专利摘要:
This invention relates to a speed change device (26, 28) for a motor vehicle transmission, in particular a fully automatic stepped transmission (10), comprising a plurality of transmission shafts (24) which can each rotate about a transmission axis (A), a synchronizer ring (32) which is firmly connected to a transmission shaft (24), a first disk carrier (34), a plurality of first disks (36) which are connected to the first gate -discs (34) non-rotatably and axially shifted, a second disk carrier (38) axially offset from the first disk carrier (34) and coupled to the synchronizer ring (32) in a circumferential direction by both friction and shape connection, a plurality of second disks (40) which are connected to the second disk carrier (38) in a non-rotatable manner and so as to be axially offset and form a multi-disk clutch (42) with the first disks (36), and an actuating body (30) for pressurizing, axially, the second disk carrier (38), wherein the actuator (30) and the second disk carrier (38) are rotatable relative to each other in a circumferential direction and are substantially securely connected to each other in an axial direction.
公开号:FR3038950A1
申请号:FR1656726
申请日:2016-07-13
公开日:2017-01-20
发明作者:Ansgar Damm；Peter Echtler；Michael Koelzer；Juergen Ackermann；Kjell Lundin
申请人:Hoerbiger Antriebstechnik Holding GmbH；
IPC主号:

专利说明:

This invention relates to a gearshift device for a motor vehicle transmission, in particular a fully automatic staggered transmission, comprising a plurality of transmission shafts which can each rotate about a transmission axis, a synchronizer ring which is securely connected to a transmission shaft, a first disk carrier, a plurality of first disks which are connected to the first disk carrier in a non-rotatable and axially offset manner, a second disk carrier which can be axially offset by to the first disk carrier and can be coupled to the synchronizer ring in a circumferential direction by both friction and shape connection, a plurality of second disks which are connected to the second disk carrier in a non-rotatable manner and can be axially offset and form a multi-disc clutch with the prem discs, and an actuating body for pressurizing, axially, the second disc carrier.
In automotive engineering, automatic transmissions, particularly fully automatic stepped transmissions with a hydrodynamic torque converter and planetary drives are used for power transmission alongside variable speed manual transmissions.
Such fully automatic stepped transmissions act as power shift transmissions without interrupting the pulling force, where the driveline is obtained by planetary gear trains, and shifts occur by coupling or releasing planetary gear elements. individual. The coupling of individual planetary gear elements is currently achieved by means of multi-disc clutches which must be designed for maximum torque to be transmitted and include a corresponding number of discs and friction points for torque transmission. Due to the many friction points, undesired drag moments are quite high in the decoupled state and have an adverse effect on transmission efficiency.
For this reason, the generic document DE 102 44 523 A1 has already proposed a vehicle transmission in which the internal disk carrier is coupled to a rotary transmission component, for example a transmission shaft, via a synchronizer. . The synchronizer selectively selects a decoupling, friction coupling, or form-coupling of the internal disk carrier with the transmission shaft. In the decoupled state, synchronizer drag torques also occur, which, because of the considerably smaller friction surfaces with respect to the multi-disk clutch, are however significantly lower. In the decoupled state of the gearshift device, that is with an open multi-disc clutch and a decoupled synchronizer, the lower drag couples cause relative rotation exclusively or at least for the most part in the region of the gearbox. synchronizer and barely or not at all in the region of the multi-disk clutch, so that the transmission efficiency increases.
However, the construction of the vehicle transmission as disclosed in DE 102 44 523 A1 is relatively complex and additionally has an excessively high level of shifting force. According to Fig. 7, the high shifting force level results from the fact that the actuating body is pushed to a decoupled starting position of the shifting device by a first spring means and a third spring means. In order to provide the desired functionality of the shifting device, the third spring means must be designed to be more flexible than the first spring means. However, the third spring means must also be hard enough to ensure a secure design of the shape connection between the tooth profiles. These requirements of the spring means generally lead to an excessively high level of shifting force of the shifting device proposed in the prior art. The object of the invention is to create a simple construction gearshift device for a motor vehicle transmission, which due to low drag torque contributes to a high transmission efficiency and in addition has a low level of force. gearshift.
According to the invention, this object is solved by a gearshift device as mentioned above, in which the actuating body and the second disk carrier can rotate relative to one another in one direction. circumferentially and are substantially securely connected to each other in an axial direction. This means in particular that the second disk carrier is rigidly attached to the actuating body in the two opposite axial directions, so that no relative axial movement is possible. Relative minimum movements by an inevitable axial play in the connection region as well as by a deformation of elastic and / or plastic material of the actuating body, by the second disk carrier or by interposed connection components such as a ring are negligible. The invention is based on the fact that the actuating body can be securely connected to the second disk carrier without any functional alteration of the gearshift device in an axial direction. The support of the axially displaceable inner disk carrier on the actuating body formed as a hydraulic piston unit, which is present in DE 102 44 523 A1, is therefore not necessary. As a result, the first spring means according to Figure 7 of DE 102 44 523 A1 can also be omitted, whereby the level of shifting force is advantageously reduced and the construction of the shifting device is simplified. .
According to one embodiment of the shifting device, the first disk carrier forms a transmission case or is securely connected to a transmission case. In this case, the speed change device acts as a brake which is able to slow down the rotary drive shaft and to stop it rotatably at the crankcase. In the narrow sense, the multi-disk clutch then forms a multidisk brake.
According to an alternative embodiment of the shifting device, the first disk carrier is substantially non-rotatably connected to, or even integrally formed with, another transmission shaft. The two separate transmission shafts are in particular transmission shafts arranged in a coaxial manner of different planetary gears which can feel a speed adaptation by the gear change device.
A complementarily shaped ring is preferably provided, which is securely connected to the second disk carrier and has complementary shape elements for shape-coupling with the synchronizer ring.
In this case, the synchronizer ring may comprise form-complementary elements that can be brought into engagement with the complementary-shaped elements of the shape-compliant ring by a relative axial displacement, in order to couple the synchronizer ring and the complementary shape ring (54) in a circumferential direction.
In addition, a friction ring is preferably provided, which is connected to the second disk carrier by shape connection in a circumferential direction and axially shiftable and has a conical surface for frictional coupling with the friction ring. synchronizer.
In this case, the synchronizer ring may have a conical surface which can be brought into contact with the conical surface of the friction ring by relative axial displacement, in order to couple the synchronizer ring and the friction ring in a circumferential direction. .
According to a design variant of the speed change device, the friction ring and the second disk carrier can rotate relative to each other in a circumferential direction to a limited extent and have locking surfaces associated with each other, which allows or blocks a relative axial displacement between the friction ring and the second disk carrier according to a synchronous torque between the friction ring and the synchronizer ring. This avoids in a simple way the fact that the second disk carrier and the synchronizer ring are connected by shape to each other, before a substantial speed synchronization takes place.
The second disk carrier or a component securely connected to the second disk carrier may form an axial abutment for the friction ring, which in a starting position of the actuating body defines a ventilation position of the friction ring relative to to the synchronizer ring.
In this case, a friction ring spring element is preferably provided, which axially pushes the friction ring towards the ventilation position, where in particular the friction ring spring element is supported on the one hand on the second carrier and on the other hand on the friction ring.
In addition, a bearing ring securely connected to the second disk carrier may be provided, which is mounted on the actuating body securely in an axial direction and slidably in a circumferential direction. In addition, the bearing ring can be slidably mounted on the first disk carrier in an axial direction and in a circumferential direction.
According to a particularly preferred embodiment, the second disk carrier, the complementary shape ring, the bearing ring, the friction ring and the friction ring spring element form a pre-assembled assembly, so that the gearshift device can be assembled with little assembly effort.
According to another embodiment of the shifting device, the actuating body can be axially offset between a starting position, in which the transmission shaft and the first disk carrier are decoupled in a circumferential direction and the multi-disk clutch is open, and a coupling position in which the transmission shaft and the first disk carrier are form-connected in a circumferential direction and the multi-disk clutch is closed.
In this embodiment, an actuating body spring member may be provided, which axially drives the actuating body to the starting position, where in particular the actuating body spring member is supported by on the one hand on the first disk carrier and on the other hand on the actuating body.
In addition, it is preferable that the first disk carrier or a component securely connected to the first disk carrier has a cylinder portion and the actuating body is designed as a piston, where the piston is guided so as to can be axially offset in the cylinder part.
The cylinder part and the piston can here define a chamber which can be pressurized for the axial displacement of the piston. Other features and advantages of the invention may be taken from the following description of preferred embodiments with reference to the drawings, in which: FIG. 1 shows a transmission diagram of a fully automatic stepped transmission with a device gearshift according to the invention; - Figure 2 shows a schematic section through the gearshift device according to the invention in an axial starting position of an actuating body; - Figure 3 shows a schematic section through the gearshift device according to the invention in an axial friction position of the actuating body; - Figure 4 shows a schematic section through the gearshift device according to the invention in an axial position of frictional contact of the actuating body; - Figure 5 shows a schematic section through the gearshift device according to the invention in an axial position with complementary shape of the actuating body; - Figure 6 shows a schematic section through the gearshift device according to the invention in an axial coupling position of the actuating body; - Figure 7 shows a perspective sectional view of a partition wall and an actuator body spring member of the gearshift device according to the invention; - Figure 8 shows a perspective sectional view of a synchronizer ring of the gearshift device according to the invention; - Figure 9 shows a perspective sectional view of a pre-assembled set of the gearshift device according to the invention; - Figure 10 shows an exploded perspective partial sectional view of the pre-assembled assembly according to Figure 9; - Figure 11 shows a detail of the gearshift device of the invention according to a particular design variant; and FIG. 12 shows three block diagrams which, for the design variant according to FIG. 11, illustrate a blocking of the relative axial displacement between the second disk carrier and the friction ring.
Figure 1 shows a fully automatic electro-hydraulically actuated step transmission of a motor vehicle having a torque converter 12, four planetary transmissions or planetary gears 14 and a transmission case 16 indicated schematically. In addition, a drive shaft 18, a driven shaft 20 and a plurality of transmission shafts 24 are provided, wherein in the following, planetary gear carriers are also designated as drive shafts 24. The drive shafts 24 are associated individual planet gear trains 14 arranged coaxially with one another.
The stepped transmission 10 further comprises gearshift devices 26, 28, to which a hydraulic pressure can be applied and which can couple a transmission shaft 24 to either another transmission shaft 24 or to the transmission housing 16 or can disconnecting the transmission shaft 24 from the other transmission shaft 24 or 16 of the transmission housing.
A gearshift device 26, which couples the transmission shaft 24 to the gearbox 16, is also designated as a braking device, and a gearshift device 28 which couples two transmission shafts 24 to one another. another is also referred to as a coupling device. In the present exemplary embodiment, six gearshift devices 26, 28 are provided, of which three gearshift devices 26 are formed as braking devices and three gearshift devices 28 are formed as devices. coupling. According to Figure 1, for example, two braking devices and a coupling device are in the coupled state (indicated hatched) and a braking device and two coupling devices are in the decoupled state.
By various speed change combinations of the speed change devices 26, 28, the gear ratios between the drive shaft 18 and the driven shaft 20 corresponding to the different gear stages of the stepped transmission are then obtained. . Since the general construction and mode of operation of the fully automatic stepped transmissions are, in general, already known from the prior art, they will not be discussed further and in what follows only the constructive design and the function of the gearshift devices 26, 28 according to the invention will be described in detail.
Figures 2 to 6 each show a gearshift device 28 for a motor vehicle transmission, in particular a fully automatic stepped transmission, wherein the shifter 28, in particular an actuator body 30 of the shifting 28, can take different axial positions and is concretely represented in a starting axial position (Figure 2), an axial synchronization position (Figure 3), an axial position of frictional contact (Figure 4), an axial position complementarity of shape (Figure 5), and an axial coupling position (Figure 6).
The gearshift device 28 here comprises two transmission shafts 24 which can each rotate around a transmission axis A, a synchronizer ring 32 which is firmly connected to one of the transmission shafts 24, a first carrier discs 34, a plurality of first discs 36 which are connected to the first disc carrier 34 in a non-rotatable and axially displaceable manner, a second disc carrier 38 which can be axially offset from the first disc carrier 34 and may be coupled to the synchronizer ring 32 in a circumferential direction by both friction and shape bonding, a plurality of second discs 40 which are connected to the second disc carrier 38 in a non-rotatable manner and so as to be axially offset and form a multi-disk clutch 42 with the first disks 36, and the actuator body 30 to pressurize, axially, the second disk carrier 38. The actuator body 30 and the second disk carrier 38 are rotatable relative to one another in a circumferential direction and are securely connected to each other in an axial direction.
In the illustrated exemplary embodiment, the first disks 36 are external disks, which are connected to the first disk carrier 34, designed as external disk carriers, non-rotatably and axially offset. Accordingly, the second discs 40 are internal discs, which are connected to the second disc carrier 38, designed as internal disc carriers, non-rotatably and axially offset.
According to Figures 2 to 6, the first disk carrier 34 is substantially non-rotatably connected to another transmission shaft 24, in particular even formed integrally therewith. This other transmission shaft 24 non-rotatably connected to the first disk carrier 34 and the transmission shaft 24 firmly connected to the synchronizer ring 32 are explicitly two different, separate transmission shafts 24 of different planetary gears 14, which in particular are arranged coaxially. As a result, the shifting device 28 acts as a coupling device which is capable of coupling the transmission shaft 24 of a sun gear 14 to the transmission shaft 24 of another sun gear 14 by intermediate of a multi-disk clutch 42 and a synchronizer 44 in a direction of rotation. Firstly, an adaptation of the speed takes place before the transmission shafts 24 are connected substantially non-rotatively via a friction connection of the multi-disk clutch 42 and a complementarity connection of form of the synchronizer 44.
Instead of the non-rotating link with another transmission shaft 24, the first disk carrier 34 may also, alternatively, form a transmission casing 16 or be securely connected to a transmission casing 16. Such a change device As a result, the speed limiter 26 acts as a braking device and can stop the transmission shaft 24 firmly connected to the synchronizer ring 32 at the transmission housing 16.
Referring to Figures 2 to 6, it is clear that the actuating body 30 and the first disk carrier 34 are substantially non-rotatably and axially offset. The actuating body 30 may be axially offset between a starting position according to Figure 2, wherein the transmission shaft 24 and the first disk carrier 34 are decoupled in a circumferential direction and the multi-disk clutch 42 is open, and a coupling position according to Figure 6, wherein the transmission shaft 24 and the first disk carrier 34 are form-connected in a circumferential direction and the multi-disk clutch 42 is closed.
A synchronizer 44 is provided between the second disk carrier 38 and the transmission shaft 24, to reduce the relatively high drag moments in the multi-disk clutch 42, which occur when the multi-disk clutch 42 is open.
The synchronizer 44 of the shifter 28 comprises the synchronizer ring 32 firmly connected to the transmission shaft 24, which is shown in detail in FIG. 8 and comprises both a conical surface 46 and complementary elements of FIG. form 48, as well as a separate friction ring 50 which can be offset in an axial direction and in a circumferential direction, is connected by shape connection to the second disk carrier 38 and has a conical surface 52 for friction coupling with the synchronizer ring 32 (see also Figures 9 and 10). The conical surfaces 46, 52 of the synchronizer ring 32 and the friction ring 50 are parallel coaxial friction surfaces with identical cone angle, which can be brought into contact by a relative axial displacement, in order to synchronize the ring 50 and the synchronizer ring 32 or substantially non-rotatively couple the latter by frictional contact. Of course, at least one of the conical surfaces 46, 52 may be formed by a separate friction lining 53, as shown in Figures 2, 9 and 10 for the conical surface 52 of the friction ring 50.
The synchronizer 44 further includes a separate shape-complementary ring 54 which is securely connected to the second disk carrier 38 and has shape-compliant elements 56 for shape-coupling with the synchronizer ring 32. The elements Complementarity of shape 56 of the shape-compliant ring 54 may be brought into engagement with the shape-matching elements 48 of the synchronizer ring 32 by relative axial displacement, in order to substantially non-rotatively couple the synchronizer ring. 32 and the shape-compliant ring 54 in a circumferential direction by shape connection.
According to FIGS. 8 and 9, the shape-compliant elements 48, 56 are each designed in the form of toothings, where, in the present case, the shape-matching elements 48 of the synchronizer ring 32 form an external toothing and the Complementarily shaped elements 56 of the shape-compliant ring 54 form an internal toothing. Each toothing comprises a plurality of teeth distributed in a circumferential direction, where each tooth of a toothing may in particular comprise two opposite tooth flanks inclined with respect to the axial direction, which converge axially towards the other wedge-shaped toothing. In this way, an "axial meshing" of the teeth is simplified. The two sets of teeth are axially contiguous in the gear shift positions according to FIGS. 2 to 4 and engage with each other in a form-fitting position of the shifter 28 according to FIGS. 5 and 6. so that the transmission shaft 24 is formally connected to the second disk carrier 38 in a circumferential direction.
In the illustrated exemplary embodiment, the shifter 28 is part of an electro-hydraulically actuated fully automatic stepped transmission so that the chamber 60 can be pressurized by the pressure of a hydraulic fluid. , in order to influence the rotation of the drive shaft 24.
Instead of hydraulic actuation, an electromotor actuation of the gearshift device 28 is of course also, alternatively, conceivable.
According to Figures 2 to 6, the first disk carrier 34 or a component securely connected to the first disk carrier 34 has a cylinder portion 58. In addition, the actuating body 30 is designed as a piston which is guided by It can be axially offset in the cylinder portion 58. The cylinder portion 58 and the piston-shaped actuator body 30 define a pressurizable chamber 60 for the axial displacement of the piston.
The actuating body 30 is axially pushed towards its starting position against the pressure of the hydraulic fluid according to FIG. 2 by an actuating body spring element 62, where the actuating body spring element 62 relies on the one hand on the actuating body 30 and on the other hand on the first disk carrier 34. The first disk carrier 34 in the present exemplary embodiment, also forms an axial stop for the body of the 30, which defines the starting axial position of the speed change device 28.
In this starting position of the shifting device 28, the synchronizer ring 32 and the friction ring 50 are in a so-called ventilation position, in which the conical surfaces 46, 52 are spaced apart from each other. An axial clearance s, that is to say an axial displacement of the friction ring 50 from the starting position of the speed change device 28 to the contact of the conical surfaces 46, 52 is of the order of magnitude of a few millimeters, preferably about 1 mm.
The form-fitting ring 54 firmly connected to the second disk carrier 38 forms an axial abutment for the friction ring 50, which in a starting position of the actuating body 30 defines the ventilation position of the friction ring 50. relative to the synchronizer ring 32. To axially push the friction ring 50 towards the ventilation position, a friction ring spring element 64 is provided, which is supported on the one hand on the second disk carrier 38 and secondly on the friction ring 50.
In this ventilation position of the synchronizer 44, a drag torque is also obtained at a speed difference of the transmission shafts 24, which, because of the much smaller friction surface, is however considerably smaller than in the case of the multi-disc clutch 42 open. As a result, a relative rotation in the starting position of the shifter 28 occurs exclusively or at least primarily in the synchronizer 44 between the synchronizer ring 32 and the friction ring 50. Due to the drag couples in the multi-disk clutch 42 (open), the second disk carrier 38 moves synchronously or at least substantially synchronously with the first disk carrier 34, so that in the starting position of the change device speed 28 only the small drag torque of the synchronizer 44 occurs, which has a positive effect on the efficiency of the transmission.
Figure 3 shows the speed change device 28 in the state of an initial friction connection between the synchronizer ring 32 non-rotatably connected to the transmission shaft 24 and the friction ring 50.
Due to a pressurization of the chamber 60, the piston-shaped actuating body 30 is axially released from the starting position according to Fig. 2 to such an extent that the conical surface 52 of the friction ring 50 already forms a first frictional contact with the conical surface 46 of the synchronizer ring 32. Therefore, the actuating body 30 according to FIG. 3 is in an axial position of friction or synchronization.
According to FIG. 4, the actuating body 30 is axially displaced even further from its starting position with respect to FIG. 3 due to an increase in the hydraulic pressure in the chamber 60 and is now in a position friction contact. Due to this additional axial movement of the actuating body 30, the transmission shaft 24 is now synchronized with the second disks 40 via the synchronizer ring 32 and the second disk carrier 38, so that now relative rotation within the shifter 28 occurs in the multi-disk clutch 42, i.e., between the first and second disks 36, 40, analogous to conventional stepped transmissions.
In this position of frictional contact of the speed change device 28, the shape-compliant ring 54 is located axially directly before a form-complementary engagement with the synchronizer ring 32.
Due to a further increase of the hydraulic pressure in the chamber 60, the actuating body 30 according to FIG. 5 is moved even further from its starting axial position and is now in the axial position of complementary shape in which the synchronizer ring 32 and the second disk carrier 38 are not only frictionally connected via the friction ring 50, but are also connected by shape connection via the shape-compliant ring 54. This leads to the fact that the torque transmission capacity of the synchronizer 44 increases drastically. The multi-disk clutch 42 is open to this form-complementary position of the actuating body 30, so that relative rotation is possible between the first disks 36 and the second disks 40.
FIG. 6 finally shows the gearshift device 28 in the axial coupling position of the actuating body 30. In a similar manner to the form-complementary position according to FIG. 5, the transmission shaft 24 and the first gate discs 34 remain connected by shape connection in a circumferential direction. However, because of its further displacement away from its starting position, the actuating body 30 now also drives the discs 36, 40 in an axial direction, so that the multi-disc clutch 42 is closed according to FIG. transmission shafts 24 have synchronous speeds.
Figure 7 shows a ring-shaped dividing wall 66 securely connected to the second disk carrier 38, which is mounted on the actuator body 30 in a solid axial direction and slidably in a circumferential direction. The partition wall 66 is further slidably mounted on the first disk carrier 34 in an axial direction and in a circumferential direction. In addition, Figure 7 shows the actuating body spring member 62 which bears, on the one hand, on the first disk carrier 34 through the partition wall 66 and bears, on the other hand, on the actuating body 30 and axially pushing the actuating body 30 towards the starting position according to FIG. 2. At high speed of the additional transmission shaft 24, centrifugal forces are obtained in the chamber 60 due to the rotation of the hydraulic fluid, which pressurize the actuating body 30 axially against the force of the actuating body spring member 62 and may lead to undesired frictional contact between the friction ring 50 and the synchronizer ring 32. To compensate for the centrifugal forces, the partition wall 66 is therefore provided, which in the cylinder portion 58 of the first disk carrier 34 defines an additional chamber 68 in which is housed the actuating body spring element 62. With an additional fixed transmission shaft 24, this additional chamber 68 is filled with a hydraulic fluid that is largely without pressure, so that during a rotation of the additional transmission shaft 24, only centrifugal forces act. The axial forces resulting from the centrifugal forces of the hydraulic fluid in the chambers 60, 68, cancel out substantially mutually, so that no undesired axial force depending on the speed resulting from the centrifugal forces of the hydraulic fluid acts on the body. actuation 30.
Figure 8 shows a perspective sectional view of the synchronizer ring 32 which can be manufactured as a profiled sheet metal part, where the thickness of the sheet is preferably of the order of magnitude of about 3 mm. The synchronizer ring 32 comprises both the conical surface 46 and the complementary shape elements 48 and is firmly connected to the transmission shaft 24, in particular adjusted by pressure and / or welded.
Figure 9 shows a pre-assembled assembly 70 for the shifter 28, where this assembly 70 comprises the second disk carrier 38, the shape-compliant ring 54, the friction ring 50, the spring element 64 of a friction ring and a bearing ring 72.
Figure 10 shows the prefabricated assembly 70 according to Figure 9 in an exploded perspective view.
The second disk carrier 38 having the ring shape is made from a profiled sheet and then laminated and welded, where the thickness of the sheet is preferably of the order of magnitude of about 2 mm. The complementarily shaped ring 54 contiguous with an axial end of the second disk carrier 38 is also designed as a profiled sheet metal part, where the thickness of the sheet of the shape-compliant ring 54 is preferably of the order of size of about 3 mm. The second disk carrier 38 and the complementary shape ring 54 are firmly connected to each other, in particular stamped and / or riveted.
In the exemplary embodiment illustrated, the friction ring 50 axially offset within the second disk carrier 38 is also a profiled sheet metal part whose sheet metal thickness is preferably order of magnitude of about 1.5 mm. The conical surface 52 of the friction ring 50 is here formed by the separate friction lining 53. The friction ring spring element 64 axially adjacent to the friction ring 50 is housed inside the second carrier. discs 38, which is designed as a disc spring with a flat spring curve and preferably drooping. In the tightened state according to FIG. 9, the axial force of the friction ring spring element 64 is preferably about 1 kN, in particular preferably less than 1 kN. The friction ring spring element 64 is axially supported on the friction ring 50 and the bearing ring 72. In the present exemplary embodiment, the bearing ring 72 is designed as a profiled sheet metal part. The sheet thickness is preferably of the order of magnitude of about 1 mm.
On its outer radial circumference, the bearing ring 72 comprises a sliding bearing 73 which, in the synchronization position according to FIG. 3, in the position of frictional contact according to FIG. 4 and in the position of complementarity of shape according to FIG. Slides on the actuating body 30 in a circumferential direction. In the starting position according to FIG. 2 and in the coupling position according to FIG. 6, the actuating body 30 and the rolling ring 72, on the other hand, have substantially identical speeds, so that it There is no or almost no relative rotation between the bearing ring 72 and the actuating body 30. In an axial direction, the bearing ring 72 is firmly connected to the actuating body 30, where, in the As an exemplary embodiment according to FIGS. 2 to 6, a retaining ring is provided for the axial fixing of the bearing ring 72, which engages in a groove of the actuating body 30.
The bearing ring 72 is arranged axially opposite to the shape-compliant ring 54 at one axial end of the second disk carrier 38 and in a similar manner to the shape-compliant ring 54, is integrally connected to the second disk carrier 38, in particular stamped and / or riveted.
Through axially substantially axially free links of the bearing ring 72 both with the actuating body 30 and with the disk carrier 38, the actuating body 30 and the disk carrier 38 are also firmly connected. to each other axially. Under the usual loads which occur during the operation of a vehicle, the deformations of material of the components, in particular of the race 72, are negligible.
The components shown in Fig. 10 are assembled in an axial direction and form the pre-assembled assembly 70 according to Fig. 9, where the friction ring 50 is axially biased against the shape-compliant ring 54 by the spring member. 64 of friction ring.
Figure 11 shows a section of the shifter 28 in the region of the friction ring 50 according to a special design variant.
In this design variant, the friction ring 50 and the second disk carrier 38 are rotatable relative to each other in a circumferential direction to a limited extent, and according to FIG. blocking 74, 76 associated with each other, which allow or block a relative axial displacement between the friction ring 50 and the second disk carrier 38 as a function of a synchronous torque between the friction ring 50 and the synchronizer ring 32.
FIG. 12 shows schematic representations of a connection region X according to FIG. 11, in which the friction ring 50 has different positions relative to the second disk carrier 38.
A radial projection 78 of the friction ring 50 engages in a groove 80 of the second disk carrier 38, which extends in an axial direction and in the axial starting position of the shifter 28 comprises a portion of groove flared in a circumferential direction in the region of the radial projection 78 (see Figure 12, top view). At a speed difference between the second disk carrier 38 and the friction ring 50, the radial projection 78 in the region of the flared groove portion is shifted in a circumferential direction to a groove abutment 82 (see FIG. , the representation of the medium).
When the actuating body 30 (and the second disk carrier 38 firmly connected to the actuating body 30) is now to be axially shifted to the complementary shape position according to FIG. 5, this axial movement can be prevented by the surfaces. blocking 74, 76 (see Figure 12, bottom representation). An inclination of the blocking surfaces 74, 76 is chosen so that the blocking surfaces 74, 76 associated with each other block such relative axial movement in the case of a synchronization torque (speed difference) too large between the friction ring 50 and the synchronizer ring 32, and following the fall below a specified synchronous torque slide one along the other in a circumferential direction and finally, allow relative axial displacement .
In this way, it is avoided with little effort that the gearshift device 28 takes its complementary shape position according to FIG. 5, despite a considerable speed difference between the friction ring 50 and the synchronizer ring 32. On the one hand, this would lead to a great undesirable wear of form-compliant elements 48, 56 and on the other hand to annoying gear shifting noises.
In other words, the synchronizer 44 provided between the transmission shaft 24 and the second disk carrier 38 is here designed as a lock synchronizer.

权利要求:
Claims (15)
[1" id="c-fr-0001]
A gearshift device for a motor vehicle transmission, in particular a fully automatic stepped transmission (10), comprising a plurality of transmission shafts (24) which can each rotate about a transmission axis (A), a ring synchronizer (32) which is securely connected to a transmission shaft (24), a first disk carrier (34), a plurality of first disks (36) which are connected to the first disk carrier (34) non-rotatably and axially shifted, a second disk carrier (38) axially offset from the first disk carrier (34) and can be coupled to the synchronizer ring (32) both by friction and by form-fitting in a circumferential direction, a plurality of second discs (40) which are connected to the second disc carrier (38) non-rotatably and axially displaceable and form an emitter multi-disk clutch (42) with the first disks (36), and an actuating body (30) for pressurizing, axially, the second disk carrier (38), characterized in that the actuating body ( 30) and the second disk carrier (38) are rotatable relative to one another in a circumferential direction and are connected to each other substantially integrally in an axial direction.
[2" id="c-fr-0002]
2. Shift device according to claim 1, characterized in that the first disk carrier (34) forms a transmission housing or is securely connected to a transmission housing.
[3" id="c-fr-0003]
3. Gearshift device according to claim 1, characterized in that the first disk carrier (34) is connected substantially rotatably to another transmission shaft (24).
[4" id="c-fr-0004]
Gearshift device according to one of the preceding claims, characterized by a shape-compliant ring (54) which is firmly connected to the second disk carrier (38) and has complementary shape elements (56) for the form-coupling with the synchronizer ring (32).
[5" id="c-fr-0005]
Shifting device according to claim 4, characterized in that the synchronizer ring (32) has form-compliant elements (48) which can be brought into engagement with the complementary shape elements (56) of the shape-compliant ring (54) by relative axial displacement to couple the synchronizer ring (32) and the shape-compliant ring (54) in a circumferential direction.
[6" id="c-fr-0006]
Gearshift device according to one of the preceding claims, characterized by a friction ring (50) which is connected to the second disk carrier (38) by shape connection in a circumferential direction and in such a manner that it can be displaced. axially and has a conical surface (52) for frictional coupling with the synchronizer ring (32).
[7" id="c-fr-0007]
Shifting device according to Claim 6, characterized in that the synchronizer ring (32) has a conical surface (46) which can be brought into contact with the conical surface (52) of the friction ring (50). ) by relative axial displacement, in order to couple the synchronizer ring (32) and the friction ring (50) in a circumferential direction.
[8" id="c-fr-0008]
Shifting device according to Claim 6 or 7, characterized in that the friction ring (50) and the second disk carrier (38) can rotate relative to one another in a circumferential direction to a limited extent and comprise locking surfaces (74, 76) associated with each other, which allows or blocks relative axial displacement between the friction ring (50) and the second disk carrier ( 38) as a function of a synchronous torque between the friction ring (50) and a synchronizer ring (32).
[9" id="c-fr-0009]
Gearshift device according to one of claims 6 to 8, characterized in that the second disk carrier (38) or a component firmly connected to the second disk carrier (38) forms an axial stop for the rotor ring. friction (50) which, in a starting position of the actuating body (30), defines a ventilation position of the friction ring (50).
[10" id="c-fr-0010]
Gearshift device according to claim 9, characterized in that a friction ring spring element (64) is provided which axially drives the friction ring (50) towards its ventilation position, in particular where , the friction ring spring element (64) is supported on the one hand by the second disk carrier (38) and on the other hand by the friction ring (50).
[11" id="c-fr-0011]
Shifting device according to one of the preceding claims, characterized in that a bearing ring (72) firmly connected to the second disk carrier (38) is provided which is mounted on the actuating body ( 30) firmly in an axial direction and slidably in a circumferential direction.
[12" id="c-fr-0012]
Shifting device according to one of the preceding claims, characterized in that the actuating body (30) can be axially offset between a starting position, in which the transmission shaft (24) and the first disc carriers (34) are decoupled in a circumferential direction and the multi-disc clutch (42) is open, and a coupling position in which the transmission shaft (24) and the first disc carrier (34) are connected by form connection in a circumferential direction and the multi-disk clutch (42) is closed.
[13" id="c-fr-0013]
Shifting device according to Claim 12, characterized in that an actuating element spring element (62) is provided, which axially drives the actuating body (30) towards the starting position, wherein the actuating body spring member (62) bears on the one hand on the first disk carrier (34) and on the other on the actuating body (30).
[14" id="c-fr-0014]
Gearshift device according to one of the preceding claims, characterized in that the first disk carrier (34) or a component firmly connected to the first disk carrier (34) has a cylinder part (58) and the actuating body (30) is designed as a piston, wherein the piston is axially displaceable in the cylinder portion (58).
[15" id="c-fr-0015]
Gearshift device according to claim 14, characterized in that the cylinder part (58) and the piston define a chamber (60) which can be pressurized for the axial displacement of the piston.

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同族专利:

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公开号 | 公开日

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JP2017020654A|2017-01-26|

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US20170016486A1|2017-01-19|

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JP6762155B2|2020-09-30|

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CN106352074B|2020-02-18|

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DE102015111356A1|2017-01-19|

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CN106352074A|2017-01-25|

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DE102015111356B4|2018-07-19|

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US9797458B2|2017-10-24|

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FR3038950B1|2020-01-24|

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GB2580346A|2019-01-02|2020-07-22|Airbus Operations Ltd|Clutch for use in actuating a wing tip device|

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DE102020007372A1|2019-12-10|2021-06-10|Borgwarner Inc.|SHIFTING SYSTEM FOR A VEHICLE TRANSMISSION AND PROCEDURE FOR OPERATING IT|

法律状态:
2017-07-27| PLFP| Fee payment|Year of fee payment: 2 |

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2018-07-26| PLFP| Fee payment|Year of fee payment: 3 |

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2018-11-02| PLSC| Publication of the preliminary search report|Effective date: 20181102 |

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2019-07-29| PLFP| Fee payment|Year of fee payment: 4 |

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2020-07-28| PLFP| Fee payment|Year of fee payment: 5 |

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2021-07-26| PLFP| Fee payment|Year of fee payment: 6 |

优先权:

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申请号 | 申请日 | 专利标题

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DE102015111356.2A|DE102015111356B4|2015-07-14|2015-07-14|Switching device for a motor vehicle transmission|

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DE102015111356.2|2015-07-14|

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