DE102005027610A1 - Torque transmission system for drive train of vehicle, comprising dual clutch with input shaft of transmission unit coupled with crankshaft - Google Patents

Abstract

The input shaft (31) of the transmission unit (5) can be coupled with the crankshaft (4) using the friction clutch (6, 27, 38) provided with friction units (78, 79) located at the input or the output area of the unit and used as a wet clutch. The units (78, 79) are formed of a multitude of complementary layers of friction elements activated with a control element (44, 45) against a stop. A control device (51, 52) acting axially on the control element (44, 45) is permanently joined to the housing (58) of the friction clutch (27, 38).

Description

The The invention relates to a torque transmission device in the drive train a motor vehicle for transmission torque between an internal combustion engine with a crankshaft and a transmission with at least one transmission input shaft at least one friction clutch. The invention also relates to a Torque transfer device especially for a drive train with an internal combustion engine and a dual clutch transmission with two transmission input shafts and one transmission output shaft, wherein each transmission input shaft by means of a coupling of the torque transmission ein- direction is connectable to an internal combustion engine.

Double clutch with two transmission input shafts, in which a torque transmission device one wet clutch for each Transmission input shaft, wherein the wet clutches by means of appropriate Piston units are hydrostatically actuated and the necessary pressure and optionally the pressure for cooling the couplings in case of need is generated by a pressure medium pump are known. such Pumps have high power and consume a lot of energy. Between the pump and the piston units are to build a from the pump generated by means of a pressure medium for actuating the Couplings rotary joints with Gaskets provided between rotating and stationary components caulk. Corresponding precautions to the life of these seals have to to be hit.

task The invention is the improvement of a torque transfer device and a drive train to the effect that on the clutches of the two Transmission input shafts with low energy consumption high performance transferred to the internal combustion engine can be and at the same time a simple and safe operation the couplings at high transmission power and long service life possible is. Furthermore the manufacturing costs are low and the production and assembly be easy.

The Task is with a torque transmission device in the drive train of a motor vehicle for the transmission of torque between an internal combustion engine with a crankshaft and a transmission with at least one transmission input shaft with at least one friction clutch solved by the combination of the following features: The Getriebeein input shaft is coupled to the crankshaft by means of the friction clutch; the friction clutch has drive side and / or output side friction units by means of an axial compression along an axis of rotation of the transmission input shaft with each other can be acted upon to form a frictional engagement; the friction unit or the friction units is or are from a Plural in layers in the axial direction on the drive side and output side alternating friction partner formed; the friction unit or the friction units of the friction clutch by means of one of respective friction unit associated operating part against a Attacked; with the actuating part of the friction clutch is rotatably with the interposition of an actuating bearing connected to a stationary housing part, axially on the respective actuating part acting actuator arranged; the friction clutch is operated in wet mode

The object is achieved by a torque transmission device in the drive train of a motor vehicle for transmitting torque between an internal combustion engine having a crankshaft and a dual clutch transmission having at least two transmission input shafts with two friction clutches using the following features:
Depending on a transmission input shaft can be coupled to the crankshaft by means of a friction clutch. The arrangement of the transmission input shafts may be concentric with a second transmission input shaft arranged around a first transmission input shaft, designed as a hollow shaft, or with transmission input shafts arranged parallel to one another.

each Friction clutch has drive side and driven side friction units, by means of an axial compression along an axis of rotation of at least one of the transmission input shafts can be acted upon as a friction partner with each other to form a frictional engagement are. For example, you can driven by an input part and acting on an output part Lamella be stacked alternately to a plate pack, wherein the output side and / or the drive side disks friction linings to increase the Increase coefficient of friction of the friction partners can.

The friction units of the two friction clutches are arranged radially one above the other. In order to provide a uniform transmission power of the two friction clutches, the two friction clutches can be matched with respect to their friction, for example, the annular friction partners of the radially outer friction clutches may have a smaller difference between inner and outer diameter and / or the friction unit of the radially outer Reibungskupp ment can have fewer friction elements. The choice of different friction materials may also be beneficial.

The Friction units each a friction clutch are by means of a the respective friction unit associated operating part against a Attacked. As an actuating part can a disc or lever part provided with a rotating, fixed axially fixed part of the coupling and opposite this can be pivoted and the axial direction of the drive-side and driven-side friction partner pressed against a stop, so that the friction clutch first slips and then sticks. It may be advantageous to compress the friction clutch only to the extent that this means close, until the desired Transmit torque from the internal combustion engine to the corresponding transmission input shaft becomes.

With the actuating part Each friction clutch is interposed with an actuator bearing one rotationally fixed with a fixed housing part connected, axially acting on the respective actuating part actuator arranged, both friction clutches are in wet operation operated. In this way, an actuation system without rotary feedthroughs proposed be because the hydraulic interaction pressure supply device / line standing / line turning / pressure piston to act on the clutch - as off Double clutches of the prior art - by means of a mechanical operation camp for rotational decoupling of actuator and clutch can be bypassed. This is also how it works Torque transmission system to disposal, its friction clutches independent from the operation of the dual-clutch transmission - hydraulic, pneumatic, mechanically or by means of electrical actuators and their combinations - with the suitable actuation system can be equipped.

It can therefore be a torque transmission device advantageous with an actuator which is electrohydraulic. In this case, at least one actuating device from an actuatable by means of an electric motor hydraulic transmitter unit, consisting of a piston / cylinder unit, at least one corresponding actuating bearing axially acting hydraulic slave unit consisting of a piston / cylinder unit, and a transmitter unit and slave unit be formed connecting pressure medium line. The recipient unit can several, over the circumference distributed around at least one transmission input shaft arranged Subunits for acting on an actuating bearing, wherein to apply both friction clutches both Nehmereinheiten on the Have circumferentially distributed subunits and these over the Scope alternately distributed and arranged on approximately the same circumference could be. Alternatively, a slave unit for a friction clutch a pressurizable ring cylinder with axially displaceable therein Be annular piston, wherein two radially superposed Nehmereinheiten can each operate a friction clutch. Especially advantageous may be an arrangement in which an outer annular piston directly axially displaceable on a radially inner annular piston sealingly mounted is, where for both pistons a separate pressure chamber is provided so that both Couplings independently actuated are.

Especially for drive trains with a hydraulically operated Dual clutch transmission with a pump and a control unit for Controlling the hydraulic components of the circuit may be advantageous Be, Nehmereinheiten for applying the actuation bearing directly in one Wall of the gear housing this being controlled by the control part with pressure the pump and operate the clutches. It can be beneficial be such an arrangement on for single clutch in conjunction with a hydraulically controlled automatic transmission like an automated one Manual Transmission (ASG) or Continuously Variable Transmission (CVT) to use. In this case, a piston / cylinder unit in the wall of the transmission and / or received in the corresponding control part or at least one piston can be in one in the housing wall or the control part incorporated cylinder axially displaceable introduced be.

Another exemplary embodiment may provide an electromechanical actuating device, wherein the application of at least one friction clutch by means of a substantially perpendicular to one of the transmission input shafts arranged electromotive rotary drive, wherein the rotary motion by means of a transmission in a translational movement along one of the transmission input shafts to act on the corresponding actuating bearing becomes. For this purpose, for example, the German patent application with the file number 103 40 528.3 mentioned, the contents of which is fully incorporated in the present application. Alternatively, the application of at least one friction clutch by means of a substantially parallel or concentric to one of the transmission input shaft arranged electromotive rotary drive, wherein the rotary motion is converted by means of a transmission in a translational along this transmission input shaft for acting on the corresponding actuating bearing. See, for example, the German patent disclosure DE 100 33 649 A1 called.

It It is understood that the two operated in wet operation friction clutches in special applications Forcibly closed couplings can be using a Axial force disengaged become. In standard inserts However, these friction clutches are expressed clutches, that is, they i'm not from the actuator activated state disengaged and are engaged by applying an axial force.

to cooling the at least one of the friction clutches, in particular when a large frictional heat due Slip occurs, it may be advantageous to use a coolant flow at least for cooling a friction clutch to provide by means of a pump. To a largely independent of the transmission operation, this pump in the area between a wall of the internal combustion engine and a wall of the dual clutch transmission formed clutch bell be arranged. In this case, a coolant flow from a with the transmission common oil sump or sucked from the gearbox itself by means of the pump or a for the Friction clutches separate oil circuit be provided. It may also be advantageous for the pump in particular if there is no hydraulic pump to control the gearbox is to be interpreted in its performance as providing the Coolant flow is possible. The pump may be from the crankshaft or one connected to it Be driven component. For example, in one arrangement the pump to the transmission housing a coupling component nearby geared to the pump. In an advantageous way it is a connected to the plate carrier component, which means a gear, the ring gear of a radially further out Internal gear pump drives, the internal gear pump advantageously in a space-saving area, for example, between two Gear eyes of the transmission is arranged. It is understood that the pump can also be electrically powered. The drive through the crankshaft or an electric motor can by means of a gear connection, a belt drive, a chain drive or the like.

The Internal gear pump can by means of a ring gear with an internal toothing be driven, said internal teeth with an external toothing a sun gear meshes and wherein for sucking the coolant a Saugsichel is provided. In an advantageous way, that can Sun gear by means of its external toothing at one to this complementary Segment of Saugsichel be stored radially, so that a separate Storage of the sun gear can be omitted. Optionally, the Use of a gerotor pump be advantageous. To minimize of the energy demand of the pump can its volume flow by means of a Suction throttling are regulated, the suction throttling means one can be done by means of a solenoid valve. To this Way, a volume flow, for example, up to a predetermined Speed of the drive speed be proportional and from a limit speed be kept at a constant value. Have experience shown that a limitation of the refrigerant pressure to 5 bar, preferably 3 bar and a maximum flow of 36 l / min, preferably 24 l / min can be advantageous. Advantageously, an intermediate Pump and the friction units of the friction clutches connected an oil cooler be. The coolant can through a corresponding opening in the chamber escape into the sump, it being beneficial can, due to centrifugal force radially outward crowded coolant with a housing firm attached scoop to catch and guide into the swamp. Monkey scoop can Advantageous to a unit with other functional elements, for example a subscriber unit can be combined.

To the inventive idea, the clutch bell up to a certain oil level with cooling or pressure medium, for example commercial ATF, be filled.

Especially it is advantageous, however, if in the clutch bell between a wall of the internal combustion engine and a wall of the dual clutch transmission a separate, liquid-tight sealed against the clutch bell Chamber is formed, in which at least the two friction clutches are included. Also, a common space with the gearbox be provided. This chamber can by one of both friction clutches encompassing component, such as a cup-shaped input part as plate carrier formed be a part connected to this on a fixed Part such as a component of the actuator or the transmission case can be mounted sealingly and rotatably. Alternatively, this can be done can be fixed to the formation of the chamber a disc part to the transmission housing be connected and rotatable and liquid-tight on a rotating Part, such as being on the hub of the entrance section.

In order to reduce or eliminate torsional vibrations introduced by the internal combustion engine into the transmission, a two-mass flywheel arranged between crankshaft and input part of the two friction clutches can be provided on the torque transmission device become. This dual-mass flywheel can be filled into the chamber filled with hydraulic fluid ( 530 . 630 ) or be arranged outside the chamber. The dual mass flywheel may further form part of the housing for the chamber and / or have a drive part for the pump. The inclusion of the dual mass flywheel on the crankshaft can take place by means of an axially flexible disk part, a so-called "flexplate." It is understood that the torque transmission device without dual mass flywheel can likewise be accommodated on the crankshaft in this manner Double clutch in with wet clutches may be at least temporarily to make two relatively rotatable masses against at least one circumferentially effective energy storage coupled, wherein the coupling can be done by means of a centrifugal force-dependent friction device The first drive-side couplable mass has an inertia of 0.1 ± 0.04 kgm ² and a second drive-side mass has an inertia of 0.04 to 0.08 kgm ² prove advantageous to maintain the coupling of the two masses up to a range of 1200 to 1800 revolutions per minute.

The Assembly of the torque transmission device may be provided in such a way that the complete unit with slave unit and optionally with dual-mass flywheel recorded the transmission input shafts of the dual clutch transmission and when joining together Internal combustion engine and gearbox on an axially flexible, with the Crankshaft connected drive component such as "flexplate" is rotatably connected be advantageous, parts of the dual-mass flywheel or the entire Dual mass flywheel separated from the clutch unit with the crankshaft to connect and over Connecting elements such as connectors, which have an axial displacement and allow a rotatable entrainment of the connected parts, a To create connection of internal combustion engine and transmission. For leadership purposes the torque transmitting device can be provided at this a pilot camp, by means of which the Torque transfer device is recorded rotatably on the crankshaft. An axial support of Torque transfer device on the crankshaft, for example by means of a sliding bearing can also be beneficial. Of particular advantage may be the Torque transfer device or their axially displaceable components during assembly axially only roughly adjust, the actuator rotatably, However, axially displaceable to connect to the transmission housing and at first Operation of the torque transmission device by an adjusting axially effective pressure of the transmission oil (ATF) to finally position on the axially displaceable components, for example by accumulating on appropriately arranged attacks.

In a particularly advantageous embodiment, for example a torque transmitting device be provided, in which the sun gear of the pump has a bearing stub, by which the sun gear is mounted on one side. The stock stub is preferably made short and only serves for radial support the low radial forces. The leadership the sun gear itself takes place between two plane-parallel surfaces of the housing walls. The brevity the leadership is necessary in order not to over-determine the parts.

One Another preferred embodiment the torque transmitting device Is characterized in that the ring gear rotatably with a Pump gear is coupled. The pump gear is made of acoustic establish preferably with a helical toothing fitted. In a one-piece Connection between the ring gear and the pump gear would be in Operation of the pump axial forces occur that would press the ring gear against a pump housing wall. That would be up one side to a big one Leakage gap and on the other side lead to a small gap. Thereby would become the volumetric efficiency of the pump worsen, since the gap height the leakage influenced in the third power. Because of the one-sided pressure, too an additional one Towage loss arise. In the two-part embodiment of impeller according to the invention and ring gear can these disadvantages are avoided. The torque transfer is preferably by at least one, for example, sintered nose on the ring gear or the pump gear, or by an additional insert.

One Another preferred embodiment the torque transmitting device is characterized in that the pump gear with a drive gear combs, that with the aid of a coupling device rotatably with an input part one of the friction clutches is coupled. In the coupling device it is preferably a sheet metal part. This is the coupling device forming sheet metal part has several functions. First, it transmits that Pump torque on the drive gear. In addition, the sheet metal part serves as an oil passage of the Cooling oil through the drive gear.

A further preferred embodiment of the torque transmission device is characterized in that the Kopplungseinrich tion has at least one catch nose, which engages in a Mitnehmerausnehmung, which is provided on the drive gear. About the drive lug ensures that the pump torque is transmitted from the coupling device to the drive gear.

One Another preferred embodiment the torque transmitting device is characterized in that the coupling means a Passage section having connecting grooves, which between the drive gear and a bearing device are arranged, through which the drive gear on one of the transmission input shafts is stored. The connecting grooves are for example of a Type gearing formed in the sheet metal part and allow the passage of Cooling oil, in radial Direction, between the bearing device and the drive gear. The connecting grooves can additionally still have a twist to support the flow of oil.

One Another preferred embodiment the torque transmitting device is characterized in that the coupling means a Section having a toothing, via which the coupling device rotatably connected to a coupling element. In the coupling element it is preferably another sheet metal part over which the coupling device rotationally fixed to the input part of one of the friction clutches connected is.

One Another preferred embodiment the torque transmitting device is characterized in that the coupling element has a centering section which is attached to one of the actuating bearings is applied. about the centering the coupling element is preferably on the inner actuating bearing centered on its inner ring. Preferably, the coupling element by a press connection with the inner ring of the actuating bearing connected. The rotation between the coupling element and the Input part of one of the friction clutches can by at least a bent-out nose, the rotation with an operating lever one of the friction clutches is connected.

One Another preferred embodiment the torque transmitting device is characterized in that the pump has a pump cover, where the drive gear come to rest in the axial direction can. Preferably, the pump cover is so around the drive gear pulled around that a resulting from the helical toothing axial force is caught by the pump cover. This will add an extra Seal created between the pump cover and the drive gear.

One Another preferred embodiment the torque transmitting device is characterized in that the pump to a transmission housing section is attached to the drive gear in the axial direction to Plant can come. In this embodiment, the gearing is the Drive gear preferably pivoted in the other direction, so that between the drive gear and the transmission housing section a Sealing done.

One Another preferred embodiment the torque transmitting device is characterized in that the coolant flow through a through hole passed in the sun gear of the pump. This is going to be easy Way a two-sided filling of the pump possible and The pump can be operated in the non-suction controlled state if required clutch cooling well filled become.

Further Advantages, features and details of the invention will become apparent the following description, with reference to the drawing various embodiments are described in detail. It can in the claims and features mentioned in the description each individually for itself or in any combination essential to the invention. It demonstrate:

1 the representation of a partial section of a torque transmitting device according to a first embodiment with a built-in pump;

2 a section through the pump;

3 a similar torque transmitting device as in 1 according to a second embodiment and

4 a similar torque transmitting device as in 1 according to a third embodiment.

In 1 is part of a powertrain 1 a motor vehicle shown. Between a drive unit 3 , in particular an internal combustion engine, of which a crankshaft 4 goes out, and a gearbox 5 is a wet-running double clutch 6 arranged in lamellar construction. Between the drive unit 3 and the double clutch 6 is a vibration damping device 8th connected. In the vibration damping device 8th it is a dual mass flywheel.

The crankshaft 4 the internal combustion engine 3 is via a screw connection 9 stuck with an on transition part 10 the vibration damping device 8th connected. The entrance part 10 the vibration damping device 8th has substantially the shape of a circular disk arranged in the radial direction, to the radially outside of a starter ring gear 11 is welded. It is also to the entrance part 10 the vibration damping device 8th a flywheel 12 welded. Furthermore, at the entrance part 10 the vibration damping device 8th a vibration damper cage 14 fastened, in which a plurality of energy storage devices, in particular spring devices 16 , at least partially included. In the spring devices 16 engages a starting part 18 the vibration damping device 8th one. At the exit part 18 the vibration damping device 8th is another flywheel 19 attached. The starting part 18 the vibration damping device 8th is about a connection part 21 fixed to an entrance section 24 the double clutch 6 connected. The coupling input part 24 is integral with an outer disc carrier 26 a first multi-plate clutch assembly 27 connected. Radially inside the outer disk carrier 26 is an inner disc carrier 28 the first multi-plate clutch assembly 27 arranged. The inner disc carrier 28 is radially inward on a hub part 30 attached, the non-rotatably via a toothing with a first transmission input shaft 31 connected is.

The coupling input part 24 or the outer disk carrier integrally connected therewith 26 the first multi-plate clutch assembly 27 is via a connection part 34 rotatably with an outer disk carrier 36 a second multi-plate clutch assembly 38 connected. Radially inside the outer disk carrier 36 is an inner disc carrier 40 the second disk clutch assembly 38 arranged radially inward with a hub part 41 connected is. The hub part 41 is rotatably via a toothing with a second transmission input shaft 42 connected, which is designed as a hollow shaft. In the second transmission input shaft 42 is the first transmission input shaft 31 rotatably arranged. The pistons are actuated by levers in this figure.

The two multi-plate clutch arrangements 27 and 38 Be over control lever 44 and 45 actuated, the radially inner ends of which are located on actuation bearings 48 . 49 support. The actuation bearings 48 . 49 be with the help of actuating piston 51 . 52 operated in the axial direction. The actuating pistons 51 . 52 are opposite to the clutch input part 24 rotating operating levers 44 . 45 fixedly arranged.

Between the connecting part 21 and the outer disc carrier 26 the first multi-plate clutch assembly 27 is a clutch cover 55 arranged radially outward on a gear housing section 58 is attached. The clutch cover 55 can also be integral with the gear housing section 58 be educated. The clutch cover 55 separates a wet room 56 in which the two multi-plate clutch assemblies 27 and 38 are arranged, from a dry receiving space 57 in which the vibration damping device 8th is arranged. The clutch cover 55 has radially inward, viewed in cross section, substantially L-shaped end 60 put it in an annulus 62 protruding from a portion of the coupling input part 24 is formed with a U-shaped cross-section. The U-shaped cross section of the receiving space 62 includes a radially disposed base 64 from which are two legs 66 and 67 extend in the axial direction.

Between the coupling input part 24 and the clutch cover 55 is a thin ring ball bearing 70 arranged in both the radial and in the axial direction at the end 60 the clutch cover 55 on the one hand and at the base 64 and the thigh 66 of the coupling input part 24 supported on the other hand. The thin ring ball bearing 70 has a contact normal tilted with respect to the radial direction.

Radially inside and axially overlapping with the thin-race ball bearing 70 is a radial shaft seal 72 between the end 60 the clutch cover 55 and the clutch input part 24 arranged. The thin ring ball bearing 70 is completely in the wet room 56 arranged through the radial shaft seal 72 from the drying room 57 is disconnected. The thin ring ball bearing 70 Can both on the clutch cover 55 as well as on the clutch input part 24 be pre-assembled. The other part can slide over the corresponding bearing ring during assembly. In the area of the bearing device no additional axial retaining rings are necessary. A shift of the parts to the transmission 5 becomes by series connected stops 73 and 74 at the hub parts 30 and 41 and a circlip 71 at the second transmission input shaft 42 limited. The in the 1 to 4 solutions shown are also applicable for single clutches.

Every friction clutch 27 . 38 has drive-side and output-side friction units 78 . 79 , which by means of an axial compression along an axis of rotation 80 at least one of the transmission input shafts 31 . 42 can be acted upon each other to form a frictional engagement. The friction units 78 . 79 the two friction clutches 27 . 38 are arranged radially one above the other. The friction units 78 . 79 are formed of a plurality of layers in the axial direction on the drive side and the output side alternating friction partners.

For cooling at least one friction clutch 27 . 38 is by means of a pump 81 provided a coolant flow. The pump 81 is in the range one between a wall of the internal combustion engine 3 and a wall of the dual clutch transmission 5 formed clutch bell 83 arranged. The pump 81 is to a transmission housing section 82 grown. The pump 81 is preferably used exclusively for the provision of the coolant flow and for lubrication. At the pump 81 it is an internal gear pump, in particular a gerotor pump, via the crankshaft 4 is driven.

The pump 81 includes a ring gear 84 into which an external toothing 88 a gear 87 intervenes. Each pump-type can be provided for sucking the coolant a Saugsichel.

The fact that the pump only conveys the oil for lubrication and cooling, the required maximum pressure is very low. This means that the mechanical stress on the components is low. This makes it possible for the pump cover 94 , the pump gears 81 . 87 and possibly also the drive gears 98 / 96 made of plastic, preferably a thermoset material. This is compared to sintered material and the neces sary here mechanical post processing cheaper, since the plastic parts, the mechanical post can largely be omitted. Also, the housing around the Saugregelventil and the valve piston of the Saugregelventils may be made of plastic, if I constructively offers to integrate the Saugregelventil in the pump cover or to place in a separate part in which no bearing forces of the gear shafts must be supported.

The sun wheel 87 has a central stock stub 90 on, and is provided with a central through hole, which extends in the axial direction. The stock stub 90 is in a circular recess in the gear housing section 82 rotatably received. The stock stub 90 is deliberately short and serves only the radial support of the operation of the pump 81 occurring, low radial forces. The guide of the sun wheel 87 takes place by the arrangement of the same between two plane-parallel surfaces 91 . 92 on the gear housing section 82 and a pump cover 94 which is attached to the gearbox housing section 82 screwed on. The brevity of the stock stub 90 is necessary to not statically override the parts.

Radially outside is on the ring gear 84 at least one driver nose 95 formed, which engages in a complementary recess formed radially inward on a pump gear 96 is provided. The pump gear 96 is located with a drive gear 98 engaged, that, as well as the pump gear 96 , is equipped with a helical toothing. The helical gearing is preferable for acoustic reasons. Otherwise, a straight gearing could also be used. It is also possible the pump gear 96 one-storey with the ring gear 84 train. In a one-level connection of the ring gear 84 the pump 81 with the pump gear 96 However, axial forces arise, the ring gear 84 always press against a pump housing wall. This leads on the one hand to a large leakage gap and on the other side to a small gap. As a result, the volumetric efficiency deteriorates because the gap height affects the leakage in the third power level. Due to the one-sided pressure also creates an additional drag loss. In the inventive, split version of ring gear 84 and pump gear 96 These disadvantages can be avoided. The torque driving is done by the example sintered driving lug 95 , both on the ring gear 84 as well as on the pump gear 96 may be formed, or by an additional insert.

The drive of the drive gear 98 via a coupling device 100 which is formed by a sheet metal part. The coupling device 100 has substantially the shape of a circular cylinder jacket, concentric with the axis of rotation 80 is arranged. At the the transmission 5 facing the end of the coupling device 100 is at least one catch nose 101 formed, which engages in a complementary recess, the radially inward on the drive gear 98 is provided. From the driver nose 101 goes through a passage section 102 from, viewed in the radial direction, between the drive gear 98 and a needle bearing 103 is arranged, through which the drive gear 98 rotatable on the transmission input shaft 42 is stored. The passage section 102 In addition to its bearing function, it also serves to prevent the passage of coolant between the needle bearing 103 and the drive gear 98 to enable. For this purpose are in the passage section 102 Molded connecting grooves which extend, for example in the manner of a toothing in the axial direction. The connecting grooves may additionally have a twist in order to support the coolant flow.

Instead of the needle bearing 103 can also be a plain bearing for radial mounting of the drive gear 98 on the transmission input shaft 42 be used. At the of the internal combustion engine 3 facing the end of the coupling device 100 is a gear section 104 formed over which the coupling device 100 with a coupling element 106 rotatably connected. The coupling element 106 is formed by a sheet metal part, the egg NEN has a toothed portion which is complementary to the toothed portion 104 the coupling device 100 is trained. The interlocking teeth an axial displacement of the coupling element 106 relative to the coupling device 100 possible. The coupling element 106 has a centering section 107 on, with which the coupling element 106 radially inward on the inner ring of the inner actuating bearing 49 , which is also referred to as engagement bearing, for example, in the form of a press connection centered.

To the internal combustion engine 3 towards the coupling element 106 a guide section extending in the radial direction 108 on, on the operating lever 45 is applied. By at least one catch nose 110 is the coupling element 106 rotatably with the operating lever 45 connected. The inner ring of the engagement bearing 49 and the operating lever 45 turn each with engine speed. Consequently, we have the pump 81 driven directly by the internal combustion engine, which is also referred to as an internal combustion engine. Due to the axial movement of the engagement bearing 49 when operating the multi-plate clutch assembly 38 is the radially outer end of the guide section 108 not with the inner disk carrier 40 the multi-plate clutch assembly 38 connected. At the end facing the transmission of the inner disk carrier 40 is a leadership section 111 attached, which is to reduce the escape of coolant.

The pump cover 94 has a radially inward approach 109 on, located on the pump gear 96 over to the drive gear 98 extends. At the approach 109 is an axial stop 112 for the drive gear 98 educated. The stop 112 prevents the shutdown of the engine unwanted kickback of the drive gear 98 , How to get into, among other things, in 3 sees, was the pump cover 94 aware of the drive gear 98 pulled around to close the caused by the helical toothing of the gear leakage path and the oil under the gear 98 through to the clutch. Right, as described below, through a gasket 116 sealed.

The transmission input shaft 42 is with the help of a storage facility 115 at least in the radial direction on the gear housing section 82 stored. The sealing washer 116 that on the internal combustion engine 3 facing side of the storage facility 115 abuts, prevents coolant through the bearing device 115 exit. For this purpose, alternatively, a sealing washer 118 in the storage facility 115 be provided. From the gasket 116 An angled arm extends to the engine 3 towards which an axial stop 119 for the drive gear 98 is formed, which is opposite to the stop 112 at the beginning 109 the pump cover 94 is arranged.

In the gear housing section 82 is a blind hole 120 recessed in which a Saugregelventil 121 is included. The suction control valve 121 includes a magnet 122 towards the environment through a housing 123 is shielded. The magnet 122 has the shape of a ring with a rectangular cross-section. Inside the magnet 122 is a sleeve 124 arranged, at the outer end of a covenant 125 is trained. At an axial distance to the sleeve 124 is, based on the blind hole 120 , inside another sleeve 126 arranged a covenant 127 having. The Bund 127 lies on a paragraph 128 at the outer end of the blind hole 120 is trained.

In the sleeve 126 is a control piston 129 moved back and forth, at which, based on the blind hole 120 , inboard end a pestle 130 is trained. The outer end of the control piston 129 is by a helical compression spring 132 acted upon, between the control piston 129 and the sleeve 124 is biased. By the biasing force of the spring 132 becomes the free end of the plunger 130 against a valve piston 134 pressed in the blind hole 120 is moved back and forth. The blind hole 120 extends in the radial direction on the axis of rotation 80 to. At the radially inner end of the valve piston 134 is a sealing surface 135 trained in the in 1 shown position of the valve piston 134 at a seat 136 in plant.

The coolant passes through a port 138 through a connecting bore acting as a diaphragm 139 to the valve piston 134 , When the valve piston 134 with its sealing surface 135 from the seat 136 lifts off, then the coolant reaches the valve piston 134 over to a canal 141 who in 1 indicated by dashed lines. That of the pump 81 aspirated coolant, for example oil, passes to the location via an oil cooler (not shown) 143 where it is from the gearbox section 82 exit. In the in 1 shown closed position of the valve piston 134 a reduced flow of coolant passes through a longitudinal bore 145 and a transverse bore 146 in the valve piston 134 are formed from the terminal 138 to the channel 141 ,

In 2 is the pump 81 shown in section. At the cooling oil pump 81 it is an internal gear pump, in particular a gerotor pump. The pump 81 mainly includes the ring gear 84 and the sun wheel 87 as well as the pump cover 94 that with the gearbox housing section 82 is screwed. An additional seal of the center of the sun gear 87 as with over that Sun-driven pumps, is not necessary.

The in the 1 and 2 The pump shown works as follows. The oil flowing from the oil cooler through the transmission housing to the clutch cooling occurs at the location 143 from the gearbox and is between the drive gear 98 and the coupling device 100 on the coupling element 106 passed almost leak-free on the inner disk carrier of the inner clutch. The sealing washer 116 seals the leakage path through the bearing device 115 the hollow shaft 42 from. This seal can also be made by the sealing washer 118 carried out in the warehouse itself or by a shaft seal. This special oil guide also lubricates the needle roller bearing 103 and the drive gear 98 and the pump gear 96 ensured.

Due to the fact that the coupling device 100 and the coupling element 106 turn at engine speed, and it may happen that when braked vehicle, the inner disk carrier 28 and 40 stand still (steep state, breaking the vehicle on the mountain or under heavy load), a uniform oil distribution is achieved on the inner disk carrier of the inner clutch due to the centrifuged oil flow. So that the cooling oil can not escape during operation, the pump cover 94 around the drive gear 98 pulled around. The axial force created by the helical gear presses the drive gear 98 against the pump cover 94 and thus seals in addition, as in 3 is more visible.

The valve piston 134 of the suction control valve 121 becomes in the de-energized state of the magnet 122 through the spring 132 with its sealing surface 135 against the seat 136 pressed. The over the connection 138 sucked cooling oil flow can only through the holes 145 . 146 that make a throttle, to two in the pump 81 trained suction bags are performed. In this mode the pump works 81 in the regulated state. In this condition, only a minimum lubrication of the clutch must be ensured as the clutch is closed or a slip control is performed.

In the non-regulated state, the plunger moves 130 down and thus is also the valve piston 134 in his open position. This raises the valve piston 134 with its sealing surface 135 from the seat 136 and opens the connection from the port 138 to the channel 141 , To the suction bag on the gear housing section 82 opposite side of the sun gear 87 to reach, the flow of oil through a through hole 148 in the middle of the sun wheel 87 guided. This is a simple way a two-sided filling of the pump 81 possible and the pump 81 can be filled in the non-regulated state with required clutch cooling. In order to limit the volume flow in the non-regulated state at high temperatures and at high speeds, there is a connection between the connection 138 and the blind hole 120 the connection hole 139 formed narrowed in cross section.

In the 3 and 4 are similar representations as in 1 shown. To denote the same parts, the same reference numerals are used. However, for the sake of clarity in the 3 and 4 only a few reference signs are shown. To avoid repetition, the preceding description of the 1 directed. In the following, only the differences between the exemplary embodiments will be discussed.

In 3 is the valve piston 134 longer than the one in 1 illustrated embodiment, the guide in the blind hole 120 to improve. In addition, the valve piston 134 with a connection channel 150 equipped, the passage of coolant during reciprocation of the valve piston 134 allows and ensures a pressure equalization. In 1 This is due to a big game between 134 / 120 or a small notch on the outer diameter of the piston 134 ensured.

At the in 4 illustrated embodiment is the bearing 115 the hollow shaft 42 mountable from the transmission side. The gear housing section 82 is in one area 170 pulled radially inwards so that it is on top of the internal combustion engine 3 facing side a stop 171 for the drive gear 98 forms. On the gear 5 facing side forms the wall section 170 a stop for the storage facility 115 , The toothing of the drive gear 98 and the pump gear 96 is at the in 4 illustrated embodiment bevelled in the other direction as in the previous embodiments.

An in 4 provided stop 99 on the pump cover 94 is only locally necessary at one point to the displacement of the gear 98 to limit to the left. During operation, the gear is sealed by pressing the gearwheel to the right against the gearbox due to its helical toothing. Here it lies all over. Between gear and gear housing or between gear and pump housing in 1 If necessary, a hardened thrust washer can be placed.

In addition, at the in 4 shown Embodiment, the coupling element 106 not centered on the inner engagement bearing, but on the outer disc carrier 26 the outer multi-plate clutch 27 hooked. As a result, a rotationally fixed connection between the coupling input part 24 and the drive gear 98 created. The radially outer end of the coupling element 106 lies on a pressure piece 160 that is a support for the operating lever 45 forms.

1

powertrain

2

3

drive unit

4

crankshaft

5

transmission

6

Double coupling

7

8th

Vibration damping device

9

screw

10

Entrance part of 8th

11

Starter gear

12

Dimensions

13

14

vibration cage

15

16

spring means

17

18

Starting part of 8th

19

Dimensions

20

21

22

connecting part

23

24

Clutch input part

25

26

External disk carrier

27

first Multi-plate clutch arrangement

28

Inner disk carrier

29

30

hub part

31

first Transmission input shaft

32

33

34

connecting part

35

36

External disk carrier

37

38

second Multi-plate clutch arrangement

39

40

Inner disk carrier

41

hub part

42

second Transmission input shaft

43

44

actuating lever

45

actuating lever

46

47

48

operation seat

49

operation seat

50

actuating piston

51

52

actuating piston

53

54

clutch cover

55

56

wet room

57

Receiving space drying room

58

Transmission case portion

59

60

The End

61

62

accommodation space with U-shaped cross-section

63

64

Base

65

66

leg

67

leg

68

69

70

Thin section ball bearings

71

circlip

72

Radial shaft seal

73

attack

74

attack

75

76

77

78

friction units

79

friction units

80

axis of rotation

81

pump

82

Transmission case portion

83

Kupplungsglocke

84

ring gear

85

internal gearing

86

87

sun

88

external teeth

89

90

bearing stub

91

coplanar area

92

coplanar area

93

94

pump cover

95

driving lug

96

pump gear

97

98

drive gear

99

attack

100

coupling device

101

Mitnehmemase

102

Passage section + Storage function

103

needle roller bearings

104

toothed section

105

106

coupling element

107

centering

108

guide section

109

Approach 94

110

driving lug

111

guide section

112

attack

113

114

115

Storage facility for 42

116

sealing washer

117

118

sealing washer

119

attack

120

blind

121

suction control valve

122

magnet

123

casing

124

shell

125

Federation

126

shell

127

Federation

128

threaded bolt

129

paragraph

130

tappet

131

132

feather

133

134

plunger

135

sealing surface

136

Seat

137

138

connection

139

connecting bore

140

141

channel

142

143

Job

144

145

longitudinal bore

146

cross hole

147

148

Through Hole

149

150

connecting channel

151

152

153

154

156

157

158

159

160

Pressure piece

161

162

163

164

165

166

167

168

169

170

wall section

171

attack

Claims (31)

Torque transmission device in the drive train ( 1 ) of a motor vehicle for transmitting torque between an internal combustion engine ( 3 ) with a crankshaft ( 4 ) and a transmission with at least one transmission input shaft ( 31 . 42 ) with at least one friction clutch ( 27 . 38 ) characterized by the combination of the following features: - the transmission input shaft ( 31 . 42 ) is with the crankshaft ( 4 ) by means of the friction clutch ( 27 . 38 ) can be coupled; - the friction clutch ( 27 . 38 ) has drive-side and / or driven-side friction units ( 78 . 79 ), which by means of an axial compression along a rotation axis ( 80 ) of the transmission input shaft ( 31 . 42 ) can be acted upon each other to form a frictional engagement; The friction unit or the friction units ( 78 . 79 ) is or are formed from a plurality of layers in the axial direction on the drive side and the output side alternating friction partner; The friction unit or the friction units ( 78 . 79 ) of the friction clutch ( 27 . 38 ) are assigned by means of one of the respective friction unit associated operating part ( 45 . 45 ) against a stop applied; - with the actuating part ( 44 . 45 ) of the friction clutch ( 27 . 38 ) is with the interposition of an actuating bearing ( 48 . 49 ) a rotationally fixed with a stationary housing part ( 58 ), axially on the respective actuating part ( 44 . 45 ) acting actuator ( 51 . 52 ) arranged; - the friction clutch ( 27 . 38 ) is operated in wet mode. Torque transmission device in the drive train ( 1 ) of a motor vehicle for transmitting torque between an internal combustion engine ( 3 ) with a crankshaft ( 4 ) and a dual-clutch transmission with at least two transmission input shafts ( 31 . 42 ) with two friction clutches ( 27 . 38 ) characterized by the combination of the following features: - one transmission input shaft each ( 31 . 42 ) is with the crankshaft ( 4 ) by means of a friction clutch ( 27 . 38 ) can be coupled; - each friction clutch ( 27 . 38 ) has drive-side and output-side friction units ( 78 . 89 ), which by means of an axial compression along a rotation axis ( 80 ) at least one of the gears beeing waves ( 31 . 42 ) can be acted upon each other to form a frictional engagement; - the friction units ( 78 . 79 ) of the two friction clutches ( 27 . 38 ) are arranged radially one above the other or axially one behind the other; - the friction units ( 78 . 79 ) are formed of a plurality of layers in the axial direction on the drive side and the output side alternating friction partner; - the friction units ( 78 . 79 ) each of a friction clutch ( 27 . 38 ) are assigned by means of one of the respective friction unit associated operating part ( 45 . 45 ) against a stop applied; - with the actuating part ( 44 . 45 ) of each friction clutch ( 27 . 38 ) is with the interposition of an actuating bearing ( 48 . 49 ) in each case a rotationally fixed with a stationary housing part ( 58 ), axially on the respective actuating part ( 44 . 45 ) acting actuator ( 51 . 52 ) arranged; - both friction clutches ( 27 . 38 ) are operated in wet mode. Torque transfer device according to claim 1 or 2, characterized in that at least one actuator an electro-mechanical, electro-hydraulic or electropneumatic actuator is. Torque transmission device according to claim 3, characterized in that the application of at least one friction clutch ( 27 . 38 ) by means of a substantially perpendicular to one of the transmission input shafts ( 31 . 42 Electromotive rotary drive is arranged, wherein the rotational movement by means of a transmission in a translational movement along one of the transmission input shafts ( 31 . 42 ) for acting on the corresponding actuating bearing ( 48 . 49 ) is converted. Torque transmission device according to claim 3, characterized in that the application of at least one friction clutch ( 27 . 28 ) by means of a substantially parallel to one of the transmission input shafts ( 31 . 42 ) arranged electromotive rotary drive, wherein the rotational movement is converted by means of a transmission in a translational along this transmission input shaft for acting on the corresponding actuating bearing. Torque transmission device, in particular according to one of the preceding claims, characterized in that a coolant flow for cooling at least one friction clutch ( 27 . 38 ) by means of a pump ( 81 ) is provided, which is arranged in the region of a clutch bell formed between a wall of the internal combustion engine and a wall of the dual-clutch transmission, or behind the wall or within the wall of the dual-clutch transmission. Torque transmission device according to claim 6, characterized in that the pump ( 81 ) is used for the provision of the coolant flow and lubrication, for example the drive gears. Torque transmission device according to claim 7 or 8, characterized in that the pump ( 81 ) from the crankshaft ( 4 ) or a component connected thereto or a separate electric motor is driven. Torque transmission device according to one of claims 6 to 8, characterized in that the pump ( 81 ) an internal gear pump with a ring gear ( 84 ) with an internal toothing ( 85 ), with which a sun wheel ( 87 ) with an external toothing ( 88 ), wherein for sucking the coolant, a suction cup is provided and the sun gear is radially supported by means of its external toothing on a complementary to this segment of the suction cup. Torque transmission device according to one of claims 6 to 8, characterized in that the pump ( 81 ) a gerotor pump with a ring gear ( 84 ) with an internal toothing ( 85 ), with which a sun wheel ( 87 ) with an external toothing ( 88 ) combs. Torque transmission device according to one of claims 6 to 10, characterized in that the sun gear ( 87 ) of the pump ( 81 ) a bearing stub ( 90 ), by which the sun gear is mounted on one side. Torque transmission device according to one of claims 6 to 11, characterized in that the ring gear ( 84 ), for example by means of a nose, an insert or in one piece, non-rotatably with a pump gear ( 96 ) is coupled. Torque transmission device according to claim 12, characterized in that the pump gear ( 96 ) with a drive gear ( 98 ) meshed by means of a coupling device ( 100 ), which transmits torque and at the same time is oil guide, rotationally fixed to an input part of one of the friction clutches ( 27 . 38 ) is coupled. Torque transmission device according to claim 13, characterized in that the coupling device ( 100 ) at least one catch nose ( 101 ) which engages in a Mitnehmerausnehmung on the drive gear ( 98 ) is provided. Torque transmission device according to Claim 13 or 14, characterized in that the coupling device has a passage section ( 102 ) has connecting grooves between the drive gear ( 98 ) and a storage facility ( 103 ) are arranged, through which the drive gear ( 98 ) on one of the transmission input shafts ( 42 ) is stored. Torque transmission device according to one of claims 13 to 15, characterized in that the coupling device ( 100 ) a section ( 104 ) with a toothing, via which the coupling device ( 100 ) rotatably and preferably axially displaceable with a coupling element ( 106 ) connected is. Torque transmission device according to one of claims 12 to 16, characterized in that the coupling element ( 106 ) a centering section ( 107 ), preferably a nose, attached to one of the actuating bearings ( 49 ) or which engages in a diaphragm spring tongue. Torque transmission device according to one of claims 12 to 17, characterized in that the coupling element ( 106 ) is coupled directly to one of the two outer plate carriers ( 4 ). Torque transmission device according to one of claims 12 to 18, characterized in that the pump ( 81 ) a pump cover ( 94 ), on which the drive gear ( 98 ) can come to the plant. Torque transmission device according to one of claims 12 to 19, characterized in that the pump ( 81 ) to a transmission housing section ( 82 ) is attached to which the drive gear ( 98 ) can come to rest in the axial direction. Torque transmission device according to one of claims 5 to 20, characterized in that one of the pump ( 81 ) produced by means of a suction throttle ( 121 ) is regulated. Torque transfer device according to one of claims 8 to 21, characterized in that the volume flow through a through hole ( 148 ) in the sun wheel ( 87 ) of the pump ( 81 ) is guided through. Torque transfer device according to claim 19 or 20, characterized in that the controller by means of a solenoid valve. Torque transfer device according to one of claims 5 to 23, characterized in that between the pump ( 81 ) and the friction units ( 78 . 79 ) An oil cooler is connected. Torque transmission device according to one of the preceding claims, characterized in that the housing around the Saugregelventil, the valve piston of the Saugregelventils, the pump cover ( 94 ), the pump gears ( 87 . 84 ) and / or the drive gears ( 96 . 98 ) are made of plastic, preferably a thermosetting material. Torque transfer device according to one of the preceding claims, characterized in that the valve piston ( 134 ) with a connection channel ( 150 ), the passage of coolant during reciprocation of the valve piston ( 134 ) and provides for a pressure equalization. Torque transfer device according to one of claims 1 to 26, characterized in that between the valve piston ( 134 ) and a blind hole ( 120 ) in a gear housing section ( 82 ) is provided sufficient clearance, the passage of coolant during reciprocation of the valve piston ( 134 ) and / or provides for pressure equalization. Torque transfer device according to one of claims 1 to 26, characterized in that on the outer diameter of the valve piston ( 134 ) a notch is provided, which the passage of coolant during reciprocation of the valve piston ( 134 ) and / or provides for pressure equalization. Dual-clutch transmission with a torque transmission device according to the claims 1 to 28. Powertrain with an internal combustion engine and a dual-clutch transmission with a arranged between them Torque transfer device according to the claims 1 to 28. Use of a torque transmission device accordingly the claims 1 to 28 for a drive train in a motor vehicle.