WO2018072780A1 - Boîte de vitesses à double embrayage - Google Patents

Boîte de vitesses à double embrayage Download PDF

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Publication number
WO2018072780A1
WO2018072780A1 PCT/DE2017/100803 DE2017100803W WO2018072780A1 WO 2018072780 A1 WO2018072780 A1 WO 2018072780A1 DE 2017100803 W DE2017100803 W DE 2017100803W WO 2018072780 A1 WO2018072780 A1 WO 2018072780A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
dual
idler
clutch
gears
Prior art date
Application number
PCT/DE2017/100803
Other languages
German (de)
English (en)
Inventor
Oswald Friedmann
Dominik Hans
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN201780064982.2A priority Critical patent/CN109952457B/zh
Priority to DE112017005292.0T priority patent/DE112017005292A5/de
Publication of WO2018072780A1 publication Critical patent/WO2018072780A1/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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • 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
    • F16H2003/007—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 with two flow paths, one being directly connected to the input, the other being connected to the input though a clutch
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0008—Transmissions for multiple ratios specially adapted for front-wheel-driven vehicles
    • 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
    • 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
    • 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
    • F16H3/089—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 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved

Definitions

  • the invention relates to a dual-clutch transmission with two transmission input shafts and at least one transmission output shaft, and with at least four wheel planes, in each of which a fixed gear and a loose wheel are arranged, which is synchronized to represent shift stages, wherein a coupling device is arranged between two adjacent idler wheels, that be bridged by two not synchronized with the transmission output shaft loose wheels at least two additional switching stages are made possible.
  • German Offenlegungsschrift DE 10 2013 104 468 A1 discloses a dual-clutch transmission for a motor vehicle, having a first input shaft and a second input shaft, which are arranged coaxially with one another; a first clutch for applying a torque to the first input shaft and a second clutch for applying a torque to the second input shaft, the clutches being disposed at an initial side of the dual clutch transmission; a first output shaft and a second output shaft; and with a plurality of end forward speeds of the first input shaft at a side remote from the start side end side of the dual clutch transmission and multiple initial forward gears of the second input shaft at the start side of the dual clutch transmission, wherein at an engaged forward torque from one input shaft without the interposition of the other input shaft to one of the output shafts transferable is that delivers the torque to an output; wherein at least one additional forward gear is provided with two dome-idler gears, wherein the torque from the second input shaft to the first input shaft is transferable; wherein the two dome idler gears are arranged
  • the object of the invention is to synchronize the axial length and / or the number of shafts in a dual-clutch transmission with two transmission input shafts and at least one transmission output shaft, and at least four wheel planes, in each of which a fixed gear and a loose wheel, which synchronizes the display of switching stages is, with a coupling device is arranged between two adjacent idler wheels, that are made possible by bridging two not synchronized with the gear output shaft loose wheels at least two additional switching stages to reduce.
  • the object is in a dual-clutch transmission with two transmission input shafts and at least one transmission output shaft, and with at least four wheel planes, in each of which a fixed gear and a loose wheel are arranged, which is synchronized to display shift stages, wherein a coupling device is arranged between two adjacent idler gears, that by bridging two not synchronized with the transmission output shaft loose wheels at least two additional switching stages are possible, achieved in that the coupling device between the adjacent idler gears by at least one pivoting actuator is actuated.
  • a pivot axis of the pivoting actuator is preferably arranged parallel or coaxial with a rotational axis of the adjacent idler gears. With four pairs of wheels can be switched via the pivoting actuator six switching stages or gears.
  • a pair of wheels each comprises two gears, in particular each one designed as a loose gear and a gear designed as a fixed gear.
  • the power flow preferably runs in at least two switching stages over a plurality of wheel planes.
  • the transmission input shafts are advantageously arranged coaxially, wherein all idler gears are arranged on the transmission output shaft.
  • the dual-clutch transmission is designed as a two-shaft transmission with two coaxially arranged transmission input shafts and a transmission output shaft.
  • the dual-clutch transmission is designed according to a preferred embodiment installed in a front-transverse arrangement in a motor vehicle.
  • the coupling device with the pivoting actuating device is preferably arranged between two middle idler wheels.
  • the idler gears of a third and a fourth gear are involved.
  • adjacent idler gears are only just so far apart from each other that the pivoting actuator between running gears of the adjacent idler gears can be led out from radially inward to radially outward.
  • a preferred embodiment of the dual-clutch transmission is characterized in that the coupling device is arranged radially inwardly of and in the axial direction overlapping to running gears of the adjacent idler gears. This provides the advantage that the adjacent idler gears can be juxtaposed with the smallest possible axial distance.
  • a further preferred exemplary embodiment of the dual-clutch transmission is characterized in that two pivoting actuating devices for the coupling device each comprise at least three, in particular four, shift positions.
  • the three, in particular four, switching positions are realized by different switching angles of the pivoting actuators.
  • shift positions for example, a right idler gear is coupled to a transmission input shaft.
  • a left idler gear is coupled to the transmission input shaft.
  • Another switching position is, for example, a neutral position.
  • a left idler gear or a right idler gear is coupled to the transmission input shaft, while the other idler gear, so the right or the left idler gear is used by the coupling device for bridging two not synchronized with the transmission output shaft idler gears.
  • a further preferred embodiment of the dual-clutch transmission is characterized in that synchronizers of the pivoting actuators for shift actuation are respectively disposed radially inwardly of and in the axial direction overlapping to idler gear races which are adjacent to the adjacent idler gears on both sides with the coupling idler gears. device are arranged. This results in considerable space advantages.
  • the coupling device is not actuated directly, but indirectly via the adjacent synchronizers according to a preferred embodiment.
  • a further preferred embodiment of the dual-clutch transmission is characterized in that the synchronizers each comprise a planetary gear which is arranged between two on the transmission output shaft adjacent idler gears of the idler gear.
  • the planetary gear By the planetary gear, the axial space required for the synchronizers in the transmission can be reduced.
  • planetary gear elements can be placed radially within gears of the idler gears.
  • the planetary gear elements between the two adjacent idler gears can be radially nested.
  • the coupling device is preferably an additional synchronization device.
  • the coupling device may also be a coupling and / or switching device.
  • the coupling device is for example a sliding sleeve, which is actuated via a planetary gear.
  • a preferred embodiment of the synchronizers is characterized in that the planetary gear comprises two planetary gear elements coupled to the idler gears such that a first planetary gear element / second planetary gear element rotates substantially synchronously with a first idler gear / second idler gear.
  • the term essentially synchronous in this context also means that the planetary gear elements can rotate to a limited extent relative to the loose wheels after a pressing of the coupling device in order to trigger a clutch, shift and / or synchronizing operation.
  • the first planetary gear element is associated with the first idler gear and rotates synchronously with the first idler gear, as long as the coupling device is not actuated.
  • the coupling device When the coupling device is actuated, the first planetary gear element is rotated relative to the first idler gear via the planetary gear. This relative rotation is then converted into an axial movement of at least one coupling element of the coupling device in order to effect a coupling, in particular a positive connection, between the first idler gear and the transmission shaft.
  • the second planetary gear element, the second idler gear is assigned to be rotated via the planetary gear relative to the second idler gear to effect a coupling, in particular a synchronization, between the second idler gear and the transmission shaft.
  • the coupling or synchronization is thus triggered, unlike conventional coupling devices, by relative rotations between the first two planetary gear elements of the planetary gear and the respective assigned idler gears.
  • a further preferred embodiment of the synchronizers is characterized in that the planetary gear comprises a third Planetengetriebeele- element which is fixed in an unactuated state of the coupling device relative to the first two planetary gear elements.
  • the third planetary gear element being stationary means that the third planetary gear element does not rotate in the unactuated state of the coupling device.
  • the third planetary gear element in the unactuated state of the Kopplungsein- device fixed to the housing, for example, to a transmission housing, set.
  • the first two planetary gear elements are, for example, a sun gear and a planet carrier. Then it is in the third gear element, for example, a ring gear of the planetary gear.
  • the ring gear then stands still in the unactuated state of the coupling device.
  • the planetary gear also includes planet gears.
  • the planetary gear can be designed as a simple planetary gear or as Auchplan- netengetriebe.
  • the two first planetary gear elements can also be designed as sun gears or central wheels.
  • the first planetary gear element for example, associated with first planetary gears or planet gears of the planetary gear designed as a stepped planet.
  • the second sun gear or central gear is advantageously associated with second planetary gears or planet gears of the planetary gear designed as a stepped planet.
  • the first and second planet gears or gears are arranged on a common axis and associated with a web of the planetary gear. The web stops in the non-activated state of the coupling device.
  • the third planetary gear element is pivotable from its unactuated state that the first two planetary gear elements be decelerated or accelerated relative to the respective associated idler gear.
  • the relative speeds between the first two planetary gear elements and the associated idler gears are used when actuating the coupling device via suitable coupling elements or coupling devices to non-rotatably connect the respective idler gear with the gear shaft, preferably by positive engagement.
  • the third planetary gear element is preferably pivoted about a pivot axis which is arranged coaxially or parallel to the axis of rotation of the gear shaft or coincides with the axis of rotation of the gear shaft.
  • a further preferred embodiment of the synchronizers is characterized in that the first two planetary gear elements are coupled to the associated idler gears, that relative speeds between the first two planetary gear elements and the associated idler gears trigger a coupling process or a synchronization process and the engagement of a gear in the transmission cause.
  • the transmission is, for example, a manual transmission.
  • the transmission can also be a dual-clutch transmission with two partial transmissions and a double clutch.
  • a further preferred embodiment of the synchronizers is characterized in that between the first two planetary gear elements and the associated idler wheels each a stop is provided, wherein the two stops have the same direction of action. In a relative rotation between one of the two planetary gear elements and the associated idler gear moves the associated stop. This movement of the stop can be advantageously used to effect the coupling or synchronization.
  • a further preferred embodiment of the synchronizers is characterized in that one of the first two planetary gear elements is rotatably connected to the associated idler gear.
  • the other of the two plans Tengetriebeieri is then advantageously carried out without a stop. That is, a corresponding stop body on one of the first two planetary gear elements may move in different directions relative to the associated idler gear, for example, to engage either a first or a second gear.
  • a further preferred embodiment of the synchronizers is characterized in that the first two planetary gear elements are coupled together so that a rotation relative to the loose wheels can only take place simultaneously. Then, the first two planetary gear elements can be executed without attacks. This means that can be attached to the first two planetary gear elements stop body, which can move in opposite directions when operating the coupling device.
  • the two first planetary gear elements are preferably associated with a common coupling element which is axially movable, for example, to insert the first or second gear.
  • Another preferred embodiment of the synchronizers is characterized in that the planetary gear is arranged coaxially with the transmission shaft.
  • the central axis of rotation of the planetary gear advantageously coincides with the axis of rotation of the gear shaft.
  • the central axis of rotation of the planetary gear is, for example, the axis of rotation of at least one sun gear or central wheel or a planet carrier or web of the planetary gear.
  • a further preferred embodiment of the dual-clutch transmission is characterized in that transmission changes between all switching stages are substantially equal. This considerably simplifies the design of the dual-clutch transmission. In addition, the shifting comfort during operation of the dual-clutch transmission can be improved.
  • a further preferred embodiment of the dual-clutch transmission is characterized in that an electric machine is arranged at one end remote from the double clutch of an inner transmission input shaft.
  • the obtained by the inventive design of the dual clutch transmission axial space can be used advantageously for the accommodation of an electrical machine, in particular in the context of a hybrid application.
  • the electric machine is, if necessary with the interposition of a clutch and / or a gear stage, drivingly connected to the inner transmission input shaft.
  • a further preferred embodiment of the dual-clutch transmission is characterized in that an electric machine is arranged in the axial direction overlapping to the fixed wheels and / or idler gears. As a result, the space required for accommodating the dual-clutch transmission in the axial direction can be further reduced.
  • a further preferred embodiment of the dual-clutch transmission is characterized in that the electric machine is drivingly, optionally with the interposition of a clutch and / or a gear stage, connected to the transmission output shaft or connectable, in particular via one of the idler gears.
  • actuating forces are applied to the pivoting actuator radially outside of adjacent idler gears on the pivoting actuator.
  • the actuating force can be generated for example with an electric motor and applied to the pivoting actuating device via at least one gear stage.
  • the actuation of the coupling device via the planetary gear by a pivoting movement.
  • the donating movement takes place, preferably by the third planetary gear element, about the axis of rotation of the transmission input shaft, on which the two adjacent idler gears are arranged.
  • the invention also relates to a drive train of a motor vehicle, in particular a hybrid drive train of a motor vehicle, with an internal combustion engine, a dual clutch and with a dual-clutch transmission described above. If appropriate, the invention also relates to a pivoting actuating device for a previously described double-clutch transmission.
  • Pairs of wheels and two synchronizers which are pivotally operable
  • FIG. 2 shows an enlarged detail from FIG. 1 with the synchronizing devices
  • Figure 3 shows a similar dual-clutch transmission as in Figure 1 with a
  • Figure 4 shows an enlarged section of Figure 3 with a
  • Figures 5, 7a, 8a, 9a, 10a, 1 1 a the dual-clutch transmission of Figure 1, each with a dashed arrow to illustrate a power flow in the first, second, third, fourth, fifth and sixth gear;
  • Figures 6, 7b, 8b, 9b, 10b, 1 1 b switch positions of actuators in the first, second, third, fourth, fifth and sixth gear;
  • Figure 12 is a perspective view of the dual clutch transmission
  • FIG. 1 A first figure.
  • Figure 13 is a similar view as in Figure 12 with an electrical
  • a machine drivingly connected to a transmission output shaft; 14 shows the Doppelkupplungsgetnebe of Figure 1 with an electric
  • a machine drivingly connected to an inner transmission input shaft
  • Figure 15 is a similar view as in Figure 14 with an electrical
  • Machine drivingly connected to an output gear.
  • FIG. 1 shows in simplified form a drive train 1 of a motor vehicle with an internal combustion engine 4 and a dual-clutch transmission 5.
  • a dual clutch 8 with two partial clutches is connected between an output of the internal combustion engine 4 and an input of the dual-clutch transmission 5.
  • the double clutch 8 comprises a clutch disc 9, which is non-rotatably connected to an inner transmission input shaft 1 1, and a clutch disc 10, which is non-rotatably connected to an outer transmission input shaft 12.
  • the inner gear shaft 1 1 is coaxial with and partially disposed within the outer transmission input shaft 12.
  • a transmission output shaft 15 is arranged parallel to the two transmission input shafts 1 1, 12.
  • Two fixed wheels 21, 22 are non-rotatably connected to the outer transmission input shaft 12 connected.
  • Two fixed wheels 23, 24 are rotatably connected to the inner transmission input shaft 1 1.
  • the fixed gears 21 to 24 mesh with idler gears 31 to 34, which are rotatably arranged or mounted on the transmission output shaft 15.
  • the fixed gear 21 and the idler gear 31 are arranged in a first gear plane 35 and serve to represent a second gear, which is also referred to as a second shift stage.
  • the fixed gear 22 and the idler gear 32 are arranged in a second gear plane 36 and serve to represent a fourth gear, which is also referred to as a fourth shift stage.
  • the fixed gear 23 and the idler gear 33 are arranged in a third gear plane 37 and serve to represent a third gear, which is also referred to as a third shift stage.
  • the fixed gear 24 and the idler gear 34 are arranged in a fourth gear plane 38 and serve to represent a fifth gear, which is also referred to as a fifth shift stage.
  • the gears or switching stages which can be directly represented by the fixed wheels 21 to 24 and the loose wheels 31 to 34 are indicated in FIG. 1 by Roman numerals II, IV, III and V.
  • the first and the sixth gear are represented by bridging the adjacent idler gears 32, 33.
  • An output gear 39 is rotatably connected to the transmission output shaft 15.
  • the output gear 39 meshes, as seen in Figure 12, with a last gear 40 on the output side of the dual-clutch transmission 5.
  • the last gear 40 is also referred to as Final Drive.
  • the respective idler gear 31 to 34 must be coupled to the transmission output shaft 15.
  • the coupling is initiated via synchronizers 41, 42.
  • a rotationally fixed connection between the idler gears 31 to 34 is realized via only indicated form-fitting clutches, which are not designated in detail in Figure 1.
  • the form-fitting clutches each comprise a coupling body 45, which cooperates via a sliding sleeve 46 with a link 47.
  • the link 47 is coupled to a web 48 of a planetary gear 50.
  • FIG. 2 shows an enlarged detail of FIG. 1 with the coupling device 43 and the synchronizing devices 41, 42.
  • the coupling device 43 is actuation moderately connected via a sliding sleeve 56 and a passage 57 with a link 58 of the synchronizer 41.
  • the synchronizers 41, 42 are made equal. In the following, therefore, only the synchronizer 41 will be described in detail.
  • a triggering of the operation of the synchronizer 41 via a planetary gear 50 is in the axial direction between the two Losgann 31, 32 arranged.
  • the planetary gear 50 is advantageously particularly space-saving partially radially within running gears 155, 156 of the idler gears 31, 32 are arranged.
  • an unspecified planetary gear of the synchronizer 42 is partially disposed radially within running gears 157, 158 of the idler gears 33, 34. As a result, the space required for the synchronizers 41, 42 can be effectively reduced in the axial direction.
  • the planetary gear 50 includes a first planetary gear element, which is designed as a sun or central wheel and associated with the idler gear 31.
  • a second planetary gear element is designed as a further sun or as a further central wheel and assigned to the idler gear 32.
  • a third planetary gear element is designed as a web 48 of the planetary gear 50.
  • the planetary gear 50 further includes planet gears, which are rotatably connected to each other via a common axis.
  • the common axis of the planet gears can be actuated via the web 48 of the planetary gear 50.
  • the planet gears mesh with the sun gears or central gears designed first planetary gear elements.
  • the ratio of the planetary gear 50 is selected so that on the one hand a part of the planetary gear 50 - a sun, the web or a ring gear - rotates at the same speed as the first idler gear 31st On the other hand, another part of the planetary gear 50 rotates at the speed of the second idler gear 32.
  • a third part of the planetary gear 50, for example a ring gear 51, is stationary relative to a transmission housing, not shown.
  • the web 48 is pivoted via the ring gear 51 of the planetary gear.
  • the first planetary gear elements ie the sun or sun gears or central gears, accelerated or decelerated. This leads to a relative speed to the respective idler gear 31, 32.
  • the synchronization is actuated by the relative speed or relative movement and a gear II, IV inserted.
  • an actuator 54 extends between the race teeth 155, 156 radially outward. An actuating force can advantageously be applied to the actuating device 54 radially outside the running gears 155, 156 of the loose wheels 31, 32.
  • an actuating force can be applied to the actuating device 55 radially outside the running gears 157, 158 of the idler gears 33, 34.
  • the actuation forces can be applied, for example by means of an electric motor, to the actuators 54, 55 via a corresponding actuation gear.
  • the actuators 54, 55 are pivoted by a defined angle. The pivoting movement takes place about an axis of rotation or pivot axis, which corresponds to the axis of rotation of the transmission output shaft 15.
  • the coupling device 43 represents an additional synchronizing device, which can be actuated in a pivoting manner via the actuating devices 54, 55 of the synchronizing devices 41, 42.
  • the actuators 54, 55 of the synchronizers 41, 42 each have four switching positions. In a first shift position, a first gear is engaged. A second switching position corresponds to a neutral position. In a third shift position, a second gear is engaged. In a fourth shift position, a gear is engaged. In the fourth switching position, the two middle idler gears 32, 33 are additionally coupled to one another by the coupling device 43 in order to display a bridge gear.
  • the loose wheels 31, 32; 33, 34; 32, 33 provide idler gear pairs 151; 152; 153.
  • the idler gear pairs 151, 152 are associated with the synchronizers 41, 42.
  • the idler gear 153 is associated with the coupling device 43.
  • each actuating device 54, 55 has three switching positions, the fourth switching position described above being omitted.
  • the idler gears 32, 33 for displaying the bridge gear are then coupled via an additional actuating device 80 with two switching positions, as shown in FIGS. 3 and 4.
  • FIGS. 3 and 4 show a drive train 61 with a dual clutch transmission 65, which is similar to the drive train 1 with the dual clutch transmission 5 from FIGS. 1 and 2. To denote the same or similar parts, the same reference numerals are used.
  • a coupling device 73 is used for alternative operation of the bridge gear.
  • the coupling device 73 is not connected to synchronizers 71, 72, which otherwise correspond to the synchronizers 41, 42 of FIG. 2.
  • the coupling device 73 comprises a sliding sleeve 74, a driver 75 and a link 76 and an anti-rotation device 77.
  • the coupling device 73 can be actuated via the link 76 by means of a pivoting actuating device 80.
  • the sliding sleeve 74 is displaced in the axial direction with synchronization, for example by means of a ramp mechanism.
  • the ramp mechanism is, for example, constructed in a similar or similar way to a switching device disclosed in German Offenlegungsschrift DE 10 201 1 007 266 A1.
  • the ramp mechanism is located within the running gears of the loose wheels 32, 33. This provides the advantage that only the pivoting actuator 80 must be guided over the stationary support or anti-rotation device 77 to the outside.
  • FIGS. 6, 7b, 8b, 9b, 10b, 11b illustrate the switching positions of the actuators 54, 55.
  • FIGS. 6, 7b, 8b, 9b, 10b, 11b illustrate the switching positions of the actuators 54, 55.
  • the switching positions of the actuator 54 are illustrated.
  • the switching positions of the actuator 55 are illustrated.
  • Figures 5 and 6 show the first gear.
  • the drive takes place via the inner transmission input shaft 1 1 on the idler gear 33 in the third gear plane 37.
  • the idler gear 33 is coupled to the idler gear 32 in the second gear plane 36.
  • the force or torque is transmitted to the outer transmission input shaft 12, which is designed as a hollow shaft, back.
  • the output is then, as indicated by the dashed arrow in Figure 5, in the first gear plane 35, wherein the idler gear 31 is coupled in the first gear plane 35 through the synchronizer 41 to the transmission output shaft 15.
  • the double arrow 81 illustrates the four switching positions of the actuating device 54.
  • the letter R stands for the right-hand idler gear 32 in FIG. 5. In the switching position R, the right idler gear 32 is coupled to the transmission output shaft 15. The number 0 stands for a neutral position of the actuating device 54.
  • the letter L stands for the left idler gear 31 in FIG. In the shift position L, the left idler gear 31 is coupled via the synchronizer 41 to the transmission output shaft 15. In the shift position L + B, the left idler gear 31 is coupled to the transmission output shaft 15.
  • the right idler gear 32 is coupled via the coupling device 43 for displaying the bridge or the bridge gear or the bridging with the idler gear 33.
  • the double arrow 82 illustrates the four switching positions of the actuator 55.
  • the letter L stands for the left in Figure 5 idler gear 33. In the shift position L, the left idler gear 33 is coupled via the synchronizer 42 to the transmission output shaft 15. The number 0 stands for a neutral position of the synchronizer 42.
  • the letter R stands for the right in FIG. 5 idler gear 34. In the switching position R of the actuator 55, the right idler gear 34 is coupled to the transmission output shaft 15.
  • the letters R + B represent the fourth shift position of the actuator 55. In the fourth shift position, the right idler gear 34 is coupled to the transmission output shaft 15. In addition, the right idler gear 34 is coupled via the inner transmission input shaft 1 1 with the left idler gear 33. pelt.
  • the left idler gear 33 is also coupled to the idler gear 32 for displaying the bridge or bridging.
  • FIG. 6 it is indicated by an arrow 83 that the actuating device 54 is in its fourth switching position.
  • An arrow 84 indicates that the actuating device 55 is in its neutral position.
  • the 54 is for displaying the second gear in its third shift position L.
  • the associated force flow runs, as can be seen in FIG. 7 a, over the first wheel plane 35.
  • Force flow in third gear runs over the third gear plane 37.
  • An arrow 91 indicates in FIG. 8b that the fourth gear is preselected with the actuating device 54 in the first shift position R.
  • Figure 9b is indicated by an arrow 95, that the actuator 54 is to display the fourth gear in its first switching position R.
  • the associated power flow runs, as can be seen in FIG. 9a, in the fourth gear via the second gear plane 36.
  • An arrow 96 indicates in FIG. 9b that the fifth gear is preselected with the actuating device 55 in the third shift position R.
  • Figure 10b is indicated by an arrow 100 that the actuator 55 is in fifth gear in its third shift position R.
  • An arrow 99 indicates that the neutral position 0 is preselected with the actuating device 54.
  • the associated force flow runs, as can be seen in FIG. 10 a, over the fourth gear plane 38.
  • An arrow 101 indicates in FIG. 10 b that the actuating device 55 is switched to its fourth switching position R + B to display the sixth gear.
  • Figure 1 1 b is indicated by an arrow 104 that the actuator 54 is to display the sixth gear in its second switching position, ie the neutral position 0.
  • the actuating device 55 is located to display the sixth gear in its fourth switching position R + B, as indicated by an arrow 105.
  • an electric machine 1 1 1 can be integrated into the dual-clutch transmission 5 in a simple manner.
  • the electric machine 1 1 1 is connected via a shaft 1 12 and a gear 1 13 drivingly, optionally with the interposition of a clutch, connected to the final drive 40.
  • FIG. 14 is indicated by a rectangle 125, an electric machine, which is drivingly connected in a further hybrid application with the inner transmission input shaft 1 1 of the dual-clutch transmission 5.
  • the electric machine 125 is, as can be seen in FIG. 14, arranged on an end of the inner transmission input shaft 11 facing away from the double clutch 8.
  • an electric machine is indicated by a rectangle 135, which in a further hybrid application is arranged axially overlapping the loose wheels of the dual-clutch transmission 5.
  • the electric machine 135 is via gears 136, 137 drivingly, optionally with the interposition of a clutch, connected to the idler gear 31 of the dual clutch transmission 5.
  • an electric machine is indicated by a rectangle 145, which in a further hybrid application is arranged in a manner similar to the electric machine 135 in FIG. However, the electric machine 145 is drivingly connected to the final drive 40 via a gear 146.

Abstract

L'invention concerne une boîte de vitesses à double embrayage comprenant deux arbres d'entrée de boîte de vitesses et au moins un arbre de sortie de boîte de vitesses, et au moins quatre plans de pignons dans chacun desquels sont disposés un pignon fixe et un pignon fou qui est synchronisé pour permettre d'obtenir des rapports, un dispositif d'accouplement étant disposé entre deux pignons fous adjacents de telle manière qu'au moins deux rapports supplémentaires sont permis par un pontage de deux pignons fous non synchronisés avec l'arbre de sortie de boîte de vitesses. L'invention est caractérisée en ce que le dispositif d'accouplement peut être actionné entre les pignons fous adjacents par l'intermédiaire d'au moins un dispositif d'actionnement pivotant.
PCT/DE2017/100803 2016-10-21 2017-09-21 Boîte de vitesses à double embrayage WO2018072780A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201780064982.2A CN109952457B (zh) 2016-10-21 2017-09-21 双离合器变速器
DE112017005292.0T DE112017005292A5 (de) 2016-10-21 2017-09-21 Doppelkupplungsgetriebe

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016220701.6A DE102016220701B4 (de) 2016-10-21 2016-10-21 Doppelkupplungsgetriebe
DE102016220701.6 2016-10-21

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CN109952457A (zh) 2019-06-28
DE102016220701A1 (de) 2018-04-26
DE112017005292A5 (de) 2019-07-04
DE102016220701B4 (de) 2018-12-13
CN109952457B (zh) 2021-03-02

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