• 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:
    a multiple clutch transmission for a motor vehicle the present invention relates to a multiple clutch force shift (displacement) transmission (100,200) for a motor vehicle with at least one primary mover, where an axle brake unit (160, 260) is arranged to reduce the rotational speed of one (121, 122) of two input axes, and a central synchronization unit (180, 280) is arranged to make a first (121) of said input axes rotate faster or slower than a second (122) of said input axes. said axle brake unit and said central synchronization unit are arranged to be simultaneously activated in order to reduce the rotation speeds previously for the engagement of tooth clutches when said output shaft is not rotating. said input shaft ash unit (260) is arranged to be used when performing a multistage force shift (displacement).
    公开号:BR112012013998B1
    申请号:R112012013998-3
    申请日:2009-12-11
    公开日:2020-09-15
    发明作者:Hedman Anders；Zettergren Lars
    申请人:Volvo Lastvagnar Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The present invention relates to vehicle transmissions, especially for heavy on-road (on-road) and off-road (off-road) vehicles, and more particularly, to dual and multiple clutch transmissions. OVERVIEW OF THE STATE OF THE TECHNIQUE
    [002] Dual clutch transmissions are a cross-breed between conventional step transmissions, with interruption of force in gear shifts (shifts), and planetary transmissions (shifts), without interruption of power. In principle, a double clutch transmission has two input shafts, each of which can be connected to a friction clutch and to the engine output. Functionally, this is the equivalent of having two conventional transmissions in parallel, that is, two sub-transmissions in parallel, and the use of one at a time for power transfer. The subtransmission that is not used, is without motor load (neutral), momentarily, it can have a gear engaged and prepared, pre-selected, for a subsequent exchange (displacement). This change is made by simultaneously disengaging the friction clutch from the previously used sub-transmission and engaging the friction clutch from the sub-transmission previously without engine load.
    [003] When properly designed, dual clutch transmissions have the potential to provide shifts in power at a reasonable cost of production, and low power losses. This is due to the fact that the rotating parts, that is, gear wheels, shafts, and tooth clutches, are similar to those in conventional step transmissions. This, in addition, makes it possible to use the same production equipment. Thus, it makes sense to produce double clutch transmissions in the same facilities as those used for conventional step transmissions.
    [004] Dual clutch transmissions often have two separate countershafts, one connected for each input shaft. An example is US patent number 4,876,907. These countershafts make the transmission considerably wider than a conventional step transmission. This can lead to difficulties in installing the transmission in the vehicle. However, some double clutch transmission designs have only one countershaft, for example, as in German patent number DE 923.402 and in German patent number DE 3,131,156 Al. Loose gear wheels are rotatably arranged in them and can be rotated connected to each other and to the countershaft by mechanical tooth clutches. In a way, this could be considered as if the second counter-axis was arranged coaxially to the first axis. The result is a very compact force exchangeable double clutch transmission that is no wider than a corresponding conventional step transmission.
    [005] Normally, in a double clutch transmission, gears (gears) are preselected in the subtransmission presently without engine load (neutral) by engaging and disengaging tooth clutches. For smooth and durable operation, this requires that the parts to be engaged by a tooth clutch are synchronized, that is, that they have approximately (reasonably, relatively) equal rotational speed. If this is not the case, the clutch teeth should jam (collide, lock), resulting in wear, or breakage, warping (denting) and noise. Thus, different kinds of devices and arrangements are used for synchronization parts to be engaged. This is also the case for conventional step transmissions that have a power interruption at each gear shift. There is, however, an important difference. In a power interruption, the motor speed can be controlled in order to synchronize parts to be engaged. This is a procedure used in mechanically automatic geared transmissions (AMTs) that are common in heavy trucks and buses. In a double clutch transmission without power interruption, this is not possible. Instead, some synchronization devices are required. A simple (direct, easy) solution is to have each tooth clutch in the transmission designed as synchronizers, that is, to be equipped with synchronization clutch elements, for example, as in US patent application number US 2008/0188342 Al. This however, it would imply high costs and heavy energy losses.
    [006] Fundamentally, only two synchronization devices are required; one that can make the speed of the first subtransmission higher than that of the second subtransmission, and one that can make the speed of the first subtransmission lower than that of the second subtransmission. This will work when the first subtransmission is without motor load (neutral) and the second subtransmission is active, as well as when the first subtransmission is active and the second subtransmission is without motor load (neutral). This can be referred to as a central synchronization unit. A lucid example of this is shown in English patent number GB 2,110,324 A1.
    [007] A central synchronization unit in a double clutch transmission can be of a very simple design. This normally requires, however, that shifts without interruption of force be performed between consecutive gears, only. In addition, the speed ratio steps between consecutive gears should be approximately equal. For heavy on-road and off-road vehicles, in combination with a range section, for example, as in US patent application number US 2008/0188342 Al, this is plausible. In US patent number 4,876,907, a central synchronization unit (30) makes use of a gear wheel (13) which is used for transferring force. Therefore, only three additional gear wheels (32, 33 and 39) are required for the synchronization function. These gear wheels only need to transport loads in synchronization, and can be considerably narrower than power transfer gear wheels. The central synchronization unit can therefore be made very compact, especially in axial extension, and cost-efficient.
    [008] Tooth clutches that do not have any synchronization clutch elements can be referred to as non-synchronized tooth clutches. Special care is required for transmissions with non-synchronized tooth clutches. A case with an engine running and the vehicle at a standstill can be considered. Axles and gear wheels that are connected by traction to the output of the transmission, and therefore, for the drive wheels, will not rotate. Other parts of the transmission are coupled by traction to the engine, for example, to traction a power derivation unit, and rotate. Now, if the vehicle is to be split, the engine and the power branch need to be disengaged, and a starter gear needs to be engaged in the transmission. If the tooth clutch corresponding to the starter gear is not synchronized, it may not be engaged until the speed of the rotating parts is low enough. Without any special features, therefore, this can consume several seconds, which is hardly acceptable. As a result, transmissions with unsynchronized tooth clutches often have an axle brake that can selectively slow down parts of rotation. Examples can be seen in US patent number US 3,309,934, in German patent number DE 19,652,916 Al, in US patent number US 5,988,344 Al, in US patent application number US 2003/0168300 Al, in application international patent number WO 2004/069621 Al, in US patent number US 7,000,748 B2, in Swedish patent number SE 527,267 C2, in international patent application number WO 2008/105728 Al, and for a double clutch transmission, in German patent number DE 3,739,898 Al. An axle brake normally acts on an axle or on a gear wheel connected by traction therewith.
    [009] In a double clutch transmission, two axle brakes could be used, one for each subtransmission, in order to reduce the speed of rotating parts when the vehicle is at a standstill. What should, however, increase costs.
    [0010] A restriction with a central synchronization unit is that it only allows changes between consecutive gears. This should be of advantage if some multi-stage gear changes could be carried out, for example, at rapid acceleration from low vehicle speed in steep downhill conditions. SUMMARY OF THE INVENTION
    [0011] Consequently, the primary objective of the present invention is to present an improved multiple clutch transmission, where resources are provided to facilitate: i) gear engagement when the vehicle is at a standstill; and li) multi-stage force changes, as well as momentarily; iii) compact; iv) potent; and v) cost efficient; and vi) having low power losses when not activated.
    [0012] This is achieved by a multiple clutch transmission as discussed in the introduction, the characteristics of which are subsequently defined by the independent patent claim 1.
    [0013] The device in accordance with the present invention: is a multiple clutch transmission for a motor vehicle with at least one primary mover; said multiple clutch transmission comprising friction clutches connected by traction for said primary mover, an output shaft, and a main transmission comprising input shafts connected to said friction clutches, a parallel countershaft for at least one of said axes input, gear wheels and tooth clutches; where a first of said friction clutches and a first subset of said tooth clutches are arranged to be selectively engaged in order to transfer force in a first set of gears between said primary mover and said output shaft, and where a second of said friction clutches and a second subset of said tooth clutches are arranged to be selectively engaged in order to transfer force in a second set of gears between said primary mover and said output shaft; where said main transmission is arranged to, while transferring force on one of said second gear set and having said first friction clutch disengaged, having the ability to own one of said first set of gear preselected, and change to own another said first set of pre-selected gears; where said multiple clutch transmission is arranged to have the ability to shift (shift) from one of said second set of gears to a preselected one of said first set of gears without interrupting the transfer of force between said primary mover and said axis about to leave; characterized by the fact that an axle brake unit is arranged to be selectively activated in order to exert torque that tends to reduce the rotational speed of one of said input axes, and a central synchronization unit is arranged to be selectively activated from in order to make a first of said input axes rotate faster or slower than a second of said input axes.
    [0014] In another embodiment in accordance with the present invention, said axis brake unit and said central synchronization unit are additionally arranged to be simultaneously activated in order to reduce the speeds of rotation parts in said main transmission previously for the engagement of tooth clutches when said output shaft is not rotating.
    [0015] In a further embodiment in accordance with the present invention, said axle brake unit is a countershaft brake unit arranged to brake said countershaft and one of said input axles by means of two of said wheels gear, where one of said gear wheels is arranged rotatably fixed to said countershaft and the other of said gear wheels is arranged rotatably fixed to one of said input axes and where said two gear wheels are engaged.
    [0016] In another embodiment in accordance with the present invention, said axle brake unit is an input axle brake unit arranged to brake one of said input axes directly by braking interaction between a first element rotatably fixed to or integrated with said input shaft and a second element fixed to or integrated with a multiple clutch transmission housing.
    [0017] In yet another embodiment in accordance with the present invention, said input shaft brake unit is arranged to be used when performing a multi-stage force shift.
    [0018] In a further embodiment in accordance with the present invention, said main transmission is arranged to perform said multiple-stage power shift from a low gear (gear), which is a gear in said second set of gears, for a higher gear (gear), which is a gear in said first set of gears of said input shaft, said input shaft brake which is arranged to brake, and in such a way as to be able to engage said higher gear of said input shaft brake which is arranged to decrease the rotational speed of said input shaft to a level that corresponds to the gear which is to be preselected from said first set of gears.
    [0019] In a further embodiment of the aforementioned embodiment in accordance with the present invention, said input shaft brake is arranged to decrease the rotational speed of said input axis to that of said main axis, on which said input axis it is arranged to be connected by traction to said main shaft by one of said tooth clutches in said first set of gears.
    [0020] In a further embodiment of one of the last four previously mentioned embodiments in accordance with the present invention, said first element is an input shaft synchronization gear wheel and said second element is a brake pad.
    [0021] In a further embodiment of the first embodiment previously mentioned in accordance with the present invention, said axle brake unit is arranged to be activated previously for the pre-selection of a third of said first set of gears while transferring force in a first of said second set of gears in order to facilitate a multi-stage force change.
    [0022] In a further embodiment of the aforementioned embodiment in accordance with the present invention, there is a second of said first gear set whose speed ratio is between the speed ratios of said third of said first gear set and said first of said second set of gears, and second of said first set of gears that is skipped (ignored) when said multi-step force shift is performed.
    [0023] In a further embodiment of the aforementioned embodiment in accordance with the present invention, one of said gear wheels transfers force in one of said first set of gears and in one of said second set of gears, and zero force is transferred by intermediate one of said gear wheels in said third of said first set of gears and in said first of said second set of gears.
    [0024] In an additional embodiment of one of the last three previously mentioned embodiments in accordance with the present invention, two of said gear wheels are in gear and transfer force in a drop of said first gear set and in a drop of said second gear set, where the speed reduction ratio of said drop of said first gear set is greater than that of said drop of said second gear set.
    [0025] In a further embodiment in accordance with the present invention, said central synchronization unit is arranged to be selectively activated in order to cause a first of said input axes to rotate corresponding to less than two steps of gear (running) faster or slower than one second of said input axes.
    [0026] In a further embodiment in accordance with the present invention, said multi-stage transmission is a double clutch transmission.
    [0027] Additional advantageous embodiments of the present invention emerge from the accompanying dependent patent claims following the independent patent claim 1 subsequently. BRIEF DESCRIPTION OF THE DRAWINGS
    [0028] The present invention will be described in greater detail later with reference to the accompanying Drawings which, for the purpose of exemplification, show additional preferred embodiments of the present invention and also the overview of the state of the art, and in which: Figure 1 and Figure 2 schematically show a dual clutch transmission mechanically engaged per step [Dual Clutch Transmission - (DCT)] in accordance with two embodiments of the present invention. Figure 3, Figure 4 and Figure 5 schematically show details of the axle brake in Figure 2. The Drawings are only schematic / diagrammatic representations and the present invention is not limited to the embodiments represented therein. DESCRIPTION OF THE INVENTION
    [0029] Figure 1 schematically shows a longitudinal section of a double clutch transmission (100). The transmission (100) comprises two housing parts; a clutch housing (101) and a main housing (102) (or multiple clutch transmission housing). In the clutch housing (101), a double friction clutch (110) is arranged, comprising the flywheel (111), a torsion damper (116) screwed to it, a clutch input shaft (118), and a double clutch assembly (112) with a first clutch disc assembly (113) and a second clutch disc assembly (114). There is also a drive device (not shown) to control the double friction clutch (110). The flywheel (111) is attached to the engine crankshaft (crankcase) (not shown).
    [0030] A main transmission (120) is arranged inside the main housing (102). There are two input axes; a first input axis (121) and a second input axis (122). The first input shaft (121) can be rotationally fractionated by the first clutch disc assembly (113). Similarly, the second input shaft (122) can be rotationally fractionated by the second clutch disc assembly (114).
    [0031] First primary gear teeth (132) are integral with the first input shaft (121). Second primary gear teeth (130) are integral with the second input shaft (122). A main axis (124) is coaxial with the input axes (121) and (122). A counter-axis (123) is parallel to them. The second input shaft (122) is suspended in the clutch housing (101) by an input shaft support (bearing) (125). Between the main axis (124), first input axis (121) and second input axis (122), four pilot supports (bearings) (129) are arranged. The main shaft (124) is suspended in the main housing by a main shaft support (bearing) (128). Consequently, a deep suspension (from side to side), but not over forced (restricted), of the main axis and the input axes is achieved.
    [0032] The main axle (124) carries (supports) three loose gear wheels; the second secondary slack gear wheel (134), the first secondary slack gear wheel (136) and the reverse secondary slack gear wheel (191). The first secondary slack gear wheel and the reverse secondary slack gear wheel (136) and (191) can be rotatably locked (locked) to the main shaft (124) by a first / reverse tooth clutch (141). The second secondary loose gear wheel (134) can be rotatably locked to the main shaft (124) by a second tooth clutch (142). Finally, the main shaft (124) can be rotatably locked to the first input shaft (121) by a direct tooth clutch (140).
    [0033] On the countershaft (123), a second primary gear wheel (131) is rotatably fixed. It is engaged with the second primary gear tooth (130) of the second input shaft (122). A loose primary countershaft gear wheel (133) engages with the first primary gear tooth (132) of the first input shaft (121). A secondary countershaft slack gear wheel (135) engages with the second secondary slack gear wheel (134) on the main shaft (124). In addition, a first secondary gear wheel (137), which is integral with the countershaft (123), is in gear with the first loose secondary gear wheel (136) on the main shaft (124). Finally, a reverse secondary gear wheel (192) is integral with the countershaft (123) and connected by traction with the reverse secondary loose gear wheel (191) via a reverse secondary gear wheel with no engine load ( neutral) (193). The primary countershaft loose gear wheel (133) can selectively be rotatably locked to the secondary countershaft loose gear wheel (135) by a first countershaft tooth clutch (148). The secondary countershaft slack gear wheel (135) can selectively be rotatably locked to the countershaft (123) by a second countershaft tooth clutch (149).
    [0034] An output axis (171) is integral with the main axis (124). A companion (associated) flange (173) is rotatably attached to it and is the interface for a drive shaft not shown.
    [0035] The automatic (semi-automatic) gear shift (shift, shift) is performed by a gear shift control unit (150). This gear shift control unit (150) comprises a gear shift control housing (155), a forward shift fork (153), a second shift fork (152) and a first / reverse shift fork ( 151). The direct shift fork (153) controls the direct tooth clutch (140). The second shift fork (152) controls the second tooth clutch (142), and the first / reverse shift fork (151) controls the first reverse tooth clutch (141).
    [0036] The gear shift control unit (150) will be described in detail here. Its structural part, the gear shift control housing (155), can be machined (machined) from an empty cast mold (cast blank) and is bolted to the main housing (102). In it, microcontrollers, sensors, valves, and actuators can be found. The shift forks (151), (152) and (153) can be loaded (supported) by shift rods (levers, bars) that connect to actuators. Other configurations are possible; any of the shift forks (151), (152) and (153) may or may not be a part of the gear shift control unit (150). In addition, the gear shift control unit (150) can consist of different parts that are arranged in different locations of the transmission (100).
    [0037] The countershaft tooth clutches (148) and (149) are controlled by a first countershaft shift fork (158) and a second countershaft shift fork (159). The shift forks (158) and (159) are driven by means of shift rods (not shown) schematically by a countershaft driver (157).
    [0038] A power bypass drive (178) is screwed to the main housing (102) and rotatably connected to the countershaft (123). The power bypass drive (178) can fractionate, for example, pumps, compressors and electrical machines (not shown). It is shown in detail, but may comprise housing parts, supports (bearings), shafts, clutches and control parts for engagement and disengagement, gears, and outlet flanges, as is readily known by a person skilled in the art .
    [0039] In accordance with the present invention, an axle brake (160) is arranged to brake the rotational speed of one of an input shaft or a counter-shaft of said double clutch transmission (100), and a drive unit. central synchronization (180) is arranged in said double clutch transmission (100).
    [0040] The axle brake that brakes the countershaft is shown in Figure 1. A countershaft brake (160) is schematically arranged between the left end of the countershaft (123) and the clutch housing (101 ). The same can selectively reduce the rotational speed of the countershaft (123), which is essential for quick coupling of tooth clutches.
    [0041] A central synchronization unit (180) is located between the second primary gear wheel (131), second input shaft (122), first input shaft (121), and loose primary countershaft wheel gear (133). The central synchronization unit (180) comprises an input shaft synchronization gear wheel (181), a loose countershaft synchronization gear wheel (182), a counter countershaft twin cone (183) , and an internal tapered surface (133c) on the loose primary countershaft gear wheel (133). The input shaft synchronization gear wheel (181) is rotatably fixed with the first input shaft (121). The countershaft loose synchronization gear wheel (182) is rotatably arranged on the countershaft (123). The twin countershaft synchronization cone (183) is rotatably fixed with, but axially movable over, countershaft (123).
    [0042] By axial displacement of the twin countershaft synchronization cone (183), one or the other of its external tapered surfaces will mate (pair) with the internal tapered surfaces on the loose countershaft synchronization gear wheel (182) or on the loose primary countershaft gear wheel (133). A frictional torque will then arise that tends to reduce the relative speed between the tapered surfaces in contact.
    [0043] The input shaft synchronization gear wheel (181) has a pitch diameter (track, track) greater than the second primary gear tooth (130) [on the second input shaft (122)], whose pitch perimeter, in turn, is greater than that of the first primary gear tooth (132) of the first input shaft (121). Correspondingly, the pitch diameter is smaller for the countershaft loose synchronization gear wheel (182) than for the second primary gear wheel (131) and primary countershaft loose gear wheel (133). Consequently, by axially displacing the twin countershaft synchronization cone (183) to the right in Figure 1, the rotational speed of the loose primary countershaft gear wheel (133) can be made equal to that of the countershaft. axis (123). The rotational speed of the first input shaft (121) will then be greater than that of the second input shaft (122), due to the smaller pitch diameter of the first primary gear tooth (132). Similarly, axial displacement of the twin countershaft synchronization cone (183) to the left in Figure 1, can make the speeds of the countershaft (182) and countershaft (123) loose synchronization gear equal. . Then, the first input shaft (121) will rotate more slowly than the second input shaft (122), due to the larger diameter of the input shaft synchronization gear wheel (181).
    [0044] As mentioned earlier, the countershaft brake (160) can selectively reduce the rotational speed of the second input shaft (122) and all parts connected by traction with it. In a further embodiment of the present invention, this can be combined with the central synchronization unit (180), where the first input axis (121), likewise, can be decelerated along (longitudinally) with the parts connected by traction with the even, in that the input shaft synchronization gear wheel (181) engages with the loose countershaft synchronization gear wheel (182). Consequently, the rotating parts can be slowed down (reduced) to reduce the speed difference in tooth clutches to facilitate engagement with the vehicle at a standstill, for example, after the force bypass operation.
    [0045] The main transmission (120) has six gears (gears) ahead, where a high transfer of force to the traction wheels is made possible during shifts between consecutive gears. There are two reverse gears that can be changed with each other without interruption of force transfer. The function is described in Figure 1 and Figure 2 in German patent number DE 3,131,156 Al. Tooth clutches (140), (141), (142), (148) and (149) do not need to be equipped with parts synchronization in order to facilitate coupling. As discussed earlier, this reduces costs and power losses. In addition, this allows the tooth clutches (140, 148) and (142, 149) to be axially overlapping without compromising the synchronization performance due to the limited radial extension. However, the central synchronization unit (180) in itself only allows consecutive one-step power shifts for the nearest highest or lowest gear. It can be shown that the countershaft brake (160) may unfortunately not be used in preselecting gears for multi-stage power shifts in the very compact main transmission (120). Thus, it should be of advantage if the transmission (100) could be modified to also allow multiple-stage shifts without interruption of force. Preferably, such a modification should have minimal impact on the attractive characteristics of the transmission (100) in terms of function and size.
    [0046] In Figure 2, a transmission (200) in accordance with another embodiment of the present invention, is shown to also comprise an axle brake (260) which, compared with the embodiment of Figure 1, is arranged to directly brake the rotational speed of a first input shaft (121) of a double clutch transmission (200). A central synchronization unit (280) is arranged in said double clutch transmission (200) in a similar manner as in Figure 1. Several parts in Figure 2 are, or could be, identical to parts in Figure 1. These parts are referenced by the same numbers. Corresponding, but not identical, parts have the same numbers, except for the initial digit (1/2).
    [0047] Consequently, an input shaft brake (260) replaces said counter shaft brake (160). The input shaft brake (260) is schematically shown as a brake pad (261) that can selectively be brought into contact with a coupling (pairing) groove (cavity) (281g) on a synchronization gear wheel modified input shaft (281) [on the first input shaft (121)] of a modified central synchronization unit (280). The large diameter of the input shaft synchronization gear wheel (281) increases the braking torque. The input shaft brake (260) is applied (or activated) by an actuator not shown which is integrated with, or attached to, a modified gear shift control housing (255) of a gear shift control unit modified (250). Other configurations are possible; the brake pad (261) and its driver could be physically separated from the gear shift control unit (250), for example, attached to the transmission housing (101, 102).
    [0048] The input shaft brake (260) can selectively reduce the rotational speed of the first input shaft (121) and all parts connected by traction with it. Combined with the central synchronization unit (280), the countershaft (223), likewise, can be decelerated along (longitudinally) with parts connected by traction with it, as the axis synchronization gear wheel modified input (281) meshes with the countershaft loose synchronization gear wheel (182). As a consequence, the rotating parts can be slowed down (reduced) to reduce the speed difference in tooth clutches to facilitate engagement with the vehicle at a standstill, for example, after force shifting operation.
    [0049] By acting on the first input shaft (121), the input shaft brake (260) can, in accordance with a further embodiment of the present invention, also be used to facilitate pre-selection in an important exchange of multiple step force; in the example shown from second gear (gear) to fifth gear (gear). In order to explain how this can be achieved, the transmission (200) will be studied when operated on second gear (gear). Then, the first / reverse tooth clutch (141) is engaged to the left in Figure 2, thereby rotatingly locking the first secondary loose gear wheel (136) and the main shaft (124). Force is then transferred in the subtransmission of the second input shaft (122), via the second primary gear wheel (131), countershaft (223), first secondary gear wheel (137), first loose gear wheel secondary (136), and main axis (124) for the exit axis (171). Subtransmission of the first input shaft (121) can be preselected for the first gear. Then, the first clutch and the second countershaft tooth clutch (148, 149) are both engaged. It can also be pre-selected for the third gear, where the first countershaft tooth clutch (148) and the second tooth clutch (142) are engaged. In any case, the fifth gear (gear) can be preselected as follows. First, the first countershaft tooth clutch (148) is disengaged. Then, the input shaft brake (260) is applied to reduce the rotational speed of the first input shaft (121) to that of the main shaft (124). Finally, the direct tooth clutch (140) is engaged.
    [0050] When the fifth gear has been pre-selected in the subtransmission of the first input shaft (121), a multi-step force shift can be achieved by simultaneously disengaging the second clutch disc set (114) and engaging the first set clutch plate (113). Then, in fifth gear, the force is directed directly from the first input axis (121) to the main axis (124) and to the output axis (171). Consequently, by means of the input shaft brake (260), a change of force from the second gear (gear) to the fifth gear (gear) is made possible.
    [0051] In Figure 2, the input shaft brake (260) acts on the subtransmission of the first input shaft (121) that is active on odd gears. In Figure 1, the countershaft brake (160) acts on the subtransmission of the second input shaft (122), which transfers force on equal gears (pairs). The input shaft brake (260) can be used for preselecting gears for a multi-step gear increase (upshift) without interruption of force, whereas the countershaft brake (160) cannot be used for that purpose. This is due to the fact that a feature in the compact main transmission (110) and (220); several gear wheels are used to transfer force on gears from both sub-transmissions. For example, the secondary countershaft slack gear wheel (135) transfers force in first gear (gear) and third gear (gear), as well as in fourth gear (gear) and sixth gear (gear). If splitting in first gear (gear), this gear wheel is "busy", and its speed cannot be changed in order to facilitate a pre-selection of fourth gear (gear). Similarly, when the third gear (gear) is active, the sixth gear (gear) cannot be preselected. Therefore, the countershaft brake (160) cannot be used for preselecting gears (gears) for a multi-stage power shift.
    [0052] However, as previously described, when pulling on second gear (gear), the fifth gear (gear) can be pre-selected with the aid of the input shaft brake (260). This difference can be explained as follows. In second gear (gear), the gear wheels (130), (131), (137) and (136) are transferring force. In fifth gear (gear), force is transferred by the gear wheel (132), solely, and not through its gear tooth, but axially, from the clutch side end of the first input shaft (121) to the direct tooth clutch (140). Therefore, there are no gear wheels that transfer force in both fifth gear (gear) and second gear (gear). This makes it possible to adjust the speed of the subtransmission of the first input shaft (121) to pre-select the fifth gear (gear) while pulling in second gear (gear). With a speed boosting device, for example, as in German patent number DE 3,739,898 A1, the opposite should also be possible; pre-select the second gear (gear) while pulling in fifth gear (gear).
    [0053] Thus, the axle brake was reallocated (repositioned) from action on the subtransmission of the second input axis (122) [counter-axis (123), in Figure 1] to the first input axis ( 121) (Figure 2). This reallocation made it possible to use the input shaft brake (260) in the pre-selection for a multi-stage force change.
    [0054] Characteristic for the present invention, in accordance with the embodiment in Figure 2, is that an axle brake can be used in the pre-selection for a multi-stage power shift in a double clutch transmission with the following characteristics: A central synchronization unit facilitates the pre-selection of adjacent gears (single-step shifts); The axle brake acts on a rotating part of the gear sub-transmission to be preselected; There is at least one gear wheel that transfers power to gears in two sub-transmissions; e No gear wheel transfers force to both the gear to be preselected and the gear in current use.
    [0055] In the main transmission (220) in Figure 2, the pair of gear wheels in gear (136, 137) transfers force in first gear (gear) as well as in second gear (gear). Similarly, the pair of gear wheels in gear (134, 135) transfers force in third gear (gear) and fourth gear (gear). Therefore, the first gear (gear) and the third gear (gear) are part of the sub-transmission of the first input shaft (121). Therefore, in these pairs of gear wheels in gear, the lowest gear (gear) with the highest gear reduction ratio, that is, the first gear (gear) and the third gear (gear), respectively, they are part of the sub-transmission on which the input shaft brake (260) operates. Then, the condition for enabling a preselection aided by an axle brake for a multi-stage force shift can be reformulated. The axle brake must act on the sub-transmission of the lower gear that uses the pair of gear wheels in gear for force transfer. The axle brake can then facilitate pre-selection for a higher gear from that sub-transmission when splitting into the higher gear using the gear-wheel pair in gear.
    [0056] Figure 3, Figure 4 and Figure 5 show schematically an embodiment of the input shaft brake (260). The brake pad (261) is hinged (hinged) by a pin (262) on a piston rod (263). A piston (264) is attached to the piston rod (263) and disposed within a brake driver housing (265). Valve feature (not shown) selectively controls pressurized fluid through a fluid inlet (intake) channel (265f) to act on the piston (264). Sealing feature (266) seals the top side of the piston (264) from the bottom side. Therefore, by entering pressurized fluid through the fluid inlet channel (265f), the piston (264), the piston rod (263) and the brake pad (261) can be pushed downwards. The brake pad (261) will then engage with the brake cavity (groove) (281g) on the input shaft synchronization gear wheel (281). Frictional forces will appear, reducing the rotational speed of the first input axis (121). When the pressurized fluid on the upper side of the piston (264) is released, the piston rod (263) is pushed upward by a return spring (267), and the brake pad (261) is disengaged from the cavity of brake (281g). The piston rod (263) is supported by a support feature (bearing) (268). A set of teeth (281t) can be used to sense the speed of the first input shaft (121). As an alternative, the normal gear tooth of the input shaft synchronization gear wheel (281) can be used.
    [0057] Figure 5 shows a cross section along ("vv") in Figure 3. Figure 4 shows a view of the arrow ("iv") in Figure 5 of the brake pad (261) and bottom housing brake driver (265). There is a recess (265r) in the brake driver housing (265). When pushed back by the return spring (267), the brake pad (261) will be guided through the recess (265r), both around the center of the piston rod (263) and around the pin (262) . This will determine a well-defined disengagement position and orientation of the brake pad (261), ensuring clearance for the brake cavity (281g). The brake pad (261) is preferably asymmetric in the peripheral direction of the input shafts, as in Figure 5. This determines uniform contact pressure and wear of the friction material, as well as increased braking action by the so-called energization itself or servo effect. An edge (281e) and holes (cavities) (281h) capture oil flow from inside the input shafts (121, 122) and direct it to the brake cavity (281g) and the brake pad (261 ) for cooling.
    [0058] Consequently, the input axle brake (260) can be used to: i) facilitate gear coupling [along (longitudinally) with the central synchronization unit (280)] when the vehicle is at a standstill; and to: ii) facilitate pre-selection for a multi-stage force change. In addition, the input shaft brake (260) is: iii) very compact, using very little space in axial direction. By wedge action (shim) in the brake cavity (281g) and energizing action itself, the input shaft brake (260) is: iv) powerful. The simple design and low number of parts make the input shaft brake (260): v) cost efficient. Finally, when not applied, the input shaft brake (260) has: vi) low energy losses as the brake pad (261) is guided by the recess (265r). Therefore, the input shaft brake (260) can potentially fulfill the scope of the present invention.
    [0059] The input shaft brake (260) acting on the subtransmission of the first input shaft (121) can be considered as a key feature of the present invention. Which makes it possible to pre-select for a multi-stage force shift (displacement), while, along (longitudinally) with the central synchronization unit (280), still having the capacity to facilitate gear engagement when the vehicle is at a standstill (where the last mentioned functionality can also be performed by carrying out Figure 1).
    [0060] Friction material, for example, molybdenum or bronze, based on carbon, organic, can be applied on any of the friction surfaces of coupling (pairing), preferably on the small contact surfaces of the brake pad (261). The friction material can be attached to a support structure (load, transport) in any of several ways, for example, by gluing, welding, sintering and plasma spraying, as known by a person specialized in the state of the art.
    [0061] The present invention has been described with a certain degree of particularity. However, several variations and modifications are possible within what is subsequently covered by the patent claims, as will be apparent to those skilled in the art. For example, the main transmission (220) or (120) could be combined with a staggered section (range section), as in US patent application number US 2008/0188342 A1 and in US patent number 6,958,028 B2.
    [0062] The main transmission (220) or (120) could be replaced by any other double clutch transmission with a countershaft, for example, as in US patent number 4,876,907. Other arrangements and locations of friction clutches are possible, for example, as in US patent number 5,347,879 or in US patent number 4,777,837. Projects with three friction clutches or more, for example, as in German patent number DE 4,226,577 Cl or as in US patent application number US 2008/0190228 Al can be included. Power shift (displacement) transmissions with more than one friction clutch are referred to as multiple clutch transmissions.
    [0063] Another suggested solution that is outside the scope of the present invention described above is to operate both devices in a central synchronization unit simultaneously. In addition to the increased complexity, size and cost of the central synchronization unit, this should place very high thermal loads on the friction surfaces on them.
    [0064] Thus, it is to be understood that the present invention should not be considered to be limited to the embodiments described above and illustrated in the accompanying Drawings; and it should be recognized by those skilled in the art that a number of changes, variations and modifications are conceivable and can be done within the scope of protection and inventive concept of the present invention as established by the patent claims thereafter.
    权利要求:
    Claims (8)
    [0001]
    1 -Transmission of multiple clutch (100, 200) for a motor vehicle with at least one primary mover, said transmission of multiple clutch comprising friction clutches (113, 114) connected by traction for said primary mover, an output shaft ( 171), and a main transmission (220) comprising input shafts (121, 122) connected to said friction clutches, a countershaft (123, 223) parallel to at least one of said input shafts, gear wheels (130, 131, 132, 133, 134, 135, 136, 137, 191, 192, 193) and tooth clutches (140, 141, 142, 148, 149), where a first (113) of said friction clutches and a first subset of said tooth clutches are arranged to be selectively engaged in order to transfer force in a first set of gears between said primary mover and said exit shaft, and where a second (114) of said friction clutches and a second subset of I mentioned of the tooth clutches are arranged to be selectively engaged in order to transfer force in a second set of gears between said primary mover and said exit shaft, where said main transmission is arranged for, while transferring force in one of said second set of gears and having said first friction clutch disengaged, having the ability to have one of said first set of pre-selected gears, and change to have another one of said first set of pre-selected gears, where said transmission of multiple clutch is arranged for have the ability to exchange (displacement) from one of said second set of gears to a preselected one of said first set of gears without interrupting the transfer of force between said primary mover and said output shaft, and where a brake unit axis (160, 260) is arranged to be selectively and activated in order to exert torque that tends to reduce the rotational speed of one (121, 122) of said input axes, and a central synchronization unit (180, 280) is arranged to be selectively activated in order to make a first (121) of said input axes rotating faster or slower than a second (122) of said input axes, characterized by the fact that said axis brake unit and said central synchronization unit are additionally arranged to be simultaneously activated in order to reduce the speeds of parts of rotation in said main transmission previously for the engagement of tooth clutches when said output shaft is not rotating.
    [0002]
    2 - Multiple clutch transmission, according to claim 1, characterized by the fact that said axle brake unit is a countershaft brake unit (160) arranged to brake said countershaft (123) and one ( 122) of said input shafts by means of two of said gear wheels (131, 130), where one of said gear wheels is arranged rotatably fixed for said countershaft and the other of said gear wheels is arranged rotatably fixed for one of said input shafts and where said two gear wheels are engaged.
    [0003]
    3 - Multiple clutch transmission, according to claim 1, characterized by the fact that said shaft brake unit is an input shaft brake unit (260) arranged to brake one (122) of said input shafts directly by braking interaction between a first element (281) rotatably fixed to or integrated with said input shaft and a second element (261) fixed to or integrated with a multiple clutch transmission housing (102).
    [0004]
    4 - Multiple clutch transmission, according to any one of the preceding claims, characterized by the fact that said input shaft brake unit (260) is arranged to be used when performing a multiple step force shift.
    [0005]
    5 - Multiple clutch transmission, according to any one of the preceding claims, characterized by the fact that said main transmission is arranged to perform said multiple-stage power shift from a low gear (gear) (131, 136, 137 ), which is a gear in said second gear set, for a higher gear (gear), which is a gear in said first gear set of said input shaft (121), said input shaft brake which is arranged to brake, and in such a way as to be able to engage said higher gear of said input shaft brake (260) which is arranged to decrease the rotational speed of said input shaft (121) to a level corresponding to the gear that is to be pre-selected from said first set of gears.
    [0006]
    6 - Multiple clutch transmission, according to any one of the preceding claims, characterized by the fact that said input shaft brake (260) is arranged to decrease the rotational speed of said input shaft (121) to that of said axis main (124), on which said input shaft (121) is arranged to be connected by traction to said main axis (124) by one of said tooth clutches (140) in said first set of gears.
    [0007]
    Multiple clutch transmission according to any one of claims 3 to 6, characterized in that said first element is an input shaft synchronization gear wheel and said second element is a brake pad.
    [0008]
    8 - Multiple clutch transmission, according to any of the preceding claims, characterized by the fact that said multiple clutch transmission is a double clutch transmission.
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    同族专利:
    公开号 | 公开日
    CN102667241A|2012-09-12|
    JP5812356B2|2015-11-11|
    EP2510257B1|2015-08-19|
    EP2510257A1|2012-10-17|
    EP2918870B1|2018-04-18|
    US20130133450A1|2013-05-30|
    WO2011069530A1|2011-06-16|
    EP2918870A1|2015-09-16|
    CN102667241B|2015-11-25|
    JP2013513765A|2013-04-22|
    US8752442B2|2014-06-17|
    RU2529113C2|2014-09-27|
    RU2012128930A|2014-01-20|
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    法律状态:
    2019-01-15| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-02-12| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|
    2019-03-19| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|
    2019-03-26| B06H| Technical and formal requirements: requirement cancelled [chapter 6.8 patent gazette]|Free format text: ANULADA A PUBLICACAO CODIGO 6.20 NA RPI NO 2515 DE 19/03/2019 POR TER SIDO INDEVIDA. |
    2019-12-24| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2020-04-22| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-09-15| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 15/09/2020, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/EP2009/008878|WO2011069530A1|2009-12-11|2009-12-11|A multi-clutch transmission for a motor vehicle|
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