Dual-Clutch Transmission Synchronizer Actuation for Noise Damping
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current methods for suppressing noise in dual-clutch transmissions face challenges in achieving a balance between acoustic performance and energy efficiency, as friction-based damping solutions increase energy consumption and lead to conflicts with consumption-optimized powertrains.
Innovation Solution
The method involves actively actuating one synchronizing device in the dual-clutch transmission to reduce speed differences between shafts and idler wheels, allowing for frictional coupling that dampens vibrations and noise while minimizing excessive loads, using existing components to maintain cost-effectiveness and efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If friction-based damping solutions are used to suppress noise in dual-clutch transmissions, then acoustic performance is improved, but energy consumption increases
Solution Approach 1:
The patent applies periodic action by alternating between two operational states: during the first time period, the synchronizing device is actuated to create frictional coupling for noise suppression, and during the second time period, the synchronizing device is not actuated to reduce energy consumption. This periodic switching between damping and energy-saving modes resolves the contradiction between acoustic performance and energy efficiency.
2Object-affected harmful factors
If the synchronizing device is continuously actuated to suppress noise, then acoustic behavior is optimized, but friction and energy consumption increase
Solution Approach 1:
The patent implements periodic action by defining specific time periods for actuation and non-actuation of the synchronizing device. During the first time period, the synchronizing device is actuated to dampen vibrations through frictional coupling. During the second time period, actuation is terminated to minimize friction and energy loss. This periodic approach optimizes acoustic behavior while reducing continuous friction.
3Object-affected harmful factors
If frictional coupling is used to dampen vibrations, then noise suppression is achieved, but excessive loads occur on the transmission
Solution Approach 1:
The patent applies periodic action by limiting frictional coupling to specific time periods when noise suppression is prioritized. During the first time period, the synchronizing device creates frictional coupling to dampen vibrations and suppress noise. During the second time period, the coupling is released to prevent excessive loads on the transmission components. This temporal separation allows noise control without sustained high loads.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach effectively suppresses noise and vibrations, optimizing the acoustic behavior of dual-clutch transmissions while reducing friction and energy consumption, thereby enhancing the transmission's efficiency and fuel efficiency.
Implementation Method 1
a frictional coupling is created between the shaft and the idler wheel assigned to the other synchronizing device, by means of the one synchronizing device
Data Source
Figure 1~2
AI summary
The invention relates to a method for suppressing noises in a dual clutch transmission (10) for a motor vehicle, which dual clutch transmission comprises two partial transmissions (16, 18) and at least two synchronizing devices (34, 42, 60, 68) per partial transmission (16, 18), wherein: by means of the synchronizing device (34, 42, 60, 68) in question, a shaft (22, 52) of the partial transmission (16, 18) in question is to be synchronized with a free gear (26, 30, 48, 56) of the partial transmission (16, 18) in question, which free gear is arranged on the shaft (22, 52) in question and is associated with the synchronizing device (34, 42, 60, 68) in question; in order to suppress noises, one of the synchronizing devices (34, 42, 60, 68) of one of the partial transmissions (16, 18) is actuated while the one partial transmission (16) is in the activated state, the other partial transmission (18) is in the deactivated state and the free gear (26) that is associated with the other synchronizing device (34) of the one partial transmission (18) is in a state of rotationally fixed connection to the shaft (22) of the one partial transmission (16).