阅读说明：本技术 双离合器变速器组件以及机动车 (double-clutch transmission assembly and motor vehicle ) 是由 M·罗斯克 J·卡尔滕巴赫 T·罗泽迈尔 J·帕夫拉克维奇 R·库贝尔齐克 于 2018-02-13 设计创作，主要内容包括：本发明涉及一种双离合器变速器组件(4),其具有第一离合器(K1)和第二离合器(K2)用于将驱动单元(2)与第一子变速器和第二子变速器连接,其特征在于,第一离合器(K1)与两个变速器输入轴连接。除此以外,本发明涉及一种机动车。(The invention relates to a dual clutch transmission assembly (4) having a first clutch (K1) and a second clutch (K2) for connecting a drive unit (2) to a first sub-transmission and a second sub-transmission, characterized in that the first clutch (K1) is connected to two transmission input shafts. In addition, the invention relates to a motor vehicle.)

1. Double clutch transmission assembly (4) having a first clutch (K1) and a second clutch (K2) for connecting a drive unit (2) to a first and a second sub-transmission, characterized in that the first clutch (K1) is connected to the two transmission input shafts.

2. The dual clutch transmission assembly as claimed in claim 1, characterized in that the second clutch (K2) is disposed within a portion (8) of the transmission housing (6) that receives the gear set (42).

3. the dual clutch transmission assembly as claimed in claim 2, characterized in that the second clutch (K2) is arranged between two gearset planes (38, 40)

4. The dual clutch transmission assembly as claimed in claim 3, characterized in that the second clutch (K2) is arranged between the gear sets of odd gears.

5. The dual clutch transmission assembly as claimed in claim 3, characterized in that the second clutch (K2) is arranged between the gearsets of the even-numbered gears.

6. The dual clutch transmission assembly as claimed in claim 3, characterized in that the second clutch (K2) is arranged between a gear set of an even gear and a gear set of an odd gear.

7. The dual clutch transmission assembly as claimed in claim 2, characterized in that the second clutch (K2) is arranged behind each gearset plane (38, 40) on the transmission end side.

8. The dual clutch transmission assembly as claimed in one of the preceding claims, characterized in that the second clutch (K2) surrounds one shaft (22, 24, 30, 44).

9. The dual clutch transmission assembly as claimed in one of the preceding claims, characterized in that the first clutch (K1) is designed as a starting clutch.

10. The dual clutch transmission assembly as claimed in one of the preceding claims, characterized in that the transmission input shafts (22, 24) are arranged coaxially and the first clutch (K1) is connected on the input side with the inner transmission input shaft.

11. The dual clutch transmission assembly as claimed in one of the preceding claims, characterized in that the transmission input shafts (22, 24) are arranged coaxially and the first clutch (K1) is connected on the output side with the outer transmission input shaft.

12. The double clutch transmission assembly as claimed in one of the preceding claims, characterized in that the second main clutch (K2) is connected on the input side to a transmission input shaft (24).

13. the dual clutch transmission assembly as claimed in one of the preceding claims, characterized in that the dual clutch transmission assembly (4) has a second drive unit (3).

14. The dual clutch transmission assembly as claimed in one of the preceding claims, characterized in that the dual clutch transmission assembly (4) has a disconnect clutch (K0) for disconnecting the first drive unit (2) from the drive train.

15. Motor vehicle having a dual clutch transmission assembly, characterized in that the dual clutch transmission assembly (4) is constructed according to one of the preceding claims.

Technical Field

The invention relates to a dual clutch transmission assembly having a first clutch and a second clutch for connecting a drive unit with a first sub-transmission and a second sub-transmission.

Background

In most dual clutch transmissions, the internal combustion engine is connected to the input of the dual clutch, and the output side of the dual clutch is connected to a coaxially mounted transmission input shaft.

However, it is also known to provide the two clutches in the transmission itself in order to establish a crossover shift. The synchronizing device for establishing a connection between the loose gear and the shaft is sometimes also referred to as a shifting clutch. They differ from clutches in that they can transmit the full torque output by the drive unit. In contrast, the synchronization device is operated when the clutch is open, i.e. when no torque is transmitted from the drive unit to the transmission.

Disclosure of Invention

Starting from this, the object of the present application is to provide a dual clutch transmission assembly which can be actuated more flexibly with respect to a predetermined installation space.

to solve the problem, the following steps are provided: the first clutch is connected to the two transmission input shafts.

The terms "first" and "second" are used only to distinguish between clutches, but not to distinguish between sequential orders. The first clutch is by definition a clutch which is connected to both transmission input shafts. The other clutch is a second clutch.

By connecting one of the two clutches to the two transmission input shafts, the second clutch can be arranged spatially at a distance from the first clutch. In this way, space is available for further transmission elements, in particular in the region of the clutch bell.

Advantageously, the second clutch may be arranged between two gear set planes. In this case, the axial region occupied by the individual gears of one or two gears is often referred to as the gear set plane. An axial distance exists between the gear wheel set planes, in which, for example, the shift element can be arranged.

In this case, the second clutch can be arranged between the gear sets of the odd gears. Alternatively, the second clutch may be disposed between the gear sets of the even-numbered gears. Still alternatively, the second clutch may be disposed between the gear set of the even-numbered stage and the gear set of the odd-numbered stage. Each of the configurations has its own advantages and disadvantages. Here, an arrangement between the even-numbered gear set and the odd-numbered gear set is preferable. Independently of the exact arrangement of the gear sets, the second clutch can be arranged at the end of the hollow transmission input shaft. Typically, this is also the location where the second clutch is between the even gear set plane and the odd gear set plane.

The reverse gear is in principle considered to be an even gear, which is at least applicable here as long as one gear of the reverse gear is on a transmission input shaft with an even gear. However, this arrangement cannot always be realized unambiguously, since in some cases two transmission input shafts or two countershafts are considered for forming the reverse gear. Thus, in a further alternative it can be provided that: the second clutch is located between this gear set plane of the reverse gear and another gear set plane, which may have even or odd gears.

Instead of being arranged between two gear set planes, the second clutch can be arranged behind each gear set plane on the transmission end side. In other words, the second clutch can be arranged on the end of the gear unit housing facing away from the motor.

Advantageously, the second clutch may surround a shaft. In the case of an arrangement between the gear wheel set planes, it is also possible for the second clutch to be arranged between a plurality of shafts. However, the hollow space which is usually present in the middle of the clutch can be utilized by pushing the second clutch onto a shaft. Here, this includes the following configurations: the second clutch is pushed onto the hollow transmission input shaft and thereby encloses both shafts.

In another embodiment, the second clutch can enclose a plurality of shafts, here parallel, non-coaxial shafts. In the extreme case, the second clutch can be located on the inside of the transmission housing, but because of the diameter achieved here, uniform actuation is made difficult in the circumferential direction. Therefore, it is preferable that the second clutch surrounds only one shaft.

In addition to the clutches for connecting the drive unit (usually an internal combustion engine) to the respective transmission input shafts, the dual clutch transmission assembly can also have a third clutch which disconnects the drive unit from the transmission. The third clutch is arranged between the first drive unit and the first and second clutches in terms of force flow and is always provided when the second drive unit (in particular in the form of an electric motor) is present. In this case, the electric motor can be present in the P2 configuration or in the P3 configuration, i.e., it acts either on the transmission input shafts or on the transmission itself. The third clutch (which is often referred to as "K0") is used to decouple the internal combustion engine from the transmission for electric-only operation and thus to minimize the power loss of the internal combustion engine or more generally of the first drive unit in electric-only operation.

Advantageously, the third clutch is arranged in the clutch bell. The clutch bell, as already explained, is the part of the transmission housing in which the clutch or clutches are usually arranged. In this case, the third clutch and the first clutch can be arranged radially inside one another. That is, the first clutch may be located within the third clutch or vice versa, wherein at least partially overlap in axial direction. Alternatively, the first clutch and the third clutch may also be arranged axially one behind the other. In this case, the third clutch is preferably arranged radially within the first clutch. Preferably, the input side of the first clutch is directly connected to the output of the third clutch.

Furthermore, the input side of the first clutch (i.e. the clutch in the clutch bell) can be connected to one transmission input shaft and the output side can be connected to the other transmission input shaft. The second drive unit, in particular the electric motor, can thus act on or drive both transmission input shafts.

Advantageously, the output of the third clutch may be connected to the input of the first clutch and to the input of the second clutch. In this case, the connection to the second clutch within the transmission housing part with the gear set can be effected via the individual transmission components and, for example, the first clutch.

Advantageously, the dual clutch transmission assembly is a hybrid dual clutch transmission assembly.

Advantageously, the first clutch and/or the second clutch and/or the third clutch are designed as multi-plate clutches. Also preferably, they are wet running.

Preferably, the first clutch can be designed as a starting clutch.

Advantageously, the dual clutch transmission assembly is designed in a countershaft configuration. For clarity, because all dual clutch transmissions are designed in a countershaft configuration (Vorgelegebauweise).

advantageously, each transmission input shaft may be coaxially arranged and the first clutch is connected on the input side with the inner transmission input shaft. Furthermore, the first clutch can preferably be connected on the output side to the external transmission input shaft. In this way, it is possible to drive the first sub-transmission by closing the first clutch, while the transmission input shaft of the second sub-transmission is driven when the first clutch is engaged in the force flow. In this case, this does not depend on whether the first clutch is open or closed, but on whether a further clutch is still present in the drive train, as is also shown below. In this way, it is possible for the first clutch to be connected to both transmission input shafts, while the first partial transmission and the second partial transmission can be engaged independently of this in the power flow.

Preferably, the first clutch can be assigned to a sub-transmission having an odd-numbered gear. Correspondingly, the odd gears are preferably located on the coaxial outer transmission input shaft. Preferably, the first clutch is a starting clutch. In other words, the first clutch is designed to be suitable for starting the motor vehicle.

Preferably, the dual clutch transmission assembly may have a second drive unit. The first dual clutch transmission assembly can be attached only to the first drive unit, while the second drive unit, which is preferably designed as an electric motor, can be directly included on or in the dual clutch transmission assembly. In particular, the electric motor can be arranged in the region of the first clutch, since space is available there due to the offset positioning of the second clutch.

Advantageously, the dual clutch transmission assembly may have a disconnect clutch for disconnecting the first drive unit from the driveline. The separating clutch serves to enable the motor vehicle to be operated as an electric motor without drag losses caused by the internal combustion engine.

In addition, the invention relates to a motor vehicle having a dual clutch transmission assembly. The motor vehicle is characterized in that the double clutch transmission assembly is designed as described.

Drawings

Further advantages, features and details of the invention emerge from the following description of an embodiment and the figures. In the drawings:

Figure 1 shows a motor vehicle in which the vehicle,

figure 2 shows a schematic configuration of a dual clutch transmission assembly in a first configuration,

Figure 3 shows a schematic configuration of the dual clutch transmission assembly in a second configuration,

Figure 4 shows the dual clutch assembly in a first configuration,

Figure 5 shows the dual clutch assembly in a second configuration,

Figure 6 shows the dual clutch assembly in a third configuration,

Figure 7 shows the dual clutch assembly in a fourth configuration,

Figure 8 shows the dual clutch assembly in a fifth configuration,

Figure 9 shows a portion of a dual clutch transmission assembly in a first view,

FIG. 10 shows a portion of a dual clutch transmission assembly in a second configuration, an

FIG. 11 illustrates the dual clutch transmission assembly in a third view.

Detailed Description

Fig. 1 shows a motor vehicle 1 having a first drive unit 2, a second drive unit 3, a dual clutch transmission assembly 4 and a differential 5. The transmission housing 6 is generally formed from two parts, a clutch bell 7 and a gear unit housing 8, which accommodates the gear units. The clutch bell 7 and the gear unit housing 8 are usually flange-connected fixedly to one another, and an intermediate wall 9 can be located between them. The intermediate wall 9 is designed to be oil-tight, depending on whether the oil chamber of the clutch bell and the oil chamber of the gear unit housing are to be separated. Regardless, the intermediate wall generally serves to support at least a portion of the shaft of the dual clutch transmission assembly 4.

The second drive unit 3 (in particular in the form of an electric motor) can act on the drive train either as indicated by the line 10 or as indicated by the line 12 indicated by a dashed line. Here, the co-operation with one or both transmission input shafts is referred to as the P2 arrangement, and the co-operation with the transmission itself is referred to as the P3 arrangement.

The clutch used to connect the first drive unit 2 with a respective one of the transmission input shafts of the dual clutch transmission assembly 4 will be referred to hereinafter as a clutch. The clutch used to disengage the internal combustion engine from the dual clutch transmission assembly 4 is referred to as disconnect clutch K0.

Fig. 2 shows a first configuration of the dual clutch transmission assembly 4, more precisely in a gear set diagram. The separator clutch K0 is coupled to the first drive unit 2. A damping device, such as a dual mass flywheel or a rotational speed-adaptive vibration absorber, can be arranged between the first drive unit 2 and the separating clutch K0. In these configurations, the disconnect clutch K0 also disconnects the first drive unit 2 from the rest of the powertrain. In particular, even in the presence of a dual mass flywheel or a rotational speed-adaptive vibration absorber, the connection between the first drive unit 2 and the separating clutch K0 is considered to be a direct connection, since the mentioned components merely reduce vibrations, but do not eliminate the connection between the drive unit 2 and the separating clutch K0.

Accordingly, the drive unit 2 is located at the input 14 of the separating clutch K0. While the output 16 of the separator clutch K0 is connected to the input 18 of the first clutch K1. The output of the first clutch K1 is coupled to the first transmission input shaft 22. The coupling is usually carried out by means of a plug-in toothing. Fig. 2 shows the configuration of the transmission input shaft 22 as a hollow shaft. Thus, the separating clutch K0 can be connected to the input 26 of the second clutch K2 via the connecting shaft 24. The output 28 of the second clutch K2 is connected to a second transmission input shaft 30, which is also designed as a hollow shaft and which surrounds the connecting shaft 24. By means of the fixed gear 32, the loose gear 34 and the shift element 36, different gear steps can be realized. Here, a gear set plane 38 and a gear set plane 40 are formed, wherein the gear set plane 38 is the gear set plane associated with the first transmission input shaft 22 and the gear set plane 40 is the gear set plane associated with the second transmission input shaft 30. The illustration of the gear set planes 38 and 40 is schematic here, since the illustration is intended to show only the presence of the gear set plane 38 (for example for even gears) and the gear set plane 40 (for example for odd gears). However, it should not be limited to a certain number of fixed gears on, for example, first transmission input shaft 22 or second transmission input shaft 30. The gear set 42 also comprises one or two countershafts 44 which interact with fixed gears 46 leading to the output or to the differential. The second drive unit 3 can be attached by means of a gear 48, which is arranged in fig. 2 between the separating clutch K0 and the first clutch K1. In this way, the second drive unit 3 can be connected to the two transmission input shafts, and the arrangement corresponds to the P2 configuration.

The design of the gear set 42 is basically arbitrary, and the dual clutch transmission assembly 4 is distinguished from the prior art in that the clutch K2 is arranged in the gear set housing 8, while the clutch K1 is arranged in the clutch bell 7. In the configuration according to fig. 2, the clutch K2 is arranged behind the gear unit planes 38 and 40 on the transmission end side. The clutch is thus located at the end of the transmission housing 6 facing away from the motor.

Fig. 3 shows a similar configuration to fig. 2. The statements made with respect to fig. 2 therefore also apply to fig. 3. The differences are set forth below.

In contrast to fig. 2, the clutch K2 is arranged between different gear set planes, specifically between the gear set planes 38 and 40, i.e. therefore between the gear set plane of the even gear and the gear set plane of the odd gear. Due to this arrangement, the second transmission input shaft 30 is also not designed as a hollow shaft and does not surround the connecting shaft 24. In other respects, the gear set 42 according to fig. 3 corresponds to the gear set 42 according to fig. 2.

FIG. 4 schematically illustrates a dual clutch assembly having a disconnect clutch K0 and a clutch K1. In this configuration, the separating clutch K0 and the clutch K1 are arranged radially nested, with the separating clutch K0 being radially external. The input 14 of the disconnect clutch K0 is formed by the inner disk carrier 50 of the disconnect clutch K0. The separating clutch K0 is designed as a multiplate clutch and accordingly has, in addition to the inner disk carrier 50, an outer disk carrier 52 and a disk stack of outer and inner disks which are interleaved with one another. The second drive unit 3 is attached to the outer disk carrier 52 of the separator clutch K0 and thus to its output 16. The input 18 of the clutch K1 is also connected to the output 16 in the form of the outer disk carrier 52. The input 18 of the clutch K1 is formed by the outer disk carrier 54. The output 20 of the clutch K1 is realized by means of an inner disk carrier 56, which inner disk carrier 56 connects the clutch K1 to the transmission input shaft 22. The transmission input shaft is designed as a hollow shaft. In the clutch K1 (which may also be designed as a multiplate clutch), the inner and outer disks forming the disk set are also located between the input and output or between the outer disk carrier 54 and the inner disk carrier 56.

Furthermore, the input 18 of the clutch K1 (i.e., the outer disk carrier 54) is connected to the connecting shaft 24. In this way, the second drive unit 3 can also be connected to the input of the clutch K2 via the input of the clutch K1.

In all embodiments, the transmission input shaft 30 can be understood as a multi-part shaft or the connecting shaft 24 can also be considered as a transmission input shaft. In this case, the shaft designated as transmission input shaft 30 in fig. 2 and 3 can also be considered as the first output shaft. Thus, strict functional definitions should not be associated with these terms, which are primarily used to distinguish the various components of the dual clutch transmission assembly 4.

The interconnection of the two input sides of the clutches of a dual clutch transmission is basically known. However, the disk holders are usually directly connected to each other and not via the connecting shaft 24. The connection of the input side 18 of the clutch K1 and the input side 26 of the clutch K2 by means of one shaft enables a spatially separate arrangement of the clutch K1 and the clutch K2. Such arrangements are not known from the prior art.

Fig. 5-8 illustrate other configurations of the dual clutch assembly 48. In these configurations, the clutch K1 is located radially outward and the disconnect clutch K0 is located radially inward. Depending on the configuration of the disk carrier, the second drive unit 3 can be realized here either on the transmission side or on the motor side, i.e. on each side of the first drive unit 2.

In the configuration according to fig. 5, the inner disk carrier 50 forms the input 14 of the separating clutch K0, and the outer disk carrier 52 forms the output 16. In this case, the output 16 or the outer disk carrier 52 is connected to the input 18 of the clutch K1 (here the outer disk carrier 54) and to the connecting shaft 24. The output 16 of the disconnect clutch K0 is therefore connected not only to the input of the clutch K1 but also to the input of the clutch K2. The output of clutch K1 is formed by an inner disk carrier 56, which connects clutch K1 with transmission input shaft 22. As already explained several times, the connection is usually made by means of a plug-in toothing. In this configuration, the second drive unit 3 is attached on the gear set side of the dual clutch assembly 48. The attachment takes place here via the input of the clutch K1 and thus automatically via the output of the separator clutch K0.

Fig. 6 shows a design similar to fig. 5, which corresponds even to the design according to fig. 5 with regard to the separating clutch K0. However, in the clutch K1, the inner disc carrier 56 is used as the input 18 and the outer disc carrier 54 is used as the output 20. The second drive unit 3 can therefore also be arranged on the motor side, that is to say on the side of the drive unit 2. The output 20 of the clutch K1 is in turn connected to the transmission input shaft 22.

Fig. 7 shows a variant of the configuration according to fig. 5, in which the input of the disconnect clutch K0 is formed by the outer disk carrier 52 and the output 16 of the disconnect clutch K0 is formed by the inner disk carrier 50. Since this configuration is identical with respect to the clutch K1, the second drive unit 3 is in turn attached on the transmission side. In this configuration, the output 16 of the disconnect clutch K0, i.e. the inner disk carrier 50, is also connected to the input 18 (here the outer disk carrier 54) of the clutch K1 and to the input 26 via the connecting shaft 24.

Fig. 8 shows a configuration in which the function of the inner disc holder and the outer disc holder as input and output, respectively, is exchanged compared to fig. 5. Accordingly, the outer disk carrier 52 forms the input of the separating clutch K0, and the inner disk carrier 50 forms the output 16. Accordingly, the input 18 of the clutch K1 is formed by the inner disk carrier 56 and the output 20 is formed by the outer disk carrier 54. Accordingly, the outer disk carrier 54 is connected to the transmission input shaft 22.

Common to all configurations of fig. 4 to 8 is: the output 16 of the disconnect clutch K0 (inner disk carrier 50 or outer disk carrier 52) is connected to the input 18 of the clutch K1 and to the input 26 of the clutch K2.

Fig. 9 shows a possible embodiment of the representation according to fig. 4, in which the separating clutch K0 is arranged radially on the outside and the clutch K1 is arranged radially on the inside. Here, details of the dual clutch transmission assembly are shown, which are basically known, except for the arrangement of the clutches K0 and K1 relative to each other. The drive train may have a dual mass flywheel 58, for example. The clutch can also have, for example, a pressure compensation chamber 60 in which a return spring 62 is present. In this case, a pressure compensation chamber 60 and a return spring 62 are found in the hydraulically actuated clutches K0, K1 and K2 in the case of electromechanical actuation. Fig. 9 shows an electrohydraulic actuation variant, in which the electric motor 64 is connected for actuation to an actuating element 68 via an actuating support 66. Also shown are a grooved ball bearing 70, a needle bearing 72 and an axial bearing 74.

FIG. 10 also shows a configuration of a portion of the dual clutch transmission assembly corresponding to FIG. 4. Here, elements already described for fig. 9, such as the actuating motor 64 or the actuating support 66, are also present and are therefore not further described.

In contrast to fig. 9, fig. 10 shows a possible solution for arranging the rotational speed adaptive vibration absorber 76 in the wet space. Here, in any configuration, a rotational speed adaptive vibration absorber may be added in order to reduce vibrations. The speed-adaptive vibration absorber is usually arranged on the input element of the clutch.

Fig. 11 shows the overall dual clutch transmission assembly, wherein, in addition to clutches K1 and K0, clutch K2 is also shown. To avoid repetition, reference is made to the drawing description for fig. 9 and 10, in which these have been described, regarding the left half construction. The input 26 of the clutch K2 is connected to the connecting shaft 24, in this case the input 26 of the clutch K2 being formed by the inner disk carrier 78. The outer disc carrier 80 forms the output of the clutch K2. The output 28 is connected to a transmission input shaft 30. The clutch K2 is arranged between the gear wheel set planes of the transmission input shafts 22 and 30, and the configuration corresponds in this respect to the configuration according to fig. 3.

List of reference numerals

1 Motor vehicle

2 first drive unit

3 second drive unit

4 dual clutch transmission assembly

5 differential mechanism

6 Derailleur casing

7 Clutch bell

8 gear set shell

9 intermediate wall

10 line

12 line

14 input terminal

16 output terminal

18 input terminal

20 output terminal

22 variator input shaft

24 connecting shaft

26 input terminal

28 output terminal

30 speed variator input shaft

32 fixed gear

34 movable gear

36 switching element

38 gear set plane

40 gear set plane

42 gear set

44 auxiliary shaft

46 fixed gear

48 Dual clutch assembly

50 inner disc support

52 outer disc support

54 outer disc support

56 inner disc support

58 dual mass flywheel

60 pressure compensation chamber

62 return spring

64 steering motor

66 handling support

68 operating element

70 groove ball bearing

72 needle roller bearing

74 axial bearing

76 rotating speed adaptive vibration absorber

78 inner disc support

80 outer disc support

K0 disconnect clutch

K1 clutch

K2 clutch