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    • 专利摘要:
    Hydraulic system for a dual-clutch gearbox Hydraulic system (HY) for a dual-clutch gearbox (G) of a motor vehicle power train, the hydraulic system (HY) comprising a first pump (EP) for the '' pressure supply to a first pressure circuit (H1) and a second pump (MP) for the pressure supply to a second pressure circuit (H2), the first pressure circuit (H1) being provided at least for the hydraulic actuation of a double clutch (K1, K2) as well as for the hydraulic control of a parking brake (PS) of the double clutch gearbox (G) and the second pressure circuit (H2) being provided at least for the hydraulic actuation of switching actuators (SK1, SK2) of the double-clutch gearbox (G), as well as a double-clutch gearbox (G) for a motor vehicle with a such hydraulic system (HY) Figure for the abstract: Figure 2
    公开号:FR3085196A1
    申请号:FR1909397
    申请日:2019-08-26
    公开日:2020-02-28
    发明作者:Rainer Novak；Tobias Pfleger
    申请人:ZF Friedrichshafen AG；
    IPC主号:
    专利说明:

    Description
    Title of the invention: Hydraulic system for a double clutch gearbox The present invention relates to a hydraulic system for a double clutch gearbox of a powertrain of a motor vehicle, as well as a gearbox. double clutch gears with such a hydraulic system.
    In the prior art, there are known controls for hydraulic gearboxes of different types. Thus, for example, patent EP 1 469 235 A1 describes a hydraulic control and regulation system intended to be applied in a double clutch gearbox. In it are provided a first hydraulic pump for the supply of a high pressure circuit and a second hydraulic pump for the supply of a low pressure circuit. The high pressure circuit corresponds to the actuator assembly and the low pressure circuit corresponds to the cooling and lubrication of the dual clutch transmission.
    DE 10 2004 025 764 A1 describes a hydraulic circuit for supplying oil to an automatic gearbox for motor vehicles. The hydraulic circuit includes a low pressure circuit as well as a high pressure circuit which are each supplied by a pump with volume flow. The pressure in the low pressure circuit can be adjusted by means of a pressure relief valve. The pressure relief valve control increases a pressure level of the low pressure circuit to a pressure level of the high pressure circuit, which opens a check valve between the two pressure circuits. The volume flows of the two pumps can thus be added to supply the high pressure circuit.
    DE 10 2009 005 756 A1 describes a control device for a double clutch gearbox which includes two pumps. The two pumps supply a hydraulic circuit through which the double clutch and the control rods of the double clutch gearbox are actuated hydraulically.
    The objective of the present invention is to create an innovative hydraulic system for a dual-clutch gearbox which is distinguished more particularly by good efficiency.
    This objective is achieved by a hydraulic system for a dual-clutch gearbox of a powertrain of a motor vehicle, the hydraulic system comprising a first pump for supplying pressure to a first circuit of pressure and a second pump for supplying pressure to a second pressure circuit, the first pressure circuit being provided at least for the hydraulic actuation of a double clutch as well as for the hydraulic control of a parking brake of the double clutch gearbox, the second pressure circuit being provided at least for the hydraulic actuation of switching actuators of the double clutch gearbox.
    Advantageous developments are described in the dependent claims, the description and the figures.
    In particular, according to the dependent claims, the hydraulic system includes one or more of the following characteristics, taken in isolation or in any technically possible combination:
    - the first pressure circuit and the second pressure circuit are interconnected by means of a differential pressure valve so that a volume flow from the second pressure circuit to the first pressure circuit is possible;
    - A pressure regulating valve is provided for regulating the pressure in the second pressure circuit, the pressure regulating valve being controlled by means of a pressure control valve, controlling the valve pressure control valve for adjusting a pressure in the second pressure circuit to a value greater than a pressure in the first pressure circuit, so that the first pressure circuit can be supplied with hydraulic fluid through an opening automatic differential pressure valve by means of the second pump;
    - a supply connection of the pressure control valve is connected with the first pressure circuit;
    - a supply connection of the pressure control valve is connected with the pressure side of the second pump;
    - The hydraulic system comprises a cooling circuit, the cooling circuit being able to be supplied by a hydraulic fluid regulated by the pressure regulating valve;
    - a second pressure regulating valve is provided for regulating the pressure in the first pressure circuit;
    - The cooling circuit can be supplied by a hydraulic fluid regulated by the second pressure regulating valve;
    - The first pressure circuit corresponds to a second pressure control valve for controlling an actuating pressure of a first clutch of the double clutch and a third pressure control valve for controlling d an actuating pressure of a second clutch of the double clutch, an outlet of the second pressure control valve being connected with a first pilot connection of the second pressure regulating valve and an outlet of the third pressure valve pressure control being connected with a second pilot connection of the second pressure regulating valve;
    - The first pressure circuit corresponds to a second pressure control valve for controlling an actuating pressure of a first clutch of the double clutch and a third pressure control valve for controlling d 'an actuating pressure of a second clutch of the double clutch;
    - An outlet of the second pressure control valve and an outlet of the third pressure control valve being connected with a two-way valve which is connected with a pilot fitting of the second regulating valve pressure, so that the higher outlet pressure of the second and third pressure control valves predetermines the pilot pressure of the second pressure control valve;
    - The first pressure circuit is further provided for the hydraulic actuation of a separation clutch of the dual-clutch gearbox, the separation clutch being arranged operatively between an input shaft of the double clutch gearbox and the double clutch, whereby the first pressure circuit corresponds to a fourth pressure control valve for controlling an actuating pressure of the separating clutch;
    - the second pressure circuit is also provided for the hydraulic actuation of a centralized synchronization of the dual clutch gearbox;
    - a fluid supply to a actuating cylinder for the parking brake of the dual-clutch gearbox can be controlled by means of a parking brake valve, a supply connection to the valve parking brake being connected with the first pressure circuit; and the first pump can be driven by an electric motor corresponding exclusively to the first pump, which is not designed for driving the motor vehicle, the second pump being able to be driven by a drive unit of the group. motor vehicle powertrain.
    The invention further relates to a double clutch gearbox characterized by a hydraulic system as mentioned above.
    A hydraulic system for a dual-clutch gearbox of a powertrain of a motor vehicle is proposed, which comprises a first pump for supplying pressure to a first pressure circuit and a second pump for the supply of a second pressure circuit. The two pumps consist of two different pumps, therefore not by a single double flow pump.
    The hydraulic system according to the present invention is more particularly characterized in that the first pressure circuit corresponds to a hydraulic control of a parking brake of the dual clutch gearbox as a hydraulic consumer and that a hydraulic actuation of a switching actuator of the dual-clutch gearbox corresponds to the second pressure circuit as a hydraulic consumer. This correspondence between consumers makes it possible to keep the need for volume flow of the first pump low, because during a constant running of a motor vehicle with the double clutch gearbox, only one of the two clutches of the two clutches having to be supplied with pressure actuation. For the hydraulic release of the parking brake or, if necessary, for the hydraulic maintenance of the parking brake in the released state, a relatively high pressure is necessary, but a low volume flow is necessary. Since the switching actuator of the hydraulic gearbox usually actuates dog clutches, during constant running, no pressure or low pressure and volume flow are required to maintain the dog clutches. An excess volume flow from the second pump can therefore be used, for example for cooling and lubrication of the double clutch gearbox. Such a hydraulic system therefore has a particularly good yield.
    Preferably, the two pressure circuits are connected to each other by means of a differential pressure valve. The differential pressure valve can for example be designed as a non-return valve which is preferably provided with a spring, so that, in the case of a sufficient pressure difference, a volume flow of the second circuit of pressure to the first pressure circuit is possible.
    For regulating the pressure in the second pressure circuit, a pressure regulating valve can be provided, which is controlled by means of a pressure control valve. A corresponding control of the pressure control valve makes it possible to adjust a pressure in the second pressure circuit to a value greater than a pressure in the first pressure circuit, so that the first pressure circuit can be supplied by the 'through the differential pressure valve in pressure and volume flow of the second pump. During constant running, in the second pressure circuit, no pressure or a low pressure and volume flow are necessary to maintain the dog clutches. In such an operating state, the pressure in the second pressure circuit in the second pressure circuit can be kept low by controlling the pressure control valve, which keeps the drive power of the second pump low. In the case of a non-stationary operation of the motor vehicle, the double clutch as well as the switching actuator must be actuated in order to shift the ratios of the dual clutch gearbox. For this, the pressure in the second pressure circuit can be increased by a corresponding control of the pressure control valve, so that the dog clutch to open and the dog clutch to close to the gear change process, in the partial gearboxes of the double clutch gearbox, can be operated. For actuating the clutch of the double clutch to be closed for the gear change process, the pressure in the second pressure circuit can, if necessary, be increased until the differential pressure valve opens and up to 'that the volume flow of the second pump is also available for actuation of the clutch to be closed.
    Preferably, a supply connection for the pressure control valve is connected to the first pressure circuit. The control of the pressure in the second pressure circuit is therefore independent of the pressure prevailing in the second pressure circuit. Since, during the operation of the motor vehicle, a clutch of the double clutch is usually closed, a relatively high pressure exists anyway in the second pressure circuit. The pressure in the first pressure circuit can therefore be adjusted particularly quickly to the desired value.
    Alternatively, the supply connection of the pressure control valve can be connected with a pressure side of the second pump. Because the volume flow requirement of besoin switching actuator is relatively low, dynamic adjustment of the pressure in the second pressure circuit is therefore possible even in such a circuit.
    According to a preferred development, the hydraulic system comprises a cooling circuit. The cooling circuit is supplied with hydraulic fluid which is regulated by the pressure regulating valve. If the pressure control valve is in its initial position, the cooling circuit is not supplied from the second pressure circuit. The cooling circuit therefore constitutes a secondary circuit of the pressure circuit.
    Preferably, a second pressure regulating valve is provided for regulating the pressure in the first pressure circuit, in order to reduce the control effort of the first pump. The hydraulic fluid regulated by the second pressure regulating valve is preferably used to supply the cooling circuit.
    Preferably, the first pressure circuit corresponds to a second pressure control valve for controlling an actuating pressure of the first clutch of the double clutch and a third pressure control valve for controlling the pressure. actuation of the second clutch of the double clutch. The second and third pressure control valves directly control the operating pressure of the double clutch or allow the control of the corresponding operating pressure. According to a possible development, an outlet of the second pressure control valve is connected with a first pilot fitting of the second pressure regulating valve and an outlet of the third pilot valve is connected with a second pilot fitting of the second pressure regulating valve. Alternatively, a two-way valve is provided, which is connected with the outlets of the second and third pressure control valves. The two-way valve is further connected with a pilot connection of the second pressure regulating valve. Both variants allow the pressure in the first pressure circuit to be controlled independently of the actuating pressure of the double clutch, the highest actuating pressure determining the pilot pressure of the second pressure regulating valve. To control the pressure in the first pressure circuit, therefore, no specific pressure control valve is necessary.
    The first pressure circuit can be provided for hydraulic actuation of a clutch separating the double clutch gearbox. The separation clutch is arranged functionally between the input shaft of the dual clutch transmission and the dual clutch thereof. The separation clutch therefore advantageously allows a transmission of forces between a drive unit of the motor vehicle and of the double clutch, in which an electric machine is connected with an input side of the double clutch, and can thus drive the motor vehicle. For the control of an operating pressure of the separation clutch, a fourth pressure control valve can correspond to the first pressure circuit. The fourth pressure control valve controls the operating pressure of the double clutch directly or is used to control the operating pressure. The clutch can thus be controlled independently of Γ actuation of the double clutch.
    The second pressure circuit can also be provided for hydraulic actuation of a central synchronization of the double clutch gearbox. Unlike conventional blocking synchronizations, centralized synchronization causes an adaptation of the speed of rotation of the input shafts of the partial gearboxes independently of ionnement actuation of Γ switching actuator of the dual clutch gearbox. Centralized synchronization can, for example, be achieved by one or more transmission paths of mutable corn7 torques between the input shafts, which are hydraulically actuated.
    Preferably, the parking brake is actuated by an actuating cylinder, a supply of fluid to the actuating cylinder being controllable by means of a parking brake valve. A piston guided in the actuating cylinder actuates a pawl of the parking brake is prestressed by a spring, so that the pawl engages, thanks to the force of the spring, in the wheel of the parking brake and therefore engages the parking brake. By checking the parking brake valve, hydraulic fluid is introduced into the actuating cylinder, which against the spring preload and triggers the parking brake. A supply connection for the parking brake valve is preferably connected to the first pressure circuit.
    The first pump can preferably be driven by its own electric motor. This electric motor is independent of a motor vehicle drive and is used exclusively to drive the first pump. The second pump is preferably driven by a drive unit of the powertrain of the motor vehicle, therefore for example by a combustion engine and / or an electric machine designed for driving the motor vehicle.
    An electronic control unit can be provided, which is designed for controlling the hydraulic system, more particularly for controlling the pressure control valves. The electronic control unit can be part of the motor vehicle gearbox.
    The hydraulic system can be part of the double clutch gearbox, so that the elements of the hydraulic system are structurally integrated in the double clutch gearbox.
    Examples of embodiments of the present invention are described in detail below using the attached figures in which:
    [Fig. 1] Figure 1 is a schematic representation of a motor vehicle powertrain with a dual-clutch gearbox; as well as [fig.2] figure 2, [fig.4] [fig.3] figure 3, [fig.4] figure 4 and [fig.4.5] figure 5 are representations of a connection diagram of different embodiments of the hydraulic system according to the present invention.
    Figure 1 shows a schematic representation of a motor vehicle powertrain with a dual-clutch gearbox G, which includes a hydraulic system HY. The motor vehicle gearbox G includes an input shaft AN which can be connected via a separating clutch KO with a drive shaft GW1. A VM combustion engine is connected to the AN input shaft. A rotor of an EM2 electric machine is connected to the GW1 drive shaft. The closure of a first clutch Kl makes it possible to connect the drive shaft GW1 with a first partial gearbox TGI. Closing a second K2 clutch connects the GW1 drive shaft with a second partial TG2 gearbox. To each of the partial gearboxes TGI, TG2 correspond different reduction stages il, i2, i3, i4, which can be connected, by controlling a hydraulic switching actuator SKI, SK2, selectively with an output shaft GW2. The GW2 output shaft is connected with an AG differential gearbox, which distributes the power applied to the GW2 output shaft on DW drive wheels of the motor vehicle powertrain.
    The first clutch Kl and the second clutch K2 constitute the double clutch of the double clutch gearbox G, and are each actuated by hydraulic actuators AK1, AK2. The KO separation clutch can be actuated by an AKO hydraulic actuator.
    The dual-clutch gearbox G further includes centralized synchronization ZSY. This includes two switchable torque transmission paths that connect the input shafts of the two partial gearboxes TGI, TG2. Each of the torque transmission paths corresponds to a synchronization reduction iZl, iZ2 and a clutch Zl, Z2. The two clutches Zl, Z2 can be actuated by means of hydraulic actuators AZ1, AZ2.
    The dual clutch gearbox G includes a PS parking brake. The PS parking brake includes a PSTR parking brake wheel, which is connected to the output shaft GW2. The PSR parking brake wheel has a toothing in which a pawl can snap into place. When the pawl engages in the toothing of the PSR parking brake wheel, the rotational movement of the output shaft GW2 is thus blocked. The pawl is controlled by an APS hydraulic actuator.
    The SKI, SK2 switching actuators as well as the AK1, AK2, AKO, AZ1, AZ2, APS actuators are actuated by the hydraulic system HY. The hydraulic system HY is supplied with pressure by a first EP pump and a second MP pump. The first pump EP is driven by an electric motor EM1 corresponding exclusively to the first pump EP. The second pump MP is driven by the drive shaft GW1 which is driven by the electric machine EM2, or, when the separation clutch KO is closed, is driven by the combustion engine VM. The two pumps EP, MP draw hydraulic fluid from a reservoir T of the hydraulic system HY and convey the hydraulic fluid to a hydraulic control unit HCU, which controls the supply of oil to the consumers of the hydraulic system HY. The dual-clutch gearbox G includes an ECU electronic control unit which is designed at least for controlling the HY hydraulic system. A temperature sensor TS measures the temperature of the hydraulic fluid in the tank T and transmits the information to the electronic control unit ECU.
    The HCU electronic control unit is shown in the figure. 1 as a single subset. This should be seen as only an example. The HCU hydraulic control unit can be structurally divided into several individual control units, which are connected to each other via suitable hydraulic interfaces.
    The structure of the double clutch gearbox G shown in the figure. 1 should be considered as an example only. The dual-clutch gearbox G can also be produced without the electric machine EM2 and without the separating clutch KO, so that the combustion engine VM is permanently connected to the drive shaft GW1. The partial gearboxes TGI, TG2 can comprise more than four reduction stages il, i2, i3, i4. Other units with switching actuators may also be provided. For the formation of one or more winding ratios, the two partial gearboxes TGI, TG2 can be connected via one or more other switching clutches. The dual-clutch gearbox G can be produced without centralized ZSY synchronization.
    [0052] FIG. 2 shows a connection diagram of the hydraulic system HY according to a first embodiment. The hydraulic system HY comprises a first pressure circuit Hl and a second pressure circuit H2. The supply of the first pressure circuit Hl can take place thanks to the operation of the first pump EP, which conveys hydraulic fluid from the tank T through a filter Fil and a filter FI2 to a pressure regulation valve SysD-V2. If the pressure regulating valve SysD-V2 is in its initial position, the first EP pump conveys the fluid via the pressure regulating valve SysD-V2 through a check valve SR-V2 to the first pressure circuit Hl.
    The first pressure circuit Hl is provided for the actuation of the first and second clutches Kl, K2 as well as the separation clutch KO. To the first pressure circuit H1 correspond, for this purpose, a pressure control valve EDS1 for controlling an actuating pressure of the second clutch K2 as well as a pressure control valve EDS5 for controlling a separation clutch actuation pressure KO. The EDS1 pressure control valve controls a KV-1 clutch valve which connects the first pressure circuit H1 in a controllable manner with the AK1 actuator.
    Similarly, the EDS2 pressure control valve allows the control of a KV-2 clutch valve for the AK2 actuator and the EDS5 pressure control valve for the control of a clutch valve KV-0 for the AKO actuator. Pilotage should be seen only as an example. The pressure control valves EDS1, EDS2, EDS5 can also directly control the actuators AK1, AK2, AKO, so that the clutch valves KV-1, KV2, KV-0 are superfluous. A pressure sensor pk measures the control pressure of the clutch Kl, K2 actuated respectively.
    The pressure regulating valve SysD-V2 is controlled via the outputs of the pressure control valves EDS1 and EDS2, thanks to the fact that the output of the pressure control valve EDS1 is connected with a first pilot connection of the pressure regulating valve SysD-V2. The control surfaces, interacting with the two control connections, of the pressure control valve SysD-V2 are of the same dimensions, so that the initial pressure level of the pressure control valves EDS1, EDS2 predetermines the driving force for the pressure regulating valve SysD-V2. The volume flow regulated by the pressure regulating valve SysD-V2 is introduced into a cooling circuit H3.
    The power supply to the electric motor EM1 for driving the first pump EP preferably takes place by a low voltage circuit of an on-board network of the motor vehicle. The first EP pump can therefore continue to operate even in the event of an underpowering of a high voltage circuit of the on-board network. The operation of the first pump EP makes it possible to close the separation clutch KO, so that the combustion engine VM can drive the electric machine EM2. This can serve as a generator for charging the high voltage circuit. Since the control of the pressure regulating valve SysD-V2 depends on the actuating pressure of the actuators AK1, AK2, at least one of the actuators AK1, AK2 must be actuated to close the separation clutch KO.
    The first pressure circuit H1 also makes it possible to maintain the parking brake PS of the dual-clutch gearbox G in the triggered state. The PS parking brake is actuated by means of a PS-Z actuating cylinder, which constitutes the APS actuator. The PS-Z actuator includes a piston. The piston is prestressed by a spring, the force of the spring actuating the piston in the direction of the closing of the parking brake PS. The PS-Z actuating cylinder is connected via a PS-V parking brake valve with the first pressure circuit Hl. When the pressure force on the piston of the PS-Z actuating cylinder, generated by the pressure in the first pressure circuit, exceeds the spring force, the piston is actuated in the direction of opening of the PS parking brake.
    The supply of the second pressure circuit H2 takes place using the second pump MP, which is designed, in the exemplary embodiment according to [fig.l] Pig. 1, by way of example, in the form of a double flow pump with two pump flows. The two pump flows from the second pump MP draw hydraulic fluid into the tank T through a PI filter 3. One of the two pump flows is permanently connected with a pressure regulating valve SysD-Vl. When the pressure regulating valve SysD-V1 is in its initial position, the second pump MP conveys the fluid at least via a pump flow via the pressure regulating valve SysD-VI through a check valve SR-V1 and a PI filter 4 in the second pressure circuit H2. The volume flow SysD-Vl is introduced into the cooling circuit H3.
    The pressure regulating valve SysD-V 1 is controlled by means of a pressure control valve EDS3, a supply connection of the pressure control valve EDS3 being connected directly with the pump flow of the second MP pump which is permanently connected to the pressure regulating valve SysD-Vl. An output of the EDS3 pressure control valve is connected, for controlling the SysD-VI pressure control valve, with a control surface of the SysD-V 1 pressure control valve and is further connected with a control surface of a PV switching valve. The P-V switching valve is preloaded by a spring. When the spring force is greater than the pressure force acting on the control surface of the PV switching valve, the PV switching valve connects the pump flow which is not permanently connected with the pressure regulating valve SysD-Vl with a suction connection of the second MP pump. When the pressure force acting on the control surface of the switching valve is greater than the spring force, the P-V switching valve blocks the connection between the pump flow and the suction connection of the second MP pump. An S-V check valve opens, which connects the two pump flows from the second MP pump to each other.
    The second pressure circuit H2 corresponds, as consumers, the switching actuators SKI, SK2 and the actuators AZ1, AZ2. The supply of hydraulic fluid to the AZ1 actuator can be controlled directly by an EDS6 pressure control valve. The hydraulic fluid supply to the AZ2 actuator can be controlled directly by an EDS7 pressure control valve. As a variant, the supply of hydraulic fluid to the actuators AZ1, AZ2 can be controlled. In order to prevent idling of the actuators AZ1, AZ2, a common reservoir line of the actuators AZ1, AZ2 is provided with a pre-filling valve VB-Z which is designed as a non-return valve provided with a spring.
    The supply of hydraulic fluid to the SKI switching actuator can be controlled directly by an EDS8 pressure control valve. The hydraulic fluid supply to the SK2 switching actuator can be controlled directly by an EDS9 pressure control valve. The EDS8, EDS9 pressure control valves are designed as 4/4 way valves fitted with springs. In the non-actuated state of the pressure control valves EDS8, EDS9, the switching actuators SKI, SK2 are hydraulically locked by means of the pressure control valves EDS8, EDS9.
    The supply of hydraulic fluid to the supply connections of the pressure control valves EDS8, EDS9 from the second pressure circuit H2 can be stopped by a shut-off valve Sp-V. The shut-off valve Sp-V is preloaded by a spring in the stop position, so that the fluid line between the second pressure circuit H2 and the supply connections of the pressure control valves EDS8 , EDS9 is blocked. In order to put the Sp-V stop valve in its open position, the pressure force on a control surface of the Sp-V stop valve must overcome the force of the spring. The control surface of the Sp-V stop valve can be activated in a controlled manner with pressure using an EDS4 pressure control valve. A supply connection for the EDS4 pressure control valve is connected to a first pressure circuit Hl.
    H3 cooling circuit corresponds to a heat exchanger KU for cooling the hydraulic fluid. The volume flow regulated by the pressure regulating valve SysD-Vl passes through the heat exchanger KU. If the dynamic pressure of the heat exchanger KU is too high, a BP-V cooler protection valve opens a bypass line through which the volume flow regulated by the pressure control valve SysD-Vl can bypass the KU heat exchanger. The volume flow regulated by the pressure regulating valve SysD-V2 is introduced into the cooling circuit H3 downstream of the heat exchanger KU.
    Via the cooling circuit H3, a lubrication oil circuit, not shown, of the dual-clutch gearbox G is supplied with a volume flow. Via a C-EM path, a cooling oil line is supplied, which introduces cooling oil into a stator of the electric machine EM2. The H3 cooling circuit is further connected with a C-V cooling oil valve. The C-V cooling oil valve is preloaded by a spring. In the non-actuated state, prestressed by the spring, the C-V cooling oil valve connects the H3 cooling circuit with the suction connection of the second MP pump. The CV cooling oil valve is designed to connect the cooling circuit H3 with a cooling oil line, through which the first and second clutches Kl, K2 as well as the separating clutch KO can be supplied with cooling oil. In order to connect the cooling circuit H3 via the cooling oil valve CV with the cooling oil line to the clutches Kl, K2, KO, the pressure force on a control surface of the valve CV cooling oil must overcome the force of the spring. The control surface of the C-V cooling oil valve can be activated in a controlled manner with pressure using the EDS4 pressure control valve. When the pressure force on the control surface of the CV cooling oil valve exceeds the spring preload force, the connection between the cooling circuit H3 and the suction connection of the second pump MP is interrupted and the connection between the cooling circuit H3 and the cooling oil line to the clutches Kl, K2, KO is released.
    The control of the EDS4 pressure control valve, which controls the cooling oil valve C-V, makes it possible to control the supply of cooling oil to the clutches Kl, K2, KO as required. Because at least the clutches Kl, K2 serve as starting elements for the powertrain of the motor vehicle, so that cooling is necessary, in all cases, for example during a process of starting the motor vehicle in a slope. The introduction of cooling oil into the clutches KO, Kl, K2 however increases its power losses, so that a supply of cooling oil is undesirable in the event of low thermal stress or absence of thermal stress on KO, Kl, K2 clutches. More particularly in the case of a cold hydraulic fluid, a supply of cooling oil to the clutches Kl, K2 can increase the drag torque of the input shafts of the partial gearboxes TGI, TG2 so that engagement reliable from a report by means of the SKI switching actuators, SK2 can no longer be guaranteed. Because the supply connection of the EDS4 pressure control valve is connected with the first pressure circuit H1 and because the cooling oil line to the clutches KO, Kl, K2 can be supplied from of the volume flow regulated by the pressure regulating valves SysD-Vl, SysDV2, a reliable control adapted to the needs of the cooling oil supply of the clutches Kl, K2 is guaranteed at all the operating points of the gearbox at double clutch G.
    The volume flow rate applied to the pressure regulating valve SysD-Vl depends on the switching state of the switching valve P-V. When the PV switching valve connects the pump flow which is not permanently connected with the pressure control valve SysD-Vl with the suction connection of the second pump MP, this pump flow flows directly into the load of the second MP pump. The drive power required to operate the second MP pump can therefore be kept low. When the PV switching valve blocks the connection between this pump flow and the suction connection of the second MP pump, the volume flow of the two pump flows of the second MP pump arrives at the pressure regulating valve SysD-Vl . The switching state of the PV switching valve depends on the pressure in the second pressure circuit H2, since the control surface of the PV switching valve is connected with the control surface of the pressure regulating valve. SysD-Vl. The pressure control in the second pressure circuit H2 therefore makes it possible to control the volume flow available for supplying the cooling circuit H3.
    In the case of a high need for volume flow rate of one or more of the actuators AK1, AK2, AKO, the pressure in the second pressure circuit H2 can be increased by a corresponding control of the control valve. EDS3 pressure. When the pressure in the second pressure circuit H2 exceeds the pressure in the first pressure circuit H1 by a defined limit value, a differential pressure valve LV opens a direct connection between the two pressure circuits Hl, H2, so as to that the first pressure circuit H1 is supplied from the second pressure circuit H2 by the second pump MP. The L-V differential pressure valve is designed as a non-return valve with a spring. The limit value of the pressure difference for opening the L-V differential pressure valve therefore depends on a spring preload L-V of the differential pressure valve.
    The figure. 3 shows a connection diagram of the hydraulic system HY according to a second embodiment, which generally corresponds to the first embodiment shown in the figure. 2. The supply connection of the EDS3 pressure control valve is no longer connected to the pump flow of the second MP pump which is permanently connected to the SysD-Vl pressure control valve. Instead, the supply connection of the EDS3 pressure control valve is now connected with the first pressure circuit Hl.
    The figure. 4 shows a connection diagram of the hydraulic system HY according to a third embodiment, which generally corresponds to the second embodiment shown in the figure. 3. The pressure regulating valve SysD-V2 is always controlled via the outputs of the pressure control valves EDS1, EDS2, the pressure regulating valve SysD-V2 comprising only a pilot connection. Instead of connecting the outlet of the two pressure control valves EDS1, EDS2 each with a pilot connection on the pressure regulating valve SysD-V2, a two-way valve KW-V is now provided. The two-way valve KW-V connects the control connection of the pressure regulating valve SysD-V2 with the outlet of the pressure control valves EDS1, EDS2 which has the highest pressure.
    The figure. 5 shows a connection diagram of the hydraulic system HY according to a fourth embodiment, which generally corresponds to the second embodiment shown in the figure. 3. The second MP pump is now made as a single flow pump, the pressure side of which is connected with the pressure regulating valve SysD-Vl. The P-V switching valve is therefore superfluous.
    The hydraulic system HY is controlled by the electronic control unit ECU, thanks to the fact that the electronic control unit controls the electrical supply of the pressure control valves EDS1, EDS2, EDS3, EDS4, EDS5, EDS6, EDS7, EDS8 depending on signals from the pK pressure sensor, the TS temperature sensor and, if necessary, other sensors. The ECU electronic control unit can also receive signals from other control units and use them for controlling the HY hydraulic system.
    Marks [0072] G Dual clutch gearbox [0073] AN Input shaft [0074] VM Combustion engine [0075] GW 1 Drive shaft [0076] KO Separation clutch [0077] ΑΚ0 Actuator EM2 Electric machine [Kl] First clutch [0080] K2 Second clutch [0081] AK1 Actuator [0082] AK2 Actuator [0083] TGI First partial gearbox [0084] TG2 Second partial gearbox [0085] il , i2, i3, i4 Gear stages [0086] SKI Switch actuator [0087] SK2 Switch actuator [0088] GW2 Output shaft [0089] AG Differential gearbox [0090] DW Drive wheel [0091] ZSY Centralized synchronization [0092] iZl, iZ2 Synchronization reduction [0093] Z1, Z2 Clutch [0094] AZ1, AZ2 Actuator [0095] PS Parking brake [0096] PSR Parking brake wheel [0097] PSA Actuator [0098] HCU Hydraulic control unit ECU Electric control unit ronic [0100] HY Hydraulic system [0101] H1 First wax from close proximity [0102] H2 Second pressure circuit [0103] H3 Cooling circuit [0104] EP First pump [0105] EM 1 Electric motor [0106] MP Second pump [0107] T Tank [0108] TS Temperature sensor [0109] pk Pressure sensor [0110] Wire - F14 Filter [0111] SysD-V 1 Pressure regulating valve [0112] SysD-V2 Pressure regulating valve [0113] EDS1 Pressure control valve [0114] EDS2 Pressure control valve [0115] EDS3 Pressure control valve [0116] EDS4 Pressure control valve [0117] EDS5 Pressure control valve [0118] EDS6 Pressure control valve [0119] EDS7 Pressure control valve [0120] EDS8 Pressure control valve [0121] SR-V1 Check valve [0122] SR-V2 Check valve [0123 ] KV-1 Clutch valve [0124] KV-2 Clutch valve [0125] KV-0 Clutch valve [ 0126] PS-Z Actuating cylinder [0127] PS-V Parking brake valve [0128] PV Switching valve [0129] SV Non-return valve [0130] FV Differential pressure valve [0131] Sp-V Valve shutdown [0132] KU Heat exchanger [0133] BP-V Cooler protection valve [0134] C-EM Cooling oil path [0135] CV Cooling oil valve [0136] KW-V two ways
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    Claims [Claim 1] Hydraulic system (HY) for a double-clutch gearbox (G) of a powertrain of a motor vehicle, the hydraulic system (HY) comprising a first pump (EP) for supplying pressure to a first pressure circuit (Hl) and a second pump (MP) for supplying pressure to a second pressure circuit (H2), the first pressure circuit (Hl) being provided at least for the hydraulic actuation of a double clutch (Kl, K2) as well as for the hydraulic control of a parking brake (PS) of the double-clutch gearbox (G), characterized in that the second pressure circuit (H2) is provided at least for Γ hydraulic actuation of switching actuators (SKI, SK2) of the dual-clutch gearbox (G). [Claim 2] Hydraulic system (HY) according to claim 1, characterized in that the first pressure circuit (Hl) and the second pressure circuit (H2) are interconnected by means of a differential pressure valve (FV) so as to a volume flow from the second pressure circuit (H2) to the first pressure circuit (Hl) is possible. [Claim 3] Hydraulic system (HY) according to claim 1 or claim 2, characterized in that a pressure regulating valve (SysD-Vl) is provided for regulating the pressure in the second pressure circuit (H2), the valve pressure control valve (SysD-Vl) being controlled by means of a pressure control valve (EDS3), the control of the pressure control valve (EDS3) making it possible to regulate a pressure in the second pressure circuit (H2) to a value greater than a pressure in the first pressure circuit (Hl), so that the first pressure circuit (Hl) can be supplied with hydraulic fluid by means of an automatic opening of the differential pressure valve (FV) by means of the second pump (MP). [Claim 4] Hydraulic system (HY) according to claim 3, characterized in that a supply connection for the pressure control valve (EDS3) is connected with the first pressure circuit (Hl). [Claim 5] Hydraulic system (HY) according to claim 3, characterized in that a supply connection for the pressure control valve
    (EDS3) is connected with the pressure side of the second pump (MP). [Claim 6] Hydraulic system (HY) according to one of claims 3 to 5, characterized in that the hydraulic system (HY) comprises a cooling circuit (H3), the cooling circuit (H3) being able to be supplied by a hydraulic fluid regulated by the pressure regulating valve (SysD-Vl). [Claim 7] Hydraulic system (HY) according to one of claims 3 to 6, characterized in that a second pressure regulating valve (SysD-V2) is provided for regulating the pressure in the first pressure circuit (Hl). [Claim 8] Hydraulic system (HY) according to claim 6 and claim 7, characterized in that the cooling circuit (H3) can be supplied by a hydraulic fluid regulated by the second pressure regulating valve (SysD-V2). [Claim 9] Hydraulic system (HY) according to claim 7 or claim 8, characterized in that, to the first pressure circuit (Hl), there corresponds a second pressure control valve (EDS1) for controlling an actuating pressure a first clutch (Kl) of the double clutch (Kl, K2) and a third pressure control valve (EDS2) for controlling an actuating pressure of a second clutch (K2) of the double clutch ( K1, K2), an outlet of the second pressure control valve (EDS1) being connected with a first pilot connection of the second pressure control valve (SysD-V2) and an outlet of the third pressure control valve the pressure (EDS2) being connected with a second pilot connection of the second pressure regulating valve (SysD-V2). [Claim 10] Hydraulic system (HY) according to claim 7 or claim 8, characterized in that, to the first pressure circuit (Hl), there corresponds a second pressure control valve (EDS1) for controlling an actuating pressure a first clutch (Kl) of the double clutch (Kl, K2) and a third pressure control valve (EDS2) for controlling an actuating pressure of a second clutch (K2) of the double clutch ( Kl, K2), an outlet of the second pressure control valve (EDS1) and an outlet of the third pressure control valve (EDS2) being connected with a two-way valve (KW-V) which is connected with
    a pilot connection of the second pressure control valve (SysD-V2), so that the higher outlet pressure of the second and third pressure control valves (EDS1, EDS2) predetermines the pilot pressure of the second pressure regulating valve (SysD-V2). [Claim 11] Hydraulic system (HY) according to one of the preceding claims, characterized in that the first pressure circuit (Hl) is further provided for the hydraulic actuation of a separation clutch (KO) of the double gearbox clutch (G), the separating clutch (KO) being operatively disposed between an input shaft (AN) of the dual clutch transmission (G) and the dual clutch (Kl, K2), whereby , to the first pressure circuit (Hl) corresponds a fourth pressure control valve (EDS5) for controlling an actuating pressure of the separation clutch (KO). [Claim 12] Hydraulic system (HY) according to one of the preceding claims, characterized in that the second pressure circuit (H2) is further provided for the hydraulic actuation of a centralized synchronization (ZSY) of the double clutch gearbox (G). [Claim 13] Hydraulic system (HY) according to one of the preceding claims, characterized in that a supply of fluid to an actuating cylinder (PSZ) of the parking brake (PS) of the dual-clutch gearbox (G) can be controlled by means of a parking brake valve (PS-V), a supply connection of the parking brake valve (PS-V) being connected to the first pressure circuit (Hl). [Claim 14] Hydraulic system (HY) according to one of the preceding claims, characterized in that the first pump (EP) can be driven by an electric motor (EM1) corresponding exclusively to the first pump (EP), which is not designed to driving the motor vehicle, the second pump (MP) being able to be driven by a drive unit (VM, EM2) of the powertrain of the motor vehicle. [Claim 15] Double clutch gearbox (G) for a motor vehicle, characterized by a hydraulic system (HY) according to one of claims 1 to 14.
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    同族专利:
    公开号 | 公开日
    CN110864109A|2020-03-06|
    DE102018214430A1|2020-02-27|
    引用文献:
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    DE10347203A1|2002-11-18|2004-06-03|Zf Sachs Ag|Motor vehicle drive train with a pump arrangement for supplying a clutch device with pressure medium and / or operating medium and / and for supplying a transmission with pressure medium, corresponding pump arrangement and corresponding actuation arrangement for actuating the transmission|
    EP1469235A1|2003-04-17|2004-10-20|BorgWarner, Inc.|Hydraulic control and regulating system and method for adjusting the hydraulic pressure levels|
    DE102004025764B4|2004-05-26|2018-09-13|Zf Friedrichshafen Ag|Hydraulic circuit for supplying oil to an automatic, in particular a stepped automatic transmission for motor vehicles|
    WO2008052502A1|2006-10-30|2008-05-08|Luk Lamellen Und Kupplungsbau Beteiligungs Kg|Hydraulic controller for a double clutch gearbox|
    CN101535688B|2006-11-08|2013-08-14|舍弗勒技术股份两合公司|Hydraulic control for dual clutch transmission|
    DE102007000595B4|2007-10-30|2020-07-09|Zf Friedrichshafen Ag|Power shift parallel gearbox and dual clutch gearbox|
    DE102009005756A1|2009-01-23|2010-07-29|Daimler Ag|Control device for an automated change-speed gearbox|
    DE102012003415A1|2012-02-14|2013-08-14|Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg|Actuator arrangement for a motor vehicle drive train|
    DE102012016235B4|2012-08-09|2016-11-03|Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg|Actuator arrangement for a drive train|
    AT513388B1|2013-01-22|2014-04-15|Avl List Gmbh|Double clutch|
    CN103363030A|2013-07-30|2013-10-23|长城汽车股份有限公司|Dual clutch transmission and vehicle with same|
    CN207584000U|2017-12-07|2018-07-06|吉泰车辆技术（苏州）有限公司|Energy-efficient hydraulic control system of automatic speed changer|DE102020205759B3|2020-05-07|2021-09-09|Magna Pt B.V. & Co. Kg|Hydraulic circuit for a dual clutch transmission and a method for operating the hydraulic circuit|
    DE102020004975A1|2020-07-15|2021-08-26|Daimler Ag|Automatic transmissions for a motor vehicle, in particular for a motor vehicle, and motor vehicle|
    法律状态:
    2020-08-13| PLFP| Fee payment|Year of fee payment: 2 |
    2021-07-14| PLFP| Fee payment|Year of fee payment: 3 |
    2021-12-31| PLSC| Publication of the preliminary search report|Effective date: 20211231 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102018214430.3|2018-08-27|
    DE102018214430.3A|DE102018214430A1|2018-08-27|2018-08-27|Hydraulic system for a double clutch transmission|
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