Dual-Clutch Transmission Arrangement, and Motor Vehicle
A dual clutch transmission arrangement (4) includes a first clutch (K1) and a second clutch (K2) for connecting a drive unit (2) to a first sub-transmission and to a second sub-transmission. The first clutch (K1) is connected to both transmission input shafts. A motor vehicle with the dual clutch transmission arrangement (4) is also provided.
- 1-15. -15. (canceled)
- 16. A dual clutch transmission arrangement (4), comprising:
a first clutch (K1) configured to selectively connect a drive unit (2) to a first sub-transmission; and a second clutch (K2) configured to selectively connect the drive unit (2) to a second sub-transmission, wherein the first clutch (K1) is connected to a transmission input shaft of the first sub-transmission and to a transmission input shaft of the second sub-transmission.
- View Dependent Claims (17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30)
The invention relates generally to a dual clutch transmission arrangement that includes a first clutch and a second clutch for connecting a drive unit to a first sub-transmission and to a second sub-transmission.
In most dual clutch transmissions, the internal combustion engine is connected to an input part of a dual clutch, and the output sides of the dual clutch are connected to coaxially mounted transmission input shafts.
It is also known, however, to arrange the two clutches in the transmission itself in order to establish the overlap control. The synchronizing mechanisms for establishing a connection between a first/idler gear and a shaft are often also referred to as separating clutches. Such synchronizing mechanisms differ from the clutches insofar as the clutches can transmit the total torque output by the drive unit. In contrast, synchronizing mechanisms operate when clutches are disengaged, i.e., when no torque is transmitted from the drive unit to the transmission.
Example aspects of the present invention provide a dual clutch transmission arrangement, which can be handled in a more flexible manner with respect to installation space specifications.
In order to solve this problem, the first clutch is connected to the two transmission input shafts.
The terms “first” and “second” are intended merely to differentiate the clutches, but not to rank such clutches. The first clutch is, by definition, the clutch that is connected to both transmission input shafts. The other clutch is the second clutch.
Due to the fact that one of the two clutches is connected to both transmission input shafts, the second clutch can be arranged spatially at a distance from the first clutch. As a result, space can be created for other transmission elements, in particular, in the area of the clutch bell housing.
Advantageously, the second clutch can be arranged between two gear set planes. A gear set plane is usually considered to be the axial area occupied by the gearwheels of one or two gears. There is an axial distance between the gear set planes, in which, for example, shift elements can be arranged.
The second clutch can be arranged between the gear sets of odd gears. Alternatively, the second clutch can be arranged between the gear sets of even gears. Further alternatively, the second clutch can be arranged between the gear sets of even gears and odd gears. Each of the embodiments has its own advantages and disadvantages. An arrangement between even and odd gear sets is preferred. Regardless of the precise arrangement of the gear sets, the second clutch can be arranged at the end of the hollow transmission input shaft. Usually, this is also the point at which the second clutch is located between the even gear set planes and the odd gear set planes.
The reverse gear is considered, in principle, to be an even gear in this case; this applies at least for as long as a gearwheel of the reverse gear is located on the transmission input shaft that includes the even gears. This assignment is not always unambiguously implementable, however, since both transmission input shafts or two countershafts are utilized, in part, for forming the reverse gear. In a further alternative, the second clutch is located between the gear set plane of the reverse gear and another gear set plane; this gear set plane can include even gears or odd gears.
Alternatively to the arrangement between two gear set planes, the second clutch can be arranged, on the transmission-end side, downstream from the gearset planes. In other words, the second clutch can be arranged on the end of the gear set housing facing away from the engine.
Advantageously, the second clutch can enclose a shaft. In the case of the arrangement between the gear set planes, the second clutch can be arranged between multiple shafts. The cavity usually present in the center of a clutch can also be utilized, however, for sliding the second clutch onto a shaft. This encompasses the embodiment in which the second clutch has been slid onto the hollow transmission input shaft and then encloses two shafts.
In a further embodiment, the second clutch can enclose multiple shafts, specifically parallel, non-coaxial shafts. In the extreme case, the second clutch can be located on the inside of the transmission housing, although, due to the resultant diameter, a uniform actuation around the perimeter is made difficult as a result. It is therefore preferred when the second clutch encloses only one shaft.
In addition to the clutches for connecting the drive unit, usually an internal combustion engine, to the transmission input shafts, the dual clutch transmission arrangement can also include a third clutch, which disconnects the drive unit from the transmission. This is arranged, with respect to power flow, between the first drive unit and the first and second clutches and is always provided when a second drive unit is present, in particular in the form of an electric motor. The electric motor can be present in a P2 or P3 configuration, i.e., the electric motor acts on either the transmission input shafts or on the transmission itself. In this case, the third clutch, which is often referred to as “K0”, is utilized for decoupling the internal combustion engine from the transmission for a purely electric operation and, in this way, minimizing the power loss of the internal combustion engine or, more generally, of the first drive unit during a purely electric operation.
This third clutch is advantageously arranged in the clutch bell housing. As described above, the clutch bell housing is the part of the transmission housing, in which the clutch or the clutches is/are usually arranged. The third clutch and the first clutch can be arranged in a radially nested manner. Therefore, the first clutch can be located within the third clutch, or vice versa, wherein an overlap occurs, at least partially, in the axial direction. Alternatively, the first clutch and the third clutch can also be axially successively arranged. Preferably, the third clutch is arranged radially within the first clutch. Preferably, the input side of the first clutch is directly connected to the output of the third clutch.
In addition, the input side of the first clutch, i.e., the clutch in the clutch bell housing, can be connected to one transmission input shaft and the output side can be connected to the other transmission input shaft. As a result, the second drive unit, in particular an electric motor, can access or drive both transmission input shafts.
Advantageously, the output of the third clutch can be connected to the input of the first clutch and to the input of the second clutch. The connection to the second clutch within the transmission housing part including the gear set is possible, in this case, with the aid of transmission components and, for example, the first clutch.
The dual clutch transmission arrangement is advantageously a hybridized dual clutch transmission arrangement.
The first clutch and/or the second clutch and/or the third clutch are/is advantageously designed as a multi-disk clutch. It is further preferred when such clutches are wet-running.
Preferably, the first clutch can be designed as a launch clutch.
The dual clutch transmission arrangement advantageously has a countershaft design. This is intended for purposes of clarification, since all dual clutch transmissions have a countershaft design.
Advantageously, the transmission input shafts can be coaxially arranged and the first clutch can be connected, on the input side, to the inner transmission input shaft. Preferably, the first clutch can also be connected, on the output side, to the outer transmission input shaft. As a result, it is possible, by engaging the first clutch, to drive the first sub-transmission while the transmission input shaft of the second sub-transmission is driven, provided the first clutch is incorporated in the power flow. This does not depend on the disengagement or engagement of the first clutch, but rather on whether a further clutch is also provided in the drive train, as is represented further below. As a result, it is possible that the first clutch is connected to both transmission input shafts, but, regardless thereof, the first sub-transmission and the second sub-transmission can be incorporated into the power flow.
Preferably, the first clutch can be associated with the sub-transmission that has the odd gears. Therefore, the odd gears are preferably on the coaxially outer transmission input shaft. Preferably the first clutch is then a launch clutch. This means, the first clutch is designed to be suitable for allowing the motor vehicle to pull away from rest.
Preferably, the dual clutch transmission arrangement can include a second drive unit. While the first dual clutch transmission arrangement is connectable only to the first drive unit, the second drive unit, which is preferably designed as an electric motor, can be contained directly on or in the dual clutch transmission arrangement. In particular, an arrangement of the electric motor in the area of the first clutch is possible, since space was created there due to the deviating positioning of the second clutch.
Advantageously, the dual clutch transmission arrangement can include a separating clutch for disconnecting the first drive unit from the drive train. The separating clutch is utilized for enabling the motor vehicle to be operated using an electric motor without drag losses due to an internal combustion engine.
The invention also relates to a motor vehicle including a dual clutch transmission arrangement. The motor vehicle is distinguished by the fact that the dual clutch transmission arrangement is designed as described above.
Further advantages, features, and details of the invention result from the following description of exemplary embodiments and figures. Wherein:
Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.
The second drive unit 3, in particular an electric motor, can act on the drive train either as indicated with the aid of the line 10 or as indicated with the aid of the line 12. A cooperation with one or both transmission input shafts is referred to as a P2 configuration and a cooperation with the transmission itself is referred to as a P3 configuration.
The clutches for connecting the first drive unit 2 to one of the transmission input shafts of the dual clutch transmission arrangement 4 in each case are referred to as clutches in the following. The clutch for disconnecting the internal combustion engine from the dual clutch transmission arrangement 4 is referred to as a separating clutch K0.
The drive unit 2 is therefore located at the input 14 of the separating clutch K0. The output 16 of the separating clutch K0, however, is connected to the input 18 of the first clutch K1. The output of the first clutch K1 is coupled to the first transmission input shaft 22. The coupling usually takes place with the aid of a spline.
The configuration of the gear set 42 is arbitrary, in principle; the dual clutch transmission arrangement 4 differs from the prior art in that the clutch K2 is arranged in the gear set housing 8, while the clutch K1 is arranged in the clutch bell housing 7. In the embodiment according to
In contrast to
Moreover, the input 18 of the clutch K1, i.e., the outer disk carrier 54, is connected to the connecting shaft 24. In this way, the second drive unit 3 can also be connected to the input of the clutch K2 via the input of the clutch K1.
In all exemplary embodiments, the transmission input shaft 30 is understandable either as a multiple-part shaft or the connecting shaft 24 can also be considered to be a transmission input shaft. In this case, the shaft referred to in
It is known, in principle, to connect the two input sides of the clutches of a dual clutch transmission to one another. Usually, however, the disk carriers are directly connected to one another and not via a connecting shaft 24. The connection of the input sides 18 and 26 of the clutches K1 and K2, respectively, with the aid of a shaft allows for the spatially separated arrangement of the clutches K1 and K2. Such an arrangement is not specifically known from the prior art.
In the embodiment according to
A feature common to all embodiments of
In contrast to
Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims.
- 1 motor vehicle
- 2 first drive unit
- 3 second drive unit
- 4 dual clutch transmission arrangement
- 5 differential
- 6 transmission housing
- 7 clutch bell housing
- 8 set housing
- 9 intermediate wall
- 10 line
- 12 line
- 14 input
- 16 output
- 18 input
- 20 output
- 22 transmission input shaft
- 24 connecting shaft
- 26 input
- 28 output
- 30 transmission input shaft
- 32 fixed gear
- 34 idler gear
- 36 shift element
- 38 gear set plane
- 40 gear set plane
- 42 gear set
- 44 countershaft
- 46 fixed gear
- 48 dual clutch arrangement
- 50 inner disk carrier
- 52 outer disk carrier
- 54 outer disk carrier
- 56 inner disk carrier
- 58 dual-mass flywheel
- 60 pressure compensating cavity
- 62 recoil spring
- 64 actuating motor
- 66 actuating bearing
- 68 actuating element
- 70 grooved ball bearing
- 72 needle bearing
- 74 axial bearing
- 76 rotational speed-adaptive damper
- 78 inner disk carrier
- 80 outer disk carrier
- K0 separating clutch
- K1 clutch; coupling; connection
- K2 clutch; coupling; connection