WO2017220547A1 - Transmission à double embrayage - Google Patents

Transmission à double embrayage Download PDF

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Publication number
WO2017220547A1
WO2017220547A1 PCT/EP2017/065040 EP2017065040W WO2017220547A1 WO 2017220547 A1 WO2017220547 A1 WO 2017220547A1 EP 2017065040 W EP2017065040 W EP 2017065040W WO 2017220547 A1 WO2017220547 A1 WO 2017220547A1
Authority
WO
WIPO (PCT)
Prior art keywords
output shaft
gear
wheel
clutch
idler gear
Prior art date
Application number
PCT/EP2017/065040
Other languages
German (de)
English (en)
Inventor
Udo Bernhardt
Original Assignee
GETRAG B.V. & 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 GETRAG B.V. & Co. KG filed Critical GETRAG B.V. & Co. KG
Publication of WO2017220547A1 publication Critical patent/WO2017220547A1/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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/065—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with a plurality of driving or driven shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • F16H2003/0822—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 arrangement of at least one reverse gear
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a dual-clutch transmission with a first
  • each pair of wheels is assigned a fixed gear and one with the fixed gear positively engaged idler gear, wherein the fixed wheels, which are assigned to the wheel pairings, either with the first input shaft or the second
  • Input shaft rotatably connected to a first output shaft, wherein a pinion of the first output shaft with a ring gear of a differential is positively engaged
  • the dual clutch transmission has a second output shaft, wherein a pinion of the second output shaft with the ring gear of the differential is positively engaged, as has become known from the document DE 10 2009 018 450 B4.
  • the invention relates to a Losradan extract for a transmission with an electric motor.
  • Dual-clutch transmissions are well known as multi-step transmissions for use in motor vehicles.
  • the structure of a dual-clutch transmission comprises two independently operable friction clutches, the drive power of the
  • a partial transmission are each assigned an input shaft and arranged thereon fixed wheels, which in turn are in meshing with loose wheels and form for themselves wheel pairings.
  • Drive power is introduced into the active partial transmission by means of the closed friction clutch.
  • a forward gear assigned to mating is operatively connected to an output shaft, whereby the drive power can be transmitted to the output and the wheels.
  • the passive part transmission associated friction clutch is open and the transmission of drive power to the passive
  • Partial gearbox interrupted. A gear can now be engaged in the passive partial transmission. A traction change-free gear change takes place in which the friction clutch of the currently active sub-transmission opens. Overlapping closes the friction clutch of the passive gearbox.
  • Dual-clutch transmission of front-transverse internals The complexity increases with such a structure and an extension of the dual clutch transmission in the sense of a "hybridization" turns out to be difficult Especially in terms of cost savings, it is desirable to be able to expand the dual clutch transmission modular by a simple connection of an electric motor, without the basic structure of the
  • the invention is therefore based on the object to enable a radially, as well as axially compact dual-clutch transmission for a front-transverse installation. Furthermore, an easily expandable dual-clutch transmission is proposed
  • the second output shaft can be built axially short.
  • the dual-clutch transmission proves to be particularly compact radially.
  • this construction is simple and inexpensive to implement.
  • the first output shaft exclusively on idler gears, which are positively connected to the fixed wheels of the first or second input shaft in combination and in pairs with a fixed wheel form a pair of wheels.
  • wheel pairing is thus to be understood as a fixed gear idler gear arrangement, which is used to set up a
  • Output shaft can transmit.
  • a second output shaft is provided.
  • the second output shaft likewise comprises a pinion which engages positively with the toothed ring of the differential.
  • the second output shaft is free of idler gears, namely free of those idler gears that are positively connected to the fixed gears of the first or second input shaft and in pairs with a fixed wheel form a pair of wheels.
  • Output shaft are arranged axially distributed, despite an attachment of an electric motor are exposed to no additional drive power. It thus eliminates an adaptation of the idler gears in the form of wider running idler gears, which would be able to transmit larger torques.
  • the electric motor is thus connected to the second drive shaft or operatively connected or operatively connected to the second output shaft.
  • the connection of the electric motor or the production of the active connection can be made via a clutch.
  • Another advantage is a translation stage between the electric motor and the second output shaft so as to provide a speed reduction of a high-speed engine.
  • the connection of the electric motor via two different transmission stages, which are switchable by means of a two-sided clutch executed.
  • the dual-clutch transmission according to the invention refers to a so-called “front-transverse installation.” This refers to the orientation of the dual-clutch transmission in a motor vehicle, wherein the dual-clutch transmission, as well as the
  • Internal combustion engine of the motor vehicle between the two front wheels are arranged and wherein the dual-clutch transmission, and the internal combustion engine are aligned transversely to the longitudinal direction of the motor vehicle.
  • the first output shaft is arranged in the transmission housing installed state below the second output shaft. With this arrangement, the most compact possible connection of the electric motor can be implemented. If the electric motor is connected to one of the two input shafts or if no electric motor is connected to the transmission, it is more advantageous to arrange the first output shaft in the gearbox installed state above the second output shaft in order to reduce churning losses in the transmission.
  • the electric motor is preferably connected to one of the two partial transmissions, wherein the connection can preferably be made to a fixed gear of the input shaft or to a loose wheel of the first output shaft.
  • a further advantageous embodiment provides that a parking lock gear is arranged on the second output shaft.
  • Output shaft is arranged, positively engages.
  • one of a pair of wheels associated largest idler gear is arranged on the clutch side of a plurality of axially on the first output shaft idler gears.
  • the one of a pair of wheels associated largest idler gear has in comparison to the other idler gears, which are arranged distributed axially on the first output shaft, the largest diameter.
  • the idler gears arranged axially on the first output shaft take an order, where "clutch-side" means the first idler gear of a series of idler gears, which is counted starting from the first or from the second clutch "is the last idler wheel of a series of idler gears meant that is counted starting from the first friction clutch or starting from the second friction clutch.
  • "clutch-side" means the first idler gear of a series of idler gears, which is counted starting from the first or from the second clutch "is the last idler wheel of a series of idler gears meant that is counted starting from the first friction clutch or starting from the second friction clutch.
  • one of a pair of wheels associated smallest idler gear of a plurality of axially arranged on the first output shaft idler gears is arranged coupling end side.
  • the one of a pair of wheels associated smallest idler gear has in comparison to the other idler gears, which are arranged distributed axially on the first output shaft, the
  • a first wheel pairing be associated with the first partial transmission and a second wheel pairing be associated with the second partial transmission, wherein a loose wheel associated with the first wheel pair can be rotationally connected to a loose wheel associated with the second wheel pairing.
  • the bridge coupling allows the rotational speed of the idler wheel associated with the first pair of wheels and the speed of the idler gear associated with the second pair of wheels to be adjusted in such a way that equal speed prevails in order to be able to produce a positive connection between the two idler gears.
  • the idler gear associated with the first pair of wheels and / or the idler gear associated with the second pair of wheels can be connected in a rotationally fixed manner to the first output shaft, whereby these two idler gears each assume a dual function.
  • the idler gear associated with the first wheel pairing or the idler gear associated with the second wheel pairing are not only one winding gear stage, but also one Forward drive assigned.
  • the number of forward driving steps increases without having to equip the dual-clutch transmission with new idler gears.
  • the idler gear associated with the first pair of wheels is preferably a third one
  • the second input shaft is formed as a hollow shaft and the first input shaft is rotatably mounted on an inner periphery side of the second input shaft, wherein the first pair of wheels associated idler gear has a larger diameter than the idler wheel associated with the second pair of wheels.
  • the dual-clutch transmission can be extended by a starting stage and by a highest forward gear in the form of Windungsfahreckn.
  • a preferred embodiment provide that the wheel pairing associated largest idler gear is associated with a first forward gear.
  • a further preferred embodiment may provide that the largest idler gear associated with the pair of wheels not only a first forward gear, but also a second forward gear
  • Doppelkupplungsgetriebe has a bridge coupling, which, if necessary, a
  • the power flow proceeds by means of the bridge clutch from one partial transmission to the other partial transmission and from there via the wheel pairing associated largest idler gear to the first output shaft to form a first forward gear.
  • the power flow for establishing the second forward drive stage does not extend via the bridge clutch, but rather from one of the two input shafts, preferably the second input shaft, to the largest idler gear associated with the pair of wheels and from there to the first output shaft.
  • the first forward speed is a starting level independent whether the power flow associated with the first forward speed includes or does not include the bridge clutch.
  • a further advantageous embodiment provides that the smallest idler gear associated with the pair of wheels is associated with a fourth forward gear, provided that
  • Double clutch transmission has no bridge clutch.
  • the minimum idler gear associated with the wheel pairing is assigned to a fifth forward gear step as well as to a sixth forward gear step.
  • the power flow proceeds by means of the bridge clutch from one partial transmission to the other partial transmission and from there via the pair of wheels associated with the smallest idler gear to the first output shaft to form a sixth forward gear.
  • the sixth forward speed can simultaneously correspond to the highest forward speed.
  • the power flow for the establishment of the fifth forward gear runs in this specific case not on the bridge clutch, but by one of the two
  • Input shafts preferably the first input shaft, to the wheel associated with the smallest idler gear and from there to the first output shaft.
  • the first forward driving step has a first overall gear ratio
  • the second forward driving step has a second overall gear ratio
  • the third forward driving step has a third overall gear ratio, wherein the ratio of the second overall gear ratio and the first overall gear ratio is equal to the ratio of the third overall gear ratio and corresponds to the second overall translation.
  • total ratio is meant in each case the translation that the torque and speed ratio between the first and second input shaft and the output shaft describes as soon as a forward gear is established. It goes without saying that differing overall gear ratios result due to different sized idler gears. With this measure, a uniform grading between the
  • the fourth forward driving step has a fourth overall gear ratio and the fifth forward driving step has a fifth overall gear ratio, wherein the ratio of the second overall gear ratio and the first overall gear ratio is equal to the ratio of the fifth overall gear ratio and the fourth gear ratio
  • Total translation corresponds. With this measure is also a uniform grading between the forward driving stages or between the forward driving stages and the
  • the pinion of the first output shaft and the pinion of the second output shaft have an equal diameter, since hereby a radially compact design can be realized. Nevertheless, it is also conceivable to assign the two output shafts in diameters of different sizes pinion. Thus, in a further advantageous embodiment, the pinion of the first output shaft may be larger than the pinion of the second output shaft and vice versa.
  • the electric motor is connected to a loose wheel associated with a pair of wheels and thus to a partial transmission, whereby a simple "hybridization" of the dual-clutch transmission can be implemented
  • the first output shaft is preferably arranged above the second output shaft, since the electric motor Space reasons only radially from above to the existing
  • Dual-clutch transmission can be connected.
  • the power flow takes place starting from the electric motor via a pinion connected to the electric motor to an idler wheel and further to a idler gear associated with a wheel pairing and the fixed gear of a subtransmission geared therewith in meshing engagement.
  • the Drive power of the electric motor as needed either by means of the bridge coupling in the other part transmission, or transmitted directly via a pair of wheels of the same sub-transmission to the first output shaft and support the engine.
  • a particularly preferred embodiment provides, the electric motor to the
  • Wheel pairing which is positively engaged with the reverse gear and further to the wheel pairing associated fixed gear of a partial transmission. From there, the drive power of the electric motor as needed either by using the
  • Wheel pairing of the same sub-transmission are transmitted to the first output shaft and support the engine.
  • it is preferably provided to arrange the second output shaft above the first output shaft, since only so the electric motor can take a freely available place in the dual-clutch transmission.
  • the second output shaft to a idler gear said idler gear rotatably connected to the second output shaft is connected and wherein an electric motor is connected to the idler gear of the second output shaft.
  • an electric motor is connected to the idler gear of the second output shaft.
  • Electric motor is connected to an output shaft.
  • non-rotatable connection are any material, friction or form-fitting
  • a drive power can be transmitted from one component to another component, in particular from a gear to another gear.
  • a rotationally fixed connection is, for example, a clutch.
  • This clutch allows frictional two components of different speeds to be adjusted so that speed equality prevails, in order then to produce a positive connection can.
  • a clutch can be carried out on one side or on two sides.
  • the double-sided clutch is in
  • non-rotatable connection Another possibility of a non-rotatable connection is a dog clutch, which produces positive engagement between two gears.
  • a third of still other non-rotatable connections is achieved by material bond by soldering or welding two components, for example.
  • a fourth possibility of still further non-rotatable connections provides to produce a frictional connection via pressing on components.
  • rotationally fixed connection a one-piece design of apparently two components is not excluded, which may be the case for example with fixed wheels, which are arranged on an input shaft are. In this particular case, a fixed gear is milled by milling directly into an input shaft.
  • Fig. 1 is a schematic representation of a fiction, contemporary
  • Double clutch transmission according to a first embodiment
  • Fig. 1A is a schematic representation of Figure 1 with connection of a
  • FIG. 1B is a schematic representation of Figure 1 with connection of a
  • Fig. IC is a schematic representation of Figure 1 with connection of a
  • Fig. 2 is a schematic representation of an inventive
  • Double clutch transmission according to a fifth embodiment
  • Fig. 2A is a schematic representation of Figure 2 with connection of a
  • Electric motor according to a sixth embodiment 2B is a schematic representation of Figure 2 with connection of a
  • Fig. 2C is a schematic representation of Figure 2 with connection of a
  • Fig. 3 is a schematic representation of an inventive
  • Double clutch transmission according to a ninth embodiment
  • Fig. 3A is a schematic representation of Figure 3 with connection of a
  • FIG. 3B is a schematic representation of Figure 3 with connection of a
  • Fig. 3C is a schematic representation of Figure 3 with connection of a
  • Fig. 4 is a schematic representation of Figure 2 with connection of a
  • Fig. 5 is a schematic representation of Figure 3 with connection of a
  • Fig. 6 is a schematic representation of a front side of a fiction, contemporary
  • Dual-clutch transmission with connection to an electric motor.
  • Fig. 1 is a schematic representation of a fiction, contemporary
  • dual clutch transmission (1) wherein the dual-clutch transmission, a dual clutch, a first output shaft (6), one for first output shaft arranged in parallel second output shaft (7), a first
  • the second input shaft (5) is designed as a hollow shaft and associated with a second partial transmission, wherein the first input shaft (4) associated with a first partial transmission and is rotatably mounted on an inner peripheral side of the second input shaft (5).
  • the double coupling is the input side operatively connected to an internal combustion engine, not shown, and the output side via a first friction clutch (2) with the first input shaft (4) frictionally connected.
  • Drive power from the engine may thus be transmitted to the first input shaft (4) or to the second input shaft (5).
  • a first wheel pairing (8) has a fixed wheel (24) associated with the first wheel pairing and a loose wheel (25) associated with the first wheel pairing.
  • the fixed wheel (24) associated with the first pair of wheels is non-rotatably connected to the first input shaft (4) and thus to the first one
  • Partial gear assigned The idler gear (25) associated with the first pair of wheels is arranged on the first output shaft (6) and meshes with the first one
  • a second wheel pairing (9) has a fixed wheel (26) assigned to the second wheel pairing and a loose wheel (27) assigned to the second wheel pairing.
  • Wheel pair associated fixed gear (26) is rotatably connected to the second input shaft (5) and thus associated with the second partial transmission. That of the second wheel pairing associated loose wheel (26) is arranged on the first output shaft (6) and is in meshing engagement with the second wheel pairing associated fixed wheel (26).
  • a third wheel pairing (10) has a fixed wheel (28) associated with the third wheel pairing and a loose wheel (29) associated with the third wheel pairing.
  • the fixed to the third wheel pair fixed wheel (28) is rotatably connected to the second input shaft (5) and thus associated with the second partial transmission.
  • the idler gear (29) assigned to the third wheel pairing is arranged on the first output shaft (6) and meshes with the fixed wheel (28) associated with the third wheel pairing.
  • a fourth wheel pairing (11) has a fixed wheel (30) assigned to the fourth wheel pairing and a loose wheel (31) assigned to the fourth wheel pairing.
  • the fixed wheel (30) associated with the fourth wheel pairing is rotatably connected to the first input shaft (6) and thus associated with the first partial transmission.
  • the idler gear (31) assigned to the fourth wheel pairing is arranged on the first output shaft (6) and meshes with the fixed wheel (30) associated with the fourth wheel pairing.
  • the idler gear (29, 12) associated with the third wheel pairing has the largest diameter relative to the other idler gears disposed on the first output shaft.
  • the third wheel pairing (10) and the idler gear (29) associated with the third wheel pairing are arranged on the clutch side.
  • the second wheel pairing (9) is arranged axially adjacent between the first wheel pairing (8) and the third wheel pairing (10).
  • the first pair of wheels (8) is arranged axially adjacent between the fourth (11) and the second pair of wheels (9).
  • the fourth pair of wheels (11), as well as the fourth wheel pairing associated idler gear (31) are arranged coupling end side.
  • the following wheel pairings or idler gears are arranged successively: the third wheel pairing (10) or the idler gear (29) associated with the third wheel pairing, the second wheel pairing (9) or the idler gear (27) assigned to the second wheel pairing, the first wheel pairing (8) or the idler gear (25) assigned to the first wheel pairing and the fourth wheel pairing (11) or the idler gear (31) assigned to the fourth wheel pairing.
  • a scaffold theoryganglosrad (16) is arranged, that with the third pair of wheels associated idler gear (29) is positively engaged.
  • the idler gear (29) assigned to the third wheel pairing serves to set up a
  • a parking lock gear (17) is arranged, which is rotatably connected to the second output shaft (7).
  • a first clutch (18) is arranged which includes the idler gear (31) associated with the fourth wheel pairing and the idler gear (25) associated with the first wheel pairing the first output shaft (6) can connect rotationally fixed.
  • a second clutch (19) is arranged, which includes the idler gear (27) assigned to the second wheel pairing or the idler gear (29) associated with the third wheel pairing the first output shaft (6) can connect rotationally fixed.
  • Clutch (20) is able to connect the remindglosrad (16) with the second output shaft (7).
  • Wheel pair assigned idler gear (29) by means of the second clutch (19) with the first output shaft (6) rotatably connect and at the same time the second friction clutch (3) close.
  • the power flow for the first forward drive stage proceeds from the internal combustion engine to the second friction clutch (3), further to the second
  • Input shaft (5) towards the third pair of wheels (10), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • Input shaft (4) towards the fourth pair of wheels (11), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • Wheel pair associated idler gear (27) by means of the second clutch (19) with the first output shaft (6) rotatably connect and at the same time to close the second friction clutch (3).
  • the power flow for the third forward drive stage proceeds from the internal combustion engine to the second friction clutch (3), further to the second
  • Input shaft (5) towards the second pair of wheels (9), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • Wheel pair associated idler gear (25) by means of the first clutch (18) with the first output shaft (6) rotatably connect and at the same time to close the first friction clutch (2).
  • the power flow for the fourth forward drive stage proceeds from the internal combustion engine to the first friction clutch (2), further to the first input shaft (4), to the first pair of wheels (8), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • the reverse gear by means of the third clutch (20) with the second output shaft (7) rotatably connect and at the same time to close the second friction clutch (3).
  • the power flow for the reverse gear proceeds from the engine to the second friction clutch (3), further to the second input shaft (5), to the third pair of wheels (10), from there to the remindganglosrad (16), further to the second output shaft ( 7) and to the sprocket of the differential (32).
  • the differential ultimately distributes the drive power of the internal combustion engine to the two front wheels of the motor vehicle.
  • the first output shaft (6) can be arranged in this first embodiment above, as well as below the second output shaft (7).
  • the electric motor (33) comprises a pinion, which is in a form-locking engagement with an intermediate wheel (34).
  • the intermediate wheel (34) is rotatably mounted on the intermediate shaft and in turn is in form-locking engagement with the idler gear (25) associated with the first pair of wheels.
  • the electric motor (33) is connected to the first partial transmission and capable of, the first output shaft (6) by means of a
  • the idler gear (31) associated with the fourth wheel pairing or the idler gear (25) associated with the first wheel pairing by means of the first clutch (18) first output shaft (6) rotatably connected.
  • the power flow for this purpose starting from the electric motor (33) to the pinion of the electric motor, further to the intermediate wheel (34), towards the first pair of wheels (8). This supports the first partial transmission with the drive power of the electric motor.
  • Output shaft (6) then takes place either via the idler gear (31) assigned to the fourth wheel pairing or else via the idler gear (25) assigned to the first wheel pairing.
  • the third embodiment shown in Fig. 1B corresponds to the first
  • the electric motor (33) comprises a pinion which is positively engaged with an intermediate gear (34).
  • the intermediate gear (34) is rotatably mounted on the intermediate shaft and in turn is in engagement with the reverse gear (16).
  • the electric motor (33) is connected to the second partial transmission and capable of supporting the first output shaft (6) by means of a drive power of the internal combustion engine.
  • the idler gear (27) associated with the second pair of wheels or the idler gear (29) associated with the third pair of wheels by means of the second clutch (19) rotatably connected to the first output shaft (6).
  • the power flow for this proceeds, starting from the electric motor (33) towards the pinion of the electric motor (33), further to the idler gear (34), to the reverse gear (16) and then to the idler gear (29) associated with the third wheel pairing.
  • the power flow to the first output shaft (6) then takes place either via the idler gear (27) assigned to the second wheel pairing or else via the idler gear (29) assigned to the third wheel pairing.
  • the first output shaft (6) below the second output shaft (7) is arranged.
  • Fig. IC corresponds largely to the first embodiment of Fig. 1.
  • the same as the power flows of forward driving stages correspond to those of the first
  • the remindganglosrad (16) is in a form-fitting manner with the idler gear (29) associated with the third wheel pairing.
  • the pollefficiencyglosrad (16) by means of the fifth clutch (22) rotatably connected to the idler gear of the second output shaft (35), the idler gear of the second output shaft (35) by means of the third clutch (20) the second output shaft (7) to connect and close the second friction clutch (3).
  • the power flow for the reverse gear extends from the engine to the second friction clutch (3), further to the second input shaft (5), to the third wheel pair (10), from there to the remindganglosrad (16), on to the idler gear of the second
  • the fourth embodiment comprises an electric motor (33) with a pinion, which is in a form-locking engagement with an intermediate wheel (34).
  • the intermediate gear (34) is rotatably mounted on the intermediate shaft and in turn is in positive engagement with the idler gear of the second output shaft (35).
  • Drive power can be transmitted from the electric motor (33) to the second output shaft (7) via the fourth shift clutch (21).
  • the electric motor (33) is connected to the second output shaft (7).
  • Clutch (21) with the second output shaft (7) is rotatably connected.
  • the power flow for this proceeds from the electric motor (33) to the pinion of the electric motor (33), further to the idler gear (34), to the idler gear of the second output shaft (35) and ultimately to the ring gear of the differential (32), where add the drive power of the engine and the drive power of the electric motor.
  • the idler gear of the second output shaft (35) by means of the fourth Clutch (21) with the second output shaft (7) is rotatably connected.
  • the electric motor (33) is connected to the second partial transmission.
  • the drive power of the internal combustion engine is on the sprocket of the differential on the one hand to the two
  • the idler gear of the second output shaft (35) by means of the third clutch (20) rotatably connected to the second output shaft (7) to connect.
  • the power flow of the purely electric drive stage extends from the electric motor (33) to the idler gear of the second output shaft (35) and further in the direction of the sprocket of the differential (32). From there, the drive power of the electric motor is distributed via the differential to the two front wheels.
  • the first output shaft (6) below the second output shaft (7) is arranged.
  • Fig. 2 is a schematic representation of an inventive
  • dual clutch transmission (1) wherein the dual clutch transmission, a dual clutch, a first output shaft (6), a first output shaft arranged in parallel second output shaft (7), a first
  • the second input shaft (5) is designed as a hollow shaft and associated with a second partial transmission, wherein the first input shaft (4) associated with a first partial transmission and is rotatably mounted on an inner peripheral side of the second input shaft (5).
  • the dual clutch is the input side operatively connected to an internal combustion engine, not shown, and the output side via a first friction clutch (2) with the first
  • Input shaft (4) frictionally connected.
  • Drive power from the engine may thus be transmitted to the first input shaft (4) or to the second input shaft (5).
  • a first wheel pairing (8) has a fixed wheel (24) associated with the first wheel pairing and a loose wheel (25) associated with the first wheel pairing.
  • the first wheel pairing associated fixed gear (24) is rotatably connected to the first input shaft and thus associated with the first partial transmission.
  • the idler gear (25) associated with the first pair of wheels is on the first
  • Output shaft (6) and is in meshing engagement with the first wheel pairing associated fixed wheel (24).
  • a second wheel pairing (9) has a fixed wheel (26) assigned to the second wheel pairing and a loose wheel (27) assigned to the second wheel pairing.
  • Wheel pair associated fixed gear (26) is rotatably connected to the second input shaft (2) and thus associated with the second partial transmission.
  • the idler gear (27) associated with the second wheel pairing is arranged on the first output shaft (6) and meshes with the fixed wheel (26) associated with the second wheel pairing.
  • a third wheel pairing (10) has a fixed wheel (28) associated with the third wheel pairing and a loose wheel (29) associated with the third wheel pairing.
  • the fixed to the third wheel pair fixed wheel (28) is rotatably connected to the second input shaft (5) and thus associated with the second partial transmission.
  • the idler gear (29) assigned to the third wheel pairing is arranged on the first output shaft (6) and meshes with the fixed wheel (28) associated with the third wheel pairing.
  • a fourth wheel pairing (11) has a fixed wheel (30) assigned to the fourth wheel pairing and a loose wheel (31) assigned to the fourth wheel pairing.
  • the fixed to the fourth wheel pair fixed wheel (30) is rotatably connected to the first input shaft (4) and thus associated with the first partial transmission.
  • the idler gear (31) assigned to the fourth wheel pairing is arranged on the first output shaft (6) and meshes with the fixed wheel (30) associated with the fourth wheel pairing.
  • the idler gear (31) associated with the fourth wheel pairing has the largest diameter in relation to the other idler gears (25, 27, 29) arranged on the first output shaft.
  • the fourth wheel pairing (11) and the idler gear (31) assigned to the fourth wheel pairing are arranged on the coupling end side.
  • the second wheel pairing (9) is arranged axially adjacent between the first wheel pairing (8) and the third wheel pairing (10).
  • the first pair of wheels is arranged axially adjacent between the fourth (11) and the second pair of wheels (9).
  • the fourth pair of wheels (11), as well as the fourth wheel pairing associated idler gear (31) are arranged coupling end side.
  • the following wheel pairings or idler gears are arranged in series on the clutch side: the third wheel pairing (10) or the idler gear (29) associated with the third wheel pairing, the second wheel pairing (9) or the idler gear (27) associated with the second wheel pairing first wheel pairing (8) or the idler gear (25) assigned to the first wheel pairing and the fourth wheel pairing (11) or the idler gear (31) assigned to the fourth wheel pairing.
  • a scaffold theoryganglosrad (16) is arranged, that with the third pair of wheels associated idler gear (29) is positively engaged.
  • the idler gear (29) assigned to the third wheel pairing serves to set up a
  • a parking lock gear (17) is arranged, which is rotatably connected to the second output shaft (7).
  • a first clutch (18) is arranged which includes the idler gear (31) associated with the fourth wheel pairing and the idler gear (25) associated with the first wheel pairing the first output shaft (6) can connect rotationally fixed.
  • a second clutch (19) is arranged, which includes the idler gear (27) assigned to the second wheel pairing or the idler gear (29) associated with the third wheel pairing the first output shaft (6) can connect rotationally fixed.
  • Clutch (20) is able to connect the remindglosrad (16) with the second output shaft (7).
  • Wheel pair assigned idler gear (31) by means of the first clutch (18) with the first output shaft (6) rotatably connect and at the same time to close the first friction clutch (2).
  • the power flow for the first forward drive stage proceeds from the internal combustion engine to the first friction clutch (2), further to the first input shaft (4), to the fourth wheel pairing (11), from there to the first output shaft (6) and on to the sprocket of the differential (32).
  • the power flow for the second forward drive stage is proceeding from the internal combustion engine to the second friction clutch (3), further to the second input shaft (5), to the third pair of wheels (10), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • Wheel pair associated idler gear (25) by means of the first clutch (18) with the first output shaft (6) rotatably connect and at the same time to close the first friction clutch (2).
  • the power flow for the third forward drive stage proceeds from the internal combustion engine to the first friction clutch (2), further to the first input shaft (4), to the first pair of wheels (8), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • a fourth forward driving stage To set up a fourth forward driving stage, it is provided to rotatably connect the idler gear (27) assigned to the second wheel pairing by means of the second clutch (19) to the first output shaft (6) and at the same time to close the second friction clutch (3).
  • the power flow for the fourth forward drive stage proceeds from the internal combustion engine to the second friction clutch (3), further to the second input shaft (5), to the second wheel pairing (9), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • the gear To set up the reverse gear, it is provided, the gearstructureglosrad (16) by means of the third clutch (20) with the second output shaft (7) rotatably connect and at the same time to close the second friction clutch (3).
  • the power flow for the reverse gear proceeds from the engine to the second friction clutch (3), further to the second input shaft (5), to the third pair of wheels (10), from there to the remindganglosrad (16), further to the second output shaft ( 7) and to the sprocket of the differential (32).
  • the differential ultimately distributes the drive power of the internal combustion engine to the two front wheels.
  • the first output shaft (6) can be arranged in this first embodiment above, as well as below the second output shaft (7).
  • the sixth embodiment shown in Fig. 2A corresponds to the fifth
  • the electric motor (33) comprises a pinion which engages with an intermediate gear (34) in a form-fitting manner.
  • the intermediate wheel (34) is rotatably mounted on the intermediate shaft and in turn is in form-locking engagement with the idler gear (25) associated with the first pair of wheels.
  • the electric motor (33) is connected to the first partial transmission and capable of, the first output shaft (6) by means of a
  • the idler gear (31) associated with the fourth wheel pair or the idler gear (25) associated with the first gear pair by means of the first clutch (18) with the first output shaft (6) rotatably connect to.
  • the power flow for this purpose starting from the electric motor (33) to the pinion of the electric motor, further to the intermediate wheel (34), towards the first pair of wheels (8). This supports the first partial transmission with the drive power of the electric motor.
  • Output shaft then takes place either via the idler gear (31) assigned to the fourth wheel pairing or else via the idler gear (25) assigned to the first wheel pairing.
  • Fig. 2B corresponds to the fifth embodiment of Fig. 2, supplemented by an electric motor (33). This results in the same reference numerals as in Fig. 2. Likewise correspond to the power flows of
  • the electric motor (33) comprises a pinion which is positively engaged with an intermediate gear (34).
  • the intermediate gear (34) is rotatably mounted on the intermediate shaft and in turn is in engagement with the reverse gear (16).
  • the electric motor (33) is connected to the second partial transmission and capable of supporting the first output shaft (6) by means of a drive power of the internal combustion engine.
  • the idler gear (27) associated with the second wheel pairing or the idler gear (29) associated with the third wheel pairing by means of the second clutch (19) with the first output shaft (16) rotatably connect to.
  • the power flow for this proceeds, starting from the electric motor (33) to the pinion of the electric motor, further to the intermediate gear (34), towards the remindyganglosrad (16) and then to the third wheel pairing associated idler gear (29). This supports the second partial transmission with the drive power of the electric motor.
  • Output shaft (6) then takes place either via the idler gear (27) assigned to the second wheel pairing or else via the idler gear (29) assigned to the third wheel pairing.
  • the first output shaft (6) below the second output shaft (7) is arranged.
  • the eighth embodiment shown in Fig. 2C largely corresponds to the fifth embodiment of Fig. 2.
  • the power flows of forward driving stages correspond to those of the fifth embodiment. The differences from FIG. 2 are explained below.
  • Fig. 2C are at the second output shaft a rinseglosrad (16), a fifth clutch (22), a loose wheel (35), a fourth clutch (21) and a
  • the remindganglosrad (16) is in a form-fitting manner with the idler gear (27) associated with the third wheel pairing.
  • the reverse gear (16) by means of the fifth clutch (22) rotatably connected to the idler gear of the second output shaft (35), the idler gear of the second output shaft (35) by means of the fourth clutch (21) with the to connect the second output shaft (7) and to close the second friction clutch (3).
  • the power flow for the reverse gear extends from the engine to the second friction clutch (3), further to the second input shaft (5), to the third wheel pair (10), from there to the remindganglosrad (16), on to the idler gear of the second
  • the eighth embodiment comprises an electric motor (33) with a pinion which engages with an intermediate gear (34) in a form-fitting manner.
  • the idler gear is rotatably mounted on the intermediate shaft and in turn is in positive engagement with the idler gear of the second output shaft (35).
  • Drive power can be transmitted from the electric motor to the second output shaft (7) via the fourth shift clutch (21).
  • the electric motor (33) is connected to the second output shaft (7).
  • Reverse gear (16) by means of the fifth clutch (22) rotatably connected.
  • the idler gear of the second output shaft (35) by means of the fourth
  • Clutch (21) with the second output shaft (7) is rotatably connected.
  • the power flow for this proceeds from the electric motor (33) towards the pinion of the electric motor, further to the idler gear (34), to the idler gear of the second output shaft (35) and ultimately to the ring gear of the differential (32), where the Add drive power of the combustion engine and the drive power of the electric motor.
  • Clutch (21) with the second output shaft (7) is rotatably connected.
  • the electric motor is connected to the second partial transmission.
  • the drive power of the internal combustion engine is distributed on the sprocket of the differential on the one hand to the two front wheels and on the other hand to the second output shaft. From there, the drive power of the internal combustion engine via the idler gear of the second output shaft to the electric motor, so as to load the battery.
  • the idler gear of the second output shaft (35) by means of the third clutch (20) rotatably connected to the second output shaft (7) to connect.
  • the power flow of the purely electric drive stage runs starting from the electric motor (33) towards the idler gear of the second output shaft (35) and further in the direction of the sprocket of the differential (32). From there, the drive power of the electric motor is distributed via the differential to the two front wheels.
  • the first output shaft (6) below the second output shaft (7) is arranged.
  • FIG. 3 is a schematic representation of a fiction, contemporary
  • dual clutch transmission wherein the dual-clutch transmission, a dual clutch, a first output shaft (6), a second output shaft arranged parallel to the first output shaft (7), a first
  • the second input shaft (16) is designed as a hollow shaft and a second
  • first input shaft (4) associated with a first partial transmission and is rotatably mounted on an inner peripheral side of the second input shaft (5).
  • the double coupling is on the input side operatively connected to an internal combustion engine, not shown, and on the output side via a first friction clutch (2) with the input shaft (4) frictionally connected.
  • the dual clutch on the output side via a second friction clutch (3) with the second input shaft (5) frictionally connected.
  • Drive power from the engine may thus be transmitted to the first input shaft (4) or to the second input shaft (5).
  • the dual-clutch transmission in Fig. 3 a plurality of wheel pairs (8,9,10,11), each consisting of a fixed gear and a loose wheel on.
  • a first wheel pairing (8) has a fixed wheel (24) associated with the first wheel pairing and a loose wheel (25) associated with the first wheel pairing.
  • the fixed wheel (24) associated with the first pair of wheels is connected in a rotationally fixed manner to the first input shaft (4) and is thus associated with the first partial transmission.
  • the idler gear (25) associated with the first pair of wheels is arranged on the first output shaft (6) and meshes with the first one
  • a second wheel pairing (9) has a fixed wheel (26) assigned to the second wheel pairing and a loose wheel (27) assigned to the second wheel pairing.
  • Wheel pair associated fixed gear (26) is rotatably connected to the second input shaft (5) and thus associated with the second partial transmission.
  • the idler gear (27) associated with the second wheel pairing is arranged on the first output shaft (6) and meshes with the fixed wheel (26) associated with the second wheel pairing.
  • a third wheel pairing (10) has a fixed wheel (28) associated with the third wheel pairing and a loose wheel (29) associated with the third wheel pairing.
  • the fixed to the third wheel pair fixed wheel (28) is rotatably connected to the second input shaft (5) and thus associated with the second partial transmission.
  • the idler gear (29) assigned to the third wheel pairing is arranged on the first output shaft (6) and meshes with the fixed wheel (28) associated with the third wheel pairing.
  • a fourth wheel pairing (11) has a fixed wheel (30) assigned to the fourth wheel pairing and a loose wheel (31) assigned to the fourth wheel pairing.
  • the fixed to the fourth wheel pair fixed wheel (30) is rotatably connected to the first input shaft (4) and thus associated with the first partial transmission.
  • the idler gear (31) assigned to the fourth wheel pairing is arranged on the first output shaft (6) and meshes with the fixed wheel (30) associated with the fourth wheel pairing.
  • the idler gear (29, 12) associated with the third wheel pairing has the largest diameter relative to the other idler gears disposed on the first output shaft.
  • the third wheel pairing (10) and the idler gear (29) associated with the third wheel pairing are arranged on the clutch side.
  • the second wheel pairing (9) is arranged axially adjacent axially between the first wheel pairing and the third wheel pairing.
  • the first pair of wheels is arranged axially adjacent between the fourth and the second pair of wheels.
  • the fourth pair of wheels (11), as well as the fourth wheel pairing associated idler gear (31) are arranged coupling end side.
  • the following wheel pairings or idler gears are arranged in series on the clutch side: the third wheel pairing (10) or the idler gear (29) associated with the third wheel pairing, the second wheel pairing (9) or the idler gear (27) associated with the second wheel pairing first wheel pairing (8) or the idler gear (25) assigned to the first wheel pairing and the fourth wheel pairing (11) or the idler gear (31) assigned to the fourth wheel pairing.
  • a scaffold theoryganglosrad (16) is arranged, that with the third pair of wheels associated idler gear (29) is positively engaged.
  • the idler gear (29) assigned to the third wheel pairing serves to set up a
  • a parking lock gear (17) is arranged, which is rotatably connected to the second output shaft (7).
  • a first clutch (18) is arranged which includes the idler gear (31) associated with the fourth wheel pairing and the idler gear (25) associated with the first wheel pairing the first output shaft (6) can connect rotationally fixed.
  • a second clutch (19) is arranged, which includes the idler gear (27) assigned to the second wheel pairing or the idler gear (29) associated with the third wheel pairing the first output shaft (6) can connect rotationally fixed.
  • a bridge clutch (23) is arranged between the idler wheel (25) associated with the first pair of wheels and the idler gear (27) associated with the second pair of wheels.
  • the idler gear (25) associated with the first pair of wheels can be connected in a rotationally fixed manner to the idler gear (27) assigned to the second pair of wheels.
  • Clutch (20) is able to connect the reverse gear (16) with the second output shaft (7).
  • Wheel pair assigned idler gear (29) by means of the second clutch (19) with the first output shaft (6) rotatably connect and at the same time to close the first friction clutch (2).
  • the bridge coupling (23) connects the idler gear (25) associated with the first wheel pairing with the idler gear (27) associated with the second wheel pairing.
  • Wheel pair assigned idler gear (29) by means of the second clutch (19) with the first output shaft (6) rotatably connect and at the same time the second friction clutch (3) close.
  • the power flow for the second forward drive stage proceeds from the internal combustion engine to the second friction clutch (3), further to the second input shaft (5), to the third wheel pairing (10), from there to the first output shaft (6) and on to the sprocket of the differential (32).
  • Wheel pair associated idler gear (25) by means of the first clutch (18) with the first output shaft (6) rotatably connect and at the same time to close the first friction clutch (2).
  • the power flow for the third forward drive stage proceeds from the internal combustion engine to the first friction clutch (2), further to the first input shaft (4), to the first pair of wheels (8), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • a fourth forward driving stage To set up a fourth forward driving stage, it is provided to rotatably connect the idler gear (27) assigned to the second wheel pairing by means of the second clutch (19) to the first output shaft (6) and at the same time to close the second friction clutch (3).
  • the power flow for the fourth forward drive stage proceeds from the internal combustion engine to the second friction clutch (3), further to the second input shaft (5), to the second wheel pairing (9), from there to the first output shaft (6) and on to the ring gear of the differential (32).
  • a fifth forward drive stage it is provided to rotatably connect the idler gear (31) assigned to the fourth wheel pairing by means of the first shift clutch (18) to the first output shaft (6) and at the same time to close the first friction clutch (2).
  • the power flow for the fifth forward driving stage proceeds from the internal combustion engine to the first friction clutch (2), further to the first input shaft (4), to the first pair of wheels (8), from there to the first output shaft (8) and on to the ring gear of the differential (32).
  • a sixth forward drive stage it is provided to rotatably connect the idler gear (31) assigned to the fourth wheel pairing by means of the first shift clutch (18) to the first output shaft (6) and at the same time to close the second friction clutch (3).
  • the bridge coupling (23) connects the idler gear (25) associated with the first wheel pairing with the idler gear (27) associated with the second wheel pairing.
  • the power flow for the first forward drive stage proceeds from the
  • the gear To set up the reverse gear, it is provided, the gearstructureglosrad (16) by means of the third clutch (20) with the second output shaft (7) rotatably connect and at the same time to close the second friction clutch (3).
  • the power flow for the reverse gear proceeds from the engine to the second friction clutch (3), further to the second input shaft (5), to the third pair of wheels (10), from there to the remindganglosrad (16), further to the second output shaft ( 7) and to the sprocket of the differential (32).
  • the differential ultimately distributes the drive power of the internal combustion engine to the two front wheels.
  • the first output shaft (6) can be arranged in this ninth embodiment above, as well as below the second output shaft (7).
  • the tenth embodiment shown in FIG. 3A corresponds to the ninth embodiment
  • Embodiment of Fig. 3 supplemented by an electric motor (33). This results in the same reference numerals as in Fig. 3. Likewise correspond to the power flows of Forward, - as well as the reverse driving stages, starting from the internal combustion engine, those of the ninth embodiment.
  • the electric motor (33) comprises a pinion which is positively engaged with an intermediate gear (34).
  • the intermediate gear (34) is rotatably mounted on the intermediate shaft and in turn is in form-locking engagement with the idler gear (31) associated with the first pair of wheels.
  • the electric motor (33) is connected to the first partial transmission and capable of, the first output shaft (6) by means of a
  • the idler gear (31) associated with the fourth pair of wheels or the idler gear (25) associated with the first pair of wheels by means of the first clutch (18) rotatably connected to the first output shaft (6).
  • the power flow for this purpose starting from the electric motor (33) to the pinion of the electric motor, further to the intermediate wheel (34), towards the first pair of wheels (8).
  • Output shaft (6) then takes place either via the idler gear (31) assigned to the fourth wheel pairing or else via the idler gear (25) assigned to the first wheel pairing.
  • the eleventh embodiment shown in Fig. 3B corresponds to the ninth
  • the electric motor (33) comprises a pinion which is in a form-locking engagement with an intermediate wheel (34).
  • the intermediate gear (34) is rotatably mounted on the intermediate shaft and in turn is in engagement with the reverse gear (16).
  • the electric motor (16) is connected to the second partial transmission and capable of the first output shaft by means of a drive power to the internal combustion engine
  • the idler gear (27) associated with the second wheel pairing or the idler gear (29) associated with the third wheel pairing by means of the second clutch (19) with the first output shaft (6) rotatably connect to.
  • the power flow for this proceeds, starting from the electric motor (33) to the pinion of the electric motor, further to the intermediate gear (34), towards the remindyganglosrad (16) and then to the third wheel pairing associated idler gear (29). This supports the second partial transmission with the drive power of the electric motor.
  • Output shaft (6) then takes place either via the idler gear (27) assigned to the second wheel pairing or else via the idler gear (29) assigned to the third wheel pairing.
  • the first output shaft (6) below the second output shaft (7) is arranged.
  • FIG. 3C The twelfth embodiment shown in FIG. 3C largely corresponds to the ninth embodiment of FIG. 3. Thus, the same reference numerals as in FIG. 3 result. Likewise, the power flows of forward driving stages correspond to those of the ninth embodiment. The differences from FIG. 3 are explained below.
  • a scaffold in Fig. 3C, a scaffold profileloslosrad (16), a fifth clutch (22), a loose wheel (35), a fourth clutch (21) and a parking lock gear (17) are arranged axially distributed on the second output shaft (7), in this order
  • the remindganglosrad (16) is in a form-fitting manner with the idler gear (29) associated with the third wheel pairing.
  • the pollefficiencyglosrad (16) by means of the fifth clutch (22) rotatably connected to the idler gear of the second output shaft (35), the idler gear of the second output shaft (35) by means of the fourth clutch to the second output shaft (7) and to close the second friction clutch (3).
  • the reverse gear extends from the engine to the second friction clutch (3), further to the second input shaft (5), to the third pair of wheels (10), from there to the remindganglosrad (16), on to the idler gear of the second
  • the eighth embodiment comprises an electric motor (33) with a pinion which engages with an intermediate gear (34) in a form-fitting manner.
  • the intermediate gear (34) is rotatably mounted on the intermediate shaft and in turn is in positive engagement with the idler gear of the second output shaft (35).
  • Drive power can be transmitted from the electric motor (33) to the second output shaft via the fourth shift clutch (21).
  • the electric motor (33) is connected to the second output shaft.
  • Clutch (21) with the second output shaft (7) is rotatably connected.
  • the power flow for this proceeds from the electric motor (33) to the pinion of the electric motor (33), further to the idler gear (34), to the idler gear of the second output shaft (35) and ultimately to the ring gear of the differential (32), where the Add drive power of the combustion engine and the drive power of the electric motor.
  • the idler gear of the second output shaft by means of the fourth clutch (21) with the second output shaft (7) is rotatably connected.
  • the electric motor (33) is connected to the second partial transmission.
  • the drive power of the internal combustion engine is distributed on the ring gear of the differential on the one hand to the two front wheels and on the other hand to the second output shaft (7). From there, the drive power of the internal combustion engine via the idler gear of the second output shaft to the electric motor (33), so as to load the battery.
  • the idler gear of the second output shaft (35) by means of the fourth clutch (21) rotatably connected to the second output shaft (7) to connect.
  • the power flow of the purely electric drive stage extends from the electric motor (33) to the idler gear of the second output shaft (35) and further in the direction of the sprocket of the differential (32). From there, the drive power of the electric motor is distributed via the differential to the two front wheels.
  • the first output shaft (6) below the second output shaft (7) is arranged.
  • the thirteenth embodiment shown in FIG. 4 substantially corresponds to the eighth embodiment of FIG. 2C.
  • the power flows of forward driving stages correspond to those of the eighth embodiment.
  • the differences from FIG. 2C relate only to the
  • the fourth clutch (21) is in this case carried out on two sides, so that depending on the shift position, one of the two gear ratios via the electric motor (33) is movable.
  • the fourteenth embodiment shown in Fig. 5 corresponds to the fifth
  • the electric motor (33) comprises a pinion, which engages with an intermediate gear (34) in a form-fitting manner.
  • the intermediate wheel (34) is rotatably mounted on the intermediate shaft and in turn is in form-locking engagement with the fixed gear (26) associated with the second wheel pairing.
  • the electric motor (33) is connected to the second partial transmission and capable of supporting the second input shaft (5) by means of a driving power of the internal combustion engine.
  • FIG. 6 shows a schematic representation of an end face of a dual-clutch transmission according to the invention with connection of an electric motor (33) to the second output shaft (7) and an intermediate wheel (34), wherein an operative connection between the electric motor (33) and the second output shaft (7) by means the intermediate wheel (34) can be produced.
  • the second output shaft (7) above the first output shaft (6) is arranged.
  • the input shafts (4, 5) are engageable with the first output shaft and the second output shaft, which in turn mesh with the sprocket of the differential (32).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne une transmission à double embrayage (1), comprenant un premier arbre d'entrée (4) et un premier embrayage à friction (2) qui sont associés chacun à une première transmission partielle, un second arbre d'entrée (5) et un second embrayage à friction (3) qui sont associés à une seconde transmission partielle, une pluralité de roues conjuguées (8,9,10,11), un pignon fixe et un pignon fou qui est en engrènement par complémentarité de forme avec le pignon fixe étant associés à chaque roue conjuguée, les pignons fixes (24,26,28,30) qui sont associés aux roues conjuguées sont reliés solidaires en rotation sélectivement dans chaque cas au premier arbre d'entrée (4) ou au second arbre d'entrée (5), un premier arbre de sortie (6), un pignon du premier arbre de sortie (14) étant en engrènement par complémentarité de forme avec une couronne dentée d'un différentiel (32), un second arbre de sortie (7), un pignon du second arbre de sortie (15) étant en engrènement par complémentarité de forme avec la couronne dentée du différentiel (32) et tous les pignons fous (25,27,29,31) associés aux roues conjuguées étant disposés répartis axialement sur le premier arbre de sortie (6).
PCT/EP2017/065040 2016-06-20 2017-06-20 Transmission à double embrayage WO2017220547A1 (fr)

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DE102016007408.6 2016-06-20
DE102016007408.6A DE102016007408B4 (de) 2016-06-20 2016-06-20 Doppelkupplungsgetriebe

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PCT/EP2017/065040 WO2017220547A1 (fr) 2016-06-20 2017-06-20 Transmission à double embrayage

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US20220126675A1 (en) * 2019-03-05 2022-04-28 Zf Friedrichshafen Ag Hybrid Transmission for Motor Vehicle, and Motor Vehicle Powertrain

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DE102019202955A1 (de) * 2019-03-05 2020-09-10 Zf Friedrichshafen Ag Hybrid-Getriebeeinrichtung sowie Kraftfahrzeug
DE102019202966A1 (de) * 2019-03-05 2020-09-10 Zf Friedrichshafen Ag Hybrid-Antriebsstrang für ein Kraftfahrzeug sowie Verfahren zum Betreiben eines Hybrid-Antriebsstranges
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DE102019211449B4 (de) * 2019-07-31 2024-09-19 Magna Pt B.V. & Co. Kg Doppelkupplungsgetriebe mit schaltbarer elektrischer Maschine
DE102019212693B4 (de) * 2019-08-23 2021-04-08 Magna Pt B.V. & Co. Kg Verfahren zum Schalten eines Getriebes in einem Antriebsstrang
DE102020103406A1 (de) * 2020-02-11 2021-08-12 Getrag Ford Transmissions Gmbh Antriebsbaugruppe mit E-Maschine für ein Kraftfahrzeug
DE102021105621A1 (de) 2020-05-08 2021-11-11 Schaeffler Technologies AG & Co. KG Übersetzungswelle für eine E-Achse oder für ein Übersetzungsgetriebe
DE102020206418A1 (de) 2020-05-22 2021-11-25 Magna Pt B.V. & Co. Kg Antriebsstrang
DE102020209069A1 (de) 2020-07-20 2022-01-20 Magna Pt B.V. & Co. Kg Antriebsstrang
CN111907320B (zh) * 2020-07-27 2024-02-27 麦格纳动力总成(江西)有限公司 一种混合动力变速器、控制方法及车辆
DE102020211397A1 (de) 2020-09-10 2022-03-10 Magna Pt B.V. & Co. Kg Getriebeanordnung mit Kühlung
DE102021200132A1 (de) 2021-01-11 2022-07-14 Zf Friedrichshafen Ag Getriebeanordnung, Hybrid-Getriebeanordnung, Hybrid-Antriebsstrang sowie Kraftfahrzeug
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DE102016007408A1 (de) 2017-12-21
DE102016007408B4 (de) 2020-06-18

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