Patent Application
20160312857
The present invention relates to a dual-clutch transmission in lay-shaft design in accordance with the type more specifically defined in the preamble of claim 1.
For example, from publication DE 10 2011 088 396 A1, a dual-clutch transmission is known; this features a main group in lay-shaft design with several spur gear stages and shift devices along with a range group in planetary design. The planetary gear set designed as a range group comprises a central sun gear, a ring gear and a planetary gear carrier, which guides the several planetary gears meshing with the sun gear and the ring gear. The sun gear is connected in a torque-proof manner to the end of the main shaft on the output side. The end of the planetary gear carrier on the output side is connected in a torque-proof manner to the output shaft. With the known dual-clutch transmission, the range group is connected downstream of the main group in terms of drive technology, whereas this range group can be switched between two transmission stages, which represent a lower gear range and an upper core range.
The present invention is subject to the task of proposing a dual-clutch transmission of the type described above, with which a planetary gear set is not provided as a range group, but is integrated into the gear set in order to be able to realize an improved transmission ratio sequence.
In accordance with the invention, this task is solved by the characteristics of claim 1. Additional advantageous arrangements arise from the subclaims, the drawings and the description.
A dual-clutch transmission lay-shaft design with a first input shaft and a second input shaft, which are arranged coaxially at a common input shaft axis, is proposed. Furthermore, a first lay shaft arranged on a first lay-shaft axis and a second lay shaft arranged on a second lay-shaft axis along with at least one planetary gear set are provided. Four gear levels are realized, which form discrete spur gear transmission ratio stages and to which at least nine shift elements are allocated, such that at least eight forward gears and several reverse gears can be shifted. In order to realize a compact design with a minimum of shift elements and good load switching capability, it is provided that the planetary gear set is connected or connectable to one of the input shafts and to one of the gear levels along with the housing, that at least the first forward gear and the second forward gear can be shifted as winding path gears with a simultaneous load switching capability of at least the first three forward gears.
With the planetary gear stage provided with the proposed gear set, for the provided winding path gears, in addition to the use of the gear levels of both sub-transmissions with one gear step, the transmission ratio of the planetary gear set is also used. For example, for the short first forward gear, the transmission ratio of the planetary gear set can be used, while the gearshift is carried out in the second forward gear exclusively by the operation of the dual clutch. Through the connection of the sub-transmission of the second forward gear to the planetary gear carrier of the planetary gear set, the transmission ratio of the planetary gear set is bypassed. The progressive steps between the first forward gear and the second forward gear correspond to the planetary gear set transmission ratio. Since the second gear level is used for the winding of the first and second forward gear as the last stage, the load switching capability between the second forward gear and the third forward gear is also ensured.
In accordance with an advantageous additional form of the present invention, the connection of the planetary gear set may be varied. For example, the connection of the housing may be effected both at the sun gear and at the ring gear of the planetary gear set. Such different variants are possible through correspondingly positioned shift elements for the gear set in accordance with the invention.
Preferably, with the proposed dual-clutch transmission, for example, five double-shift devices or double-shift elements, as the case may be, are provided. However, it has been shown that the gear set of the dual-clutch transmission also manages the task with only four double-shift elements and one single-shift element. With the use of double-shift elements, the number of required operating actuators can be reduced in an advantageous manner. The shift elements or coupling devices, as the case may be, may also be designed as synchronizations. It is conceivable that both positive-locking and frictional-locking shift devices or shift elements, as the case may be, are used. With the provided shift elements, in the activated or switched state, an idler gear (for example) is connected to an allocated shaft, such as a solid shaft or a hollow shaft.
The transmission in accordance with the invention may be designed, for example, as a dual-clutch transmission with, for example, a dual clutch, through which the input shaft is connectable to the drive side, for example, to the internal combustion engine or the like. For hybridization, the dual-clutch transmission may be coupled with at least one electric motor.
Moreover, it is also conceivable that, within the framework of a hybrid variant, a dual clutch is omitted by an input shaft of the transmission being connectable to a clutch, and the other input shaft being connectable to an electric motor or the like as load-shifting elements.
If a hybridization is intended with the transmission, the connection of one or more electric motors may be preferably selected such that both the connection of the electric motor to a clutch or to the dual-clutch of the transmission and to the output of the transmission can be shifted, for example, by means of a shift device. In this manner, both a standing load capability and electric driving without drag losses with the transmission is possible. The connection of the electric motor may be effected at one of the shafts, at a fixed wheel, at an idler gear and/or at an additional fixed gear of the transmission. The preferred connecting location may be the input shaft of the gear set (designed, for example, as a hollow shaft), which is connected to the planetary gear carrier shaft of the planetary gear set.
For example, the electric motor may support shifting operations alone. It is also possible that the internal combustion engine and the electric motor jointly support gearshifts, for example, by means of an additional planetary transmission or the like. Through the use of an additional double-shift device, the two aforementioned variants can be switched or changed, as the case may be.
The invention is further described below. The following is shown:
The gear set shown also comprises a first lay shaft VW1, which is arranged coaxially at a first lay-shaft axis 10, and a second lay shaft VW2, which is arranged coaxially at a second lay-shaft axis 11. As a whole, four gear levels a, b, c, d are provided as discrete spur gear transmission ratio stages, to which, in accordance with
In accordance with the invention, the planetary gear set PS is connected or connectable to one of the input shafts EW1, EW2 and to one of the spur gear transmission ratio stages in such a manner that at least the first forward gear 1 and the second forward gear 2 can be shifted as winding path gears with a simultaneous load switching capability of at least the first three forward gears.
With the gear set in accordance with
Furthermore, with the gear set in accordance with
The second gear level b comprises the gear wheel Z3 that is formed as an idler gear and is allocated to the first lay-shaft axis 10, and the gear wheel Z4 that is formed as an idler gear and is allocated to the second lay-shaft axis 11, each of which is in mesh with the gear wheel Z7 of the second gear level b that is formed as an idler gear and is allocated to the input shaft axis 9, whereas the gear wheel Z3 is connectable by means of the second shift element S2 to the gear wheel Z1 of the first gear level a, or by means of the third shift element S3 to the first lay shaft VW1. The gear wheel Z4 is connectable by means of the eighth shift element S8 to the gear wheel Z2 of the first gear level a, or by means of the ninth shift element S9 to the second lay shaft VW2, whereas the gear wheel Z7 is connectable by means of the sixth shift element S6 to the first input shaft EW1.
With the gear set shown in
The third gear level c for realizing the reverse gear comprises the gear wheel Z5 that is formed as an idler gear and is allocated to the first lay-shaft axis 10, the gear wheel Z6 that is formed as an idler gear and is allocated to the second lay-shaft axis 11 and the gear wheel Z8 that is formed as a fixed gear and is allocated to the input shaft axis 9, whereas the gear wheel Z5 is connectable by means of the fourth shift element S4 to the first lay shaft VW1 and is in mesh with the gear wheel Z6. The gear wheel Z6 is connected by means of the tenth shift element S10 to the second lay shaft VW2, whereas the gear wheel Z8 connected to the first input shaft EW1 and is in mesh with the gear wheel Z6.
The fourth gear level d comprises, as output constants, the gear wheel Z9 that is formed as a fixed gear and is allocated to the first lay-shaft axis 10, and the gear wheel Z10 that is formed as a fixed gear and is allocated to the second lay-shaft axis 11, each of which is in mesh with the gear wheel Z11 of the fourth gear level d formed as a fixed wheel. The gear wheel Z9 is connected to the first lay shaft VW1, whereas the gear wheel Z10 is connected to the second lay shaft VW2 and whereas the gear wheel Z11 is connected to the output shaft AB.
Furthermore, it can be seen from
The sun gear SR of the planetary gear set PS is connected to the housing 12, whereas the planetary gear carrier PT of the planetary gear set PS, on the one hand, is in mesh with the gear wheel Z1 of the first gear level a and with the gear wheel Z2 of the first gear level a and, on the other hand, is connected to the second input shaft EW2. The ring gear HR of the planetary gear set PS is connectable by means of the fifth shift element S5 to the first input shaft EW1.
For hybridization, at least one electric motor EM is provided. The electric motor EM is connected to the second input shaft EW2 designed as a hollow shaft and to the planetary carrier shaft.
By way of example,
Thus, the connection of the housing 12 may be effected, for example. by means of the sun gear SR and the ring gear HR, which is realized by the positioning of the shift elements.
Through the skilled connection and use of the planetary gear set PS, an advantageous winding of at least the first two forward gears 1, 2, with the simultaneous safeguarding of the load switching capability of the gears 1 to 3, is ensured. The advantage arises from the fact that, for the shortly translated first forward gear 1, the transmission ratio of the planetary gear set PS is used. The gearshift into the second forward gear 2 is carried out exclusively by the operation of the dual clutch. Through the connection of the sub-transmission of the second forward gear 2 to the planetary gear carrier PT of the planetary gear set PS, the transmission ratio of the planetary gear set PS is bypassed. The progressive steps between the first and second forward gears 1, 2 correspond to the planetary gear set transmission ratio. Since the gear wheel Z3 designed as a spur gear is used for the winding of the first and second forward gears 1, 2 as the last stage, the load switching capability for a gearshift from the second forward gear 2 to the third forward gear 3 is ensured.
By way of example,
The first reverse gear 1 can be shifted, starting from the first clutch K1, by means of the first input shaft EW1 as a winding path gear, whereas the power flow is transferred, with an activated fifth shift element S5, through the planetary gear set PS and through the first gear level a to the second lay shaft VW2 and, with an activated eighth shift element S8, through the second gear level b, with an activated third shift element S3, to the first lay shaft VW1 and through the fourth gear level d to the output shaft AB. The second forward gear 2 can be shifted, starting from the second clutch K2, by means of the second input shaft EW2 as a winding path gear, whereas the power flow is transferred through the first gear level a to the second lay shaft VW2 and, with an activated eighth shift element S8, through the second gear level b, with an activated third shift element S3, to the first lay shaft VW1 and through the fourth gear level d to the output shaft AB. The third forward gear 3 can be shifted, starting from the first clutch K1, by means of the first input shaft EW1, whereas the power flow is transferred, with an activated sixth shift element S6, through the second gear level b, with an activated third shift element S3, to the first lay shaft VW1 and through the fourth gear level d to the output shaft AB. The fourth forward gear 4 can be shifted, starting from the second clutch K2, by means of the second input shaft EW2, whereas the power flow is transferred through the first gear level a, with an activated seventh shift element S7, to the second lay shaft VW2 and through the fourth gear level d to the output shaft AB. The fifth forward gear 5 can be shifted, starting from the first clutch K1, by means of the first input shaft EW1, whereas the power flow is transferred, with an activated sixth shift element S6, through the second gear level d, with an activated ninth shift element S9, to the second lay shaft VW2 and through the fourth gear level d to the output shaft AB. The sixth forward gear 6 can be shifted, starting from the second clutch K2, by means of the second input shaft EW2, whereas the power flow is transferred through the first gear level a, with an activated first shift element S1, to the first lay shaft VW1 and through the fourth gear level d to the output shaft. The seventh forward gear 7 can be shifted, starting from the first clutch K1, by means of the first input shaft EW1, whereas the power flow is transferred through the third gear level c, with an activated tenth shift element S10, to the second lay shaft VW2 and through the fourth gear level d to the output shaft AB. The eighth forward gear 8, which is capable of load switching for the seventh forward gear 7, can be shifted, starting from the second clutch K2, by means of the second input shaft EW2 as a winding path gear, whereas the power flow is transferred through the first gear level a and, with an activated second shift element S2, through the second gear level b and, with an activated sixth shift element S6 to the first input shaft EW1 and through the third gear level c, with an activated tenth shift element S10, to the second lay shaft VW2 and through the fourth gear level d to the output shaft AB. The alternative eighth forward gear 8, which is not capable of load switching for the seventh forward gear 7, can be shifted, starting from the first clutch K1, by means of the first input shaft EW1 as a winding path gear, whereas the power flow is transferred, with an activated sixth shift element S6, through the second gear level b and, with an activated eighth shift element S8, through the first gear level a and, with an activated first shift element S1, to the first lay shaft VW1 and through the fourth gear level d to the output shaft.
The first reverse gear R1 can be shifted, starting from the first clutch K1, by means of the first input shaft EW1, whereas the power flow is transferred through the third gear level c and, with an activated fourth shift element S4, to the first lay shaft VW1 and through the fourth gear level d to the output shaft AB. The second reverse gear R2 can be shifted, starting from the second clutch K2, by means of the second input shaft EW2, whereas the power flow is transferred through the first gear level a and, with an activated eighth shift element S8, through the second gear level b and, with an activated sixth shift element S6, to the first input shaft EW1 and through the third gear level c, with an activated fourth shift element S4, to the first lay shaft VW1 and through the fourth gear level d to the output shaft AB. The third reverse gear R3 can be shifted, starting from the second clutch K2, by means of the second input shaft EW2, whereas the power flow is transferred through the first gear level a and, with an activated second shift element S2, through the second gear level b and, with an activated sixth shift element S6, to the first input shaft EW1 and through the third gear level c, with an activated fourth shift element S4, to the first lay shaft VW1 and through the fourth gear level d to the output shaft AB.
Accordingly, the first reverse gear 1 is wound by means of the spur gear stages or the transmission ratio stages of the fourth forward gear 4, the fifth forward gear 5, the third forward gear 3 and the first output constant Z9, with the additional use of the planetary gear set transmission ratio. The second forward gear 2 is wound, just as the first forward gear 1, by means of the aforementioned spur gear stages. However, the planetary gear set transmission ratio is not used by the power flow being passed directly from the input shaft EW2 by means of the planetary gear carrier shaft to the spur gear stage of the fourth forward gear 4. The eighth forward gear 8 is wound by means of the spur gear stages or transmission ratio stages of the fifth forward gear 5, the fourth forward gear 4, the sixth forward gear 6 and the first output constant Z9 of the fourth gear level. This leads to a gearshift under an interrupted pulling force between the seventh forward gear 7 and the eighth forward gear 8. Optionally, the eighth forward gear 8 is wound by means of the spur gear stages of the sixth forward gear, the third forward gear 3, the seventh forward gear 7 and the second output constant Z10 of the fourth gear level d. This winding ensures the load switching capability of the seventh forward gear 7.
In summary, a compact main gear set with only four gear levels and one planetary gear stage is proposed, with which a minimum number of shift elements and a high degree of shift element packaging is ensured. In addition to the very good load switching capability, a good ability to hybridize arises. Through the provided winding path gears, the mechanical spread caused by the winding of the bordering gears is reduced. Furthermore, a reduction in differential rotational speeds arises through virtual gears with smaller storage and churning losses. In addition, the compact design gives rise to a reduction in axle spacings.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102013225527.6 | Dec 2013 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2014/074215 | 11/11/2014 | WO | 00 |
