WO2011020456A1 - Cloison et boîte de vitesses de véhicule à moteur - Google Patents

Cloison et boîte de vitesses de véhicule à moteur Download PDF

Info

Publication number
WO2011020456A1
WO2011020456A1 PCT/DE2010/000911 DE2010000911W WO2011020456A1 WO 2011020456 A1 WO2011020456 A1 WO 2011020456A1 DE 2010000911 W DE2010000911 W DE 2010000911W WO 2011020456 A1 WO2011020456 A1 WO 2011020456A1
Authority
WO
WIPO (PCT)
Prior art keywords
transmission
clutch
shaft
intermediate wall
motor vehicle
Prior art date
Application number
PCT/DE2010/000911
Other languages
German (de)
English (en)
Inventor
Markus Kneissler
Original Assignee
Schaeffler Technologies 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
Application filed by Schaeffler Technologies Gmbh & Co. Kg filed Critical Schaeffler Technologies Gmbh & Co. Kg
Priority to CN201080032412.3A priority Critical patent/CN102483104B/zh
Priority to DE112010003313.7T priority patent/DE112010003313B4/de
Publication of WO2011020456A1 publication Critical patent/WO2011020456A1/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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
    • F16D25/087—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation the clutch being actuated by the fluid-actuated member via a diaphragm spring or an equivalent array of levers

Definitions

  • the invention relates to an intermediate wall for a motor vehicle transmission and a motor vehicle transmission, in particular dual-clutch transmission, with the help of which transmission components can be positioned within the motor vehicle transmission.
  • WO 2006/086704 A2 discloses a dual-clutch transmission in which two different transmission input shafts are mounted via an intermediate wall in each case.
  • the intermediate wall is screwed between a first housing part and a second housing part with the housing parts.
  • the power flow from a motor via a chain drive to a starter ring, which is connected via a gear coupling with a hollow shaft, which in turn is connected to the transmission input shaft.
  • a plurality of concentrically arranged components are provided to form a hydraulic channel to a slave cylinder of the transmission clutch can.
  • Double clutch transmission has a wall body for fixing the partition with at least one housing part.
  • the storage of the torque introduction shaft and the mounting of the clutch cylinder can be simplified.
  • a plurality of nested components, whose tolerances would accumulate, are avoided, so that the tolerances are reduced.
  • the tolerance of the clutch cylinder in the radial direction is particularly low, so that wear at the contact points to the coupling elements and torque fluctuations are minimized by misalignment and angular error between the waves.
  • the intermediate wall can be easily mounted by the intermediate wall is simply pushed, for example, on the torque introduction shaft and / or the transmission input shaft. Geometrically complicated manufactured components are thereby avoided, so that the manufacturing wall and the manufacturing costs are reduced.
  • the torque introduction shaft is in the power flow direction from the engine in front of the transmission clutch while the transmission input shaft is in the power flow direction behind the transmission clutch.
  • the torque introduction shaft may be directly or indirectly connected to a starter ring and / or a crankshaft of an engine.
  • the transmission input shaft can pass on the torque acting on the closed clutch to individual gears and can be connected directly or indirectly via a transmission output, in particular via a differential gear with a drive axle.
  • the intermediate wall is in particular fixed, that is, immovable relative to the torque introduction shaft fixed.
  • the intermediate wall may in particular be rigidly connected to housing parts of a transmission housing. Due to the particular solid connection of the intermediate wall to the transmission housing, it is not necessary to connect the intermediate wall over a tolerance bearing bearing with the transmission housing.
  • the wall body on a slave cylinder for the hydraulic actuation of the transmission clutch.
  • the slave cylinder may in particular be designed annular and preferably be arranged concentrically to the torque introduction shaft and / or to the transmission input shaft.
  • Such a slave cylinder is also, for example, when a driver depresses a clutch pedal, the slave cylinder may be hydraulically pressurized, whereby an actuator of the transmission clutch may be disengaged from the slave cylinder to engage the clutch elements To bring the transmission clutch in frictional contact.
  • the wall body has a hydraulic channel for connection to a
  • the hydraulic channel can be introduced for example as a blind hole in the radial direction in the wall body of the intermediate wall. Through an opening in the radial direction, this opening can also be formed by slave cylinder itself, the hydraulic channel can be easily connected hydraulically to the slave cylinder.
  • a hydraulic passage through the transmission housing via the partition can be achieved in a particularly simple manner. Hydraulic hoses inside the motor vehicle transmission are not required to pressurize the slave cylinder can.
  • the wall body particularly preferably has a fastening element for receiving a substantially ceiling-shaped wet-room seal.
  • the intermediate wall can extend up to a housing wall of the gear housing, it is possible to connect the wet room seal particularly far radially outside with the intermediate wall.
  • This makes it possible to embrace a plurality of components arranged radially within the wet-space seal of the wet-room seal, so that a corresponding number of components, in particular a gear coupling designed as a wet clutch, can be arranged in an oil chamber of the motor vehicle transmission.
  • the wet-room seal can, in particular, embrace the torque introduction shaft and / or the transmission input shaft at the end, in order to separate the oil space from a drying space.
  • Radially inside, the wet seal for example, via a radial shaft seal on a particular rotating at engine speed power transmission element, such as a starter ring or a flywheel, sealingly.
  • the wall body can be a passage opening for the game-afflicted
  • the intermediate wall can be simply plugged onto the torque introduction shaft and / or the transmission input shaft or the torque Inlet shaft and / or the transmission input shaft can be easily inserted into the partition. Due to the clear play of the passage opening a simple assembly is then ensured and at the same time already achieved a first orientation of the torque introduction shaft and / or the transmission input shaft via the intermediate wall, so that the connection of the wall body with the torque introduction shaft via the shaft bearing is simplified accordingly.
  • the invention further relates to a motor vehicle transmission, in particular dual-clutch transmission, which has a torque input shaft connectable to an engine output and a transmission input shaft connectable to a transmission output. Further, a transmission clutch for coupling the torque introduction shaft is provided with the transmission input shaft.
  • a motor vehicle transmission in particular dual-clutch transmission
  • a transmission clutch for coupling the torque introduction shaft is provided with the transmission input shaft.
  • an attachable with a housing part intermediate wall for supporting both the torque input shaft and for mounting a clutch cylinder of the transmission clutch is provided.
  • the intermediate wall may be formed and developed as described above. Characterized in that the intermediate wall supports both the torque introduction shaft and the clutch cylinder, the structure of the motor vehicle transmission can be significantly simplified. In particular, several concentric nested components are avoided, so that the tolerances in the radial direction are less and less.
  • the intermediate wall is arranged in the axial direction between the transmission clutch and a starter ring which can be connected to a motor for introducing force onto the torque introduction shaft.
  • the starter ring, a crankshaft and / or a flywheel can be arranged in one direction from the intermediate wall, wherein in the other direction the transmission clutch, the transmission input shaft and / or the individual gears can be arranged.
  • the support bearing may be connected to the wall body of the intermediate wall.
  • the clutch cylinder has a first cylinder portion, to which a first clutch element set is connected, and a second cylinder portion for connection to the support bearing, wherein the second cylinder portion has a different diameter from the first cylinder portion.
  • the diameter of the second cylinder section is in particular smaller than the diameter of the first cylinder section.
  • the first cylinder portion and the second cylinder portion may be substantially completely juxtaposed and, for example, be joined together in a jump-like manner via a step-shaped course in cross section. It is also possible for the first cylinder section and the second cylinder section to be arranged substantially coaxially relative to one another and to be connected, for example, via a substantially C-shaped connection, which has been produced in particular by forming. Due to the different diameter of the first cylinder portion and the second cylinder portion, it is not necessary that the outer diameter of the support bearing corresponds to the diameter of the first cylinder portion. In particular, a support bearing with a significantly smaller diameter can be used without it being necessary to reduce the diameter of the first cylinder section as well.
  • the diameter of the first cylinder section can in particular be chosen to be particularly large in order to be able to optimally utilize the installation space in the radial direction. This makes it possible to provide the largest possible friction surface between the first coupling element set and the second coupling element set. Due to the large friction surface, it is possible to reduce the number of coupling elements and thus to reduce the space of the transmission clutch in the axial direction.
  • the intermediate wall can be connected to a substantially ceiling-shaped wet-room seal, wherein the wet-space seal separates an oil space from a drying space and the transmission coupling is arranged completely in the oil space.
  • the transmission clutch can thus be operated as a wet clutch, which can improve the heat dissipation during coupling.
  • the wet-space seal may, for example, be of substantially annular design and embrace an end face of the torque introduction shaft and / or of the transmission input shaft in the shape of an umbrella.
  • the wet-space seal may in particular be connected radially on the outside to the intermediate wall and may rest in a sealing manner radially inward, in particular via a radial shaft sealing ring, for example, on an extension of the crankshaft or the starter ring.
  • the intermediate wall has a shaft bearing for mounting the torque introduction shaft and a support bearing for mounting the clutch cylinder, wherein the shaft bearing and the support bearing are arranged in the oil chamber.
  • Both the shaft bearing and the Support bearings can be lubricated well, which increases the life.
  • the shaft bearing and the support bearing can be securely attached to a corresponding projection and / or in a corresponding recess of the wall body of the intermediate wall.
  • the wet-space seal has a shoulder for the radial arrangement of at least one part of a starter ring and / or at least part of a weight body of a centrifugal pendulum.
  • a pre-translation between the starter ring and the torque introduction shaft can be made radially inward to the torque introduction shaft, so that space for the starter ring and / or the centrifugal pendulum can be created radially outward to the torque introduction shaft by an appropriate design of the wet-space seal.
  • the centrifugal pendulum may be connected to a flywheel, which in turn may be connected to the crankshaft.
  • the starter ring may be connected to the flywheel and / or to the crankshaft.
  • an oil pump operated at substantially engine speed is provided in the oil region, wherein the oil pump is in particular connected to a housing part, in particular a driven shaft, which is driven at substantially engine speed.
  • the oil pump may be designed, for example, as a gear pump, wherein in particular the inner gear of the gear pump is attached to the driven motor speed housing part. This allows a very compact and space-efficient design of the oil pump.
  • the torque introduction shaft has a hollow channel, wherein the
  • Hollow channel is connected in particular with an oil line. This makes it possible to pump oil into the oil region of the motor vehicle transmission via the torque introduction shaft and in particular to supply the transmission designed as a wet clutch transmission pump clutch with oil.
  • the transmission clutch and the intermediate wall is arranged at an end pointing to an engine or at an end facing away from the engine of the transmission input shaft.
  • the transmission clutch and the intermediate wall can thus be arranged in particular either in the region of one end or of the other end of the transmission input shaft.
  • the gear wheels of the individual gears can be arranged directly behind one another.
  • a differential gear further center in a motor vehicle, whereby the length of the shortest drive shaft for the drive wheels can be extended.
  • a first housing part and a second housing part are provided and the intermediate wall is arranged between the first housing part and the second housing part.
  • the intermediate wall may for example have an outer flange, so that the intermediate wall can be clamped in a screwing of the first housing part with the second housing part between the first housing part and the second housing part.
  • the intermediate wall can in particular form a part of the outside of the transmission housing.
  • the partition can alternatively be integrated in one of the two housing parts.
  • FIG. 1 shows a schematic sectional view of a part of a motor vehicle transmission in a first embodiment
  • FIG. 2 shows a schematic sectional view of a part of a motor vehicle transmission in a second embodiment.
  • the motor vehicle transmission 10 shown in FIG. 1 has a crankshaft 12, to which a flywheel 14 is connected.
  • a weight body 16 of a centrifugal pendulum 18 is slidably connected to the flywheel 14.
  • a starter ring 20 is connected, which is connected via a pre-translation 22 with a torque introduction shaft 24.
  • the torque introduction shaft 24 is designed as a hollow shaft and has a hollow channel 26.
  • the hollow channel 26 is hydraulically connected to an oil supply 28, from which via the oil passage 26 via a radial opening 30 oil in a trained as a wet clutch transmission clutch 32 can be pumped.
  • the transmission clutch 32 has a clutch cylinder 34, which has a first cylinder portion 36 and a second cylinder portion 38, wherein the second cylinder portion 38 has a smaller diameter than the first cylinder portion 36.
  • first cylinder portion 36 is a first coupling element set with a plurality of first coupling elements 40 connected, which can produce a frictional connection with second coupling elements 42.
  • the second coupling elements 42 are connected to the torque introduction shaft 24.
  • the torque introduction shaft 24 is connected via a shaft bearing 44 with an intermediate wall 46.
  • the clutch cylinder 34 is also rotatably connected via a support bearing 48.
  • a slave cylinder 52 is integrated, which can be acted upon via a provided in the wall body 50 of the intermediate wall 46 hydraulic channel 54 with the pressure to disengage an actuator 56 can.
  • the first plate elements 40 can be pressed onto the second plate elements 42.
  • the intermediate wall 46 further has a fastening element 57 with which a substantially ceiling-shaped wet-room seal 58 is fastened.
  • the wet-room seal 58 has, radially on the outside, a shoulder 60, through which the wet-room seal 58 springs back onto the intermediate wall 46.
  • paragraph 60 it is possible to put the starter ring 20 in this area something to the intermediate wall 46 and to create enough space for the weight body 16 of the centrifugal pendulum 18.
  • the intermediate wall 46 further has a passage opening 61 through which the torque introduction shaft 24 and / or a transmission input shaft 62 can be performed with play.
  • the torque introduction shaft 24 is rotatably supported by a needle bearing 64 within the transmission input shaft 62.
  • the transmission input shaft 62 is connected to the clutch cylinder 34 and thereby to the first coupling elements 40.
  • the connecting plate 66 may be connected via a toothing or the like with the transmission input shaft 62, so that in the circumferential direction a frictional connection takes place, while in the axial direction, the connecting plate 66 can be moved relative to the transmission input shaft 62. Thereby, the relative movement of the connecting plate 66 due to the displacement of the clutch cylinder 34 when closing the transmission clutch 32 can be compensated.
  • the transmission clutch 32 and the intermediate wall 46 are not arranged at the end of the transmission input shaft 62 facing the engine, but at the end of the transmission input shaft 62 facing away from the engine
  • the wall body 50 of the intermediate wall 46 is fastened between a first housing part 68 and a second housing part 70 such that the intermediate wall 46 forms part of the outside of the gear housing.
  • a shaft 72 is provided in the radially inner region, which is connected via the starter ring 20 with the crankshaft 12 and thereby driven at engine speed. With the shaft 72, an oil pump 74 is connected, which is formed for example as a gear pump, the inner gear may be connected to the shaft 72.
  • the oil pump 74 can pump oil into the hollow channel 26 of the torque introduction shaft 24 via an oil line 76.
  • the shaft 72 may be supported and supported via another bearing 78.
  • the bearing 78 can be performed, for example, as a needle bearing or roller bearings.
  • the pump 74 may be connected to the shaft 72 via a gearing or similar axially displaceable connection to compensate for tolerances and temperature differences between the housing parts 68, 70 and the shaft 72.
  • the shaft 72 can be designed so that the shaft 72 acts as a torsional vibration damper due to its Torsionsstei-.
  • centrifugal pendulum arranged on the motor side in the exemplary embodiments can alternatively be arranged at the end facing away from the engine. Furthermore, the centrifugal pendulum can be replaced by a resilient element for torsional vibration damping, for example, a dual-mass flywheel.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne une cloison (46) pour une boîte de vitesses de véhicule à moteur, notamment une boîte de vitesses à double embrayage, qui comporte un corps de cloison (50) pour fixer la cloison dans au moins une partie de carter. Selon l'invention, la cloison comporte un palier d'arbre (44) logé dans le corps de cloison pour monter un arbre (24) d'introduction de couple de rotation et un palier d'appui (48) logé dans le corps de cloison pour monter un cylindre (54) d'un embrayage de boîte de vitesses, notamment d'un embrayage à bain d'huile, destiné à accoupler l'arbre d'introduction de couple de rotation et un arbre d'entrée de transmission. La liaison du palier d'arbre et du palier d'appui à la cloison permet de simplifier la structure de la boîte de vitesses du véhicule et de réduire les tolérances dans la direction radiale.
PCT/DE2010/000911 2009-08-20 2010-08-02 Cloison et boîte de vitesses de véhicule à moteur WO2011020456A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201080032412.3A CN102483104B (zh) 2009-08-20 2010-08-02 隔板和汽车变速器
DE112010003313.7T DE112010003313B4 (de) 2009-08-20 2010-08-02 Zwischenwand und Kraftfahrzeuggetriebe

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009038194 2009-08-20
DE102009038194.5 2009-08-20

Publications (1)

Publication Number Publication Date
WO2011020456A1 true WO2011020456A1 (fr) 2011-02-24

Family

ID=43017060

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2010/000911 WO2011020456A1 (fr) 2009-08-20 2010-08-02 Cloison et boîte de vitesses de véhicule à moteur

Country Status (3)

Country Link
CN (1) CN102483104B (fr)
DE (2) DE112010003313B4 (fr)
WO (1) WO2011020456A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111637212A (zh) * 2020-05-31 2020-09-08 重庆青山工业有限责任公司 Dct变速器内离合器的定位机构

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012214591B4 (de) * 2012-08-16 2015-08-20 Ford Global Technologies, Llc Doppelkupplung für ein Getriebe
JP2019127983A (ja) * 2018-01-24 2019-08-01 日本電産サンキョー株式会社 クラッチ装置、および洗濯機
DE202023002715U1 (de) 2023-03-16 2024-03-11 Schaeffler Technologies AG & Co. KG Gehäusezwischenwand und Motor-Getriebe-Anordnung

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2085897A (en) * 1933-04-10 1937-07-06 Clark Equipment Co Drive for rail cars
JPH04191532A (ja) * 1990-11-26 1992-07-09 Honda Motor Co Ltd クラッチレリーズ装置
FR2862025A1 (fr) * 2003-11-06 2005-05-13 Peugeot Citroen Automobiles Sa Element de transmission a double embrayage pour chaine de traction hybride de vehicule automobile equipe d'un tel element
US20050252745A1 (en) * 2004-05-14 2005-11-17 Joseph Vanselous Dual clutch assembly for a motor vehicle powertrain
FR2871209A1 (fr) * 2004-06-03 2005-12-09 Peugeot Citroen Automobiles Sa Element de transmission a embrayages humides pour chaine de traction hybride de vehicule automobile, procede de lubrification et/ou de refroidissement, et de commande associe, et vehicule automobile equipe d'un tel element
WO2006086704A2 (fr) 2005-02-10 2006-08-17 Borgwarner Inc. Configuration de chaine cinematique pour mecanisme de transmission a double embrayage
DE102005044225A1 (de) * 2005-06-22 2006-12-28 Zf Friedrichshafen Ag Elektromotorisches Antriebsmodul
DE102005040770A1 (de) * 2005-08-29 2007-03-08 Zf Friedrichshafen Ag Antriebsstrang eines Hybridfahrzeuges
DE102007008946A1 (de) * 2006-02-27 2008-02-14 Borgwarner Inc., Auburn Hills Mehrfachkupplung für ein Fahrzeug mit einem Hybridantrieb

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1548313B2 (fr) * 2003-12-23 2016-09-28 Schaeffler Technologies AG & Co. KG Dispositif de transmission de couple et train d'entraînement le comprenant
EP1748206A3 (fr) * 2005-05-19 2007-02-21 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif de transmission de couple
DE102006034945A1 (de) * 2006-07-28 2008-04-10 Zf Friedrichshafen Ag Antriebsanordnung für ein Hybridfahrzeug

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2085897A (en) * 1933-04-10 1937-07-06 Clark Equipment Co Drive for rail cars
JPH04191532A (ja) * 1990-11-26 1992-07-09 Honda Motor Co Ltd クラッチレリーズ装置
FR2862025A1 (fr) * 2003-11-06 2005-05-13 Peugeot Citroen Automobiles Sa Element de transmission a double embrayage pour chaine de traction hybride de vehicule automobile equipe d'un tel element
US20050252745A1 (en) * 2004-05-14 2005-11-17 Joseph Vanselous Dual clutch assembly for a motor vehicle powertrain
FR2871209A1 (fr) * 2004-06-03 2005-12-09 Peugeot Citroen Automobiles Sa Element de transmission a embrayages humides pour chaine de traction hybride de vehicule automobile, procede de lubrification et/ou de refroidissement, et de commande associe, et vehicule automobile equipe d'un tel element
WO2006086704A2 (fr) 2005-02-10 2006-08-17 Borgwarner Inc. Configuration de chaine cinematique pour mecanisme de transmission a double embrayage
DE102005044225A1 (de) * 2005-06-22 2006-12-28 Zf Friedrichshafen Ag Elektromotorisches Antriebsmodul
DE102005040770A1 (de) * 2005-08-29 2007-03-08 Zf Friedrichshafen Ag Antriebsstrang eines Hybridfahrzeuges
DE102007008946A1 (de) * 2006-02-27 2008-02-14 Borgwarner Inc., Auburn Hills Mehrfachkupplung für ein Fahrzeug mit einem Hybridantrieb

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111637212A (zh) * 2020-05-31 2020-09-08 重庆青山工业有限责任公司 Dct变速器内离合器的定位机构

Also Published As

Publication number Publication date
DE102010033070A1 (de) 2011-02-24
CN102483104B (zh) 2015-06-17
CN102483104A (zh) 2012-05-30
DE112010003313B4 (de) 2019-10-31
DE112010003313A5 (de) 2012-05-31

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