WO2016202583A1 - Transmission à double embrayage et transmission de véhicule automobile - Google Patents

Transmission à double embrayage et transmission de véhicule automobile Download PDF

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Publication number
WO2016202583A1
WO2016202583A1 PCT/EP2016/062302 EP2016062302W WO2016202583A1 WO 2016202583 A1 WO2016202583 A1 WO 2016202583A1 EP 2016062302 W EP2016062302 W EP 2016062302W WO 2016202583 A1 WO2016202583 A1 WO 2016202583A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
clutch
output shaft
transmission
dual
Prior art date
Application number
PCT/EP2016/062302
Other languages
German (de)
English (en)
Inventor
Udo Bernhardt
Original Assignee
Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie 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 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg filed Critical Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg
Priority to DE112016002706.0T priority Critical patent/DE112016002706B4/de
Priority to CN201680034925.5A priority patent/CN108093645A/zh
Publication of WO2016202583A1 publication Critical patent/WO2016202583A1/fr

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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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0807—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with gear ratios in which the power is transferred by axially coupling idle gears
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0826—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • F16H2057/0216—Intermediate shaft supports, e.g. by using a partition wall
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Definitions

  • the present invention relates to a dual-clutch transmission having an input shaft assembly having a first input shaft and a second input shaft, with a first partial transmission, which is associated with the first input shaft, and with a second partial transmission, which is associated with the second input shaft, with a a first output shaft and a second output shaft, wherein the output shafts are each assigned a driven gear, with a plurality of wheelsets, each having a loose wheel and thus engaged stationary wheel, wherein a first wheel of the wheelsets is assigned to one of the partial transmission and an associated first Losrad has, which is rotatably mounted on one of the output shafts, wherein a second set of wheelsets is assigned to the other partial transmission and has an associated idler gear which is rotatably mounted on the same output shaft, wherein the first gearset associated first idler gear and the second n wheelset assigned idler gear can be connected to one another via a lock-up clutch to set up a Windungsgangshake, as has become known from the document DE 10
  • Dual clutch transmissions are generally known for use in motor vehicles, such as passenger cars. These have two partial transmissions, wherein a partial transmission, for example, the straight gear ratios are assigned, and the other partial transmission, the odd gear ratios.
  • the input shafts can be connected to a dual-clutch arrangement which has two independently operable friction clutches. Drive power is actively guided via a partial transmission. In the respective inactive partial transmission then a gear can be selected.
  • Dual clutch transmission of this type are generally designed as a spur gear in countershaft design. It is generally known for installation in the longitudinal direction in a motor vehicle to arrange an input shaft assembly coaxial with an output shaft assembly, wherein the dual clutch transmission in this case having a countershaft. Such dual clutch transmissions build very long in the axial direction.
  • Such a dual-clutch transmission is known for example from the document DE 10 2008 050 964 A1.
  • This document also discloses a switchable double wheel with a first wheel body and a second wheel body, which are rotationally coupled to each other, wherein a rotatably provided with the first wheel body bearing sleeve is provided which has a first storage area for supporting the second wheel body.
  • a clutch for rotationally fixed coupling of the wheel body is arranged between the two wheel bodies viewed in the axial direction.
  • a wheel set or at least one loose wheel can be saved, as can it the document DE 10 2013 104 468 A1 basically known.
  • a lock-up clutch in the region of an output shaft, it may be that at one output shaft much more clutches, such as clutches, are arranged, as on the other output shaft. This increases the overall axial space.
  • first gearset associated with the first idler gear, the second gearset associated further idler gear and a loose wheel are mounted on one output shaft, which is associated with a reverse gear, in this order from a transmission input.
  • the first gear set associated with the first idler gear is preferably used exclusively to establish a Windungsgangshake.
  • this first idler gear is preferably rotatably mounted with respect to a further idler gear, in particular the idler gear associated with the second gearset, and is preferably not connectable to the one output shaft.
  • a first idler gear associated clutch device or synchronization is designed as a one-sided clutch, so as a clutch pack having only a single clutch. This clutch is preferably designed to non-rotatably connect the first idler gear to the idler gear associated with the second gearset for establishing the winding gear stage.
  • the one output shaft to which the first idler gear, the further idler gear and the reverse gear associated idler gear are stored, is preferably the second output shaft.
  • a diameter of a driven gear of the second output shaft is preferably larger than a diameter of the driven gear of the first output shaft.
  • the second output shaft is, in the installed state of the dual clutch transmission in a vehicle, preferably higher than the first output shaft.
  • this stepped reverse gear is located on the first output shaft, which preferably has the output gear with the smaller outer diameter or pinion diameter.
  • the wheel set formed as a result implements a double use, on the one hand the setting up of a forward gear stage and on the other hand the provision of a loose wheel for setting up a Windungsgangshake.
  • the above object is achieved in the above-mentioned dual-clutch transmission characterized in that at the one output shaft except the first wheelset assigned to the first idler gear and the second wheel set associated further idler gear no further idler gear is mounted, which is associated with a forward gear.
  • a so-called "packing” plays an important role.
  • a so-called "side rail” is often provided, which can serve in particular for stiffening.
  • a so-called “subframe” is often provided, which also limits the installation space.
  • the present invention has been realized in particular in consideration of these and / or other aspects of the package boundary conditions in the engine compartment of a motor vehicle.
  • the first set of wheels has a second idler gear which is rotatably mounted on the other output shaft and by means of an associated clutch with this is connectable to insert a first gear set associated gear.
  • the first gear on a fixed gear which is preferably rigidly connected to one of the input shafts, and a first idler gear, which is rotatably mounted on the one output shaft, and a second idler gear, which is rotatably mounted on the other output shaft is.
  • the idler gear which is rotatably mounted on the one output shaft is provided for establishing a bridging between the subtransmissions in order to realize a winding gear stage.
  • the second idler gear is provided for engaging and disengaging the gear, which is associated with the first wheel.
  • the first and the second input shaft are preferably arranged coaxially with each other, wherein one of the input shafts is arranged as a hollow shaft around the other input shaft around.
  • the plurality of wheelsets each have a fixed gear.
  • the fixed wheels are preferably rigidly or non-rotatably coupled to the first or the second input shaft.
  • the loose wheels of the wheelsets are preferably each rotatably mounted on one of the output shafts.
  • a winding gear step is the forward gear step 1 which is usually used for starting the motor vehicle.
  • forward gear ratios and 2 reverse gear stages can be realized in one embodiment.
  • a loose wheel depending on the switching position of the lock-up clutch, can set the forward speed 1 or 2.
  • any other idler gear may also be used to establish two gear ratios, one with, one without, depending on the position of the lock-up clutch.
  • six forward gears and one reverse gear are achievable gears.
  • This forward gear stage can be, for example, the forward gear stage 2.
  • the reverse gear associated idler gear is rotatably mounted on one of the output shafts, whereas the idler gear 2 associated idler gear is rotatably mounted on the other output shaft, wherein the idler gears of the reverse gear and the forward gear 2 are engaged with each other in this way, to be able to realize a reversal of the direction of rotation for the reverse gear stage, without providing a separate direction of rotation reversal shaft.
  • the idler gear of the reverse gear stage engages with a gear which is rigidly connected to the idler gear of the forward gear stage 2, which is thus formed as a Doppellosrad.
  • This can contribute to a radial compactness of the dual-clutch transmission.
  • the clutches used in the dual-clutch transmission may be jaw clutches, but are preferably synchronous clutches, in particular with lock-synchronization.
  • the second wheelset associated further idler gear is assigned to the highest forward gear.
  • This first measure allows this a favorable gradation between a regular forward gear and the Windungsgangshake.
  • this formulation generally refers to the highest forward gear of those forward gears that are actually established during operation.
  • the highest forward gear is the forward gear 6.
  • the highest forward gear speed stage is the forward gear stage 7. This is especially true even if higher forward gear ratios could be set up based on the wheelset structure, for example, using a winding gear stage.
  • the highest Vorwartsgangrun which is set up for the operation of the dual clutch transmission, a Vorwartsgangrun that is realized without lock-up clutch, so represents no Windungsgangprocess. Since the highest forward gear ratio is established relatively frequently during operation, the overall efficiency can thereby be optimized.
  • the highest forward gear is shown as Windungsgangski.
  • the forward gear 7 can be set up as a winding gear, for example using the lock-up clutch and the forward gear 5 gear set.
  • a clutch for the highest forward gear and a clutch for the reverse gear between the second gearset associated further idler gear and a loose wheel are arranged, which is associated with a reverse gear.
  • one of the gear stage 5 associated idler gear, one of Gear stage 4 associated idler gear and the gear stage 2 associated idler gear are stored, and preferably seen in this order from a transmission input.
  • the idler gear assigned to the gear stage 5 is preferably part of the first wheel set, so that a double use is realized for this wheel, namely on the one hand the ability to use the provided on the one output shaft idler gear to establish a Windungsgangshake and on the other hand, the use of at the other output shaft associated idler gear for setting up the gear 5.
  • each representing a separate invention in conjunction with the preamble of claim 1 a housing of the dual clutch transmission to a bearing plate on which the input shaft assembly and / or at least one of the output shafts is rotatably mounted, wherein the Bearing plate is arranged in the axial direction between the output gears and a wheel, and / or wherein a rotary basket is rotatably supported by a housing received in the differential for distributing drive power to the bearing plate.
  • the housing preferably has a gear housing in the manner of a housing pot, whose closed axial end is opposite to the transmission input. In the region of this closed end, the input shaft arrangement and preferably also the output shafts are rotatably mounted.
  • the bearing plate is preferably provided.
  • the bearing plate is preferably produced as a separate component and firmly connected to the transmission housing, preferably via a plurality of circumferentially distributed fastening elements.
  • the Bearing plate is arranged between the output gears (ie the Final Drive wheelset) and a wheelset and / or a parking brake wheel of the dual clutch transmission. In this way, the storage can be improved, in particular with respect to the wheelset, which is adjacent to the bearing plate. Overall, if necessary, an axially shorter design can be realized.
  • the output gears are cantilevered.
  • the housing is preferably constructed in three parts, including the gear housing, a clutch housing which closes the gear housing pot and receives a dual clutch assembly, and the bearing plate.
  • a differential that is drivable by the output gears and serves to distribute drive power to driven wheels is also preferably received in the transmission housing.
  • the bearing plate is also used in the preferred embodiment to rotatably support one axial side of a rotating cage (differential cage) of the differential.
  • a second axial side of the rotating basket is preferably rotatably supported by the clutch housing in this case.
  • a disc spring assembly can axially bias the differential and differential cage bearing assembly.
  • the bearing plate extends in the radial direction preferably from an upper side of the transmission housing to an underside of the differential.
  • the bearing plate is, as mentioned, preferably fixed by means of a plurality of fasteners such as screws on the transmission housing, preferably only on the transmission housing (ie not on the clutch housing). At least one of the fasteners is disposed below the mounting of the differential rotary basket.
  • the bearing plate has recesses or axial through holes, which allow an exchange of fluid between the axial sides of the bearing plate. As a result, lubrication of the output gears can be ensured in particular.
  • the rotary bearings on the bearing plate are preferably realized by rolling bearings, which are accommodated in corresponding bearing points of the bearing plate.
  • the output gears are disposed between the bearing plate and the clutch housing of the housing.
  • the clutch housing is preferably provided in the region of the transmission input and can close the transmission housing in the axial direction fluid-tight. However, in some cases, the clutch housing and the transmission housing may also share a fluid sump.
  • the clutch housing can also be advantageously used in some cases to support a clutch hub on which a dual clutch assembly is rotatably mounted.
  • the bearings are preferably overlapping in the axial direction in a radial plane.
  • an axially compact design can be realized.
  • the bearing plate itself can be realized structurally favorable, since the bearing plate preferably has to transmit substantially no oblique forces, but essentially radial forces.
  • the idler gear on which the direction of rotation reversal gear is fixed rigidly, is preferably that idler gear over which the forward gear stages 1 and 2 are realized.
  • the forward gear 1 is hereby preferably as the Windungsgangshake realized so that the power flow is passed from one input shaft to the other input shaft and then to this idler gear.
  • the gear stage 2 is preferably realized in this embodiment in a conventional manner by this idler gear is rotatably connected to the associated output shaft.
  • the gear ratio for the reverse gear stage can be freely selected to a large extent.
  • the ratio of the reverse gear is not firmly coupled to the gear ratio of the ratio 2, such as in the prior art of document DE 10 2013 108 455 A1.
  • a parking lock gear is fixed to the one output shaft, wherein the parking lock gear is preferably arranged axially adjacent to the lock-up clutch.
  • the lock-up clutch is in this embodiment part of a unidirectional clutch pack.
  • the clutch pack can build more compact in the axial direction and the parking lock gear can be directly adjacent to the lock-up clutch.
  • this makes it possible to achieve a more compact design, since the lockup clutch does not have to be combined with a further shift clutch for setting up a forward gear and the parking lock gear therefore has to be closer to the first idler gear in the axial direction of the first set of wheels can be arranged to realize an axially compact design.
  • an axial distance between the input shaft arrangement and the one output shaft is greater than an axial distance between the input shaft arrangement and the other output shaft.
  • particularly favorable gear increments can be realized.
  • the diameter and / or the number of teeth of the one output gear is greater than the diameter and / or the number of teeth of the other output gear.
  • the one output gear is preferably that on which the lock-up clutch is arranged.
  • the second idler gear of the first gearset associated clutch and a clutch for a loose wheel of a wheelset which is associated with a further gear stage of a partial transmission integrated into a clutch pack.
  • the idler gear associated with the second wheel set is connected to a hollow shaft section, on the outer circumference of which the first wheel set associated first idler gear is rotatably mounted.
  • a clutch pack for the lock-up clutch and a clutch pack for two idler gears on the other output shaft are aligned in the axial direction with each other ,
  • the operation of the clutch packs can be simplified, and it can optionally be achieved an axially compact design.
  • first gearset associated first idler gear and the second gearset associated idler gear are arranged in the axial direction directly adjacent to each other. This also makes the dual-clutch transmission can be realized axially compact.
  • a directly adjacent arrangement is intended to mean that, in particular, no clutch is arranged between idler gears. It is understood that for relative rotatability optionally thrust bearings, thrust washers or the like are arranged between the idler gears, which should be encompassed by the term of direct neighborhood.
  • a parking brake wheel is fixed to the one drive shaft.
  • the one drive shaft is preferably arranged closer to an actuator than the other drive shaft, so that the parking lock of the dual-clutch transmission is easier to operate by this measure.
  • the existing in the field of a drive shaft space in this way can be better utilized, so that there is an axially compact design.
  • a vehicle transmission in particular in the form of a dual-clutch transmission of the type described above, with an input shaft assembly having at least one input shaft, with an output shaft assembly having at least one output shaft the output shaft is associated with a driven gear, with a plurality of sets of wheels, each having a loose wheel and thus engaging a fixed gear, and with a housing in which the input shaft assembly, the output shaft assembly and the wheel sets are accommodated, wherein the housing is a transmission housing and a bearing plate fixed to the transmission housing, wherein the input shaft assembly and / or the output shaft Order is rotatably mounted on the bearing plate, and wherein the bearing plate is arranged in the axial direction between the output gear and a wheel of the wheelsets and / or a differential for distributing drive power to the bearing plate is rotatably mounted.
  • the housing may, as in the above embodiment of a dual-clutch transmission, be constructed as a three-part housing.
  • the vehicle transmission may be implemented in terms of the structure of the bearing plate and the structure of the housing, as described above in relation to preferred embodiments of the dual clutch transmission.
  • the vehicle transmission may be formed as a manual transmission in countershaft design with an input shaft and an output shaft may be formed as an automated transmission with such a layout, or may be formed as a manual transmission with an input shaft and two output shafts, etc.
  • the output gear is preferably arranged at an axial end of the output shaft, which faces a clutch assembly which is connected to the input shaft assembly.
  • the clutch assembly may be a simple starting and separating clutch, but may also be a double clutch.
  • the differential is preferably mounted by means of a radial bearing rotatably mounted on the bearing plate.
  • the radial bearing for mounting the differential in particular a rotating basket of the differential, may be axially biased, wherein an axial biasing device is preferably supported on the transmission housing.
  • the bearing plate is preferably arranged in the embodiment of the differential directly adjacent to the transmission housing in this embodiment, and preferably screwed in this area with the transmission housing or fastened in any other way.
  • the Radial bearing for supporting the differential may be a tapered roller bearing, which is axially supported on the transmission housing, for example via the axial biasing means.
  • another axial end of the differential or differential cage is rotatably supported by a radial bearing on a clutch housing of the housing.
  • the radial bearing by means of which the differential is mounted on the coupling housing, may preferably be supported in the axial direction of the coupling housing, so that the bearing is preferably designed as a radial / thrust bearing (for example, tapered roller bearing), which is preferably also biased by the axial biasing means ,
  • the bearing plate preferably has axial openings in order to ensure a fluid exchange for lubrication of the wheelsets and the driven gear.
  • a bearing for supporting the input shaft assembly preferably a bearing for supporting the input shaft assembly, a bearing for supporting the output shaft assembly and / or a bearing for supporting the differential in the axial direction, so that these the bearing plate supported bearings are axially aligned with each other. It may be preferred if at least two of these three bearings are aligned axially with each other.
  • the bearing plate can be used to support the input shaft assembly and / or the output shaft assembly. If the output shaft arrangement has two output shafts, it is conceivable that only one of the output shafts is rotatably mounted on the bearing plate.
  • the bearing plate is fixed to the transmission housing and / or on the coupling housing.
  • the coupling housing can be used to a bearing axially support, by means of which the input shaft assembly is rotatably mounted on the bearing plate.
  • the bearing plate may extend perpendicular to the transmission shafts so that at least one shaft is supported thereon, preferably a plurality of transmission shafts.
  • the bearing plate may extend across the cross-section of the transmission housing, but extends in a preferred embodiment, in the radial direction beyond, so that the bearing plate is also usable for supporting the differential.
  • Figure 1 is a schematic longitudinal sectional view of a drive train of a
  • Figure 2 is a schematic longitudinal sectional view through another embodiment of a dual-clutch transmission of the prior art (DE 10 2013 108 455 A1);
  • Figure 3 is a schematic longitudinal sectional view through a further embodiment of a dual-clutch transmission of the prior art (DE 10 2013 108 455 A1); and Figure 4 is a schematic longitudinal sectional view through a further embodiment of a dual-clutch transmission of the prior art (DE 10 2013 108 455 A1);
  • Figure 5 is a longitudinal sectional view through an embodiment of a dual-clutch transmission according to the invention.
  • FIG. 6 shows a table with a representation of the clutches connected at specific gear stages.
  • a drive train for a motor vehicle is shown schematically in longitudinal section and generally designated 10.
  • the powertrain 10 includes a drive motor 12, such as an internal combustion engine.
  • the drive train 10 has a dual-clutch arrangement 14 that includes a first friction clutch 16 and a second friction clutch 18. Input members of the two friction clutches 16, 18 are connected to a drive shaft of the drive motor 12.
  • the powertrain 10 has a dual-clutch transmission 20 having an input shaft assembly with a first input shaft 22 and a second input shaft 24.
  • the first input shaft 22 is connected to an output member of the first friction clutch 16.
  • the second input shaft 24 is connected to an output member of the second friction clutch 18.
  • the first input shaft 22 is formed as an inner shaft.
  • the second input shaft 24 is formed as a hollow shaft arranged concentrically therewith.
  • the dual-clutch transmission 20 has a first partial transmission 26, which is associated with the even gear stages, and a second partial transmission 28, which is associated with the odd gear ratios.
  • the dual-clutch transmission 20 has a first countershaft in the form of a first output shaft 30 and a second countershaft in the form of a second output shaft 32.
  • the output shafts 30, 32 are each aligned parallel to the input shaft assembly.
  • the output shafts 30, 32 are connected via a drive wheel set 34 to a differential 36 of the drive train 10, by means of which drive power can be distributed to two driven wheels 38L, 38R.
  • the dual-clutch transmission 20 has a plurality of wheelsets, each having at least one fixed gear and at least one idler gear.
  • the fixed wheels of all wheel sets are rotatably connected to the first input shaft 22 or to the second input shaft 24.
  • the loose wheels are then each rotatably arranged on the first output shaft 30 or the second output shaft 32.
  • the wheelsets may have a fixed gear and a loose wheel.
  • a wheelset may also have a fixed gear and a loose wheel on the first output shaft 30 and a loose wheel on the second output shaft 32, so that there is a so-called double use, so a fixed gear is associated with two gear ratios.
  • a fixed gear is associated with two gear ratios.
  • Fig. 1 shows some sets of wheels of the dual-clutch transmission, for reasons of clarity, only a few sets of wheels are shown. In particular, Fig. 1 shows no wheelset for a reverse gear.
  • the dual clutch transmission 20 has a gearset 40 which is associated with the gear stage 5.
  • the wheelset 40 includes a fixed gear, which is connected to the second input shaft 24, and a mounted on the second output shaft 32 idler gear, which is connectable by means of a clutch 42 with the second output shaft 32.
  • the dual-clutch transmission 20 includes a gear set 44 which is associated with the gear stage 3.
  • a gear set 48 is provided for the gear 4, having a fixed gear which is connected to the first input shaft 22, and a loose wheel, which is rotatably mounted on the second output shaft 32 and the by means of a clutch 50 with the second output shaft 32 is connectable.
  • the dual-clutch transmission 20 includes a gear set 52 for the gear stage 2, which has a fixed to the first input shaft 22 and a fixed to the first output shaft 30 rotatably mounted idler gear, which is connectable by means of a clutch 54 with the first output shaft 30.
  • the order of the above-mentioned elements of the dual-clutch transmission 20 in the axial direction from the input of the dual-clutch transmission 20 is as follows: wheel set 40, clutch 42, wheel 44, wheel 48, clutch 50, wheelset 52, clutch 54th
  • the differential 36 has a differential input member 60 in the form of a differential gear (e.g., crown gear or the like) which engages both the output gear 56 and the output gear 58, as indicated schematically in FIG.
  • a differential gear e.g., crown gear or the like
  • the dual clutch transmission 20 further includes a lock-up clutch 64, B provided on the second output shaft 32 and configured to connect the first partial transmission 26 and the second partial transmission 28 with each other, so that a Windungsgangshake for establishing the Forward gear stage 1 can be realized, as shown schematically in Fig. 1 at 66.
  • the lock-up clutch 64 serves to connect a first idler gear 68 of the forward gear set 3 to a idler gear 72 of the forward gear 4 gear set 48.
  • the idler gear 68 stands for the forward gear stage 3 with a fixed gear 70 of the wheel set 44 in engagement, which is fixed to the second input shaft 24.
  • the idler gear 72 of the wheelset 48 is engaged with a fixed gear 74, which is fixed against rotation on the first input shaft 22.
  • the power flow for establishing the Windungsgangshake thus goes from the second friction clutch 18 via the second input shaft 24, the wheel 44, the lock-up clutch 64, the wheel 48 toward the first input shaft 22, and from there via the wheelset 52 for the Vorwartsgangshake 2 with closed clutch 54 to the drive wheel 34th
  • the wheelset 44 for the forward gear 3 has a second idler gear 78 which is rotatably mounted on the first output shaft 30. Furthermore, one of the Vorwartsgangmodel 3 associated clutch 80 for connecting the second idler gear 78 of the wheel 44 is disposed on the first output shaft 30.
  • Figs. 2 to 4 further embodiments of drive trains are shown with dual clutch transmissions, which generally correspond to the dual clutch transmission of FIG. 1 in terms of structure and operation. The same elements are therefore provided with the same reference numerals. The following section essentially explains the differences.
  • the powertrain 10 'shown in Fig. 2 comprises a dual-clutch transmission 20' having six forward speed stages and one reverse speed stage.
  • a wheel 52 ' which is assigned to the forward gear 2 and the reverse gear R.
  • Towards the input of the dual-clutch transmission 20 'further includes a wheelset 48' for the forward gear 4, a gear set 84 for the forward gear 6, a gear 40 'for the forward gear 5 and a gear set 44' for the forward gear stage 3rd
  • a clutch for engaging and disengaging the forward gear 6 is shown at 85.
  • the idler gear 86 and the other idler gear of the wheel set 52 ' may be engaged with each other to realize a reversal of direction for setting up the reverse gear R, without having to provide a direction of rotation reversing.
  • the wheelset 48 'for the forward gear 4 has a loose wheel 49 which is rotatably mounted on the second output shaft 32 and by means of a clutch 50' with this is connectable.
  • the clutches 88, 50 ' are integrated in a common clutch pack.
  • a parking lock gear 90 rotatably connected to the second output shaft 32.
  • a loose wheel 68 'of the wheelset 40' (associated with the gear stage 5) and a loose wheel 72 'of the wheelset 84 by means of the lock-up clutch 64 ', B connectable to each other to establish a Windungsgangshake for setting up the forward gear stage 1.
  • a Losradan angel invention which has a primary idler gear in the form of the idler gear 72 'of the wheelset 84.
  • the idler gear 72 ' is rigidly connected to a hollow shaft portion 96 coaxially disposed about the second output shaft 32.
  • the idler gear 68 'of the wheelset 40' is rotatably mounted as a secondary idler gear on the hollow shaft portion 96.
  • the lock-up clutch 64 ', B is on the idler gear 72' of the wheelset 84 remote axial side of the idler gear 68 'of the wheelset 40' arranged.
  • the idler gear 68 'and the idler gear 72' are arranged directly adjacent to each other.
  • the idler gear 49 of the wheelset 48 'and the idler gear 72' of the wheelset 84 are arranged directly adjacent to each other.
  • the idler gear 72 ' is rotatably supported directly between the idler gears 49, 68' on the second output shaft 32.
  • the clutch 85 for connecting the idler gear 72 'of the gear set 84 for the forward gear 6 is integrated with the lock-up clutch 64', B in a clutch pack, on the idler gear 72 'facing away from the axial side of the idler gear 68' of the wheelset 40th '.
  • the parking lock gear is between the so-formed clutch pack 64 ', B, 85, which is actuated by means of a single actuator (shift sleeve), and the output gear 58 is arranged.
  • the gear set 40 'for the forward gear stage 5 includes in addition to the fixed gear 70', which is connected to the second input shaft 24, and the idler gear 68 'rotatably on the second output shaft 32 (or on the outer circumference of the hollow shaft portion 96) rotatably mounted, another idler gear 78 ', with the fixed gear 70' in Engaging and is rotatably mounted on the first output shaft 30.
  • a clutch pack 42', 80 'for engaging and disengaging the forward gear stages 5, 3 is arranged.
  • the clutch pack 42 ', 80' is aligned with the clutch pack 64 ', B, 85 in the axial direction.
  • a clutch 54 ' which is assigned to the forward gear 2, is disposed on the transmission input side facing the idler gear of the wheel 52'. That part of the wheel set 52 'which has the fixed wheel connected to the first input shaft 22 and the idler gear rotatably mounted on the first output shaft 30 may optionally be displaced further in the axial direction to the transmission input, possibly taking suitable measures are to ensure engagement between this idler gear and the other idler gear 86 of the wheelset 52 '.
  • the dual-clutch transmission 20 is therefore feasible with only five Radsatzebenen and two clutch levels, and therefore can build very compact in the axial direction.
  • FIGS. 3 and 4 show modifications of the dual-clutch transmission shown in FIG. 2, which generally correspond to the dual-clutch transmission 20 'of FIG. 2 in terms of design and operation. The same elements are therefore designated by the same reference numerals. The following section essentially explains the differences.
  • the idler gear 49 "of the wheel 48” is rotatably mounted on the second output shaft 32. Accordingly, the clutches 50 ", 88", which are integrated in a clutch pack, are arranged on the second output shaft 32.
  • the dual-clutch transmission 20 "'shown in FIG. 4 differs from the dual-clutch transmission 20" of FIG. 3 in that the idler gear 49 "' of the wheel set 48" ' is arranged on the first output shaft 30, so that its associated clutch 50 "'forms a clutch pack with the clutch 54" of the wheel 52.
  • the clutch 88 for engaging and disengaging the reverse gear R is designed as a simple clutch and still arranged on the second output shaft 32.
  • FIG. 5 shows a drive train 10 with a dual-clutch transmission 20 IV , the dual-clutch transmission 20 IV generally corresponding to the dual-clutch transmission 20 'of FIG. 2 with regard to design and mode of operation.
  • the same elements are therefore designated by the same reference numerals. In the following, the differences are explained essentially.
  • the following elements are arranged axially one behind the other in the following order: the second output gear 58, the parking lock gear 90, the lock-up clutch 64 ', the first idler gear 68' of the wheel set 40 ', the further idler gear 72 'of the gear set 84' for the highest forward gear (in this case the forward gear 6), the clutch 85 IV for the forward gear 6, the clutch 88 for the reverse gear and the idler gear 86 for the reverse gear.
  • the idler gear 72 ' is thus connected by means of a clutch 85 IV to the second output shaft 32, which is integrated with the clutch 88 in a clutch pack, and not with the lock-up clutch 64'.
  • the first output gear 56 On the first output shaft 30, as seen from the transmission input, the following elements are arranged: the first output gear 56, a loose wheel of the gear set 44 'for the forward gear 3, a clutch 80' for the forward gear 3, a clutch 42 'for the gear stage 5, the idler gear 78 'for the forward gear stage 5, wherein the idler gear 78' is part of the wheelset 40 ', the idler gear 49 IV for the forward gear 4, a clutch 50 IV for the forward gear 4, a clutch 54' for the forward gears 2 and 1, and a Losradanowski extract consisting of a loose wheel 53 for the forward gear stages 1 and 2 and a reverse gear 98.
  • the reverse gear 98 is rigidly fixed to the idler gear 53 of the wheel 52 ', preferably on the clutch 54' facing axial side.
  • the shift clutches 80 ', 42' are, as in the embodiment of FIG. 2, integrated into a clutch pack that is axially aligned with the lock-up clutch 64 '.
  • the clutches 54 'and 50 IV are also integrated into a clutch pack that is aligned in the axial direction with the clutch pack that integrates the clutches 88 and 85 IV together.
  • the dual-clutch transmission 20 IV consequently the first idler gear 68 ', the idler gear 72' and a idler gear 86 are mounted on the second output shaft 32, which is associated with the reverse gear, in this order from the transmission input. It is provided that at the second output shaft 32 except the first gearset associated first idler gear 68 'and the second gearset associated further idler gear 72' no further idler gear is stored, which is associated with a forward gear stage.
  • the dual-clutch transmission 20 IV has a housing 100.
  • the housing 100 includes a transmission housing 102 formed by a housing pot having an open axial end facing the transmission input and a closed second axial end facing away from the transmission input. Further, the housing 100 includes a clutch housing 104 flanged to the first axial end of the transmission housing 102 therewith, the clutch housing 104 receiving the dual clutch assembly 14.
  • the housing 100 further includes a bearing plate 106.
  • the input shaft assembly 22, 24 is rotatably supported with respect to the housing 100 by means of a first input shaft bearing 108 and a second input shaft bearing 110.
  • the first bearing 108 is supported on the transmission input facing away from the closed end of the gear housing 102 from.
  • the second bearing 1 10 is supported on the bearing plate 106.
  • the first output shaft 30 is supported by means of a first bearing 1 12 and a second bearing 1 14.
  • the second output shaft 32 is by means of a first bearing 1 16 and a second bearing 1 18 rotatably mounted with respect to the housing 100.
  • the first bearing 1 12, 1 16 of the output shafts 30, 32 are supported on the closed end of the cup-shaped gear housing 102.
  • the second bearing 1 14, 1 18 are based on the bearing plate 106 from.
  • the bearing plate 106 is arranged in the axial direction between the drive wheel 34 and the wheel 44 '. At least two of the fixed bearing plate 106 on the bearing 1 10, 1 14, 1 18 overlap in the axial direction, so that these bearings are axially aligned with each other.
  • the bearing plate 106 is preferably rigidly connected to the transmission housing 102 and lies substantially in a radial plane which is immediately adjacent and parallel to the drive wheel 34.
  • a rotating basket of the differential 36 may also be supported at least in the radial direction of the bearing plate 106.
  • the clutch housing 104 can be used for the axial support of the second input shaft bearing 1 10. Further, the clutch housing 104 may also serve to pivotally mount the rotating cage of the differential 36, on the axial side of the differential 36 remote from the bearing plate 106.
  • the mounting of the rotating cage of the differential 36 may be axially biased, such as by a cup spring assembly 130 between the gear housing and the rolling bearing is shown, which is supported radially on the bearing plate and serves for pivotal mounting of the rotating basket.
  • the bearing plate 106 may have axial through holes to allow fluid exchange, as indicated schematically at 132.
  • the above-described design of a bearing plate of a three-part housing of the dual clutch transmission 20 IV can be applied in a corresponding manner to other types of vehicle transmissions, such as manual transmission in countershaft design, automated manual transmission, etc.
  • Vehicle transmission include an input shaft assembly with two input shafts, or an input shaft assembly consisting of only a single input shaft.
  • the dual clutch transmission may include a simple clutch assembly, or a dual clutch assembly.
  • the dual-clutch transmission is designed so that it realizes exactly six forward gear ratios and one reverse gear stage so that a driver of a vehicle equipped with this dual-clutch transmission has exactly these six forward gear ratios and one reverse gear stage.
  • the wheelsets and tooth numbers are coordinated so that a good spread is realized, as well as a good gear ratio.
  • Fig. 6 shows a shift table of such a transmission with six forward gears and a reverse gear
  • the table shows which clutches are to be inserted for engaging certain gear ratios 1 to 6 and a reverse gear R.
  • the lockup clutch B and the clutch 54 ' are to be closed.
  • the lock-up clutch is not closed in each case.
  • the lockup clutch B and the reverse clutch associated clutch 88 are closed.
  • the first gear and the reverse gear are realized as Windungsgangstin.
  • a reverse gear can be heavily stocked, so that a start on gradients in the reverse direction is possible.
  • Gear changes between the two reverse speeds may preferably be under load so that a user does not experience a traction force intrusion during reverse gear step changes.
  • the table could thus be supplemented by a line R2, in which the lock-up clutch B is not switched and only the reverse clutch 88 is connected.
  • the dual-clutch transmission is designed so that it realizes exactly seven forward gear ratios and one reverse gear stage.
  • the seventh, that is the highest forward gear is preferably realized as Windungsgangshake.
  • the first idler gear 68 ' is preferably used exclusively for the establishment of a Windungsgangshake.
  • the first idler gear 68 'associated clutch in the form of bridging clutch, which is in particular designed as a synchronous clutch, is formed by a one-sided clutch pack, so a clutch pack, which has only a single clutch.
  • This clutch which forms the Kochungskupplung 64 ', is designed to couple the first idler gear 68' with the idler gear 72 'associated with the second gearset for establishing the Windungsgangshake (s).
  • the outer diameter of the output gear 58 of the second output shaft 32 is preferably greater than the outer diameter of the output gear 56 of the first output shaft 30.
  • the second output shaft 32 is preferably higher than the first output shaft 30th
  • the idler gear assembly of the idler gear 53 and the fixed thereto reverse gear 98, which forms a stepped reverse gear is rotatably mounted on the first output shaft 30, so preferably on the lower output shaft in the installed state. Further, this stepped reverse gear 53, 98 is preferably associated with that output shaft 30 whose output gear 56 has the smaller outside diameter. has, which preferably results in that the second output shaft 32 can build axially compact.
  • the gear 7 is provided and this is set up as Windungsganglane, the power flow when setting the gear 7 of the first input shaft 22 via the second gearset associated further idler gear 72 'to the fixed gear 70' of the second Input shaft 24 ', and from there to the idler gear 78' extend.
  • the highest forward gear stage which is set up as a winding gear, uses idler gear 78 ', which is assigned to the wheelset for forward gear 5 when suppression of possible winding gear stages has taken place.
  • the idler gear 78 'for forming the gear 5 (and possibly the gear 7) is preferably in the same Radsatzebene as the first idler gear 68'.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne une transmission à double embrayage (20IV) comportant : un agencement d'arbres d'entrée qui présente un premier arbre d'entrée (22) et un second arbre d'entrée (24) ; une première transmission partielle (26) qui est associée au premier arbre d'entrée (22) et une seconde transmission partielle (28) qui est associée au second arbre d'entrée (24) ; un premier arbre de sortie (30) et un second arbre de sortie (32), une roue dentée de sortie (56, 58) étant respectivement associée aux arbres de sortie (30, 32) ; une pluralité de trains de pignons (40', 44', 48', 52', 84) qui présentent chacun un pignon fou et un pignon fixe en prise avec ce dernier. Un premier train de pignons (40') des trains de pignons est associé à une (28) des transmissions partielles et présente un premier pignon fou associé (68') qui est monté rotatif sur un (32) des arbres de sortie, un second train de pignons (48 ; 84) des trains de pignons est associé à l'autre transmission partielle (26) et présente un pignon fou associé (72 ; 72') qui est monté rotatif sur le même arbre de sortie (32), et le premier pignon fou (68') associé au premier train de pignons (40') et le second pignon fou (72') associé au second train de pignons (84) peuvent être reliés l'un à l'autre par un embrayage de pontage (64', B) pour réaliser un rapport d'enroulement (1). Le premier pignon fou (68') associé au premier train de pignons (40'), l'autre pignon fou (72') associé au second train de pignons (84'), et un pignon fou (86) qui est associé à un rapport de marche arrière (R) sont montés sur un arbre de sortie (32), et ce dans cet ordre en partant de l'entrée de la transmission.
PCT/EP2016/062302 2015-06-15 2016-05-31 Transmission à double embrayage et transmission de véhicule automobile WO2016202583A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112016002706.0T DE112016002706B4 (de) 2015-06-15 2016-05-31 Doppelkupplungsgetriebe und Fahrzeuggetriebe
CN201680034925.5A CN108093645A (zh) 2015-06-15 2016-05-31 双离合器变速器以及车辆变速器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015109530.0 2015-06-15
DE102015109530.0A DE102015109530A1 (de) 2015-06-15 2015-06-15 Doppelkupplungsgetriebe

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DE (2) DE102015109530A1 (fr)
WO (1) WO2016202583A1 (fr)

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CN112203885A (zh) * 2018-06-01 2021-01-08 Gkn汽车有限公司 电动驱动装置
CN112443630A (zh) * 2019-08-30 2021-03-05 广州汽车集团股份有限公司 自动变速器及具有其的车辆

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DE102019006677B4 (de) 2019-09-23 2021-07-15 Daimler Ag Antriebswelle für ein Doppelkupplungsgetriebe, insbesondere eines Kraftfahrzeugs, sowie Doppelkupplungsgetriebe für ein Kraftfahrzeug
AT524034B1 (de) * 2020-11-04 2022-02-15 Avl List Gmbh Antriebsstrang für ein kraftfahrzeug

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FR2880931A1 (fr) * 2005-01-14 2006-07-21 Peugeot Citroen Automobiles Sa Carter porte-roulements pour une boite de transmission et boite de transmission comportant un tel carter
DE102007051806A1 (de) * 2006-11-02 2008-05-08 Ford Global Technologies, LLC, Dearborn Gangauswahlstrategie für ein Doppelkupplungsgetriebe
DE102007049260A1 (de) * 2007-10-15 2009-04-16 Zf Friedrichshafen Ag Doppelkupplungsgetriebe
WO2010112055A1 (fr) * 2009-04-03 2010-10-07 Gm Global Technology Operations, Inc Carter d'engrenage, boîte de vitesse et procédé pour l'assemblage d'une boîte de vitesse
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CN112203885B (zh) * 2018-06-01 2023-09-19 Gkn汽车有限公司 电动驱动装置
CN112443630A (zh) * 2019-08-30 2021-03-05 广州汽车集团股份有限公司 自动变速器及具有其的车辆

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DE112016002706B4 (de) 2018-11-08
CN108093645A (zh) 2018-05-29
DE102015109530A1 (de) 2016-12-15

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