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WO2008052739A1 - Transmission à double embrayage - Google Patents

Transmission à double embrayage Download PDF

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Publication number
WO2008052739A1
WO2008052739A1 PCT/EP2007/009400 EP2007009400W WO2008052739A1 WO 2008052739 A1 WO2008052739 A1 WO 2008052739A1 EP 2007009400 W EP2007009400 W EP 2007009400W WO 2008052739 A1 WO2008052739 A1 WO 2008052739A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
countershaft
power flow
dual
idler
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2007/009400
Other languages
German (de)
English (en)
Inventor
Ingo Pfannkuchen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of WO2008052739A1 publication Critical patent/WO2008052739A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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 parallel flow paths, e.g. dual clutch transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven 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
    • F16H3/02—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
    • F16H3/097—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 the input and output shafts being aligned on the same axis

Definitions

  • the invention relates to a dual-clutch transmission according to the one-part patent claims 1 and 10.
  • Double clutch transmission known.
  • the dual-clutch transmission illustrated in FIG. 1 of this DE 103 35 262 A1 has two partial transmissions, each of which can be coupled via a constant to a clutch of a dual clutch. Further, a main shaft, two parallel staggered countershafts and four effective on both sides switching elements for switching seven forward gears are provided. These forward gears have gears, of which three gears at the rear end of a first countershaft successively decrease in diameter.
  • the object of the invention is to provide a dual-clutch transmission, which easily fits into a vehicle tunnel while allowing a progressive grading.
  • the dual-clutch transmission has an input-side constant for its two partial transmissions, so that two constants form.
  • the first forward gear advantageously extends over the constant with the smaller drive gear.
  • To be able to switch the dual-clutch transmission sequentially traction interruption free which is a gear of this first forward gear together with the gears of the other odd forward gears arranged on the one countershaft, whereas the gears of the straight forward gears are arranged on the other countershaft. Since the smaller drive gear of the two input constants of the dual clutch is further than the larger drive gear, it is adjacent to the main shaft. Thus, the direct gear can also be designed as an odd forward speed.
  • the direct gear can be a fifth or a seventh forward gear.
  • the design of the direct gear as the fifth gear would lead to an extremely long interpretation - ie small translation - the Schuachsgetriebes.
  • Such an unusually long gear ratio would not allow a uniform Schuachsgetriebe for various transmission equipment of the vehicle.
  • vehicles with dual-clutch transmission would have to receive a different Schuachsgetriebe, as vehicles with a standard planetary automatic transmission or a commercially available manual transmission.
  • forward gears located above the direct gear - so-called overdrives or overdrive gears - allow a higher maximum torque of the dual-clutch transmission.
  • the transmission housing can be made according to thin-walled and / or light metal.
  • the reverse gear required only for small parts of the route runs over both countershafts and uses gears of at least one forward gear.
  • the dual-clutch transmission can build axially short.
  • the one relatively large gear of the reverse gear meshes with a likewise large gear of a forward gear, said gears are arranged relatively far forward, so that the dual clutch transmission tapers in the direction of travel from front to rear.
  • the dual-clutch transmission can be housed in a narrow vehicle tunnel.
  • the large gear of the reverse gear may in particular be a loose wheel in the front region of the dual-clutch transmission.
  • This idler gear is arranged on the one countershaft. This forms a gear level in which this idler gear meshes with a fixed gear of the other countershaft, which in turn meshes with the smallest idler gear of the main shaft.
  • the two idler wheels do not mesh with each other.
  • Claims 5 and 6 show particularly advantageous embodiments of the invention in which so-called complementary paths are formed. This can be a actually assigned to the second countershaft gear pair of idler gear and drive fixed gear from a loose wheel of the first countershaft.
  • Claim 7 shows a particularly advantageous concrete gear arrangement without fixing the forward gears.
  • Claim 8 shows a particularly advantageous definition of the forward gears in a gear arrangement according to claim 7.
  • Claim 9 shows a particularly advantageous determination of the forward gears in a gear arrangement according to claim 7. It is replaced with respect to claim 8 of the sixth forward gear against the fourth forward gear.
  • the independent claim 10 shows an embodiment in which the large gear of the reverse gear is in a gear level with the second constant.
  • the output gear of this second constant meshes directly with the large gear of the reverse gear.
  • the drive gear of the second constant may be the smallest or the second smallest gear, which is arranged coaxially to the main axis of the dual clutch transmission.
  • Claim 11 shows a particularly advantageous determination of the forward gears in a gear assembly according to claim 10.
  • the seventh forward gear is exchanged with the third forward gear.
  • Fig. 2 shows the power flow of the reverse gear in one
  • Double clutch transmission of FIG. 1, Fig. 3 shows the power flow of the first forward gear in one
  • FIG. 1 in a different and more detailed view, Fig. 5, the dual-clutch transmission according to FIG. 1 in a
  • Double clutch transmission according to FIG. 1 and FIG. 4.
  • gears are referred to in detail as fixed wheels, idler gears, as drive gears or as output gears.
  • An inventive dual-clutch transmission 10 according to FIG. 1 is used in a drive train of a motor vehicle.
  • the dual-clutch transmission 10 between a drive motor and an output shaft, such as a joint or cardan shaft, interposed.
  • it is a standard drive train with a drive motor, which is arranged in the front longitudinal installation with a rear-wheel drive is provided.
  • a multi-axis drive belongs to the preferred embodiment of the invention. This multi-axis drive can be carried out both by means of a side shaft guided to the front axle, as is known for example from EP 1 321 327 A2.
  • the multi-axis drive can be designed with a drive-through axis, as is known from heavy commercial vehicles.
  • the dual clutch transmission has an input shaft 11, in particular a crankshaft or a shaft revolving therewith, or a dual mass flywheel or a flexible drive plate, as well as a main shaft 12.
  • the input shaft 11 and main shaft 12 are arranged coaxially with a transmission axis XX.
  • the input shaft 11 is connected, possibly with the interposition of at least one further gear stage, with the drive motor.
  • the main shaft 12 is, if necessary, with the interposition of at least one further gear stage, connected to vehicle wheels.
  • the "first to seventh gear level” counts from front to back.
  • switching element level used in connection with the invention here means that at least one switching sleeve of the switching element is located in one plane. In the practical implementation of the illustrated transmission schemes, it may be, in particular in the case that are at least two switching elements in a switching element level, be that the switching elements for space reasons, not exactly be arranged in a plane.
  • the space can be specified for example by the installation position of a Wegaktuatorik for shifting the shift sleeve of the switching element for the purpose of a gear change.
  • Input shaft 11 and main shaft 12 and two countershafts 16, 33 takes place according to FIG. 5 spatially in the triangle.
  • the input shaft 11 is in driving connection with a here designed as a unit double clutch 13.
  • This dual clutch 13 has a first clutch Kl and a second clutch K2.
  • a drive torque is transmitted from the input shaft 11 to a first intermediate shaft 15.
  • a drive torque is transmitted from the input shaft 11 to a second intermediate shaft 14.
  • the drive torque of the input shaft 11 between the intermediate shafts 14, 15 can be changed.
  • the direction of the transmission axis XX will be referred to as "axial direction.”
  • the clutch K1 is disposed in the axial direction on the side of the clutch K2 facing away from the drive motor 12.
  • the intermediate shaft 15 is formed as a hollow shaft and is radially inward of the intermediate shaft 14.
  • a constant Cl which forms an input transmission
  • a drive gearwheel 18 connected to the intermediate shaft 15 in a rotationally fixed manner the countershaft 16 has associated output gear 19.
  • the drive gear 18 and the output gear 19 are in a first gear level ZEl.
  • Rotationally connected to the countershaft 16 is a rearmost fixed gear 20 of a first forward gear G1 and a fixed gear 21 of a fourth forward gear G4.
  • the fixed gear 20 meshes in a seventh gear level ZE7 with a loose wheel 22, which is arranged coaxially on the main shaft 12.
  • the fixed gear 21 meshes in a sixth gear level ZE6 with a loose wheel 23, which is arranged coaxially on the main shaft 12 and axially adjacent to the idler gear 22.
  • Axially between the two loose wheels 22 and 23, a shift sleeve of a first switching element 24 is arranged, which can be pushed axially forward to a position S7, so that it produces a rotationally fixed connection between the idler gear 23 and the main shaft 12.
  • a seventh forward gear G7 and the reverse gear R associated fixed gear 26 Three gear levels before the idler gear 25 is in a third gear plane ZE3 a seventh forward gear G7 and the reverse gear R associated fixed gear 26.
  • This fixed gear 26 meshes with a loose wheel 27 which is rotatably mounted in the third gear plane ZE3 against the main shaft 12.
  • the fixed gear 26 of the third gear level ZE3 also meshes with a loose wheel 29, which is rotatably mounted in the third gear plane ZE3 against the countershaft 16.
  • Axially adjacent behind this idler gear 29 is the idler gear 30, which is assigned to the sixth forward gear G6 and is located in a fifth gear level ZE5.
  • This shift sleeve of the switching element 32 can forward in a position S3 are pushed so that it produces a rotationally fixed connection between the idler gear 29 and the countershaft 16. If, however, the shift sleeve of the second shift element 32 is pushed axially backwards into a position S4, this shift sleeve of the shift element 32 establishes a rotationally fixed connection between the idler gear 30 and the countershaft 16.
  • the idler gear 29 of the reverse gear R has its switching teeth 35 an annular extension 34.
  • a fourth gear level ZE4 which is a coaxially rotatably mounted on the countershaft 33 idler gear 40 and has a meshing with this fixed gear 39, which is arranged coaxially against rotation on the main shaft 12.
  • the shift sleeve of the second shift element 32 is disposed axially between the idler gear 25 and the fixed gear 26.
  • the shift sleeve of the third shift element 28 can be pushed axially forward into a position S5, so that a rotationally fixed connection between the fixed gear 26 and the countershaft 33 is produced.
  • This second constant C2 comprises: a drive gear 36, which rotatably with the rear
  • End of the intermediate shaft 14 is connected and - a driven gear 37 which is rotatably disposed at the front end of the countershaft 33.
  • Axially between the drive gear 36 of the second constant C2 and the idler gear of the reverse gear R is the direct gear G5 whose gear ratio is 1: 1 between the gear ratio of the fourth forward gear G4 and the transmission ratio of the sixth forward gear G6.
  • the main shaft 12 is rotatably supported in a central bore of the inner intermediate shaft 14.
  • the main shaft 12 is rotatable relative to the intermediate shaft 14, as long as a shift sleeve of a fourth Switching element 38 of the direct gear G5 is not in a forward position Sl. In this front position Sl, the shift sleeve of the fourth shift element 38 establishes a rotationally fixed connection between the intermediate shaft 14 and the main shaft 12.
  • the shift sleeve of the fourth shift element 38 establishes a rotationally fixed connection between the main shaft 12 and the idler gear 39, which is mounted coaxially to the main shaft.
  • FIG. 2 shows the power flow of the dual-clutch transmission 10 according to FIG. 1 in the reverse gear R.
  • the shift sleeve of the first shift element 24 is in the rear position S8, whereas the shift sleeve of the second shift element 32 is in the forward position S3.
  • the other two shift sleeve of the switching elements 28, 38 are in an axially central neutral position.
  • the power flow runs from the second clutch K2,
  • FIG. 3 shows the power flow of the dual-clutch transmission 10 according to FIG. 1 in the first forward gear E1.
  • the shift sleeve of the first switching element 24 is in the rear position S8, wherein the shift sleeve of the third switching element 28 is in the rear position S6.
  • the remaining two shift sleeves of the switching elements 32, 38 are in an axially central neutral position.
  • the power flow runs from the second clutch K2,
  • the fourth forward gear G4 is the shift sleeve of the first switching element 24 in the forward position S7.
  • the remaining shift sleeves of the switching elements 32, 28, 38 are in the central neutral position. In this case, the power flow of the fourth forward gear G4 of the first clutch Kl runs
  • the fifth forward gear G5 is the said direct gear.
  • the remaining shift sleeves of the switching elements 24, 32, 28 are located in the axially central Neutral.
  • the power flow extends from the second clutch K2 via the inner intermediate shaft 14 directly to the main shaft 12th
  • FIG. 4 shows in more detail the dual-clutch transmission 10 according to FIG. 1.
  • the countershaft 16 shown schematically in FIG. 1 at the top is shown below according to FIG. 4.
  • the schematic in Fig. 1 below illustrated countershaft 33 shown in FIG. 4 above.
  • Both representations are worked out for a better view, wherein the true arrangement of FIG. 5 is spatially in a triangular arrangement.
  • This triangular arrangement with a parallel offset arrangement of the countershafts 33, 16 is in contrast to a coaxial arrangement of the two countershafts, as such, for example, from DE 102004022413 Al is known.
  • the triangular arrangement requires more space radially than the parallel offset arrangement. Nevertheless, in order not to exceed the space available in a narrow vehicle tunnel, the gears with the large gears in the dual-clutch transmission 10 are arranged on the front of the countershafts 16, 33. These large gears are in particular
  • the reverse gear R is connected in an axial position with the seventh forward gear G7 on the opposite countershaft 16, since this forward gear G7 namely the smallest idler gear 27 has on the main shaft 12.
  • the large idler gear 29 of the reverse gear R meshes with the slightly larger fixed gear 26 of the seventh forward gear.
  • the large idler gear 29 of the reverse gear R can also mesh with the output gear 37 of the second constant C2.
  • the dual-clutch transmission 10 has the four double-acting switching elements 24, 32, 28, 38, which are less expensive than a combination with one or more one-sided switching elements.
  • the constant C2 of the radially inner intermediate shaft 14 has a smaller gear ratio, as the hollow intermediate shaft 15, as thus more space for a bearing 106 of the inner intermediate shaft 14 relative to the hollow intermediate shaft 15 for Available.
  • the switching elements 32, 28 on the two countershafts 16, 33 are in the same axial position, so that the axial space is well utilized.
  • the reverse gear R is thus realized by interconnecting the countershafts 16, 33, wherein it does not require its own reverse shaft for the reverse gear R.
  • the change from the first forward gear G1 to the second forward gear G2 takes place by a change of the second constant C2 to the first constant C1.
  • the dual-clutch transmission 10 has a series of gears with the seven forward gears Gl to Eq. These seven forward gears Gl to G7 are freely selectable and sequentially power shiftable.
  • These seven forward gears Gl to G7 are freely selectable and sequentially power shiftable.
  • FIG. 6 shows:
  • the ratio i is plotted over the respective forward gear Gl to G7.
  • the progressively stepped gear row 101 of the forward gears G1 to G7 is achieved for the dual-clutch transmission 10, which virtually coincides with the ideal progressively stepped gear row 100, particularly for passenger cars.
  • the complementary 102a which lies in the transmission range of the fourth forward gear G4.
  • This complementary path 102a is created by connecting the sixth forward gear G6 to the second constant C2, which is assigned to the odd forward gears G1, G3, G5, G7. Since this complementary gear 102a is driven by the intermediate shaft 14 of these odd forward gears Gl, G3, G5, G7, it is possible to double-shift from the sixth forward gear G6 to the fourth forward gear G4 under load.
  • the fourth forward gear G4 can be exchanged with the sixth forward gear G6.
  • the seventh forward gear G7 can be replaced with the third forward gear G3 when the idler gear 29 of the reverse gear R meshes with the drive gear 36 of the inner intermediate shaft 14.
  • both countershafts 16, 33 have the same center distance to the main shaft 12. Instead, the two center distances can also differ from each other.
  • the described embodiments are only exemplary embodiments. A combination of the described features for different embodiments is also possible. Further, in particular not described features of the device parts belonging to the invention are to be taken from the geometries of the device parts shown in the drawings.

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

Abstract

L'invention concerne une transmission à double embrayage (10). Afin de pouvoir la loger dans un tunnel de véhicule, les pignons sont disposés de telle sorte que la transmission à double embrayage (10) se rétrécit vers l'arrière. Un pignon (29) du rapport arrière (R) engrène dans un plan de pignons (ZE3) avec un pignon (26) d'un rapport avant supplémentaire (G7).
PCT/EP2007/009400 2006-11-02 2007-10-30 Transmission à double embrayage Ceased WO2008052739A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006051630.3A DE102006051630B4 (de) 2006-11-02 2006-11-02 Doppelkupplungsgetriebe
DE102006051630.3 2006-11-02

Publications (1)

Publication Number Publication Date
WO2008052739A1 true WO2008052739A1 (fr) 2008-05-08

Family

ID=38988101

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2007/009400 Ceased WO2008052739A1 (fr) 2006-11-02 2007-10-30 Transmission à double embrayage

Country Status (2)

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DE (1) DE102006051630B4 (fr)
WO (1) WO2008052739A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8434380B2 (en) * 2009-01-23 2013-05-07 GM Global Technology Operations LLC Dual clutch multi-speed transmission

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2103316A (en) * 1981-08-06 1983-02-16 Zahnradfabrik Friedrichshafen Layshaft change-speed gear unit with concentric input shafts drivable through double clutch
WO1997033103A1 (fr) * 1996-03-08 1997-09-12 Volvo Lastvagnar Ab Boite de vitesses pour vehicule a moteur
WO2001061212A1 (fr) * 2000-02-15 2001-08-23 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dispositif de transmission de couple de rotation, comportant notamment une transmission a double embrayage
DE10335262A1 (de) * 2003-08-01 2005-03-03 Daimlerchrysler Ag Doppelkupplungsgetriebe mit koaxialem Antrieb und Abtrieb
WO2005021999A1 (fr) * 2003-08-27 2005-03-10 Daimlerchrysler Ag Boite de vitesses a double embrayage a disposition enroulee

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2103316A (en) * 1981-08-06 1983-02-16 Zahnradfabrik Friedrichshafen Layshaft change-speed gear unit with concentric input shafts drivable through double clutch
WO1997033103A1 (fr) * 1996-03-08 1997-09-12 Volvo Lastvagnar Ab Boite de vitesses pour vehicule a moteur
WO2001061212A1 (fr) * 2000-02-15 2001-08-23 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dispositif de transmission de couple de rotation, comportant notamment une transmission a double embrayage
DE10335262A1 (de) * 2003-08-01 2005-03-03 Daimlerchrysler Ag Doppelkupplungsgetriebe mit koaxialem Antrieb und Abtrieb
WO2005021999A1 (fr) * 2003-08-27 2005-03-10 Daimlerchrysler Ag Boite de vitesses a double embrayage a disposition enroulee

Also Published As

Publication number Publication date
DE102006051630A1 (de) 2008-05-08
DE102006051630B4 (de) 2016-11-03

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