• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a drive train (30) for a vehicle, having a dual-clutch transmission (10) with a plurality of shiftable gear stages (1, 2, 3, 4, 5, 6, 7), with a first transmission input shaft (11) and a second Transmission input shaft (12), wherein the first transmission input shaft (11) via a first clutch (13) and the second transmission input shaft (12) via a second clutch (14) with a driving shaft (15) of an internal combustion engine (16) is connected, wherein successive Gear stages (1, 2, 3, 4, 5, 6, 7) are assigned to different transmission input shafts (11, 12). In order to save space and components, it is provided that the dual-clutch transmission (10) directly adjacent to the internal combustion engine (16), wherein the two clutches (13, 14) on the internal combustion engine (16) facing away from the dual-clutch transmission (10) is.
    公开号:AT511632A1
    申请号:T955/2011
    申请日:2011-06-30
    公开日:2013-01-15
    发明作者:
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    1 4 * * J · ► - · ♦ * 5620
    The invention relates to a drive train for a vehicle, comprising a double-clutch transmission with a plurality of shiftable gear ratios, with a first transmission input shaft and a second transmission input shaft, wherein the first transmission input shaft via a first clutch and the second transmission input shaft via a second clutch with a driving shaft of an internal combustion engine with successive gear ratios associated with different transmission input shafts, with at least one electric machine operatively operatively connected to at least one of the transmission input shafts.
    From WO 2007/042109 Al a dual-clutch transmission for a motor vehicle with a first Getriebeeingangswelie and a second transmission input shaft is known, wherein the first transmission input shaft via a first clutch and the second transmission input shaft via a second clutch with an internal combustion engine can be effectively connected. In this case, an electric machine via an additional gear formed by a planetary gear is operatively connected to both the first and the second transmission input shaft. The clutches are arranged between the engine and the transmission. This has the disadvantage that the dry clutch chamber has to be sealed off both towards the internal combustion engine and towards the transmission.
    The object of the invention is to avoid the disadvantages mentioned in a drive train of the type mentioned and to save space and components.
    According to the invention this is achieved in that the dual-clutch transmission is directly adjacent to the internal combustion engine, wherein the two clutches is arranged on the side remote from the engine of the dual-clutch transmission.
    The dual-clutch transmission may be combined with a differential, preferably a front differential, of the vehicle. With the described arrangement, the differential can be easily arranged in the middle of the vehicle, which - can be realized at low cost - without intermediate shaft and intermediate storage - the same length drive shafts. The first and second transmission input shafts are advantageously as
    Hollow shafts formed, wherein the preferably designed as a torsion bar driving shaft is disposed within the hollow shafts.
    It is particularly advantageous if the couplings with the driving shaft and an internal combustion engine-side primary mass form a dual-mass flywheel, which can optionally be extended by additional torsional damper in its spring characteristic.
    The internal combustion engine and the dual clutch transmission can be arranged within a common housing, wherein it is particularly advantageous if the internal combustion engine and the dual clutch transmission have a common lubricating oil circuit. The common housing allows cost-effective production and allows a particularly rigid structure.
    The "dry" Clutch room is at the end of the "wet " Housing arranged. This can - be saved in comparison with arranged between the engine and transmission clutches - a shaft seal. The seal and the eventual maintenance of the clutches is considerably simplified and cheaper, since the engine and transmission can be connected together and stay in place in the vehicle.
    Very advantageously, at least one electric machine can be advantageously integrated into the drive train, which is rotatably connectable with at least one of the transmission input shafts.
    In a further embodiment of the invention it can be provided that the first transmission input shaft and / or the second transmission input shaft can be connected to at least one braking device.
    In a particularly simple embodiment of the invention it is provided that the braking device is a friction brake, wherein it is particularly advantageous if the braking device is designed as a central synchronization device for both transmission input shafts. As a result, components and space can be saved and the production costs are kept as low as possible. 3 • * ♦ * * 9 i * * ·
    In order to enable a torque intrusion-free upshifting with very little effort, it is particularly advantageous if the braking device has a rotationally fixed and axially displaceable, preferably rotationally symmetric, brake body, which optionally via an adjusting axially to a rotatably connected to the first transmission input shaft connected first brake member or with the second transmission input shaft rotatably connected second brake member is pressed, wherein preferably the brake body is formed as a double cone and preferably designed as brake discs brake parts each having a cooperating with the brake body conical braking surface, the adjusting device can be formed for example by an electric spindle drive.
    In order to increase the ride comfort and to be able to provide additional electrical drive energy without torque break-in in all gear stages, it is particularly advantageous if the electric machine is connected via a planetary gear with the first and second transmission input shaft.
    The inventive method provides that before and / or during a shift in a higher gear from the driving shaft separate transmission input shaft, which is to be switched from a lower to a higher gear, by the braking device of a speed above the respective synchronous speed for the is braked higher gear until the transmission input shaft has the necessary to engage the higher gear speed synchronous speed. After reaching the synchronous speed, the braking device is deactivated again.
    The invention will be explained in more detail below with reference to FIG.
    The Fig. Shows a drive train 30 according to the invention with a dual-clutch transmission 10, which in the exemplary embodiment, seven gear ratios 1, 2, 3, 4, 5, 6, 7 and a reverse gear R has. In each case, successive gear stages 1 to 7 are arranged on different transmission input shafts 11, 12. The first transmission input shaft 11 is drive-connected via a first clutch 13 and the second transmission input shaft 12 via a second clutch 14 with the driving shaft 15 of an internal combustion engine 16. An electric machine 17 is connected via a planetary gear with the first and second transmission input shaft 11, 12.
    The clutches 13, 14 are arranged on the side facing away from the internal combustion engine 16 of the Doppelkuppiungsgetriebes 10. The first and the second transmission input shaft 11, 12 are hollow shafts formed, wherein the torsion formed as a driving shaft 15 is disposed within the hollow shafts 11, 12. An engine-side primary mass 31, the driving shaft 15 and the clutches 13, 14 form a dual-mass flywheel, which may possibly be extended by additional torsion damper, whereby -wenn advantageous - a (by conventional design hard to represent) very low spring rate can be realized. The internal combustion engine 16 and the dual-clutch transmission 10 are advantageously designed with a common housing 32, whereby a structurally rigid and cost-effective design can be achieved. The arrangement of the clutches 13, 14 on the side facing away from the internal combustion engine 16 of the Doppelkuppiungsgetriebes 10 only one shaft seal is required.
    The Doppelkuppiungs gear 10 has a braking device 19 with a designed as a double cone brake body 20, which brake body 20 rotatably, but axially via an adjusting device not shown against a rotatably connected to the first input shaft 11, designed as a brake disc, first brake member 21 or a connected to the second input shaft 12 rotatably connected, designed as a brake disk, the second brake member 22 can be pressed, whereby the corresponding transmission input shaft 11, 12 is braked. In the deactivated state, the brake body 20 is in the middle position shown in FIG. The rotationally symmetrical brake body 20 has a biconical shape, the brake parts 21, 22 have conical braking surfaces 21a, 22a designed in accordance with the double cone.
    For switching the gear stages 1 to 7, R, the intermediate shafts 23, 24, 25, which act on a not-shown gear stage on a likewise not shown output shaft, unsynchronized jaw clutches K on.
    The braking device 19 makes it possible to change gears 1 to 7 without the " boost " to interrupt by the electric machine 6. The braking device 19 is formed by a Zentralsynchronisiereinrichtung. The brake body 20 of the braking device 19 is fixed to the housing in the circumferential direction, but optionally, for example, by an electric spindle drive on the%
    Brake member 21 with the first input shaft 11 or via the brake member 22 to the second input shaft 12 connectable by the respective sub-transmission is decelerated by a controlled axial pressing of the brake body 20 to the brake parts 21, 22, to a maximum speed difference at the switching point of the respective dog clutch K is reached, which allow a comfortable and the claws of the dog clutch K not damaging switching. An electric motor operated spindle brake is associated with much less effort than an additional electric machine in the drive train, in particular with regard to the associated power electronics.
    Thus, the " boost " continue uninterrupted over the electric machine 17. The driver hardly notices the gear change.
    In overrun mode, where the dual-clutch transmission 10 is to downshift (in order to have preselected the correct gear in a possibly subsequent acceleration process), a higher speed than previously required for engaging a lower gear ratio. This acceleration of the first or second Getriebeeingangswelie 11, 12 via the electric machine 17. If the dual clutch transmission 10 was in overrun mode in recuperation, so the vehicle significantly delayed, to compensate for the missing during synchronization braking torque of the electric machine 17, the service brake of the vehicle can be briefly activated or amplified. This feature can be integrated with conventional ABS or ESP assistants.
    权利要求:
    Claims (14)
    [1]
    A powertrain (30) for a vehicle comprising a dual clutch transmission (10) having a plurality of shiftable ratios (1, 2, 3, 4, 5, 6, 7), a first transmission input shaft (11), and a second transmission input shaft (12), wherein the first transmission input shaft (11) via a first clutch (13) and the second Getriebeeingangswelie (12) via a second clutch (14) with a driving shaft (15) of an internal combustion engine (16) is connected, wherein successive gear stages (1, 2, 3, 4, 5, 6, 7) associated with different transmission input shafts (11, 12), characterized in that the dual-clutch transmission (10) directly adjacent to the internal combustion engine (16), wherein the two clutches (13, 14) on the internal combustion engine (16) facing away from the dual-clutch transmission (10) is arranged.
    [2]
    2. Drive train (30) according to claim 1, characterized in that the first and the second transmission input shaft (11, 12) are designed as hollow shafts, wherein the preferably designed as a torsion bar driving shaft (15) within the hollow shafts (11, 12) is.
    [3]
    3. Drive train (30) according to claim 1 or 2, characterized in that an engine-side primary mass (31), the driving shaft (15) and the clutches (13, 14) form a dual-mass flywheel.
    [4]
    4. Drive train (30) according to one of claims 1 to 3, characterized in that the internal combustion engine (16) and dual-clutch transmission (10) within a common housing (32) are arranged.
    [5]
    5. Drive train (30) according to one of claims 1 to 4, characterized in that the internal combustion engine (16) and dual-clutch transmission (10) have a common lubricating oil circuit.
    [6]
    6. Drive train (30) according to one of claims 1 to 5, characterized in that at least one electric machine (17) is integrated in the drive train 1, which with at least one of the transmission input shafts (11, 12) is drehverbindbar.
    [7]
    7. Drive train (30) according to one of claims 1 to 6, characterized in that the first transmission input shaft (11) and / or the second transmission input shaft (12) with at least one braking device (19) is connectable.
    [8]
    8. Drive train (30) according to claim 7, characterized in that the braking device (19) is a friction brake.
    [9]
    9. Drive train (30) according to claim 7 or 8, characterized in that the braking device (19) is designed as a central synchronization device for both transmission input shafts (11, 12).
    [10]
    10. Drive train (30) according to any one of claims 7 to 9, characterized in that the braking device (19) has a rotationally fixed and axially displaceable, preferably rotationally symmetrical, brake body (20), which optionally via an adjusting axially to one with the first transmission input shaft (11) rotatably connected first brake member (21) or with the second transmission input shaft (12) non-rotatably connected second brake member (22) can be pressed.
    [11]
    11. Drive train (30) according to claim 10, characterized in that the brake body (20) is designed as a double cone and that preferably designed as a brake discs brake parts (21, 22) each one with the brake body (20) cooperating conical braking surface (21 a, 22a).
    [12]
    12. Drive train (30) according to claim 10 or 11, characterized in that the adjusting device has a spindle drive.
    [13]
    13. Drive train (30) according to one of claims 1 to 12, characterized in that with at least one of the transmission input shafts (11, 12) at least one electric machine (17) is effectively drehverbindbar.
    [14]
    14. Drive train (30) according to claim 13, characterized in that the electric machine (17) via a planetary gear (18) with the first and second transmission input shaft (11, 12) is connected. 2011 06 30

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    同族专利:
    公开号 | 公开日
    AT511632B1|2013-04-15|
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    AT511356B1|2012-11-15|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102007039980A1|2007-08-23|2009-02-26|Volkswagen Ag|Dual clutch transmission for drive train of motor vehicle, has electric machine with rotor and stator, particularly electric motor and momentum start clutch|
    JP2010151303A|2008-11-25|2010-07-08|Honda Motor Co Ltd|Transmission|
    WO2010087311A1|2009-01-27|2010-08-05|本田技研工業株式会社|Hybrid vehicle|DE102016001199A1|2016-02-03|2017-08-03|Audi Ag|Drive device for a motor vehicle|
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    DE3937587C2|1989-11-11|2000-01-05|Audi Ag|Reciprocating internal combustion engine for a motor vehicle|
    JP3168895B2|1995-12-06|2001-05-21|トヨタ自動車株式会社|Hybrid drive|
    DE59710076D1|1996-11-30|2003-06-18|Volkswagen Ag|Continuously adjustable step change gear|
    US5971880A|1998-08-07|1999-10-26|Keiser; Fred|Infinitely variable ratio transmission|
    FR2819873B1|2001-01-19|2003-04-11|Peugeot Citroen Automobiles Sa|GEARBOX WITH TWO PARALLEL PRIMARY SHAFTS|
    US6663527B2|2001-12-27|2003-12-16|Visteon Global Technologies, Inc.|Planetary gear system for controlling torque transfer in a vehicle driveline|
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    DE102005048938A1|2005-10-13|2007-04-19|Volkswagen Ag|Dual clutch transmission for a motor vehicle, in particular with a hybrid drive or method for controlling this dual clutch transmission|
    JP4757096B2|2006-05-25|2011-08-24|本田技研工業株式会社|Outboard motor|
    DE112007003564A5|2007-08-18|2010-06-24|Fev Motorentechnik Gmbh|Hybrid drive system with two partial transmissions|
    FR2933911B1|2008-07-18|2011-03-04|Renault Sas|HYBRID SHIFT BOX WITH PARALLEL SHAFTS|
    JP2010275993A|2009-06-01|2010-12-09|Toyota Central R&D Labs Inc|Engine and engine system for hybrid vehicle|DE102012021292A1|2012-10-30|2014-04-30|Audi Ag|Drive device for a speed change gearbox|
    KR101484231B1|2013-05-09|2015-01-16|현대자동차 주식회사|Power transmission apparatus for vehicle|
    CN112013038A|2020-08-17|2020-12-01|杭州前进齿轮箱集团股份有限公司|Clutch and lubricating structure thereof|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA955/2011A|AT511632B1|2011-06-30|2011-06-30|DRIVE TRAIN FOR ONE VEHICLE|ATA955/2011A| AT511632B1|2011-06-30|2011-06-30|DRIVE TRAIN FOR ONE VEHICLE|
    ATA1285/2011A| AT511356B1|2011-06-30|2011-09-08|DRIVE TRAIN FOR ONE VEHICLE|
    PCT/EP2012/062065| WO2013000829A1|2011-06-30|2012-06-22|Drive train for a vehicle|
    PCT/EP2012/062090| WO2013000832A1|2011-06-30|2012-06-22|Drive train for a vehicle|
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