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WO2004048167A1 - Unite de demarrage et unite de transmission - Google Patents

Unite de demarrage et unite de transmission Download PDF

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Publication number
WO2004048167A1
WO2004048167A1 PCT/EP2003/012998 EP0312998W WO2004048167A1 WO 2004048167 A1 WO2004048167 A1 WO 2004048167A1 EP 0312998 W EP0312998 W EP 0312998W WO 2004048167 A1 WO2004048167 A1 WO 2004048167A1
Authority
WO
WIPO (PCT)
Prior art keywords
starting unit
clutch
secondary wheel
output
coupling element
Prior art date
Application number
PCT/EP2003/012998
Other languages
German (de)
English (en)
Inventor
Werner Adams
Original Assignee
Voith Turbo Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE2002155054 external-priority patent/DE10255054B4/de
Application filed by Voith Turbo Gmbh & Co. Kg filed Critical Voith Turbo Gmbh & Co. Kg
Publication of WO2004048167A1 publication Critical patent/WO2004048167A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D33/00—Rotary fluid couplings or clutches of the hydrokinetic type
    • F16D33/06—Rotary fluid couplings or clutches of the hydrokinetic type controlled by changing the amount of liquid in the working circuit
    • F16D33/16—Rotary fluid couplings or clutches of the hydrokinetic type controlled by changing the amount of liquid in the working circuit by means arranged externally of the coupling or clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
    • F16D47/06—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a clutch with a fluid or a semifluid as power-transmitting means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission

Definitions

  • the invention relates to a starting unit, in particular for use in manual transmissions of vehicles, in particular automatic or automated manual transmissions, in particular with the features from
  • Preamble of claim 1 also a manual transmission, in particular an automated manual transmission.
  • Gearboxes for use in vehicles, in particular commercial vehicles, in the form of manual transmissions or automated manual transmissions are known in a large number of different designs.
  • the starting process is implemented via a clutch device in the form of a friction clutch, a hydrodynamic converter or a hydrodynamic clutch.
  • An embodiment with a hydrodynamic coupling is known from the publication DE 196 50 239 A1. With this, at least two operating states - a first operating state for power transmission in at least one switching stage and a second operating state for braking - are realized. Both functions are performed by the hydrodynamic component in the form of the hydrodynamic coupling. This comprises a primary wheel and a secondary wheel, which together form a toroidal working space.
  • the clutch is free of a stator.
  • the function of a hydrodynamic retarder is realized by assigning the function of the stator impeller either to the pump impeller by fixing it to a stationary transmission part and the function of the rotor impeller to the turbine wheel or vice versa. That the
  • the impeller taking over the function of the rotor impeller is coupled to the transmission output shaft via the mechanical transmission part.
  • the connection of the hydrodynamic coupling to the drive shaft or the mechanical transmission part of the transmission unit is carried out in such a way that the secondary wheel can be connected to the mechanical transmission part and the primary wheel can be connected to the transmission input shaft in order to implement the first operating state, while the second mode of operation is implemented, that is to say Braking, one of the two paddle wheels is fixed.
  • means for fixing and decoupling from the drive train are assigned to the hydrodynamic coupling.
  • a disadvantage is that the brake device used to fix the respective paddle wheel is usually designed as a disc brake device, so that a corresponding dimensioning is required with regard to the support of the moments, which leads to an increase in the required installation space in the axial and radial directions.
  • a further embodiment of a gear unit, in particular a starting unit, is known from WO 02/21020 A1.
  • the start-up unit comprises a starting element in the form of a hydrodynamic component with at least one primary impeller and one secondary impeller.
  • Starting unit also includes an entrance and an exit.
  • the starting element itself has an input and an output side.
  • the output side of the starting element in the form of the hydrodynamic coupling is connected to the output of the starting unit.
  • freewheeling As a directional clutch, freewheeling essentially enables the following two functional states:
  • this starting unit comprises a device for optionally holding the secondary wheel, whereby the full functionality of the hydrodynamic component as a hydrodynamic retarder is simultaneously realized.
  • a separate hydrodynamic braking device which is used in particular when used in commercial vehicles, can then be omitted.
  • Ventilation losses of the retarder are very low compared to the conventional retarder.
  • the device for holding or coupling the secondary wheel to the housing is designed as a disk-type braking device.
  • neither solution is satisfactory
  • Friction brake devices are also subject to increased wear.
  • the invention is therefore based on the object of further developing a starting unit of the type mentioned at the outset in such a way that the disadvantages mentioned are avoided.
  • This should be characterized by a low design and manufacturing outlay, a small overall length in the axial direction and in the radial direction and an almost wear-free mode of operation.
  • the operation of the braking device is as simple as possible to implement. Elaborate controls and / or regulations are to be avoided.
  • a starting unit with an input and an output and a hydrodynamic component arranged between them, comprising a primary wheel that can be coupled to the input and a secondary wheel that can be coupled to the output, which together form a toroidal one that can be filled with operating equipment
  • Form work space includes a non-positive brake device assigned to the secondary wheel.
  • the hydrodynamic component is free of a stator. This means that the hydrodynamic component acts as a hydrodynamic clutch and thus a speed converter in traction operation for power transmission between the input and output.
  • a non-positive brake device is assigned to the secondary wheel, which fixes the secondary wheel in relation to the housing or a stationary, i.e. fixed component enables.
  • the secondary wheel or its connection to the output is a synchronously switchable positive coupling for realizing a positive connection between one
  • the braking device is activated to brake the secondary wheel.
  • the braking takes place almost to a standstill, preferably to a standstill.
  • the hydrodynamic component is filled in accordance with the desired braking torque or the required braking power or is still in the filled state.
  • the synchronously switchable clutch is activated. This couples that Secondary wheel or a non-rotatably coupled element to the housing or a stationary component.
  • the synchronously switchable clutch thus takes on the function of a braking or holding device for the secondary wheel or the element that is coupled to it in a rotationally fixed manner.
  • the non-positive brake device very small and compact in terms of its dimensions, for example as a simple disc brake device, since it only has to be dimensioned such that the secondary wheel can be braked to a standstill or almost to a standstill.
  • the braking torque applied by means of the hydrodynamic component then working as a retarder is practically wear-free solely via the synchronously switchable positive coupling on the housing or a fixed component.
  • the switchable positive clutch can be connected downstream or upstream of the braking device in the direction of power transmission from the input to the output of the starting unit.
  • the actuating device of the synchronously switchable clutch can be designed in many forms. Mechanical, electrical, pneumatic, hydraulic or electro-mechanical, electro-pneumatic, electro-hydraulic solutions are conceivable. The specific execution depends on the boundary conditions of the application. However, solutions are preferably chosen in which with little effort, in particular with small ones
  • Actuators large forces can be generated and can be easily integrated into driving controls.
  • the synchronously switchable positive clutch comprises at least one axially displaceable positive driver elements having or carrying first clutch element, which on activation of the clutch with complementary driver elements on the housing or the stationary component and the secondary wheel is engaged and on which the actuating device is effective at least indirectly, ie directly or via further transmission elements.
  • Means are provided for axially fixing the first coupling element, ie for fixing the position in the axial direction from the entrance to the exit. According to a particularly advantageous embodiment, these are also formed by the actuating device, so that no additional measures are necessary. This means that, for example, when using an electro-pneumatic or hydraulic actuating device, the pressure for activating the switchable clutch is used to hold the clutch element in its position.
  • the coupling element is designed as a piston or is coupled in a rotationally fixed manner to at least one piston, the actuating device acting on the piston.
  • the piston is pressure-tight in the housing or the stationary component or both, which is to act upon the
  • Piston required pressure chambers are formed by the housing or the fixed component or both.
  • the actuating device has a pressure supply system, comprising a pressure source which acts on the piston or a first piston on the end face oriented opposite to the direction of displacement in order to reach the engagement position.
  • Pressure source or a further pressure source can then be used to pressurize the piston or a second piston on an end face directed towards engagement in the displacement direction.
  • the piston or, in the case of solutions with two pistons a second piston is acted upon by the pressure source for deactivation on the end face opposite to the direction of displacement in order to reach the engagement position, and the change between activation and deactivation and thus the application of the different piston surfaces is made via means to selectively act upon the individual piston faces or pistons, preferably controlled by a valve device.
  • the driving elements on the coupling element and the secondary wheel, the housing or the stationary component are viewed straight in the axial direction or, according to a particularly advantageous embodiment, are oriented obliquely, that is to say that the flanks or flank lines or surfaces characterizing the driving elements are viewed parallel to the axial direction in the first case theoretical axis of rotation of the secondary wheel or in the second case when projecting the peripheral surfaces carrying the driving elements in a plane and shifting them up to the axis of rotation at an angle to the axis of rotation.
  • the flank lines describing the course of the individual driving elements are then in the axial direction from the entrance to the
  • a driving element is characterized by a very large slope. When viewed over the length in the axial direction, there is no complete wrap in the circumferential direction, preferably only a partial wrap.
  • the size of the flank angle of the driving elements is preferably in a range from 20 ° to 45 ° inclusive.
  • a return spring is arranged in the housing or the stationary component. The spring force of the return spring is greater than the sliding friction force of the coupling element.
  • the main task of the spring device is to hold and support the coupling element in the initial state.
  • the form-fitting entrainment elements are arranged on them depending on the design of the coupling element, the secondary wheel and the housing as well as the stationary component and their spatial association with one another.
  • the following arrangements can be distinguished: a) Formation of the driving elements on the housing and the secondary wheel on the outer circumference, i.e. directed in the radial direction away from the axis of rotation and formation of the driving elements on the first coupling element on an inner circumference, i.e. directed towards the axis of rotation b) formation of the driving elements on the housing and the secondary wheel on an inner circumference, i.e. in the radial direction towards the axis of rotation and on the first coupling element in the area of an outer circumference, i.e.
  • the first coupling element is at least partially as a sleeve with a larger inner diameter than the outer diameter of the Secondary wheel or an element rotatably connected to this in the coupling area, the driver elements are arranged on the inner circumference of the part designed as a sleeve.
  • the complementary driving elements on the secondary wheel or the connection thereof to the output are complementary to the driving elements on the first coupling element
  • the driver elements on the stationary component or on the housing which are complementary to the driver elements on the first coupling element, can then likewise be arranged on the outer circumference of these elements. If at least some of the driving elements are on the first coupling element or if these are generally arranged on its outer circumference, the driving elements complementary to the driving elements on the first coupling element are arranged on the secondary wheel or its connection to the outlet on the inner circumference. In analogy, this applies to the entrainment elements on the stationary side which are complementary to the entrainment elements on the first coupling element
  • the driving elements on the secondary wheel and housing can be arranged in one plane. This offers the advantage of a small space requirement in the radial direction.
  • both an inner circumference and an outer circumference on the coupling element are used to arrange the entrainment elements. These come into operative connection with correspondingly complementary driving elements on the secondary wheel and the housing or another stationary component.
  • the individual form-fitting connections can also be configured differently with regard to their configuration with regard to the alignment and gradient of the entrainment elements.
  • the positive connection realized between the coupling element and the secondary wheel runs via straight toothed claws or parallel to the axis of rotation Carrying elements to carry out.
  • the external toothing which supports the coupling element and thus the shifting claw towards the housing or a stationary element, is helically toothed.
  • the slope of the entrainment elements or the toothing on the housing is directed to the right, so that the torque acting for support in the housing or a stationary component causes the axial force.
  • the torque from the drive motor rotating to the right when the starting units are coupled to a drive machine then pushes the shifting claw out of engagement, while a left-turning torque from the vehicle hanging on the slope keeps the shifting claw in engagement.
  • the synchronously switchable clutch can be designed as a dog clutch or toothed clutch.
  • the driving elements are then designed as claws or with involute teeth.
  • the switchable clutch device can be arranged spatially before or after the freewheel in the axial direction, i.e. this is independent of this. Functionally, however, this is upstream of the freewheel.
  • the freewheel essentially enables the following two as a directional clutch
  • this solution has the advantage that the hydrodynamic component does not have to be emptied during the switching process and that no additional disconnect clutch is required to interrupt the power.
  • the decoupling of the input, which usually forms the transmission input shaft, from the downstream switching stages takes place solely via the freewheel and thus ensures the function of the synchronizing device in the manual transmission.
  • the starting unit in addition to the starting element in the form of a hydrodynamic clutch, the starting unit comprises one
  • Bridging clutch both of which are connected in parallel to one another, but are only in engagement during periods that are short or defined in time, the power flow between the input and the output of the starting unit being interruptible.
  • This interruption can be achieved when using the starting unit in automated gearboxes with the starting mechanical unit downstream of the starting unit due to the switchability of the lock-up clutch with simultaneous emptying or already empty hydrodynamic coupling or when using automated gearboxes with a mechanical gearbox part or secondary or group shifting set when switching between the first two lower gear stages by emptying the hydrodynamic clutch.
  • the output sides of the hydrodynamic clutch and the lock-up clutch are preferably coupled to one another in a rotationally fixed manner via the freewheel.
  • connection between the output sides of the hydrodynamic component, in particular the hydrodynamic clutch before the freewheel and the lock-up clutch can be detachable or non-detachable with respect to the assembly.
  • the connection itself can be positive and / or non-positive.
  • the connection can be made, for example, by material connection or by execution as an integral structural unit of the turbine wheel of the turbo coupling and output of the lockup clutch
  • the lock-up clutch is designed as a mechanical friction clutch, preferably in a multi-plate design and preferably running wet.
  • hydrodynamic clutch lock-up clutch
  • freewheel The integration of the components hydrodynamic clutch, lock-up clutch and the freewheel is preferably carried out in a common
  • the shared housing wherein the lock-up clutch is preferably in the operating medium of the hydrodynamic clutch with rotates.
  • the shared housing can
  • connection elements for example a drive machine or the transmission
  • the housing either solely from the drive machine that can be coupled to the starting unit or from the gear unit that can be coupled to the starting unit, or from both elements connected to the starting unit.
  • the start-up unit designed according to the invention is very small and thus has integration into a gear unit, especially a manual one
  • Manual gearbox an automated manual gearbox or automatic gearbox, where the latter can include both gear stages and continuously variable transmissions, only little influence on the overall length.
  • the structural unit consisting of hydrodynamic clutch, lock-up clutch and freewheel can be offered and delivered as a pre-assembled modular unit in stores. Integration in one
  • connection unit is then non-positively and / or positively, for example by plugging the modular unit onto an input shaft of the connection element, in particular a gear unit, or the implementation of a shaft-hub connection between the output of the starting unit and the input of the connection unit, the input shaft of the connection unit simultaneously can form the output shaft of the starter unit when assembled.
  • Figure 1 illustrates in a schematic simplified representation using a
  • FIG. 2 illustrates a first embodiment of the switchable clutch and its design based on an embodiment of a starting unit according to FIG
  • FIG. 3 illustrates a particularly advantageous embodiment of a switchable clutch with automatic reset.
  • FIG. 4 illustrates a further embodiment of the switchable clutch based on an embodiment of a starting unit according to FIG. 1;
  • Figure 5a illustrate in perspective views an uneven design and 5b of a coupling element and housing part.
  • FIG. 1 illustrates in a schematically simplified representation, using a section of a gear unit 1, the basic structure of a starting unit 2 designed according to the invention, comprising a starting element 3.
  • the starting element 3 is designed as a hydrodynamic component 33, in particular a hydrodynamic coupling 4. This comprises at least one primary wheel functioning as a pump wheel 5 and one secondary wheel functioning as a turbine wheel 6, which together form a toroidal working space 7 which can be filled with operating medium.
  • the starting unit further comprises a drive or input E which can be at least indirectly coupled to a drive machine (not shown) and an output which can be coupled at least indirectly to the output in the drive system, which is also referred to as output A.
  • the terms input and output refer to the
  • the inputs and outputs E and A are designed, for example, in the form of solid or hollow shafts, each of which can be coupled in a known manner to the corresponding connection elements of the drive machine or switching stages. Another known coupling between the input and primary wheel
  • the hydrodynamic function functions in the start-up functional state Component 33 as a hydrodynamic clutch 4.
  • the power transmission takes place from the primary wheel 5 to the secondary wheel 6 and thus to the output A.
  • the hydrodynamic clutch 4 as the starting element 3 also includes a drive 8 and an output 9 when viewed in the direction of power transmission Primary wheel 5 or an element rotatably coupled thereto, while the output 9 is formed by the secondary wheel 6.
  • the hydrodynamic component 33 is a
  • Associated braking device 11 which is preferably designed as a disk-type disc brake and which is coupled to the output 9 of the hydrodynamic component.
  • the functioning of the braking device 11 is based on the adhesion.
  • this comprises at least one first fixed disk 12, which is preferably arranged or mounted on the housing 13, which is only indicated schematically here and which can be made in several parts, and a second disk element 14, which is at least indirectly, i.e. can be brought into operative connection either directly or via further interposed disk elements with the stationary disk 12.
  • the second disc element 14 is rotatably coupled to the output 9, in particular the secondary wheel 6.
  • the hydrodynamic component is used to implement at least two operating states - a first operating state for power transmission, which is particularly important during the starting process and describes the function of a hydrodynamic clutch 4, and a second operating state for braking. To realize the function as hydrodynamic
  • Retarder 10 is assigned the function of the stator vane wheel by fixing it to a stationary transmission part, in particular the housing 13 or another stationary component, to the secondary wheel 6, ie to the turbine wheel 6, which functions as a hydrodynamic clutch 4 5, which also functions as a pump wheel when functioning as a hydrodynamic clutch.
  • the application of the braking device 11, in particular the Disc elements 12 and 14 are carried out via a piston element 15 mounted in the housing.
  • a synchronously switchable positive coupling 16 is provided according to the invention, which is assigned to the secondary wheel 6, ie when functioning as a hydrodynamic coupling 4, to the turbine wheel and couples this to the housing 13 or a stationary component 34.
  • Braking device 11 can be released again.
  • the secondary wheel 6 then still functions as a stator blade wheel of a retarder 10.
  • the starting unit 2 further comprises a switchable clutch 21, not shown here in detail, as a lock-up clutch 22, which is arranged parallel to the hydrodynamic component 33 and is switchable parallel to the latter. This means that either the power transmission takes place solely via the hydrodynamic clutch 4 or via the lock-up clutch 22.
  • the lock-up clutch 22 can be designed in many forms. This serves to implement the rotationally fixed coupling between primary wheel 5 and
  • the lock-up clutch is preferably designed in the form of a disk clutch, in particular a multi-plate clutch. This then comprises at least one clutch input disk 24, not shown here, and a clutch output disk 25, which can be brought into operative connection with one another at least indirectly by friction, ie form friction pairings with one another either directly or via further disk-shaped intermediate elements. Furthermore, a freewheel F is provided between the secondary wheel 6 or the output 9 of the hydrodynamic clutch 4 and the output A. This makes it possible to achieve positive effects in addition to the starting process also in clutch processes when used in manual transmissions, whereby during the
  • Torque conversion units can be reduced or avoided and thus the comfort is maintained or improved compared to the previous solutions.
  • the starting unit 2 is coupled in drive trains to at least one speed / torque conversion device, preferably mechanically, and forms the transmission module 1 with corresponding switching stages.
  • the starting unit 2 is preferably part of the transmission module 1, so that the output A with the input of further speed / Torque conversion units is coupled. In automated gearboxes, these are usually formed by mechanical transmission stages.
  • the entire transmission comprising starting unit 1 and downstream speed / torque conversion units has input E of the starting unit as an input shaft.
  • the transmission input shaft which is formed by the input E of the starting unit 1, must be torque-free and decoupled from additional masses. Otherwise there is a risk that the synchronizing elements and / or claws of the switching elements of the speed
  • both the drive machine and the secondary wheel 6 of the hydrodynamic clutch 4 must be uncoupled from the transmission input shaft, which is formed by the input E or is coupled to it in a rotationally fixed manner.
  • the drive machine is mechanically decoupled when the lock-up clutch 22 is open.
  • the uncoupling of the secondary wheel 6, which acts as a turbine wheel, of the hydrodynamic clutch 4 is achieved by the freewheel F, which must run freely for this task.
  • the speed nj of the secondary wheel 6 must be reduced below the speed of the output A.
  • FIG. 2 illustrates the basic structure of the starting unit 2 according to the invention, in particular the synchronously switchable clutch 16 with an associated actuating device 36, using a section of the gear unit 1 according to FIG. 1.
  • the basic structure corresponds to that described in FIG. 1, which is why the same elements are used for the same elements Reference numerals are used.
  • the synchronously switchable clutch 16 comprises a piston element 18 which carries driver elements 19. This can be done with the complementary driving elements 20 on the secondary wheel 6 or a non-rotatably coupled element, here an extended sleeve, come into operative connection.
  • the piston 18 is mounted in the housing 13 or another stationary component, here the component 34.
  • the piston 18 is in its depressurized state via a spring device 26
  • the force required to displace the piston 18 is thereby via an actuating device 36 , comprising a pressure supply unit 27 which pressurizes the piston 18 on its end face 28 facing away from the hydrodynamic component.
  • the pressure supply unit 27 is either integrated in the start-up unit 2 or else arranged outside of it, with a coupling to the piston 18 existing.
  • the pressure supply unit 27 is connected to the pressure chamber 30, which is assigned to the piston 18, via at least one connecting line 29.
  • the pressure chamber 30 is formed by the housing 13 or the stationary or stationary gear element. Relief can take place, for example, via a second pressure chamber 31, via which the piston is then returned to its starting position in the position shown in FIG. 2.
  • This pressure chamber 31 can be delimited by the piston 18 and the housing 13, or another component 34 arranged in a stationary manner in the transmission can be formed.
  • the pressure acts on the End face 32 of the piston 18 facing the hydrodynamic component with the corresponding pressure which is required to apply the force required for displacement in the axial direction.
  • Another possible embodiment, not shown here, is to couple each of the pressure spaces 30, 31 to the pressure source via a 3/2-way valve device.
  • the form-fitting entrainment elements 19, 20 and 35 are straight as viewed in the axial direction. This is exemplified using a
  • FIG. 3 shows a particularly advantageous further development of an embodiment according to FIGS. 1 and 2, in which the piston 18 is automatically returned to its initial position, this being achieved solely on the basis of design measures .
  • the positive driving elements 20 arranged on the secondary wheel 6 are aligned in an oblique direction, the alignment viewed in the axial direction taking place counter to the direction of rotation of the secondary wheel 6 in traction mode as a turbine wheel.
  • the driver elements 19, 20, 35 are designed as claws or preferably toothing.
  • the individual toothings, in particular the flank line, are illustrated by a course with a large slope opposite to that of the arrow in view A.
  • the spring device 26 acts as a return spring and is dimensioned with respect to its design such that the spring force applied by it only to overcome the piston
  • the activation device 36 is for activation provided, comprising in the case shown a pressure supply device 27 which acts on the pressure chamber 30 and thus the end face 28 of the piston 18 via at least one connecting line 29.
  • the operating mode for braking operation is then as follows:
  • the braking device 11 in the form of the disc brake device or multi-disc brake brings the secondary wheel 6 almost to a standstill.
  • the piston 18 is moved into the engagement position via the pressure preparation unit 27 and, if the driving elements 19, 20 are configured appropriately, are retracted relative to one another. From this state, ie already with partial retraction, the multi-disc brake device 11 is released and the appropriate one in the event that the piston 18 has not yet been retracted
  • Tooth constellation set and the piston 18 pressed into the engagement end position i.e. when the secondary wheel 6 is connected in a fixed manner to the housing 13 or the fixed component in which the piston 18 is mounted or guided, the latter is held.
  • the piston is pressurized with the required pressure either pneumatically or hydraulically or by another energy source, but preferably a pneumatic solution is selected.
  • the force applied to the piston 18 by means of the pressure supply unit 27 is designed such that it corresponds to the maximum axial forces to be supported by the piston 18 in braking operation.
  • the system is based on the fact that the excess torque on the hydrodynamic structural unit, in particular on the secondary wheel 6, is always used to ensure that the pressure on the piston is interrupted automatically
  • Torque is determined, while when the retarder is already empty and the lock-up clutch is activated, the residual torque is only passed directly from the prime mover through the rigid coupling to the secondary wheel when the speed of a vehicle is reduced.
  • the synchronously switchable clutch 16 is also used as a parking brake during a holding process on the mountain when used in vehicles. If there is a larger counter torque, due to the hanging vehicle than the excess torque applied by the motor and which becomes effective on the secondary wheel, the
  • Pressurization of the coupling element, in particular the piston, can be dispensed with, since the counter-torque causes the piston to be automatically screwed in or pushed into the driving elements of the secondary wheel. If a start is to be made after a stopping process on the mountain, the pressure supply is deactivated or interrupted and the hydrodynamic clutch 4 is also activated
  • Section A clarifies the design of the individual driving elements 19, 20, 35 in a schematically simplified illustration using the example of the secondary wheel 6. From this it can be seen that, in the case of training with helical teeth, a type of steep thread on the components - secondary wheel 6 or piston 18 and component 34 - he follows. Only the alignment of the flanks is shown, in particular the course of the flank line on the secondary wheel 6.
  • the piston 18 has an internal toothing, while the secondary wheel 6 has an external toothing. However, it is also conceivable to assign the functions internal toothing and external toothing to the respective other component. This depends on the specific installation situation.
  • the embodiment of the driving elements shown in FIG. 3 can also be transferred to a situation according to FIG. 2.
  • the synchronously switchable clutch is arranged spatially behind the freewheel F.
  • the secondary wheel there is also the possibility, with a suitable configuration of the secondary wheel, to arrange it spatially in front of the freewheel F on the secondary wheel 6. Functionally, however, this must be connected upstream of the freewheel.
  • FIG. 1 A further design option for a positive brake device designed according to the invention in the form of a switchable clutch 16 is shown in FIG.
  • the basic structure of the starting unit 2 corresponds to the explanations given in FIGS. 1 to 3.
  • the starting element 3 is also here as a hydrodynamic clutch 4, comprising a primary wheel 5 and a
  • the synchronously switchable positive coupling 16 here comprises a coupling element 37 which carries driver elements 38 and 39, each with driver elements 40 of complementary design on the secondary wheel and 41 on the housing 13 or another stationary component can be brought into a positive connection.
  • the coupling element 37 is designed as a sleeve 42, which has the entrainment elements 38 on its inner circumference 43, which form-fit with the on one
  • Outer circumference 44 arranged driving elements 40 can be brought into operative connection on the secondary wheel 6.
  • the second positive connection for supporting the coupling element 37 on the housing 13 or a stationary component is carried out between the coupling element 37 and the housing 13 or the stationary component.
  • the coupling element 37 comprises on its
  • Outer circumference 45 entrainment elements 39 which can be brought into operative connection with entrainment elements 41 on an inner circumference 46 on the housing 13 or a stationary component.
  • the outer and inner circumferences are always partial areas on these components.
  • 5a illustrates the design of the coupling element 37 in the form of a sleeve 42.
  • the inner circumference 43 and the outer circumference 44 can be seen, both driving elements 38 and 39 carrying.
  • the positive connections can be of the same design.
  • FIG. 5a illustrates the configuration and orientation of the driving elements 41 on the housing 13 or a stationary component.
  • the positive connection between the coupling element 37 and the secondary wheel 6 is straight-toothed, that is, the driving elements 38 coupling element 37, in particular on the inner circumference 43 and 40 on the outer circumference 44 of the secondary wheel 6, are straight-toothed, that is to say the flank lines run parallel to the axis of rotation.
  • the second positive connection between the coupling element 37 and the housing 13 is carried out with oblique teeth.
  • the coupling element 37, in particular the entrainment elements 39 arranged on its outer circumference 45 are helically toothed and designed with an incline to the right, so that that which acts on the housing for support
  • Torque causes the axial force.
  • the torque introduced into the starting unit 2 when the drive motor rotates to the right pushes the shifting claw out of engagement, i.e. during normal traction operation with power transmission from input E to output A.
  • the torque introduced into the drive train at the output causes
  • coupling element 37 would be designed as a stepped sleeve, while the corresponding area on the secondary wheel 6 is designed as a hollow shaft.
  • the form-fitting connection between coupling element 37 and housing 13 it is conceivable to design this with respect to the arrangement on the outer and inner circumferences of housing and coupling element, as shown in FIG. 5a, or to choose a configuration here that is suitable for an arrangement of
  • Driving elements on the coupling element 37 is characterized on an inner circumference, while the configuration or arrangement of the driving elements on an outer circumference is provided on the housing.
  • Assignments or arrangements of the driving elements on the elements to be brought into operative connection can be combined with one another as desired. This only has an effect on the design of the coupling element 37, which would then have to be formed with different diameter sections.
  • the specific design depends on the requirements of the application and is at the discretion of the responsible specialist.
  • a transmission starting unit starting element hydrodynamic coupling primary wheel secondary toroidal working chamber drive of the hydrodynamic coupling output of the hydrodynamic coupling hydrodynamic retarder brake means fixed disk housing second disc member piston member synchronously shiftable positive clutch brake device piston driver element carrier element switchable coupling Uberb Wegungskupplung working circuit clutch input disk clutch output disk spring means pressure supply unit end face connecting line pressure chamber 31 pressure chamber

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne une unité de démarrage (2), ainsi qu'une unité de transmission comprenant une telle unité de démarrage (2). Ladite unité de démarrage (2) comprend une entrée (E) et une sortie (A), ainsi qu'un composant hydrodynamique (33) comprenant une roue primaire (5) pouvant être couplée à l'entrée (E) et une roue secondaire (6) pouvant être couplée à la sortie (A), ces deux roues formant ensemble une chambre de travail (7) toroïdale pouvant être remplie de fluide de travail. Ledit composant hydrodynamique (33) ne comprend pas de roue directrice. L'unité de démarrage (2) comprend par ailleurs un dispositif de freinage (11) assemblé par liaison de force, associé à la roue secondaire (6). L'invention se caractérise en ce que l'unité de démarrage (2) comprend un embrayage (16) assemblé par liaison de forme couplable de façon synchrone, associé à la roue secondaire (6) ou à la connexion de celle-ci à la sortie (A), cet embrayage (16) permettant d'établir une connexion par liaison de forme entre un carter (13) ou un composant fixe (34) et la roue secondaire (6) ou la connexion de celle-ci à la sortie (A), ainsi qu'un dispositif d'actionnement (36) associé à l'embrayage (16) couplable de façon synchrone.
PCT/EP2003/012998 2002-11-25 2003-11-20 Unite de demarrage et unite de transmission WO2004048167A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE2002155054 DE10255054B4 (de) 2002-11-25 2002-11-25 Anfahreinheit und Getriebebaueinheit
DE10255054.9 2002-11-25
DE10346132.9 2003-10-01
DE10346132 2003-10-01

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PCT/EP2003/012998 WO2004048167A1 (fr) 2002-11-25 2003-11-20 Unite de demarrage et unite de transmission
PCT/EP2003/013238 WO2004048821A1 (fr) 2002-11-25 2003-11-25 Unite de transmission de puissance

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PCT/EP2003/013238 WO2004048821A1 (fr) 2002-11-25 2003-11-25 Unite de transmission de puissance

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2381134A1 (fr) * 2010-04-22 2011-10-26 ZF Friedrichshafen AG Procédé de commande de changement de vitesse d'une boîte de vitesse automatisée
DE102013220314A1 (de) * 2013-10-08 2015-04-09 Zf Friedrichshafen Ag Hydrodynamische Dauerbremseinrichtung
WO2017162372A1 (fr) * 2016-03-24 2017-09-28 Voith Patent Gmbh Frein de rotor intégré
DE112014004796B4 (de) * 2013-11-18 2024-02-22 Scania Cv Ab Kupplungsvorrichtung für einen Retarder

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DE677927C (de) * 1936-12-25 1939-07-06 Schiff Und Maschb Akt Ges Deut Vereinigte Fluessigkeitsstroemungs-, Reibungs- und Klauenkupplung
DE19650339A1 (de) 1996-12-04 1998-06-10 Voith Turbo Kg Getriebebaueinheit, Verfahren zum Betreiben einer in einen Antriebsstrang integrierten Getriebebaueinheit und hydrodynamische Baueinheit
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DE19909293A1 (de) * 1999-03-03 2000-09-07 Mannesmann Sachs Ag Hydrodynamische Kopplungseinrichtung zur drehmomentmäßigen Kopplung zweier Baugruppen
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2381134A1 (fr) * 2010-04-22 2011-10-26 ZF Friedrichshafen AG Procédé de commande de changement de vitesse d'une boîte de vitesse automatisée
DE102013220314A1 (de) * 2013-10-08 2015-04-09 Zf Friedrichshafen Ag Hydrodynamische Dauerbremseinrichtung
EP2860074A1 (fr) * 2013-10-08 2015-04-15 ZF Friedrichshafen AG Ralentisseur hydrodynamique
DE102013220314B4 (de) 2013-10-08 2022-06-30 Zf Friedrichshafen Ag Hydrodynamische Dauerbremseinrichtung
DE112014004796B4 (de) * 2013-11-18 2024-02-22 Scania Cv Ab Kupplungsvorrichtung für einen Retarder
WO2017162372A1 (fr) * 2016-03-24 2017-09-28 Voith Patent Gmbh Frein de rotor intégré

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WO2004048821A1 (fr) 2004-06-10
EP1565677A1 (fr) 2005-08-24

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