DUAL-CLUTCH ACTUATOR AND DRIVE ASSEMBLY HAVING SUCH AN ACTUATOR

Abstract

A dual-clutch actuator with a hydraulic pump, a first and second clutch hydraulic circuits and at least a first shift hydraulic circuit, the shift hydraulic circuit being connected to the hydraulic pump and has a control valve with a return connection. The first clutch hydraulic circuit is connected to the return connection and has a control valve. The second clutch hydraulic circuit is connected to the hydraulic pump and has a control valve. A drive assembly for a vehicle axle of a motor vehicle having an electric motor, a gearbox with an input which is connected to the electric motor, a first and a second gear and an output, a dual clutch arranged between the electric motor and the input of the gearbox, a synchronization assembly arranged between the first gear and the output of the gearbox and an actuator of this kind. The first shift hydraulic circuit is coupled with the synchronization assembly of the first gear.

Claims

1. A dual-clutch actuator with a hydraulic pump, a first clutch hydraulic circuit, a second clutch hydraulic circuit and at least a first shift hydraulic circuit, wherein the shift hydraulic circuit is connected to the hydraulic pump and has a control valve which has a return connection, wherein the first clutch hydraulic circuit is connected to the return connection of the control valve of the shift hydraulic circuit and likewise has a control valve and wherein the second clutch hydraulic circuit is connected to the hydraulic pump and in turn has a control valve.

2. The dual-clutch actuator according to claim 1, wherein the second clutch hydraulic circuit is directly connected to the hydraulic pump.

3. The dual-clutch actuator according to claim 1, wherein a second shift hydraulic circuit is provided which is connected to the hydraulic pump and that the second clutch hydraulic circuit is connected to a return connection of a control valve with which the pressure in the second shift hydraulic circuit is controlled.

4. The dual-clutch actuator according to claim 1, wherein a pressure sensor is provided for the shift hydraulic circuit and the clutch hydraulic circuit connected to the return connection of the corresponding control valve does not have its own pressure sensor.

5. The dual-clutch actuator according to claim 1, wherein a pressure sensor is also provided for the clutch hydraulic circuit connected to the return connection of the control valve.

6. The dual-clutch actuator according to claim 1, wherein a reservoir is integrated which is divided into two partial volumes with a partition wall, wherein the hydraulic pump has two inputs and the return connection of the control valve of the first clutch hydraulic circuit leads into the partial volume from which the hydraulic pump draws to supply the first clutch hydraulic circuit and the return connection of the control valve of the second clutch hydraulic circuit leads into the partial volume from which the hydraulic pump draws to supply the second clutch hydraulic circuit.

7. The dual-clutch actuator according to claim 1, wherein a locking differential hydraulic circuit with a control valve is connected to the return connection of the control valve of the first clutch hydraulic circuit.

8. A device assembly for a vehicle axle of a motor vehicle having an electric motor, a gearbox with an input which is connected to the electric motor, a first and a second gear and an output shaft, a dual clutch which is arranged between the electric motor and the input of the gearbox, a synchronization assembly which is arranged between the first gear and the output of the gearbox and an actuator according to claim 1, wherein the first shift hydraulic circuit is coupled with the synchronization assembly of the first gear.

9. The drive assembly according to claim 8, wherein a second synchronization assembly is provided which is arranged between the second gear and the output of the gearbox.

10. The drive assembly according to claim 8, wherein an actuator of the synchronization assembly has a mechanical stop for receiving a supporting force at operating pressure.

11. The drive assembly according to claim 8, wherein a parking lock is integrated which is connected to the shift hydraulic circuit.

12. The drive assembly according to claim 8, wherein a parking lock is integrated which is connected to the shift hydraulic circuit to which the synchronization assembly of the first gear is also simultaneously connected.

13. The drive assembly according to claim 8, wherein a locking differential is provided which can be actuated by a locking differential hydraulic circuit which is integrated in the actuator.

Description

[0018] The invention is described below with the help of different embodiments which are depicted in the attached drawings. In the drawings:

[0019] FIG. 1 shows a schematic representation of a drive assembly according to the invention;

[0020] FIG. 2 shows a perspective view of a drive assembly according to the invention;

[0021] FIG. 3 shows the hydraulic circuit diagram of an inventive dual-clutch actuator according to a first embodiment;

[0022] FIG. 4 shows the pressure profile in the shift hydraulic circuit and the first clutch hydraulic circuit when starting;

[0023] FIG. 5 shows the pressure profile in the shift hydraulic circuit and the two dual hydraulic circuits when shifting from second gear to first gear;

[0024] FIG. 6 shows the hydraulic circuit diagram of a dual-clutch actuator according to a second embodiment of the invention;

[0025] FIG. 7 shows the hydraulic circuit diagram of a dual-clutch actuator according to a third embodiment of the invention; and

[0026] FIG. 8 shows the hydraulic circuit diagram of a dual-clutch actuator according to a fourth embodiment of the invention.

[0027] A drive assembly for a vehicle axle of a motor vehicle is shown in FIGS. 1 and 2.

[0028] It comprises an electric motor 1, the drive output of which can be transmitted via a dual clutch 2 to a gearbox generally denoted as 3, at the output of which a differential gearbox 4 is arranged.

[0029] The two clutches of the dual clutch 2 are hydraulically actuated, for example by hydraulic slave cylinders. The clutches are designed in such a manner that they are normally disengaged so that when there is no hydraulic pressure present, no torque is transmitted from them.

[0030] The drive output is transmitted from the differential gearbox 4 via two output shafts 5 to the two driven wheels of a vehicle axle. If desired, a differential lock can be integrated in the differential gearbox 4.

[0031] The gearbox 3 comprises two gears which are connected to the dual clutch 2 via a first input shaft 6 and a second input shaft 7. The torque can therefore be transmitted via an intermediate shaft 8 and a further reduction stage 9 independently of the shifting state of the dual clutch 2 via the first gear or the second gear to the differential gearbox 4.

[0032] The gearwheel of the first gear stage on the output side is coupled via a synchronization assembly 10 to the intermediate shaft 8. In the state of the synchronization assembly 10 shown by solid lines in FIG. 1, the torque flow for the first gear is interrupted; the gearwheel on the output side of the first gear stage is arranged in a freely rotatable manner on the intermediate shaft 8. If the differential gearbox 4 is driven via the second gear stage by the electric motor 1, the first gear stage need not therefore be carried along. In particular, the gearwheel on the input side of the first gear stage and the plates of the clutch on the output side are thereby prevented from being driven and carried along at a speed which is substantially higher than the input speed of the second input shaft 7 in this state.

[0033] In the state of the synchronization assembly 10 shown using dotted lines in FIG. 1, the gearwheel of the first gear stage on the output side is coupled non-rotatably to the intermediate shaft 8, so that torque transmission via the first gear is possible.

[0034] The synchronization assembly 10 may have a similar design to the synchronization assemblies in the case of multi-gear, manual shift vehicle gearboxes or in the case of dual clutch gearboxes. It may therefore comprise a friction lining, which assimilates the speeds of the intermediate shaft 8 and the gearwheel of the first gear stage on the output side before a shifting operation, and a sliding sleeve, which can be changed through so that the non-rotatable connection is created between the intermediate shaft 8 and the gearwheel on the output side. An actuator 12 used for actuation of the sliding sleeve is shown in FIG. 1.

[0035] The actuator 12 is hydraulically actuated. For this purpose, the actuator may be configured as a hydraulic positioning cylinder. The actuator 12 is normally open, wherein the synchronization assembly 10 is moved into the open position by a spring. In other words, if no pressure is applied, the output gearwheel of the first gear is freely rotatable on the intermediate shaft 8.

[0036] The drive assembly further comprises a parking lock which is used to block the drive axle mechanically. In this case, said parking lock is assigned to the shaft of the reduction stage 9.

[0037] The parking lock 14 has a hydraulic slave cylinder provided with a spring as the actuator, so that it is normally closed. The slave cylinder may be locked in both positions, so in the open and in the closed position, by means of a solenoid valve.

[0038] A dual-clutch actuator 20 which is used to actuate the two clutches of the dual clutch 2 and also the synchronization assembly 10 and the parking lock 14 is also shown in FIG. 2.

[0039] The design of the dual-clutch actuator 20 is explained in greater detail below with reference to FIG. 3.

[0040] It comprises a hydraulic pump 22 which is driven by an electric motor 24.

[0041] The hydraulic pump 22 in this case has two inputs which draw from partial volumes of a reservoir 26 which are structurally separate from one another.

[0042] A shift hydraulic circuit 30 is connected to an output of the hydraulic pump, to which the actuator 12 of the synchronization assembly 10 and an actuator of the parking lock 14 are connected. The pressure in the hydraulic circuit 30 is controlled or regulated by a control valve 32 which is configured as a proportional valve. By means of a pressure sensor 34, the pressure in the shift hydraulic circuit 30 can be detected and controlled or regulated by suitable actuation of the control valve 32. To this end, the connection between an input of the control valve 32 and a return connection 36 is suitably opened or closed, so that the pressure supplied by the hydraulic pump 22 can be stored in the desired way in the shift hydraulic circuit 30.

[0043] The return connection 36 of the control valve 32 of the shift hydraulic circuit 30 supplies a first clutch hydraulic circuit 40 which is provided for actuation of the clutch of the dual clutch 2 assigned to the first gear of the gearbox 3. The first clutch hydraulic circuit 40 has a control valve 42 which is likewise configured as a proportional valve in this case. By means of a pressure sensor 44, the pressure in the first clutch hydraulic circuit 40 can be detected and controlled or regulated by suitable actuation of the control valve 42. A return connection 46 of the control valve 42 leads into the partial volume of the reservoir 26 from which the hydraulic pump 22 draws to supply the shift hydraulic circuit 30 and also the first clutch hydraulic circuit 40.

[0044] The first clutch hydraulic circuit 40 in this case does not have its own pressure sensor, but the control valve 42 can be actuated based on the signals from the pressure sensor 34 which is assigned to the shift hydraulic circuit 30. However, it is easily possible for a further pressure sensor to be provided in the first clutch hydraulic circuit 40 too, in case this is desired for highly dynamic actuation processes, for example.

[0045] The hydraulic pump 22 has a second pressure outlet to which a second clutch hydraulic circuit 50 is connected. This is used to actuate the clutch of the dual clutch 2 which is assigned to the drive shaft 7 of the gearbox 3, in other words, the second gear.

[0046] The second clutch hydraulic circuit 50 has a control valve 52 which is likewise configured as a proportional valve in this case. Furthermore, a pressure sensor 54 is provided which detects the pressure in the second clutch hydraulic circuit 50, so that the control valve 52 can be actuated in the desired manner.

[0047] A return connection 56 of the second control valve 52 leads into the partial volume of the reservoir 26 from which the hydraulic pump 22 draws to supply the second clutch hydraulic circuit 50.

[0048] A non-return valve 38 or 58 is arranged between the pressure outlet of the hydraulic pump 22 and the branch to the control valve 32 or 52 in each case, so that by closing the corresponding control valve 32 or 52 the hydraulic pressure in the corresponding hydraulic circuit can be maintained without the hydraulic pump 22 having to be operated.

[0049] With the help of FIG. 4, an explanation is provided below as to how the components of the drive assembly are actuated when the corresponding vehicle is to set off.

[0050] If the vehicle is to set off, the hydraulic pump 22 is switched on initially so that hydraulic pressure is present at both pressure outlets.

[0051] In a phase 1, a pressure is produced by suitable actuation of the control valve 32 at the output of the shift hydraulic circuit 30 such that the normally open synchronization assembly 10 is closed, so that the first gear is engaged and, moreover, the parking lock 14 is released. When the parking lock 14 is released, it is locked in the open state by interrupting the power supply of a normally closed latching magnet pretensioned with a spring.

[0052] As soon as the first gear is engaged and the parking lock is released, the control valve 42 of the first clutch hydraulic circuit 40 can be actuated in such a manner that the pump pressure accumulates, so that the clutch of the dual clutch 2 assigned to the first gear is engaged. As soon as the pressure in the first clutch hydraulic circuit 40 is greater in this case than the pressure in the shift hydraulic circuit 30 which is necessary in order to engage the first gear and release the parking lock, the control valve 32 can be completely opened, so that the pressure is controlled or regulated both in the shift hydraulic circuit 30 and also in the first clutch hydraulic circuit 40 simply by the control valve 42.

[0053] As soon as the clutch assigned to the first gear is engaged with the desired force, the vehicle can be started electrically (phase 3). As long as the vehicle travels electrically in the same gear (in first gear in the hypothetical example), the hydraulic pump 22 can be switched off once the control valve 42 has been closed; the hydraulic pressure is then maintained on account of the non-return valve 38.

[0054] If the vehicle is switched off, the control valve 42 can be opened, so that the pressure drops both in the first clutch hydraulic circuit 40 and also in the shift hydraulic circuit 30. In this way, the synchronization assembly 10 is once again reset into the open state and by opening the solenoid valves of the parking lock 14 this is reset in the locked state.

[0055] FIG. 5 shows actuation of the different components of the drive assembly during the changeover from the second to the first gear.

[0056] If the vehicle drives in second gear, the actuator of the second clutch of the dual clutch 2 is closed. The pressure necessary for this was supplied by the hydraulic pump 22 which can be switched off afterwards when the control valve 52 is closed. The pressure therefore remains at a constant level (phase 0).

[0057] In order to be able to shift back into first gear, the hydraulic pump 22 is switched on, so that an oil flow is available at both pressure outlets. By means of the control valve 32, the pressure in the shift hydraulic circuit 30 is then increased (phase 1), so that the actuator 12 of the synchronization assembly 10 is triggered. In this way, the speeds of the output gearwheel of the first gear and of the intermediate shaft 8 are synchronized and the sliding sleeve is finally changed through, so that a non-rotatable connection between the output gearwheel of the first gearbox stage and the intermediate shaft 8 is retained. The pressure in the first clutch hydraulic circuit 40 is furthermore close to zero in this phase, since the control valve 42 is completely open.

[0058] If the sliding sleeve is changed through, the slave cylinder of the actuator 12 of the synchronization assembly 10 is located at a mechanical stop, so that a further increase in pressure in the shift hydraulic circuit 30 has no effect.

[0059] The pressure in the first clutch hydraulic circuit 40 is subsequently increased by means of the control valve 42 until the clutch of the dual clutch 2 assigned to the first gear reaches the so-called kiss point, in other words it starts to transmit torque (phase 2).

[0060] The pressure in the first clutch hydraulic circuit 40 is subsequently increased, while the pressure in the second clutch hydraulic circuit 50 is reduced in the opposite direction (phase 3), so that the torque transmission is switched in a fluent manner from second gear to first gear.

[0061] Subsequently (phase 4), the control valve 52 may be completely opened in the second clutch hydraulic circuit 50, while the pressure in the first clutch hydraulic circuit 40 is held at a constantly high level by the non-return valve 38 and the closed control valve 42.

[0062] A dual-clutch actuator 20 according to a second embodiment is shown in FIG. 6. The same reference numbers are used for the components known from the first embodiment and to this extent reference is made to the above explanations.

[0063] The difference between the first and the second embodiment is that in the second embodiment a further shift hydraulic circuit is provided which is designated using the reference number 60 in this case. This shift hydraulic circuit is used to actuate a second synchronization assembly which is assigned to the second gear of the gearbox 3.

[0064] As a mirror image of the arrangement of the shift hydraulic circuit 30 and the first clutch hydraulic circuit 40, the shift hydraulic circuit 60 is arranged upstream of the second clutch hydraulic circuit 50. The second clutch hydraulic circuit 50 is therefore connected to a return connection 66 of a control valve 62 of the shift hydraulic circuit 60.

[0065] The pressure signal for actuating the control valve 52 of the second clutch hydraulic circuit 50 originates in this case from a pressure sensor 64 which is arranged in the second shift hydraulic circuit 60.

[0066] FIG. 7 shows an actuator according to a third embodiment. The same reference numbers are used for the components known from the preceding embodiments and reference is made to this extent to the above explanations.

[0067] The actuator 20 of the third embodiment essentially corresponds to that of the first embodiment. However, it contains in addition a locking differential hydraulic circuit 70 with a control valve 72 and a pressure sensor 74, so that the oil flow and oil pressure at an outlet ESD can be regulated in a desired manner.

[0068] The locking differential hydraulic circuit 70 is supplied by the return connection 46 of the control valve 42 of the first clutch hydraulic circuit 40, so that it is connected thereto in a cascading manner. Consequently, when the corresponding vehicle travels in first gear and the first control valve 42 is open, a locking differential is actuated.

[0069] A dual-clutch actuator 20 according to a fourth embodiment is shown in FIG. 8. The same reference numbers are used for the components known from the aforementioned embodiments and reference is made to the above explanations in this respect.

[0070] The difference between the fourth and the second embodiment is that in the case off the fourth embodiment a parking lock actuator rather than a second synchronization assembly is connected to the outlet of the second shift hydraulic circuit 60. This allows the parking lock actuator to be operated independently of the synchronization assembly which is attached to the first shift hydraulic circuit 30. In particular, the drive train can then be closed via the first gear before the parking lock is released.