The invention concerns a dual-clutch transmission.
DE 10 2009 020 792 A1 describes a dual-clutch transmission for the provision of ten or eleven forward gears with a geometrical progression of gear intervals between forward gears. This dual-clutch transmission has two sub-transmissions, each with a plurality of interlocking shifting elements, such that the first sub-transmission has a first transmission input shaft and the second sub-transmission has a separate, second transmission input shaft. A first frictional powershiftable clutch co-operates with the first transmission input shaft of the first sub-transmission, in such manner that when the clutch is closed it couples the first sub-transmission to a drive input shaft, whereas a second frictional powershiftable clutch co-operates with the second transmission input shaft, in such manner that when the clutch is closed it couples the second sub-transmission to the drive input shaft. A common transmission output shaft co-operates with both the sub-transmissions. In this case the second transmission input shaft is in the form of a hollow shaft which surrounds the first transmission input shaft radially and coaxially on the outside, at least in part. The transmission output shaft extends behind the first transmission input shaft and the second transmission input shaft, coaxially with the two transmission input shafts. To provide the ten or eleven forward gears the first sub-transmission and the second sub-transmission, taken together, have six or seven wheel planes arranged axially one after another, with gearwheels that mesh with one another, wherein the gearwheels of the wheel planes are associated with the first transmission input shaft, the second transmission input shaft, the transmission output shaft and a countershaft extending with its axis parallel to these. Depending on the shift position of eight or more interlocking shifting elements of the two sub-transmissions, wheel planes participate in the transfer of torque starting from the drive input shaft in the direction toward the transmission output shaft.
There is a need for a dual-clutch transmission with a simple, compact structure, which can provide at least seven fully powershiftable forward gears.
Starting from there, the purpose of the present invention is to provide a new type of dual-clutch transmission in which, while the structure is compact, at least seven fully powershiftable forward gears can be obtained.
This objective is achieved by a dual-clutch transmission as described below. In order to provide the at least seven fully powershiftable forward gears, the first sub-transmission and the second sub-transmission have a total of six wheel planes arranged axially one behind another, with gearwheels associated with the first transmission input shaft, the second transmission input shaft, the transmission output shaft and a countershaft that extends with its axis parallel to these. The gearwheels of the six wheel planes involved in providing the forward gears participate in the transfer of torque from the drive input shaft in the direction toward the transmission output shaft, depending on the shift position of seven interlocking shifting elements of the two sub-transmissions. With the fewest possible wheel planes and shifting elements this dual-clutch transmission, whose structure is compact, can provide seven fully powershiftable forward gears.
In an advantageous further development, those gearwheels of the first and second wheel planes as seen from the drive input shaft which are associated with the second transmission input shaft, are in each case in the form of fixed wheels. The gearwheels of the first and second wheel planes associated with the countershaft are in each case loose wheels. Gearwheels of the third wheel plane as seen from the drive input shaft are so designed that a gearwheel associated with the first transmission input shaft is a fixed wheel and a gearwheel associated with the countershaft is a loose wheel. Gearwheels of the fourth wheel plane as seen from the drive input shaft are such that a gearwheel associated with the transmission output shaft and a gearwheel associated with the countershaft are in each case loose wheels. The gearwheels of the fifth and sixth wheel planes as seen from the drive input shaft which are associated with the transmission output shaft are, according to a first variant, in each case loose wheels or according to a second variant they are fixed wheels, so that the gearwheels of the fifth and sixth wheel planes associated with the countershaft are each fixed wheels according to the first variant or loose wheels according to the second variant. With as few wheel planes as possible, seven fully powershiftable forward gears can be provided.
Preferably, those gearwheels of the first and second wheel planes associated with the second transmission input shaft which are in the form of fixed wheels, are solidly coupled with one another. The gearwheels associated with the countershaft and in the form of loose wheels of the third wheel plane and fourth wheel plane are also solidly coupled with one another. Furthermore, the gearwheels of the fifth and sixth wheel planes associated with the countershaft and made as fixed wheels in accordance with the first variant, or the gearwheels of the fifth and sixth wheel planes associated with the transmission output shaft and made as fixed wheels in accordance with the second variant, are solidly coupled with one another. With as few wheel planes as possible seven fully powershiftable forward gears can be provided.
In another advantageous further development, with the gearwheels of the first and second wheel planes associated with the countershaft there are associated two interlocking shifting elements, namely in such manner that when a first shifting element of these two shifting elements is closed, the gearwheel of the first wheel plane associated with the countershaft and made as a loose wheel is coupled to the countershaft, whereas when a second shifting element of these two shifting elements is closed, the gearwheel of the second wheel plane associated with the countershaft and made as a loose wheel is coupled to the countershaft. Associated with the gearwheels of the third and fourth wheel planes assigned to the first transmission input shaft and the transmission output shaft there are two further interlocking shifting elements, namely in such manner that when a first shifting element of these two shifting elements is closed, the gearwheel of the third wheel plane associated with the first transmission input shaft and made as a fixed wheel is coupled to the transmission output shaft, whereas in contrast, when a second shifting element of these two shifting elements is closed, the gearwheel of the fourth wheel plane associated with the transmission output shaft and made as a loose wheel is coupled to the transmission output shaft. Associated with the gearwheels of the third and fourth wheel planes assigned to the countershaft there is a further shifting element, namely in such manner that when it is closed the gearwheels of the third and fourth wheel planes associated with the countershaft and made in the form of loose wheels are both coupled to the countershaft. According to the first variant the gearwheels of the fifth and sixth wheel planes associated with the transmission output shaft, or according to the second variant the gearwheels of the fifth and sixth wheel planes associated with the countershaft, have associated with them two further interlocking shifting elements, namely in such manner that depending on which of these shifting elements is closed, the respective gearwheel of the fifth wheel plane or of the sixth wheel plane that is made as a loose wheel is functionally connected to the transmission output shaft. With as few interlocking shifting elements as possible, seven fully powershiftable forward gears can be provided.
Preferably, the two shifting elements associated with the first and second wheel planes are in the form of a double shifting element, as also are the shifting elements associated with the third and fourth wheel planes and those associated with the fifth and sixth wheel planes. This is advantageous for the provision of a compact structure of the dual-clutch transmission.
Preferably, the two shifting elements associated with the first wheel plane and the second wheel plane are positioned between the first and second wheel planes. The two shifting elements associated with the third and fourth wheel planes, which co-operate with the gearwheels of these wheel planes assigned to the first transmission input shaft and the transmission output shaft, are positioned between the third wheel plane and the fourth wheel plane. The shifting element associated with the third and fourth wheel planes, which co-operates with the gearwheels of these wheel planes that are assigned to the countershaft, is positioned between the fourth wheel plane and the fifth wheel plane. The two shifting elements associated with the fifth wheel plane and the sixth wheel plane are positioned between the fifth and sixth wheel planes. This too is advantageous for the provision of a compact structure of the dual-clutch transmission.
The fifth wheel plane and the sixth wheel plane can be interchanged.
Preferred further developments emerge from the claims and the following description. Example embodiments of the invention, to which it is not limited, are described in greater detail with reference to the drawings, which show:
The present invention concerns a dual-clutch transmission.
The dual-clutch transmission 1 has two sub-transmissions, wherein a first transmission input shaft 2 co-operates with a first sub-transmission and a second, separate transmission input shaft 3 co-operates with a second sub-transmission. Associated with the two transmission input shafts 2, 3 are respective frictional powershiftable clutches KL1 and KL2. When the first frictional powershiftable clutch KL1 is closed, the first transmission input shaft 2 and hence the first sub-transmission of the dual-clutch transmission 1 is coupled to a drive input shaft 4. When the second frictional powershiftable clutch KL2 is closed, the second transmission input shaft 3 and hence the second sub-transmission of the dual-clutch transmission 1 is coupled to the drive input shaft 4. Either the first frictional powershiftable clutch KL1 or the second powershiftable clutch KL2 is closed, so that in all cases only one of the two sub-transmissions is coupled to the drive input shaft 4 by way of the respective transmission input shaft 2 or 3.
A common transmission output shaft 5 co-operates with both of the sub-transmissions. According to
For the provision of seven fully powershiftable forward gears the dual-clutch transmission 1 has six wheel planes a, b, c, d, e and f with gearwheels 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18 and 19 that mesh with one another, and seven interlocking shifting elements A, B, C, D, E, F, and G. The six wheel planes a, b, c, d, e and f are arranged axially one behind another. The gearwheels 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18 and 19 are associated with the first transmission input shaft 2, the second transmission input shaft 3, the transmission output shaft 5 and a countershaft 6 that extends axis-parallel to these. Depending on the shift positions of the seven interlocking shifting elements A, B, C, D, E, F, G of the two sub-transmissions, the gearwheels 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18 and 19 of the six wheel planes a, b, c, d, e and f participate in the transmission of torque from the drive input shaft 4 in the direction toward the transmission output shaft 5.
The gearwheels 7, 9, which are associated with the second transmission input shaft 3, of the first wheel plane a as seen from the drive input shaft 4, which wheel plane is the smallest distance away from the drive input shaft 4, and of the second wheel plane b as seen from the drive input shaft 4, which wheel plane is the second-smallest distance away from the drive input shaft 4, are in each case made as fixed wheels.
In contrast, the gearwheels 8, 10 of the first and second wheel planes a, b as seen from the drive input shaft 4, which gearwheels are associated with the countershaft 6, are each loose wheels.
Gearwheels 11, 12 of the third wheel plane c as seen from the drive input shaft 4, which is the wheel plane with the third-smallest distance from the drive input shaft 4, are so designed that a gearwheel 11 associated with the first transmission input shaft 2 is a fixed wheel and a gearwheel 12 associated with the countershaft 6 is a loose wheel.
Gearwheels 13, 14 of the fourth wheel plane d as seen from the drive input shaft 4, which is the wheel plane with the third-largest distance from the drive input shaft 4, are designed such that a gearwheel 13 associated with the transmission output shaft 5 and a gearwheel 14 associated with the countershaft 6 are both loose wheels.
The gearwheels 15, 17, of the fifth wheel plane e as seen form the drive input shaft 4, which is the second-largest distance away from the drive input shaft 4, and of the sixth wheel plane f which is the largest distance away from the drive input shaft 4 are associated with the transmission output shaft 5 and are according to a first variant (see
The gearwheels 7, 9 of the first and second wheel planes a, b, which are associated with the second transmission input shaft 3, are coupled solidly to one another. Moreover the gearwheels 12, 14 of the third and fourth wheel planes c, d, which are associated with the countershaft 6, are coupled solidly to one another. According to the first variant (see
Associated with the gearwheels 8, 10 of the first and second wheel planes a. b, which gearwheels are assigned to the countershaft 6, there are two interlocking shifting elements A, B, namely in such manner that when a first shifting element A of these shifting elements A, B is closed, the gearwheel 8 of the first wheel plane a made as a loose wheel and associated with the countershaft 6 is coupled to the countershaft 6, whereas when a second shifting element B of these shifting elements A, B is closed, the gearwheel 10 of the second wheel plane b made as a loose wheel and associated with the countershaft 6 is coupled to the countershaft 6. These shifting elements A and B associated with the first wheel plane a and the second wheel plane b are preferably in the form of a double shifting element such that at any time only one of these shifting elements A, B is closed. These two shifting elements A, B associated with the first and second wheel planes a, b are preferably positioned between first wheel plane a and second wheel plane b.
Associated with the gearwheels 11, 13 of the third and fourth wheel planes c, d assigned to the first transmission input shaft 2 and the transmission output shaft 5, there are two further interlocking shifting elements C, D, namely in such manner that when a first one C of these shifting elements C, D is closed, the gearwheel 11 of the third wheel plane c, made as a fixed wheel and associated with the first transmission input shaft 2, is coupled to the transmission output shaft 5, whereas when a second one D of these shifting elements C, D is closed, the gearwheel 13 of the fourth wheel plane d, made as a loose wheel and associated with the transmission output shaft 5, is coupled to the transmission output shaft 5. When the first shifting element C of these shifting elements C, D is closed, the first transmission input shaft 2 and the transmission output shaft 5 are coupled directly and immediately with one another. These two shifting elements C, D associated with the third wheel plane c and the fourth wheel plane d are preferably made as a double shifting element such that at any time only one of these shifting elements C, D is closed. These two shifting elements C, D associated with the third and fourth wheel planes c, d, which co-operate with the gearwheels 11, 13 of wheel planes assigned to the first transmission input shaft 2 and the transmission output shaft 5, are preferably positioned between the third wheel plane c and the fourth wheel plane d.
Associated with the gearwheels 12, 14 of the third and fourth wheel planes c, d, which gearwheels are assigned to the countershaft 6, there is a further interlocking shifting element E such that when it is closed the gearwheels 12, 14 of the third and fourth wheel planes c, d, made as loose wheels, are both coupled to the countershaft 6. This shifting element E associated with the third wheel plane c and the fourth wheel plane d, which co-operates with the gearwheels 12, 14 of wheel planes associated with the countershaft 6, is preferably positioned between the fourth wheel plane d and the fifth wheel plane e.
According to the first variant (see
The gearwheels 7, 8 of the first wheel plane a and the gearwheels 9, 10 of the second wheel plane b and the gearwheels 11, 12 of the third wheel plane c and the gearwheels of the fourth wheel plane d and the gearwheels 15, 16 of the fifth wheel plane e, which are associated either with the transmission input shafts 2, 3 or with the transmission output shaft 5 or with the countershaft 6, mesh directly with one another. The gearwheels 17, 18 of the sixth wheel plane f, which are associated with the transmission output shaft 5 or with the countershaft 6, mesh indirectly with one another with the interposition of a further gearwheel 19.
With the fewest possible wheel planes and shifting elements the dual-clutch transmission is of compact form and can provide seven fully powershiftable forward gears “1” to “7” (see the shifting matrix in
As can be seen from the shifting matrix in
In forward gear “1” the powershiftable clutch KL2 and the interlocking shifting elements A, D, E are closed. The wheel planes a and d then participate in the torque transmission.
In forward gear “2” the powershiftable clutch KL1 and the interlocking shifting element D are closed. The wheel planes c and d then participate in the torque transmission.
In forward gear “3” the powershiftable clutch KL2 and the interlocking shifting elements A, F are closed. The wheel planes a and e then participate in the torque transmission.
In forward gear “4” the powershiftable clutch KL1 and the interlocking shifting elements E, F are closed. The wheel planes c and e then participate in the torque transmission.
In forward gear “5” the powershiftable clutch KL2 and the interlocking shifting elements B, F are closed. The wheel planes b and e then participate in the torque transmission.
In forward gear “6” the powershiftable clutch KL1 and the interlocking shifting element C are closed. This is a direct gear.
In forward gear “7” the powershiftable clutch KL2 and the interlocking shifting elements B, C, E are closed. The wheel planes b, d, c then participate in the torque transmission.
These seven forward gears are fully powershiftable.
Number | Date | Country | Kind |
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10 2015 205 043.2 | Mar 2015 | DE | national |
This application is a National Stage completion of PCT/EP2016/053498 filed Feb. 19, 2016, which claims priority from German patent application serial no. 10 2015 205 043.2 filed Mar. 19, 2015.
Filing Document | Filing Date | Country | Kind |
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PCT/EP2016/053498 | 2/19/2016 | WO | 00 |