transmission 10 has a braking device 19 with a trained as a double cone brake body 20, which brake body 20 rotatably, but axially via an adjusting device not shown against a rotatably connected to the first input shaft 11, designed as a brake disc, first brake member 21 or a connected to the second input shaft 12 rotatably connected, designed as a brake disk, the second brake member 22 can be pressed, whereby the corresponding transmission input shaft 11, 12 is braked. In the deactivated state, the brake body 20 is in the middle position shown in FIG. The rotationally symmetrical brake body 20 has a biconical shape, the brake parts 21, 22 have conical braking surfaces 21a, 22a designed in accordance with the double cone.
    For switching the gear stages 1 to 7, R, the intermediate shafts 23, 24, 25, which act on a not-shown gear stage on a likewise not shown output shaft, unsynchronized jaw clutches K on.
    The braking device 19 makes it possible to change gears 1 to 7 without the " boost " to interrupt by the electric machine 6. The braking device 19 is formed by a Zentralsynchronisiereinrichtung. The brake body 20 of the braking device 19 is fixed to the housing in the circumferential direction, but optionally, for example by an electric spindle drive on the 4 t. 4
    Brake member 21 with the first input shaft 11 or via the brake member 22 with the second input shaft 12 connectable by the respective sub-transmission is decelerated by a controlled axial pressing of the brake body 20 to the brake parts 21, 22, to a maximum speed difference at the switching point of the respective dog clutch K is reached, which allow a comfortable and the claws of the dog clutch K not damaging switching. An electric motor operated spindle brake is associated with much less effort than an additional electric machine in the drive train, in particular with regard to the associated power electronics.
    Thus, the " boost " continue uninterrupted over the electric machine 17. The driver hardly notices the gear change.
    In overrun mode, where the dual-clutch transmission 10 is to downshift (in order to have preselected the correct gear in a possibly subsequent acceleration process), a higher speed than previously required for engaging a lower gear ratio. This acceleration of the first or second transmission input shaft 11, 12 via the electric machine 17. If the dual clutch transmission 10 was in overrun mode in recuperation, so the vehicle significantly delayed, can compensate for the lack of synchronization braking torque of the electric machine 17, the service brake of the vehicle can be briefly activated or amplified. This feature can be integrated with conventional ABS or ESP assistants.
    权利要求:
    Claims (9)
    [1]
    5

    1. A dual clutch transmission (10) for a vehicle having a plurality of shiftable ratios (1, 2, 3, 4, 5, 6, 7), a first transmission input shaft (11) and a second transmission input shaft (12), wherein the first transmission input shaft (11) via a first clutch (13) and the second transmission input shaft (12) via a second clutch (14) with a driving shaft (15) of an internal combustion engine (16) is connected, wherein successive gear stages (1, 2, 3 , 4, 5, 6, 7) are associated with different transmission input shafts (11, 12), with at least one electric machine (17) operatively operatively connected to at least one of the transmission input shafts (11, 12), characterized in that the first transmission input shaft (11) and / or the second transmission input shaft (12) with at least one braking device (19) is connectable.
    [2]
    Second dual-clutch transmission (10) according to claim 1, characterized in that the braking device (19) is a friction brake.
    [3]
    3. dual-clutch transmission (10) according to claim 1 or 2, characterized in that the braking device (19) is designed as a central synchronization device for both transmission input shafts (11, 12).
    [4]
    4. dual-clutch transmission (10) according to one of claims 1 to 3, characterized in that the braking device (19) has a rotationally fixed and axially displaceable, preferably rotationally symmetrical, brake body (20), which optionally via an adjusting axially to a with the first transmission input shaft (11) rotatably connected first brake member (21) or with the second transmission input shaft (12) rotatably connected second brake member (22) can be pressed.
    [5]
    5. dual-clutch transmission (10) according to claim 4, characterized in that the brake body (20) is designed as a double cone and that preferably designed as a brake discs brake parts (21, 6 22) each one with the brake body (20) cooperating conical braking surface (21a, 22a).
    [6]
    6. dual-clutch transmission (10) according to claim 4 or 5, characterized in that the adjusting device comprises a spindle drive.
    [7]
    7. dual-clutch transmission (10) according to one of claims 1 to 6, characterized in that the electric machine (17) via a planetary gear (18) with the first and second transmission input shaft 11, 12) is connected.
    [8]
    8. A method for operating a dual clutch transmission (10) for a vehicle according to one of claims 1 to 7, wherein the first transmission input shaft (11) or the second transmission input shaft (12) via the first and second clutch (13, 14) with the driving Shaft (15) of the drive torque available providing internal combustion engine (16) is connected and wherein in at least one engine operating range, the electric machine (17) introduces an additional driving torque to the first and / or second transmission input shaft (11, 12), characterized in that before and / or during a shift to a higher gear, the transmission input shaft (11, 12) separated from the driving shaft (15) to be shifted from a lower to a higher gear, by the braking device (20) from a speed above the respective one Synchronous speed for the higher gear is braked until the gearbox input shaft to be switched (11, 12) to insert the higher gear ratio necessary synchronous speed has.
    [9]
    9. The method according to claim 8, characterized in that the braking device (20) is deactivated when the synchronous speed is reached for engaging the higher gear ratio.

    2011 06 30 Fu / Pa
    类似技术:
    公开号 | 公开日 | 专利标题
    AT511631B1|2013-04-15|DOUBLE CLUTCH GEAR WITH SEVERAL SWITCHING GEARS
    EP2118527B1|2012-12-05|Method for operating a drivetrain of a vehicle
    EP2921746B1|2017-01-04|Control method for drive train and drive train
    DE102017219835A1|2018-05-09|Method for controlling a switching operation of a vehicle with a dual-clutch transmission
    EP2726354B1|2017-10-18|Method for operating a motor vehicle
    DE102013108300A1|2015-02-05|Gearbox for a drive unit of an electric vehicle and method for operating the gearbox
    EP2920012B1|2017-11-22|Method for operating a drive unit for a hybrid vehicle
    DE102014016932A1|2015-05-21|Method for switching a group transmission of a motor vehicle
    DE102012005678A1|2013-09-26|Automotive powertrain device having an active synchronizer unit
    DE102009031788A1|2011-01-13|Dual-clutch transmission and method for controlling a dual-clutch transmission
    AT511632B1|2013-04-15|DRIVE TRAIN FOR ONE VEHICLE
    AT510966B1|2012-08-15|GEARBOX, ESPECIALLY DOUBLE CLUTCH GEARBOX
    DE10312399A1|2003-10-16|Control arrangement for a double clutching gearbox of an automotive vehicle
    DE102010035776B4|2017-05-04|Drive method for hybrid powertrain
    DE102014219099A1|2016-03-24|Method for switching control of an automated manual transmission in an electric motor driven vehicle
    DE102015003407A1|2016-09-15|Motor vehicle with a dual-clutch transmission
    AT512917B1|2013-12-15|Method for operating a dual-clutch transmission
    DE102014113136A1|2015-05-28|Automated manual transmission for a vehicle
    DE102015015190A1|2016-07-21|Method for operating a hybrid powertrain
    DE102016202719A1|2017-08-24|Motorcycle transmission with electromechanical energy converter
    EP2123940A1|2009-11-25|Motor vehicle multi-group drive
    AT512785B1|2013-11-15|DOUBLE CLUTCH GEARBOX FOR A MOTOR VEHICLE
    DE102013222017A1|2015-04-30|transmission
    DE102020210728B3|2021-02-18|Method for controlling a hybrid drive train of a hybrid motor vehicle
    DE102008001689A1|2009-11-12|Multi-group transmission of a motor vehicle
    同族专利:
    公开号 | 公开日
    WO2013000830A1|2013-01-03|
    AT511631B1|2013-04-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102007039980A1|2007-08-23|2009-02-26|Volkswagen Ag|Dual clutch transmission for drive train of motor vehicle, has electric machine with rotor and stator, particularly electric motor and momentum start clutch|
    WO2010087311A1|2009-01-27|2010-08-05|本田技研工業株式会社|Hybrid vehicle|CN106864243A|2017-02-14|2017-06-20|北京理工大学|Seven speed dual clutch hybrid transmissions|
    EP3499088A1|2017-12-14|2019-06-19|ZF Friedrichshafen AG|Transmission for a motor vehicle and method for operating such a transmission|
    DE102017222765A1|2017-12-14|2019-06-19|Zf Friedrichshafen Ag|Transmission for a motor vehicle, and method for operating such a transmission|US6941830B2|2000-03-10|2005-09-13|Hitachi, Ltd.|Automatic transmission, dynamo-electric machine, and car|
    US6490945B2|2001-01-10|2002-12-10|New Venture Gear, Inc.|Twin clutch automated transmission with integrated transfer case|
    DE102005048938A1|2005-10-13|2007-04-19|Volkswagen Ag|Dual clutch transmission for a motor vehicle, in particular with a hybrid drive or method for controlling this dual clutch transmission|
    FR2935770B1|2008-09-08|2011-07-29|Peugeot Citroen Automobiles Sa|PILOTED GEARBOX FOR VEHICLE|
    JP4782188B2|2008-12-24|2011-09-28|株式会社日立ニコトランスミッション|Twin-clutch transmission for pneumatic vehicles|
    DE102009031786A1|2009-07-06|2011-01-13|Volkswagen Ag|Double clutch|DE102013009310A1|2013-06-04|2014-12-04|Peter Tenberge|Double clutch|
    DE102015200067A1|2014-01-08|2015-07-09|Volkswagen Aktiengesellschaft|Hybrid drive arrangement of a motor vehicle and method for its control and / or regulation|
    DE102014222611A1|2014-11-05|2016-05-12|Zf Friedrichshafen Ag|parallel shift|
    CN104373529B|2014-11-24|2017-05-17|东风汽车公司|Electric control mechanical gearbox|
    US9889734B2|2015-01-16|2018-02-13|Byd Company Limited|Power transmission system and vehicle comprising the same|
    US10166853B2|2015-01-16|2019-01-01|Byd Company Limited|Transmission unit, power transmission system and vehicle comprising the same|
    CN104786815B|2015-01-16|2016-03-30|比亚迪股份有限公司|Change-speed box, Power Train are unified vehicle|
    WO2016112652A1|2015-01-16|2016-07-21|Byd Company Limited|Power transmission system and vehicle comprising the same|
    DE102016204586B4|2016-03-18|2022-02-03|Audi Ag|Hybrid drive train for a hybrid motor vehicle|
    DE102017204060A1|2017-03-13|2018-09-13|Zf Friedrichshafen Ag|Dual-clutch transmission and motor vehicle|
    DE102017204062A1|2017-03-13|2018-09-13|Zf Friedrichshafen Ag|Dual-clutch transmission and motor vehicle|
    CN108116217B|2017-12-20|2019-10-15|广州汽车集团股份有限公司|The hybrid power coupling mechanism and motor vehicles of double planet wheel rows of mixing|
    FR3081790A1|2018-05-29|2019-12-06|Psa Automobiles Sa|CENTRALIZED SYNCHRONIZATION GEARBOX|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA960/2011A|AT511631B1|2011-06-30|2011-06-30|DOUBLE CLUTCH GEAR WITH SEVERAL SWITCHING GEARS|ATA960/2011A| AT511631B1|2011-06-30|2011-06-30|DOUBLE CLUTCH GEAR WITH SEVERAL SWITCHING GEARS|
    PCT/EP2012/062078| WO2013000830A1|2011-06-30|2012-06-22|Dual-clutch transmission for a vehicle and method for operating such a transmission|
    [返回顶部]