[go: up one dir, main page]

WO2012152398A1 - Boîte de vitesses à double embrayage - Google Patents

Boîte de vitesses à double embrayage Download PDF

Info

Publication number
WO2012152398A1
WO2012152398A1 PCT/EP2012/001852 EP2012001852W WO2012152398A1 WO 2012152398 A1 WO2012152398 A1 WO 2012152398A1 EP 2012001852 W EP2012001852 W EP 2012001852W WO 2012152398 A1 WO2012152398 A1 WO 2012152398A1
Authority
WO
WIPO (PCT)
Prior art keywords
control valve
volume control
valve
clutch transmission
dual
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2012/001852
Other languages
German (de)
English (en)
Inventor
Dietmar Schuller
Stefan Ammler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi 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 Audi AG filed Critical Audi AG
Publication of WO2012152398A1 publication Critical patent/WO2012152398A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefor
    • F16H61/0031—Supply of control fluid; Pumps therefor using auxiliary pumps, e.g. pump driven by a different power source than the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
    • F16D2048/0287—Hydraulic circuits combining clutch actuation and other hydraulic systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • 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 dual-clutch transmission, in particular of a motor vehicle, with a hydraulic circuit for cooling the dual-clutch transmission, wherein the hydraulic circuit at least one pump for conveying a hydraulic medium, at least one cooler for cooling the hydraulic medium and a downstream of the pump, operable volume control valve for adjusting at least one hydraulic medium flow for comprises at least one coupling of the dual-clutch transmission associated cooling.
  • Dual-clutch transmissions are preferably used in passenger cars.
  • a dual-clutch transmission generally has two transmission input shafts arranged coaxially with one another, which are each assigned to a partial transmission.
  • Each of the transmission input shafts is assigned a clutch via which the transmission input shaft of the respective subtransmission can be frictionally coupled to the output of an engine, preferably an internal combustion engine of a motor vehicle.
  • a first of the two partial transmissions typically includes the odd gears, while a second of the partial transmissions includes the even gears and the reverse gear.
  • one of the partial transmissions is typically active, which means that the transmission input shaft assigned to this partial transmission is coupled to the engine via its associated clutch.
  • a gear is engaged, which provides a current gear ratio.
  • a controller determines whether, depending on the driving situation, the next higher or next lower gear should be engaged. This probably next used gear is inserted in the second, inactive partial transmission.
  • the clutch of the inactive sub-transmission is closed, while the clutch of the active sub-transmission is opened. It is preferred if the opening of the clutch of the active sub-transmission and the closing of the clutch of the inactive sub-transmission overlap such that no or only a slight force flow interruption is given by the engine to the drive shaft of the motor vehicle.
  • the previously active sub-transmission is inactive, while the previously inactive sub-transmission becomes the active sub-transmission. Subsequently, in the now inactive partial transmission of the expected next required gear can be inserted.
  • the laying and laying out of the gears via elements preferably via shift rails, which are actuated by hydraulic cylinders, the so-called, already mentioned above switching cylinders.
  • the hydraulic cylinders are preferably designed as double-acting hydraulic cylinders, in particular synchronizing cylinders or differential cylinders, so that each shift cylinder may preferably be associated with two gears. Alternatively, single-acting hydraulic cylinders may be provided.
  • the hydraulic cylinders, which actuate the elements, in particular shift rails are also referred to as gear actuator cylinders.
  • a trained as a synchronous cylinder gear actuator cylinder, which in particular two gears are assigned, preferably has three switching positions, so far in a first a certain gear, in a second another, certain gear and in a third none of the two gears is engaged.
  • the two partial transmissions associated clutches are hydraulically actuated, ie closed or opened. It is preferred that the clutches respectively close when subjected to hydraulic pressure while being opened when no hydraulic pressure is applied, that is, a hydraulic cylinder associated with the respective clutch, which, as mentioned above, is also called a clutch cylinder.
  • dual-clutch transmissions are both controlled or regulated by a hydraulic circuit and also cooled.
  • This hydraulic circuit, or assemblies thereof, as well as associated methods are the subject of the invention.
  • Constant pump operated operated.
  • the accuracy of the volume flow used for clutch cooling depends essentially on the control quality of the valve.
  • the pumped through the pump hydraulic fluid is cooled by a radiator and then fed to the clutches associated cooling, so that only a cooled hydraulic medium flow rate for both clutches is available.
  • the common clutch cooling worsens the control performance of the couplings.
  • the object underlying the invention is achieved in that the volume control valve in a first extreme state, a hydraulic medium flow of a first of the clutches associated first cooling and in a second extreme state, the hydraulic fluid flow of a second of the clutches associated second cooling respectively by releasing a corresponding flow cross-section supplies the released flow cross-sections over all actuation states of the volume control valve across a constant or nearly constant, released total flow cross-section result.
  • An extreme state of the volume control valve is to be understood in each case as the state or the switching position in which the entire hydraulic medium flow delivered by the pump is supplied to only one connection or output of the volume control valve. Is the volume control valve designed such that it also intermediate states or lying between the extremal states - -
  • Switching positions can take, so the pumped by the pump hydraulic fluid flow is divided into different or more ports of the volume control valve, so that, for example, both couplings a hydraulic medium flow is supplied.
  • each of the clutches is assigned its own cooling, which is supplied with cooled hydraulic medium as a function of the actuation state or the switching position of the volume control valve.
  • the release of the flow cross-sections is preferably carried out by an overlap position corresponding flow openings of the volume control valve, which are displaceable relative to each other, in particular in the sense of a slide valve.
  • a constant overall flow cross-section is provided, which results from the individual released flow cross-sections.
  • the flow cross-section reduction and enlargement in the transition region between two switching positions or Betrelirienszu- states of the volume control valve which may act in this case substantially as a switching valve / is carried out.
  • the volume control valve is designed as a 3/2-way valve or as a 4/3-way valve.
  • the 3/2-way valve has three connections, with a first connection connected to the discharge side of the pump, a second connection to the first cooling system and a third connection to the second cooling system.
  • the 4/3-way valve has min. - -
  • the 4/3-way valve has a third extreme state, in which the hydraulic medium flow is supplied to the tank, so that the pumped hydraulic medium does not reach the cooling.
  • the volume control valve as a 4/3-way valve is thus preferably designed such that in the third extreme state it supplies the hydraulic medium flow to the tank providing the hydraulic medium by releasing a corresponding throughflow opening.
  • the releasable flow cross section assigned to the tank is correspondingly designed to ensure the constant released total flow cross section, so that no back pressure peak occurs even when switching to the third extreme state.
  • the volume control valve is designed as a proportional valve, so that each set hydraulic medium flow can be influenced with respect to the flow volume.
  • the training as a proportional valve can be easily realized, since already at least partially in the transition region influencing the respective hydraulic fluid flow volume is carried out to ensure the total flow area.
  • the volume control valve is electromagnetically or electromotive controllable.
  • the volume control valve is expediently assigned an electromotive and / or electromagnetic actuator.
  • the volume control valve can be accurately and quickly spent in the desired switching position. Due to the advantageous design of the volume control valve is guaranteed even with a faulty control on that no back pressure can occur, could damage the radiator or pump.
  • the pump with a, in particular speed-controlled electric motor operatively connected / is operatively connected.
  • the electric motor By providing the electric motor, the power of the pump and thus the delivery volume and the resulting amount in conveyed hydraulic medium can be adjusted, so that for further influencing the amount of the delivered hydraulic medium flow or the hydraulic medium flow supplied to the respective cooling of Elekt- - -
  • Romotor is driven accordingly. In particular, its speed is controlled or regulated accordingly.
  • an operable separating element is interposed between the pump and the electric motor.
  • the drive shaft of the pump is expediently operatively connected / operatively connected to an output shaft of the electric motor by means of the separating element.
  • the separating element is preferably an actuatable clutch or a freewheel which acts in a direction-dependent manner. By pressing the clutch or by changing the direction of rotation can thus turn off the pump to interrupt the delivery of the hydraulic medium. If a second pump for conveying, for example, a hydraulic medium for actuating the clutches is also provided on the electric motor, then this second pump can continue to be operated.
  • the amount of the hydraulic medium supplied to the first and / or the second cooling is influenced by a timed activation of the volume control valve, in particular of the switching valve, and / or by adjusting the rotational speed of the electric motor. If both cooling systems are to be supplied with hydraulic medium, it may be advantageous if the volume control valve is not moved into an intermediate position, but if the first and second switching positions are switched quickly back and forth, that is to say they are clocked, so that both coolings are virtually simultaneous with one another corresponding amount of hydraulic medium to be supplied.
  • the first extreme state of a first shift position, the second extreme state of a second shift position and the third extreme state corresponds to a third shift position, wherein the second shift position between the first shift position and the third shift position.
  • the third shift position lies between the first shift position and the second shift position.
  • FIG. 1 shows a hydraulic circuit 1 which serves for the actuation, in particular the coupling and the engagement and disengagement of gears, of a dual-clutch transmission as well as its cooling.
  • the hydraulic circuit 1 comprises a tank 3, which serves in particular as a reservoir or sump for a hydraulic medium used for actuation and cooling, and in which the hydraulic medium is preferably stored without pressure.
  • An electric motor 5 is provided which drives a first pump 7 and a second pump 9.
  • the electric motor 5 is preferably controllable with respect to its rotational speed and direction of rotation, particularly preferably adjustable.
  • the first pump 7 is firmly connected to the electric motor 5, that is, without a separating element is provided.
  • the pump 7 is always driven when the electric motor 5 is running and preferably promotes hydraulic medium rectified in both directions of rotation.
  • the pump 9 is preferably connected via a separating element 11 to the electric motor 5. It is therefore possible to decouple the pump 9 from the electric motor 5, so that it does not run when the electric motor 5 is running.
  • the separating element 11 is preferably designed as a clutch or as a freewheel, it being possible in the second case to determine via the direction of rotation of the electric motor 5 whether hydraulic medium is pumped by the pump 9 or not.
  • the first pump 7 and the second pump 9 are each connected via a line 13, 15 with a branch 17, into which a further line 19 opens. This connects the tank 3 via a suction filter 21 with the branch 17. Overall, thus inlets of the pumps 7, 9 via the lines 13, 15, the branch 17 and the suction filter 21 having line 19 connected to the tank 3.
  • the outlet of the first pump 7 is connected to a conduit 23 leading to a branch 25.
  • the branch 25 is connected via a pressure relief valve 27 to the tank 3.
  • the pressure limiting valve 27 can open in the direction of the tank 3 at overpressure.
  • the pressure filter 31 can be bridged by a bypass 37, wherein in the bypass 37, a differential pressure valve 39 is arranged, which allows a bridging of the filter 31 in the direction of the port 33 at overpressure.
  • An opening of the differential pressure valve 39 is carried out from a predetermined differential pressure on the pressure filter 31st
  • the switching valve 35 is designed as a 5/2-way valve, which except the terminal 33 has four further terminals 41, 43, 45, 47.
  • the terminal 33 is connected to the terminal 41, while the other terminals 43, 45 and 47 blind, so closed, are connected.
  • the connection 41 opens into a line 49, in which a check valve 51 is arranged.
  • the line 49 leads to a pressure accumulator 53, wherein before the pressure accumulator 53, a pressure detecting device 55 is hydraulically connected to the line 49.
  • connection 33 In a second switching state of the switching valve 35 which can be removed from FIG. 1, the connection 33 is connected to the connection 43, which opens into a line 57 which leads to a hydraulic subcircuit 59 which in particular serves to cool clutches of the dual clutch transmission.
  • the terminal 41 In this second switching state, the terminal 41 is switched blind and the terminal 45 is connected to the terminal 47.
  • a line 61 which is acted upon by the pressure of the hydraulic medium in the pressure accumulator 53, opens into the connection 45.
  • the port 47 opens into a conduit 63 which is hydraulically connected to a first valve face 65 of the switching valve 35.
  • a second valve surface 67 of the switching valve 35 is permanently acted upon via a line 69 with the pressure of the pressure accumulator 53.
  • the branch 71 is connected to the switching valve 35 side facing away from the check valve 51 at this.
  • the line 73 terminates in a branch 79, from the lines 81, 83 and 85 go out.
  • the line 81 leads into a subtransmission circuit 87 for supplying a first subtransmission.
  • the first partial transmission has a clutch K1.
  • the line 81 opens into a port 89 of a switching valve 91, which is designed as a 3/2-way valve, and serves as a safety valve for the clutch K1.
  • a switching valve 91 which is designed as a 3/2-way valve, and serves as a safety valve for the clutch K1.
  • the port 89 is hydraulically connected to a port 93, while a port 95 of the switching valve 91 is blinded.
  • the figure 1 removable switching state of the switching valve 91 the terminal 93 is connected to the terminal 95 and via this to the tank 3, while the terminal 89 is connected blind.
  • the clutch K1 is depressurized in this second switching state.
  • the connection 93 is connected to a line 97 and via this to a connection 99 of a pressure regulating valve 101.
  • the pressure control valve 101 is designed as a 3/2-way proportional valve having a port 103 which is connected via a line 105 to the clutch K1.
  • the pressure regulating valve 101 further has a port 107 which is connected to the tank 3.
  • the terminal 99 is connected to the terminal 103, while the terminal 107 is switched blind. In this case, the full, prevailing in the line 97 pressure of the hydraulic medium acts on the clutch K1.
  • the port 103 is connected to the port 107, so that the clutch K1 is depressurized.
  • the pressure regulating valve 101 regulates the pressure prevailing in the clutch K1 in a manner known per se. From the clutch K1 a line 109 leads via a check valve 111 back to the line 97. If the pressure in the clutch K1 rises above the pressure in the line 97, the check valve 11 opens, whereby a hydraulic connection between the clutch K1 via the line 109th is released with the line 97. From the line 109 branches off in a branch 113, a line 15, which returns the pressure in the clutch K1 as a controlled variable to the pressure regulating valve 101.
  • a branch 117 is provided through which a pressure detecting device 119 is operatively connected hydraulically. In this way, the pressure prevailing in the clutch K1 is detected by the pressure detecting device 119.
  • the switching valve 91 is driven by a pilot valve 121. This is actuated by an electric actuator 123. It is designed as a 3/2-way valve and includes the terminals 125, 127 and 129. The terminal 125 is connected via a line 131 to a line 81 provided in the branch 133. The port 127 is connected via a line 135 to a valve face 137 of the switching valve 91. In a first, shown here switching state of the pilot valve 121, the terminal 125 is switched blind, while the terminal 127 to the terminal 129 and via this with the - -
  • Tank 3 is connected, whereby the valve surface 137 of the switching valve 91 is depressurized via line 135.
  • the pilot valve 121 assumes this switching state when no electrical control signal is applied to the actuator 123.
  • the terminal 125 is connected to the terminal 127, while the terminal 129 is switched blind.
  • the pressure prevailing in the line 81 via the branch 133, the line 131 and the line 135 acts on the valve surface 137 of the switching valve 91, whereby this is switched against a biasing force in its second switching state in which the terminal 93 with the Port 95 is hydraulically connected, so that the clutch K1 is depressurized.
  • the switching valve 91 can be operated so that the clutch K1 is depressurized and thus opened.
  • the outgoing from the branch line 79 83 serves to supply a clutch K2 of a sub-hydraulic circuit 139 of a second sub-transmission.
  • the activation of the clutch K2 likewise comprises a switching valve 91 ', a pilot valve 121' and a pressure regulating valve 101 '.
  • the operation is the same as already described in connection with the first clutch K1. For this reason, reference is made to the corresponding description of sub-transmission circuit 87.
  • the hydraulic control of the clutch K2 corresponds to that of the clutch K1.
  • the outgoing from the branch line 79 85 is connected to a pressure control valve 141, via which the pressure of the hydraulic medium in a line 143 can be regulated.
  • the operation of the pressure control valve 141 preferably corresponds to the operation of the pressure control valves 101, 101 ', so that a re-description is not necessary here.
  • the line 143 is connected to a branch 145, from which a line 147 and a line 149 go out.
  • a branch 151 is provided, from which a line 153 emanates, via which the pressure prevailing in the line 149 and thus in the line 143 as a controlled variable is returned to the pressure regulating valve 141.
  • the branch 151 may also be provided in the lines 151 or 147.
  • the line 147 is used to supply gear master cylinders 155 and 157 in the sub-gear 87, which are designed as two double-acting cylinder, so synchronous cylinder. - -
  • a volume control valve 159 is provided, which is designed as a 4/3-way proportional valve. It has four ports 161, 163, 165 and 167.
  • the first port 161 is connected to the conduit 147
  • the second port 163 is connected to a first chamber 169 of the gear actuator cylinder 155
  • the third port 165 is connected to a second chamber 171 of the gear actuator cylinder 155
  • the fourth port 167 is connected to the tank third connected.
  • the first port 161 is connected to the second port 163, while the third port 165 is connected to the fourth port 167.
  • hydraulic fluid may flow from the conduit 147 into the first chamber 169 of the gear actuator cylinder 155, while the second chamber 171 is depressurized through the ports 165, 167 to the tank 3.
  • a piston 173 of the gear actuator cylinder 155 is moved in a first direction, for example, to engage a particular gear of the dual clutch transmission or engage another specific gear.
  • both port 163 and port 165 are connected to port 167, with port 161 being blinded.
  • both chambers 169, 171 of the gear actuator cylinder 155 are connected to the tank 3, so that they are depressurized.
  • the piston 173 of the gear actuator cylinder 155 then remains in its current position because no forces act on him.
  • the port 161 is connected to the port 165 and the port 163 is connected to the port 167.
  • hydraulic fluid flows from the conduit 147 into the second chamber 171 of the gear actuator cylinder 155 and the first chamber 169 is moved over the Port 163 and the port 167 to the tank 3 back depressurized.
  • the hydraulic medium then exerts a force on the piston 173 of the gear actuator cylinder 155 such that it is displaced in a second direction opposite to the first direction. In this way, the previously mentioned certain other gear off or the mentioned specific gear can be engaged.
  • the volume control valve 159 is designed as a proportional valve.
  • the hydraulic fluid flow coming from the line 147 is divided into the chambers 169, 171 by varying the valve states between the three extreme states, so that it is possible to control the volume flow by controlling the volume flow - -
  • the line 149 is used to supply gear adjuster cylinders 155 'and 157' of the second sub-transmission in the sub-transmission circuit 139.
  • Volume control valves 159 'and 179' are also provided for their control.
  • the partial transmission circuits 87 and 139 are identical in terms of the control of the gear actuator cylinders 155, 155 'and 157, 157', so reference is made to the preceding description.
  • the outlet of the pump 9 is connected to a line 181, which leads to the hydraulic circuit 59, which preferably serves in particular the cooling of the clutches K1, K2.
  • the line 181 leads via a radiator 183 to a volume control valve 185.
  • a branch 187 is provided in the line 181, from which a line 189 branches off, which via a toward the tank.
  • 3 opening pressure relief valve 191 leads to the tank 3.
  • a branch 193 is provided, into which the line 57, which comes from the switching valve 35 and is connected to the connection 43 thereof.
  • the volume control valve 185 is formed as a 4/3-way proportional valve having ports 199, 201, 203, 205 and 207.
  • the port 199 is connected to the conduit 181 via the radiator 183 and the differential pressure valve 197, as well as the port 201, which is connected via a line 209 and a branch 211 to the line 181.
  • the ports 199 and 201 form a common port of the volume control valve 185.
  • the volume control valve 185 is actually connected to the two separate ports 199, 201 as 5/3 -Way proportional valve may be formed.
  • the connection 203 is connected to a line 213, which leads via a pressure filter 215 to the tank 3.
  • the pressure filter 215 can be bridged by a bypass 217 with a differential pressure valve 219 opening in the direction of the tank 3.
  • the port 207 is connected to a first cooling 221, in particular for the first clutch K1.
  • the connection 205 of the volume control valve 185 is connected to a second cooling 223, in particular for the second clutch K2.
  • the ports 199 and 207 are interconnected.
  • the terminals 201, 203 and 205 are switched blind. Accordingly, in this state, the entire hydraulic fluid flow flowing in the conduit 181 is supplied to the first cooling 221.
  • the terminal 201 is connected to the terminal 203, while the terminals 199, 205 and 207 are connected blind.
  • the entire flow of hydraulic medium flowing in the hydraulic line 81 or through the radiator 183 is thus conducted via the ports 201, 203 into the line 213 and thus into the tank 3 via the pressure filter 215.
  • the volume control valve 185 is designed as a proportional valve, so that intermediate states can be set between the described extreme states, whereby the volume flow to the coolings 221, 223 or to the pressure filter 215 can be regulated. It is also possible to operate the volume control valve 185 clocked, in each case briefly at least one of the three - -
  • the volume flow is controlled or regulated in the time average, which is the cooling 221, 223 or the pressure filter 215 and thus the tank 3 is supplied.
  • the volume control valve 185 releases a corresponding throughflow cross section in the respective extreme state, through which the delivered hydraulic medium can flow. Due to the design as a proportional valve, this released flow cross-section changes when deviating from the extreme position. Thus, in a transition from the second extreme state to the first extreme state, first of all the flow cross-section connecting the ports 199 and 205 is reduced, whereby the amount of hydraulic medium supplied to the cooling 223 is reduced. The same applies to the other connections or extreme states.
  • the volume control valve 185 is further designed such that results from the shared flow cross sections over all switching positions away a constant shared total flow area.
  • volume control valve 185 In particular the connections of the volume control valve 185, is designed such that the portion of the hydraulic medium remaining upon adjustment of the volume control valve 185 by a reduced flow cross section is supplied to another, in particular adjacent, port. As a result, there is always a flow through the volume control valve 185 with the same amount of hydraulic medium.
  • the ratio of the proportions preferably at least adjacent ports is thus always compensated in the process of the volume control valve 185.
  • FIG. 1 shows that, in addition to the hydraulic medium flow present in the line 181, a hydraulic medium flow of the line 57 can occur and can be supplied to the hydraulic circuit 59. Alternatively, it is also possible that only the line 57 feeds hydraulic medium. It should also be mentioned that the proportional valves 101, 101 ', 141, 159, 159', 179, 179 ', 185 are each electrically proportionally adjustable in particular against spring force.
  • the line 57 opens into the hydraulic circuit 59, more precisely in the line 181 downstream of the pump 9.
  • the line 57 opens into the conduit 181 preferably downstream of the radiator 183.
  • the line 57 opens downstream of the pressure filter 215 in the line 181. Due to the alternative arrangement of the pressure filter 215, which is now in the main flow of the hydraulic medium, the time intervals are increased, within which the hydraulic medium is filtered by the pressure filter 215.
  • the bypass valve 219 is preferably designed for a minimum back pressure on the flow. - -
  • the switching positions are preferably reversed such that in the first extreme state, the terminals 199 and / or 201 connected to the port 205 or 207 and the remaining ports of the volume control valve 185 are connected blind, in the second extreme state, the terminals 201 and / or 199 connected to the terminal 203 and the remaining terminals are switched blind, and in the third extreme state, the terminals 199 and / or 201 connected to the terminal 207 or 205 and the remaining connections are switched blind.
  • a volume flow also flows to the other cooling 223 or 221, in particular in the case of clocked activation of the volume control valve 185 for setting a desired hydraulic medium flow for one of the coolings 221 or 223.
  • the clocked, not to the respective cooling 221 or 223 guided volume flow is passed into the tank 3.
  • the ports 199 and 201 are always to be understood as the common or single connection of the line 181 to the volume control valve 185, so that in fact only one of the two ports 199, 201 on the Volume control valve 185 is provided.

Landscapes

  • 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 une boîte de vitesses à double embrayage, en particulier pour un véhicule à moteur, qui comprend un circuit hydraulique (1) pour refroidir ladite boîte de vitesses à double embrayage, ledit circuit hydraulique présentant au moins une pompe (7, 9) pour refouler un fluide hydraulique, au moins un radiateur (183) pour refroidir ledit fluide hydraulique et une soupape de commande volumétrique (185) actionnable, montée en aval de la pompe, pour ajuster au moins un flux de fluide hydraulique pour au moins un système de refroidissement (221, 223) associé aux embrayages (121, 122) de la boîte de vitesses à double embrayage. L'invention se caractérise en ce que la soupape de commande volumétrique (185) achemine, dans un premier état extrémal, le flux de fluide hydraulique jusqu'à un premier système de refroidissement (221) associé à un premier embrayage (K1) et achemine, dans un second état extrémal, le flux de fluide hydraulique jusqu'à un second système de refroidissement (223) associé à un second embrayage (K2), respectivement par libération d'une section transversale d'écoulement correspondante, les sections transversales d'écoulement dégagées produisant en dépit de tous les états d'actionnement une section transversale d'écoulement globale dégagée constante.
PCT/EP2012/001852 2011-05-06 2012-04-30 Boîte de vitesses à double embrayage Ceased WO2012152398A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011100862.8 2011-05-06
DE102011100862.8A DE102011100862B4 (de) 2011-05-06 2011-05-06 Doppelkupplungsgetriebe

Publications (1)

Publication Number Publication Date
WO2012152398A1 true WO2012152398A1 (fr) 2012-11-15

Family

ID=46046110

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/001852 Ceased WO2012152398A1 (fr) 2011-05-06 2012-04-30 Boîte de vitesses à double embrayage

Country Status (2)

Country Link
DE (1) DE102011100862B4 (fr)
WO (1) WO2012152398A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108496568A (zh) * 2017-02-24 2018-09-07 井关农机株式会社 离合器操作装置
CN109563858A (zh) * 2016-08-03 2019-04-02 奥迪股份公司 用于机动车的自动变速器的液压系统

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012220742A1 (de) * 2012-11-14 2014-05-15 Zf Friedrichshafen Ag Anordnung zum Antrieb von Ölpumpen
DE102013008956A1 (de) * 2013-05-27 2014-11-27 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Stelleinrichtung für ein Kraftfahrzeuggetriebe oder eine Kraftfahrzeugkupplung
DE102014224412B4 (de) * 2014-11-28 2016-10-20 Zf Friedrichshafen Ag Verfahren zum Bestimmen eines Betriebszustandes einer mit einer veränderbaren Steuerkraft beaufschlagbaren Ventileinrichtung
WO2018055204A1 (fr) 2016-09-26 2018-03-29 Hofer Mechatronik Gmbh Circuit hydraulique d'une transmission à embrayage double, en particulier comprenant une commande d'embrayage, et procédé de réaction d'urgence
EP3516273B1 (fr) 2016-09-26 2023-06-28 hofer powertrain innovation GmbH Traitement de fluide hydraulique à alimentation en huile par système de pompe double

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1614920A1 (fr) * 2004-07-07 2006-01-11 BorgWarner Inc. Circuit de refroidissement pour double embrayage
EP1637756A1 (fr) 2004-09-16 2006-03-22 Getrag Ford Transmissions GmbH Sytème hydraulique pour fournir des pressions et courants dans une boîte de vitesses à double embrayages
DE102008032757A1 (de) * 2008-07-11 2010-01-14 Audi Ag Verfahren und Vorrichtung zur Unterdrückung von Getriebegeräuschen
US20110042177A1 (en) * 2008-03-04 2011-02-24 Borgwarner Inc. Dual clutch transmission having area controlled clutch cooling circuit

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10020187A1 (de) * 2000-04-25 2001-10-31 Getrag Getriebe Zahnrad Hydraulische Schaltung für ein automatisiertes Doppelkupplungsgetriebe für Kraftfahrzeuge
DE10143833B4 (de) 2001-09-07 2013-06-06 Zf Friedrichshafen Ag Kupplungssystem in einem Antriebsstrang zwischen einer Antriebseinheit und einem Getriebe
US7021445B2 (en) 2003-07-28 2006-04-04 Magna Powertrain, Inc. Low power hydraulic clutch actuation systems
EP1686291A2 (fr) * 2005-01-31 2006-08-02 Hitachi, Ltd. Dispositif et méthode de commande pour une boîte de vitesses
DE112008000438B4 (de) * 2007-03-07 2017-03-23 Schaeffler Technologies AG & Co. KG Hydrauliksystem zur Steuerung eines mit Nasskupplungen arbeitenden Doppelkupplungsgetriebes
DE102008006165A1 (de) * 2008-01-26 2009-07-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Hydrauliksystem einer Kupplung eines Kraftfahrzeuggetriebes

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1614920A1 (fr) * 2004-07-07 2006-01-11 BorgWarner Inc. Circuit de refroidissement pour double embrayage
EP1637756A1 (fr) 2004-09-16 2006-03-22 Getrag Ford Transmissions GmbH Sytème hydraulique pour fournir des pressions et courants dans une boîte de vitesses à double embrayages
US20110042177A1 (en) * 2008-03-04 2011-02-24 Borgwarner Inc. Dual clutch transmission having area controlled clutch cooling circuit
DE102008032757A1 (de) * 2008-07-11 2010-01-14 Audi Ag Verfahren und Vorrichtung zur Unterdrückung von Getriebegeräuschen

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109563858A (zh) * 2016-08-03 2019-04-02 奥迪股份公司 用于机动车的自动变速器的液压系统
CN108496568A (zh) * 2017-02-24 2018-09-07 井关农机株式会社 离合器操作装置
CN108496568B (zh) * 2017-02-24 2022-08-09 井关农机株式会社 离合器操作装置

Also Published As

Publication number Publication date
DE102011100862B4 (de) 2022-12-15
DE102011100862A1 (de) 2012-11-08

Similar Documents

Publication Publication Date Title
EP2705279B1 (fr) Circuit hydraulique et son procédé de fonctionnement
EP2705277B1 (fr) Boîte de vitesses à double embrayage
EP2705280B1 (fr) Procédé pour faire fonctionner une boîte de vitesses à embrayage et boîte de vitesses à embrayage correspondante
EP2520832B1 (fr) Engrenage à couplage
EP2705278B1 (fr) Boîte de vitesses à embrayage
DE102011100845B4 (de) Kupplungsgetriebe, insbesondere Doppelkupplungsgetriebe, mit einem Druckspeicher
EP1400733A2 (fr) Dispositif de commande hydraulique d'une boíte de vitesses à double embrayage
DE102011100838B4 (de) Doppelkupplungsgetriebe, mit wenigstens einer Pumpe, einem der Pumpe nachgeschalteten Volumensteuerventil, einem der Pumpe nachgeschalteten Kühler und einem dem Kühler nachgeschalteten Schaltventil
EP2609348A1 (fr) Commande hydraulique pour une transmission automatique d'un véhicule automobile
WO2012152398A1 (fr) Boîte de vitesses à double embrayage
EP1522754A1 (fr) Alimentation en fluide sous pression pour système d'embrayage et train de propulsion pour vehicules avec cette alimentation en fluide sous pression.
DE102011100809B4 (de) Kupplungsgetriebe mit Sicherheitsventilanordnung
WO2012152382A1 (fr) Boîte de vitesses à embrayage et son procédé de fonctionnement
DE102011100837B4 (de) Kupplungsgetriebe, Verfahren zum Betreiben eines Kupplungsgetriebes
DE102011100799B4 (de) Doppelkupplungsgetriebe, Verfahren zum Betreiben
DE102011100796B4 (de) Kupplungsgetriebe, insbesondere Doppelkupplungsgetriebe, aufweisend einen Hydraulikkreis mit einem Filter, der mehreren Pumpen als gemeinsamer Filter zugeordnet ist
DE102011100797B4 (de) Kupplungsgetriebe, insbesondere Doppelkupplungsgetriebe, mit einem Hydraulikkreis
DE102011100810B4 (de) Doppelkupplungsgetriebe, Verfahren zum Betreiben
DE102011100807B4 (de) Kupplungsgetriebe, insbesondere Doppelkupplungsgetriebe
WO2012152387A1 (fr) Boîte de vitesses à embrayage, en particulier boîte de vitesses à double embrayage, dotée d'un système d'actionnement hydraulique

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12719590

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 12719590

Country of ref document: EP

Kind code of ref document: A1