Dual clutch torque transfer system with concentric clutches and cooling fluid supply, vehicle with the system and method of cooling the system

Abstract

A dual clutch transmission system, a vehicle and a method of cooling a dual clutch transmission system (217) comprising coaxial first and second engageable and disengageable torque transfer assemblies (201, 202) configured to be mounted in a powertrain of a vehicle, the system (217) comprising a main flow path (203) for supplying cooling fluid, wherein the main flow path (203) branches into a first flow path (204) for supplying cooling fluid to the first torque transfer assembly (201) and a second flow path (205) for supplying cooling fluid to the second torque transfer assembly (202), wherein the system (217) comprises a third flow path (206) for supplying cooling fluid discharged from the second torque transfer assembly (202) to the first torque transfer assembly (201), the third flow path (206) being preferably arranged within a space defined by a housing of the dual clutch transmission system (217).

Description

Technical Field

[0001] The present invention relates to a dual-clutch transmission system for a vehicle and a method for cooling at least a portion of the dual-clutch transmission system. Background Technology

[0002] Dual-clutch transmission (DCT) systems are known for providing torque transmission, particularly in vehicles. In a known DCT system, two torque transmission components are provided, such as clutches. Each clutch is typically hydraulically operated automatically, for example, as part of an automatic transmission system. Specifically, the clutches can thus be engaged and subsequently disengaged by changing (e.g., increasing, decreasing) the hydraulic clutch control pressure (e.g., for controlling the clutch's operating piston or other hydraulically actuating components).

[0003] One specific application of dual-clutch transmission systems is in hybrid vehicles that simultaneously include an internal combustion engine and an electric motor. In this case, one clutch of the system can be engaged with the electric motor, while the other clutch is engaged with the internal combustion engine.

[0004] Torque transmission components such as clutches are prone to generating heat during operation, requiring active cooling to prevent overheating and related problems. In this regard, it is known to provide a cooling fluid flow through such torque transmission components in the transmission, where the generated heat can be transferred to the cooling fluid, which is then drawn off from the component. Different clutches in the same transmission system may generate different amounts of heat, and this difference may vary over time.

[0005] At the same time, considering overall efficiency and because excessive cooling fluid supply can negatively impact clutch performance, it is generally necessary to limit the cooling fluid supply to the clutches. Therefore, a particular challenge for transmission systems with multiple clutches, such as dual-clutch transmissions, is to properly regulate the cooling fluid supply to the respective clutches during operation, especially in response to variable heat generation at one or each clutch. In this regard, known systems involve complex cooling supply regulation mechanisms, where such complexity is known to reduce system reliability and increase manufacturing and maintenance costs.

[0006] For example, US6059682 discloses a change-speed transmission in the powertrain of a motor vehicle having a direct clutch and a reverse clutch, wherein at least one engaged clutch is cooled by a lubricant for planetary gears, and wherein the flow of coolant to the clutch is regulated by an axially movable pressure plate of one of the clutches. Summary of the Invention

[0007] One object of the present invention is to provide an improved dual-clutch transmission (DCT) system and an improved method for cooling such a system, wherein at least one of the aforementioned problems is at least partially solved. Another object is to provide a DCT system in which the cooling of the respective clutches can be better regulated. A third object is to provide a relatively simple design for the DCT system, particularly with a relatively small number of moving parts. A fourth object is to provide a method for cooling the clutches in a DCT system, wherein the cooling of one clutch can be regulated, in particular, without significantly affecting the cooling of the other clutch simultaneously. Finally, a fifth object is to provide an improved DCT system for vehicles, such as hybrid vehicles.

[0008] One or more aspects of the present invention can at least partially achieve at least one or some of the above objectives.

[0009] This invention provides a dual-clutch transmission (DCT) system including coaxial engageable and disengageable first torque transmission assembly and engageable and disengageable second torque transmission assembly, configured for installation in the powertrain of a vehicle. The DCT system includes a main flow path for supplying cooling fluid. The main flow path branches into a first flow path for supplying cooling fluid to the first torque transmission assembly and a second flow path for supplying cooling fluid to the second torque transmission assembly.

[0010] The DCT system also includes a third flow path for supplying cooling fluid discharged from the second torque transmission assembly to the first torque transmission assembly. Preferably, the third flow path is arranged within the space defined by the housing of the dual-clutch transmission system (in particular, such that all cooling fluid discharged from the second torque transmission assembly can be directly introduced into the first torque transmission assembly for discharge from the housing via the first assembly).

[0011] In such a system, the second torque transmission component (particularly guiding fluid through and / or along its heat-generating torque transmission parts to receive heat from them) can be effectively cooled by a cooling fluid supply, which originates from a branch portion of the total cooling fluid entering the system (e.g., the corresponding housing) via the main flow path. Simultaneously, the first torque transmission component can receive the remainder of the supplied total cooling fluid (supplied via a first flow path through and / or along the torque transmission parts of the first torque transmission component, for example, to receive heat from the first torque transmission component), but still receives (preferably all) the cooling fluid discharged from the second torque transmission component. Preferably, the amount of cooling fluid fed to the second torque transmission component is adjustable or variable, for example, between zero (no flow) and a predetermined or desired amount / / from zero (no flow) to a predetermined or desired amount.

[0012] The supply of cooling fluid to the second torque transmission component can then be made (e.g., adjustable or variable) without substantially affecting the net supply of cooling fluid to the first torque transmission component. Furthermore, such a system can have a relatively simple design, particularly enabling the proper cooling of both torque transmission components (e.g., simultaneously) using, for example, a single cooling fluid source.

[0013] It should be noted that in this application, fluid flow can be expressed in various ways, such as in terms of velocity or flow rate, such as fluid volume per minute (volume flow rate), fluid mass per minute (mass flow rate), etc., as will be understood by those skilled in the art.

[0014] According to another embodiment, the DCT system may include a flow regulator configured to regulate, in particular, the supply of cooling fluid through a second flow path to a second torque transmission component relative to the supply of cooling fluid through a first flow path to a first torque transmission component and / or relative to the supply of cooling fluid through a main flow path.

[0015] This flow regulator can provide improved, in particular, variable regulation of the cooling fluid supply to the second torque transmission component (e.g., for turning on and off the corresponding fluid supply to the second torque transmission component).

[0016] The flow regulation state of the flow regulator may depend on the torque transmission state of the second torque transmission component.

[0017] In this way, for example, when the second torque transmission component transmits (more) torque and thereby generates (more) heat, an increased supply of cooling fluid can be provided to the second torque transmission component.

[0018] Specifically, during operation, the second torque transmission component is disengaged (during which the supply of cooling fluid to the component is blocked), or the second torque transmission component transmits torque, i.e., engaged (during which the supply of cooling fluid to the component is not blocked).

[0019] Preferably, at least a portion of the flow regulator is integral with or associated with a movable part of the second torque transmission assembly.

[0020] This integration or connection enables relatively simple and durable designs, especially with fewer moving parts.

[0021] Preferably, the flow regulator has a first state when the second torque transmission component is in a torque transmission engaged state, and a second state when the second torque transmission component is in a torque non-transmission disengagement state.

[0022] In the first state, compared to the second state, the flow regulator may be configured to provide an increased supply of cooling fluid through the second flow path to the second torque transmission assembly, at least relative to the supply of cooling fluid through the first flow path and / or the main flow path.

[0023] In this way, when the second torque transmission component transmits torque and thereby generates (more) heat, an increased supply of cooling fluid can be provided to the second torque transmission component.

[0024] In the first configuration, for example, approximately 30% of the cooling fluid supplied through the main flow path can therefore be supplied to the second torque transmission assembly and / or approximately 70% of the cooling fluid supplied through the main flow path can be supplied to the first flow path. It has been found that such a configuration can provide adequate cooling for both the first and second torque transmission assemblies. It should be noted that other ratios besides the 30%-70% example are also contemplated, as described below.

[0025] In the second state, the flow regulator is preferably configured to substantially or completely block the supply of cooling fluid (via the second flow path) through the second flow path to the second torque transmission assembly. In this way, by preventing / blocking the cooling of the disengaged second torque transmission assembly (“open clutch”), efficient use of the cooling fluid is achieved, and relatively low transmission losses are realized.

[0026] Therefore, more cooling fluid can be supplied to the first torque transmission component more directly, especially when the second torque transmission component generates less heat or virtually no heat.

[0027] The second torque transmission assembly may be provided with a corresponding operating member that is axially movable between an engaged position and a disengaged position. In the engaged position, the second torque transmission assembly is engaged, and in the disengaged position, the second torque transmission assembly is disengaged. The operating member may in particular be a clutch piston.

[0028] The operating component of the second torque transmission assembly can be connected to the flow regulator, or can be formed or provided as part of it to set the flow regulation state of the flow regulator.

[0029] Such an operating component, such as a piston, can advantageously enable the state of the flow regulator to be coupled to the engagement state of the second torque transmission component, especially in a simple and robust manner.

[0030] The switching of the engagement state of the first torque transmission component is preferably substantially independent of the position or state of the operating member of the second torque transmission component.

[0031] In this way, a universal DCT system can be provided, in which one or more torque transmission components can be engaged and / or disengaged substantially independently of or from each other.

[0032] The movable operating member of the second torque transmission assembly can be arranged as a valve member for use as a flow regulator, in particular providing its flow regulating section, wherein the flow regulating section is movable to or away from a valve seat defining a portion of the second flow path, to close and open the flow path, respectively.

[0033] This construction allows for a simple and robust design for operating components and / or flow regulators.

[0034] The valve seat can be configured to inhibit, in particular block, axial movement of the operating members along a first axial direction when they are in mechanical contact with each other.

[0035] Therefore, an elegant design can be provided in which the valve seat provides additional use for the actuating member. In other words, the valve seat can thus be integrated into a device for advantageously preventing excessive movement of the actuating member (e.g., piston) from the engaged position to the disengaged position.

[0036] The DCT system preferably includes a spring device for moving the operating member along the first axial direction using a corresponding spring force.

[0037] This spring mechanism allows the operating element to be brought to its disengaged position and / or the valve element to be positioned on the valve seat, especially in cases of actuation such as hydraulic pressure without an operating element.

[0038] One of the first torque transmission assembly and the second torque transmission assembly may include an internal clutch, wherein the other of the first torque transmission assembly and the second torque transmission assembly includes an external clutch. Preferably, the second torque transmission assembly includes an internal clutch.

[0039] It has been found that this configuration can be particularly advantageous for the application of the invention. Alternatively, the first torque transmission component may include an internal clutch.

[0040] The DCT system can be configured to merge the respective cooling fluid supplies passing through the first flow path and the third flow path at the first torque transmission component, wherein the cooling fluid supply thus merged at the first torque transmission component substantially corresponds to the cooling fluid supply passing through the main flow path.

[0041] In this way, the cooling fluid supply to the first torque transmission component can be largely independent of the variable cooling fluid supply to the second torque transmission component.

[0042] The DCT system may also include a source of transmission cooling fluid, from which a main flow path extends. The source is preferably configured to regulate the flow rate of the cooling fluid across the main flow path.

[0043] This dedicated transmission fluid source can supply cooling fluid to both the first and second torque transmission components.

[0044] Furthermore, in embodiments, the fluid source may be configured to circulate cooling fluid to and from torque transmission components (e.g., to the corresponding connection housings of these components) and, for example, to remove heat from the cooling fluid (to the surrounding environment) to cool the fluid. Those skilled in the art will understand that a corresponding transmission fluid pumping device (pump) may be associated with or part of the system to enable fluid flow or circulation.

[0045] The second torque transmission component can be configured to receive torque from the electric motor of a hybrid vehicle. For example, the DCT system can be a DCT system for a hybrid vehicle with an internal combustion engine and an electric motor.

[0046] The present invention can find particular advantages in such a DCT system, wherein, for example, the second torque transmission component engages only occasionally, and / or wherein, for example, the required precision of the cooling fluid supply regulation of the second torque transmission component is less than that required for the first torque transmission component.

[0047] In one aspect of the invention, a vehicle, such as a hybrid vehicle with an internal combustion engine and an electric motor, includes a dual-clutch transmission system according to one aspect of the invention.

[0048] This type of vehicle can provide one or more of the advantages mentioned above.

[0049] It should be understood that the present invention is not limited to hybrid vehicles, as the DCT system can also be installed in vehicles with only one or more electric motor drives, or in vehicles with only internal combustion engines, or otherwise.

[0050] One aspect of the invention provides a method for cooling at least one of a plurality of torque transmission components in a dual-clutch transmission (DCT) system, for example, utilizing the DCT system described above according to the invention. The method includes: supplying cooling fluid to a second torque transmission component (particularly for receiving heat therefrom); discharging cooling fluid from the second torque transmission component (e.g., heated by the second torque transmission component); and preferably supplying the cooling fluid discharged from the second torque transmission component directly to a first torque transmission component.

[0051] This method can provide one or more of the advantages mentioned above.

[0052] The method may further include: adjusting the cooling fluid supply to the second torque transmission component relative to the simultaneous cooling fluid supply to the first torque transmission component.

[0053] The adjustment may include: engaging the second torque transmission component (especially from the disengaged state), thereby significantly increasing the supply of cooling fluid to the second torque transmission component (e.g., from zero supply), particularly relative to the simultaneous supply of cooling fluid to the first torque transmission component, especially such that the ratio P (P = P2:P1) of the (increased) supply of cooling fluid to the second torque transmission component (P2) as a fraction of the simultaneous supply of cooling fluid to the first torque transmission component (P1) is between 5:95 and 90:10, preferably between 10:90 and 75:25, more preferably between 15:85 and 60:40, more preferably between 20:80 and 50:50, more preferably between 25:75 and 40:60, for example, about 40:60 or about 30:70.

[0054] The adjustment may include: disengaging the second torque transmission assembly, thereby significantly reducing, preferably substantially or completely blocking, the supply of cooling fluid to the second torque transmission assembly (and in particular, making it substantially impossible for cooling fluid to flow through the second torque transmission assembly) in particular relative to the simultaneous supply of cooling fluid to the first torque transmission assembly.

[0055] It should be understood that this engagement and disengagement of torque transmission components occur at distinct times. Therefore, disengagement may be a subsequent disengagement, especially after engagement, and vice versa. Attached Figure Description

[0056] The invention will be further illustrated using exemplary embodiments and accompanying drawings. The drawings are schematic. In the drawings, the same or similar reference numerals have been provided for the same or similar elements. In the drawings:

[0057] Figure 1a A cooling fluid flow diagram of a dual-clutch transmission system according to a first embodiment is shown;

[0058] Figure 1b A cooling fluid flow diagram of a dual-clutch transmission system according to a second embodiment is shown;

[0059] Figure 2a A cross-sectional view of a portion of a dual-clutch transmission system according to a third embodiment is shown, wherein the second torque transmission component is disengaged;

[0060] Figure 2b It shows Figure 2a A cross-sectional view of the dual-clutch transmission system, in which the second torque transmission component is engaged;

[0061] Figure 3a A cross-sectional view of a portion of a dual-clutch transmission system according to a fourth embodiment is shown, wherein the second torque transmission component is disengaged;

[0062] Figure 3b It shows Figure 3a A cross-sectional view of the dual-clutch transmission system, in which the second torque transmission component is engaged;

[0063] Figure 3c It shows Figure 3b Details C (in) Figure 3b (Indicated by double dashed lines);

[0064] Figure 4a , Figure 4b A schematic diagram of the vehicle in two corresponding torque transmission component states is shown;

[0065] Figure 5a It shows Figure 3a A three-dimensional diagram of the contraction component of the -c system; and

[0066] Figure 5b It shows Figure 5a The contraction member is along the first axial direction A1 (see Figure 3a -c) Side view observed. Detailed Implementation

[0067] Figure 1a -b、 Figure 2a -b and Figure 3a -b illustrates an example of a dual-clutch transmission system 17, in which Figure 1a -b shows the cooling fluid flow diagram for this system.

[0068] System 17 includes a coaxial first engageable and disengageable torque transmission assembly 1 and a second engageable and disengageable torque transmission assembly 2, configured to be installed in the powertrain of vehicle 14. A schematic diagram of the corresponding vehicle 14 is shown in Figure 4.

[0069] The main axis A of system 17 is in Figure 2a -b and Figure 3a As shown in -b. It should be understood that in these drawings, the main axis A corresponds to a line that is at least substantially symmetrical, wherein the corresponding mirrored structure shown on one side of axis A is substantially (e.g., partially) mirrored on the other side of axis A. Therefore, those skilled in the art of transmission systems are familiar with and readily understand such cross-sectional views (see also, for example, the figures in US6059682 above).

[0070] System 17 includes a main flow path 3 for supplying cooling fluid, wherein the main flow path 3 branches into a first flow path 4 and a second flow path 5. The first flow path 4 supplies cooling fluid to the first torque transmission assembly 1, and the second flow path 5 supplies cooling fluid to the second torque transmission assembly 2. System 17 also includes a third flow path 6 for supplying cooling fluid discharged from the second torque transmission assembly 2 to the first torque transmission assembly 1.

[0071] During operation, when the cooling fluid comes into contact with, for example, the torque transmission components 1 and / or 2 of system 17, the cooling fluid can receive heat from the respective torque transmission components 1 and / or 2. It should be understood that the cooling fluid can be supplied in the form of transmission fluid, for example, wherein the supply of such transmission fluid can serve the dual purpose of cooling and lubricating system 17 or at least a portion thereof, such as torque transmission components 1 and 2.

[0072] The third flow path 6 is preferably arranged within the space defined by the housing 307 of the dual-clutch transmission system 17. Figure 3a -b illustrates such a housing 307 as a structure or combination of structures that substantially surrounds and / or encloses the first torque transmission assembly 301 and the second torque transmission assembly 302. Preferably, in the context of a transmission system, such a housing 307 is known to at least partially hold the torque transmission assemblies 301, 302 (directly or indirectly) in their respective positions.

[0073] like Figure 3a As shown in -b, the housing 307, particularly the portion adjacent to and / or surrounding the second torque transmission assembly 202, 302, including, for example, one or more walls and / or shells, may include or provide a third flow path 206, 306 therein in the form of one or more openings 206, 306, wherein the openings 206, 306 provide a portion of fluid connection from the second torque transmission assembly 202, 302 toward the first torque transmission assembly 1.

[0074] exist Figure 3a In -b, it can be seen that the housing 307 basically surrounds the first torque transmission assembly 301 and the second torque transmission assembly 302.

[0075] The first torque transmission assembly 1 is preferably provided with an outlet device 19 for discharging cooling fluid from the first torque transmission assembly 1. Figure 3a -b, the outlet device 19 is indicated by arrow 319. It should be understood that such an outlet device 19 can be implemented in various ways, at least some of which are known in the field of transmission systems.

[0076] In an embodiment, system 117 may include a flow regulator 108 configured to regulate the supply of cooling fluid through the second flow path 105 to the second torque transmission assembly 102, particularly relative to the supply of cooling fluid through the first flow path 104 to the first torque transmission assembly 101 and / or relative to the supply of cooling fluid through the main flow path 103.

[0077] Figure 1b An exemplary flow regulator 108 in the form of a valve in the second flow path 105 is shown. It should be understood that while such a flow regulator 108 is advantageous, it is not absolutely necessary for carrying out the present invention. For example, Figure 1a A DCT system 17 without such a flow regulator is shown.

[0078] In an embodiment, the flow regulation state of the flow regulator 208 depends on the torque transmission state of the second torque transmission component 202. Preferably, at least a portion of the flow regulator 208 is integral with or associated with the movable part 209 of the second torque transmission component. Preferably, the flow regulator 208 has a first state when the second torque transmission component 202 is in a torque transmission engaged state, and a second state when the second torque transmission component 202 is in a torque non-transmission disengaged state.

[0079] Figure 2a and Figure 3a The DCT systems 217 and 317 in this second state are shown, while Figure 2b and Figure 3b The corresponding DCT systems 217, 317 (and) in this first state are shown. Figure 3c It shows Figure 3b Detail C). As can be seen from these figures, the positions of the movable parts 209 and 309 of the flow regulators 208 and 308 differ in the second state compared to the first state. Specifically, Figure 3a -b indicates the first state (see...) Figure 3b In the second state (see...) Figure 3a In contrast, the second torque transmission assembly 302 is axially (more) compressed by the movable part 309.

[0080] The movable component 209 can be moved from at least one of the first and second states to the other, particularly from the second state to the first state, by increasing pressure in a corresponding pressure chamber 221 associated with, for example, a hydraulic pressure chamber 221 of the second torque transmission assembly 202. Such pressure chambers 221, 321 in... Figure 2b and Figure 3b The areas shown are linearly shaded, representing the areas with and without the linear shaded region. Figure 2a and Figure 3bCompared to a (more)pressurized state, the positions of movable parts 209 and 309 can therefore depend substantially on the pressurized state of pressure chambers 221 and 321.

[0081] It should also be noted that the first torque transmission assembly 201 may be provided with its own corresponding (independent) pressure chamber for (independent) operation of the corresponding operating member 220 of the first torque transmission assembly 201.

[0082] Preferably, in the first state, compared to the second state, the flow regulator 208 is configured to provide an increased supply of cooling fluid through the second flow path 205 to the second torque transmission assembly 202, at least relative to the supply of cooling fluid through the first flow path 204 and / or the main flow path 203, for example, such that about 30% of the cooling fluid supply through the main flow path 203 is thereby supplied to the second torque transmission assembly 202 and / or such that about 70% of the cooling fluid supply through the main flow path 203 is thereby supplied to the first flow path 204.

[0083] Preferably, in the second state (see...) Figure 2a and Figure 3a The flow regulators 208 and 308 are configured to substantially block the supply of cooling fluid through the second flow paths 205 and 305 to the second torque transmission components 202 and 302.

[0084] In an embodiment, the second torque transmission assembly 202 is provided with a corresponding operating member 209, such as a movable member 209, which can move (axially) between a connected position and a disengaged position. In the connected position, the second torque transmission assembly 202 is engaged, and in the disengaged position, the second torque transmission assembly 202 is disengaged. The operating member 209 is in particular the clutch piston 209.

[0085] This operating member 209 can therefore be moved relative to the movable part 209 as described above, wherein the movable part 209 can be the operating member 209.

[0086] In an embodiment, the operating member 209 of the second torque transmission assembly 202 is connected to, or forms or provides a portion thereof, the flow regulator 208 to set the flow regulation state of the flow regulator 208.

[0087] Preferably, the switching of the engagement state of the first torque transmission assembly 201, for example via the corresponding operating member 220, is substantially independent of the position or state of the operating member 209 of the second torque transmission assembly 202.

[0088] In an embodiment, the movable operating member 209 of the second torque transmission assembly 202 is arranged to function as a valve member 209 of the flow regulator 208, particularly providing its flow regulating sections 210, 310 (see Figure 2a -b、 Figure 3a -b), wherein the flow regulating section 310 is movable to a valve seat 311 defining a portion of the second flow path 305 (see Figure 3c The flow path 305 can be opened or closed accordingly by moving it onto or away from the valve seat 311.

[0089] Therefore, for example, valve member 309 can be moved onto or away from valve seat 311 by corresponding depressurization and pressurization of pressure chamber 321.

[0090] refer to Figure 3a -c, Valve seat 311 may be arranged at the downstream end of one or more orifices 305h, which form part of the second flow path 305. Such orifices 305h may extend axially through, for example, the shaft of system 317, such as the input shaft. The orifices 305h are preferably distributed substantially uniformly around the main axis A to promote substantially uniform flow of the cooling fluid. The number and size (especially the diameter) of the orifices 305h can be selected to influence the desired cooling fluid flow rate and / or flow ratio. In one embodiment, six such orifices 305h are provided. In another embodiment, twelve such orifices 305h are provided.

[0091] In an embodiment, the valve seat 311 is configured to suppress, in particular block, axial movement of the operating member 309 along the first axial direction A1 when they are in mechanical contact with each other. The system 317 preferably includes a spring device 312 for moving the operating member 309 along the first axial direction A1 by means of a corresponding spring force.

[0092] Figure 2b and Figure 3b They respectively showed the same as Figure 2a and Figure 3a Compared to the (more) compressed spring devices 212 and 312.

[0093] The spring device 312 may be arranged in the second flow path 305, for example in a corresponding spring chamber in the portion forming the second flow path 305, so that the cooling fluid can flow through the spring device 312. Figure 2b and Figure 3b -c illustrates how the cooling fluid can flow through the spring devices 212, 312 in the first state (i.e., the second torque transmission components 202, 302 are in the engaged torque transmission state).

[0094] Therefore, a compact design can be achieved, in which the space occupied by the spring devices 212, 312 is used for the additional purpose of providing a path for the cooling fluid.

[0095] In an embodiment, such as Figure 3aAs shown in -b, one of the first torque transmission assembly 301 and the second torque transmission assembly 302 includes an inner clutch 302, and the other of the first torque transmission assembly 301 and the second torque transmission assembly 302 includes an outer clutch 301. Preferably, the second torque transmission assembly 302 includes an inner clutch 302.

[0096] In an embodiment, the DCT system is configured to merge the respective cooling fluid supplies passing through the first flow path 4 and the third flow path 6 at the first torque transmission component 1, wherein the cooling fluid supply thus merged at the first torque transmission component 1 substantially corresponds to the cooling fluid supply passing through the main flow path 3.

[0097] Therefore, the corresponding supply can be combined within and / or near the first torque transmission component 1. As an example, Figure 2b and Figure 3b The corresponding supply is shown as being combined upstream of the first torque transmission assembly 301 and downstream of the third flow path 306.

[0098] In an embodiment, the DCT system also includes a source 13 for cooling fluid, from which a main flow path 3 extends, wherein the source 13 is preferably configured to regulate the flow rate of cooling fluid through the main flow path 3.

[0099] exist Figure 2a -b and Figure 3a In -b, sources 213 and 313 are indicated by arrows 213 and 313. It should be understood that sources 213 and 313 may be arranged at a certain distance from the first torque transmission components 201 and 301 and / or the second torque transmission components 202 and 302, for example, a greater distance than shown.

[0100] In one embodiment, the DCT system also includes a planetary gear set 18. Figure 4a , Figure 4b Such a planetary gear set 18 is schematically shown. Furthermore, in embodiments, the DCT system may include a shift / brake clutch 33 for receiving torque from torque transmission components 1, 2.

[0101] The DCT system 17 can, for example, be configured for a hybrid vehicle 14 with an internal combustion engine 15 and an electric motor 16. Further reference Figure 4a , Figure 4b In one embodiment, the second torque transmission assembly 2 is configured to receive torque from, for example, the internal combustion engine 15 of a hybrid vehicle 14. The second torque transmission assembly 2 can be transmitted via a shift / brake clutch 33 (see...). Figure 4a ) and input axis 44 (see Figure 4b It can be connected to or may be connected to the optional planetary gear set 18, as the technician will understand.

[0102] Figure 4a A schematic diagram of a vehicle 14, including a dual-clutch transmission system 17, is shown. The vehicle is, for example, a hybrid vehicle 14 with an internal combustion engine 15 and an electric motor 16. Figure 4a In the middle, the first torque transmission component 1 is in the disengaged state.

[0103] Figure 4b Similar to Figure 4b The figure shows a vehicle with the first torque transmission assembly 1 engaged. Therefore, the electric motor 16 is connected via the input shaft 34 (shown as being between the second torque transmission assembly 2 and the shift clutch 33) to deliver power to the powertrain.

[0104] A method for cooling at least one of a plurality of torque transmission components 1, 2 of a dual-clutch transmission system 17, for example using the system 17 as described above, the method comprising: supplying cooling fluid to a second torque transmission component 2; discharging cooling fluid from the second torque transmission component 2; and preferably supplying the cooling fluid discharged from the second torque transmission component 2 directly to a first torque transmission component 1.

[0105] In an embodiment, the method further includes adjusting the cooling fluid supply to the second torque transmission component 102 relative to the simultaneous cooling fluid supply to the first torque transmission component 101.

[0106] In one embodiment, the adjustment includes engaging the second torque transmission assembly 202 to significantly increase the cooling fluid supply to the second torque transmission assembly 202, particularly relative to the simultaneous cooling fluid supply to the first torque transmission assembly 201.

[0107] The significant increase specifically makes the cooling fluid supply to the second torque transmission assembly 202, as part of the simultaneous cooling fluid supply to the first torque transmission assembly 201, correspond to a ratio P, wherein P is preferably between 5:95 and 90:10, for example, preferably between 10:90 and 75:25, more preferably between 15:85 and 60:40, more preferably between 20:80 and 50:50, more preferably between 25:75 and 40:60, for example, about 30:70 to about 40:60.

[0108] Therefore, refer to Figure 3c and Figure 5a-b, The DCT system 317 may include a contraction member 322, which provides a contraction portion 323 in the first flow path 304, for example at the boundary between the main flow path 303 and the first flow path 304. This contraction member 322 can be sized to influence the ratio P, thereby providing a simple and effective means of selecting an appropriate ratio P in the DCT system. The contraction member 322 is preferably configured to provide a substantially static or constant contraction portion, such as substantially rigidity, producing a substantially constant ratio P (at least in the state that defines P, i.e., when the second torque transmission assembly 302 is engaged). This configuration can be particularly simple and robust.

[0109] The contraction member 322 may have a substantially L-shaped cross-section, comprising a substantially radially extending segment 322r and a substantially axially extending segment 322a extending from the inner radial side of the radially extending segment 322r. The radially extending segment 322r may be provided with a series of corresponding grooves 322g through which cooling fluid can flow in the first flow path 304, wherein, for example, the number and / or size of the grooves (especially transverse to the first flow path 304) can be selected to influence the desired contraction 323 in the first flow path 304. Alternatively or additionally, the axially extending segment 322a may be provided with a series of radially extending holes (not shown) therethrough, wherein larger and / or more holes may thereby provide a contraction that reduces flow rate.

[0110] It will be understood that the various components of the DCT system, particularly those forming the first flow path 304 and the second flow path 305, can thus be designed to influence the required flow resistance, which in turn produces the required cooling fluid supply ratio (e.g., expressed as the ratio P as described above). As an example, system 317, particularly the contraction member 322, can be designed with a 0.7 mm gap at the contraction portion 323 in the first flow path 304.

[0111] In an embodiment, the adjustment includes disengaging the second torque transmission assembly 202 (especially before and / or after engagement) to significantly reduce, preferably substantially block, the supply of cooling fluid to the second torque transmission assembly 202, especially simultaneously with respect to the supply of cooling fluid to the first torque transmission assembly 201.

[0112] Although the invention has been illustrated with exemplary embodiments and accompanying drawings, these should not be construed as limiting the scope of the invention, which is provided by the claims. As will be appreciated by those skilled in the art, many variations, combinations, and extensions are possible within this scope. For example, a dual-clutch transmission system may include more than two torque transmission components. Further examples can be clearly seen from the specification and drawings.

Claims

1. A dual-clutch transmission system (17) comprising a coaxial, engageable and disengageable first torque transmission assembly (1) and an engageable and disengageable second torque transmission assembly (2), configured to be installed in the powertrain of a vehicle (14), said system (17) including a main flow path (3) for a total cooling fluid supply, wherein, The main flow path (3) branches into a first flow path (4) and a second flow path (5), wherein the first flow path (4) is configured to supply cooling fluid to the first torque transmission assembly (1), and the second flow path (5) is configured to supply cooling fluid to the second torque transmission assembly (2), and wherein the cooling fluid that can be supplied to the second torque transmission assembly (2) comes from a branch portion of the total amount of cooling fluid entering the system via the main flow path (3). The system (17) includes a third flow path (6) for supplying cooling fluid discharged from the second torque transmission assembly (2) to the first torque transmission assembly (1), such that the first torque transmission assembly (1) can receive the cooling fluid discharged from the second torque transmission assembly (2) via the third flow path (6), and simultaneously receive the remaining cooling fluid via the first flow path (4). The system (17) further includes a flow regulator (108) configured to regulate the supply of cooling fluid through the second flow path (5) to the second torque transmission assembly (2) relative to the supply of cooling fluid through the first flow path (4) to the first torque transmission assembly (101) and / or relative to the supply of cooling fluid through the main flow path (3).

2. The system as described in claim 1, characterized in that, The flow regulation state of the flow regulator (108) depends on the torque transmission state of the second torque transmission component (2). Specifically, when the second torque transmission component (2) is in a torque transmission engaged state, the flow regulator (108) has a first state; and when the second torque transmission component (2) is in a torque non-transmission disengagement state, the flow regulator (108) has a second state. In the first state, compared to the second state, the flow regulator (108) is configured to provide an increased supply of cooling fluid through the second flow path (5) to the second torque transmission assembly (2), at least relative to the supply of cooling fluid through the first flow path (4) and / or the main flow path (3). In the second state, the flow regulator (108) is configured to substantially block the supply of cooling fluid through the second flow path (5) to the second torque transmission assembly (2).

3. The system as described in any one of the preceding claims, characterized in that, The second torque transmission assembly (2) is provided with a corresponding operating member (209) that can move axially between a connected position and a disengaged position, wherein the second torque transmission assembly (2) is engaged in the connected position and disengaged in the disengaged position, wherein the operating member (209) is a clutch piston (209). The operating member (209) of the second torque transmission assembly (2) is connected to the flow regulator (108), or forms or provides a part of the flow regulator to set the flow regulation state of the flow regulator (108). The switching of the engagement state of the first torque transmission component (1) is substantially independent of the position or state of the operating member (209) of the second torque transmission component (2).

4. The system as described in claim 3, characterized in that, The movable operating member (209) of the second torque transmission assembly (2) is arranged to serve as a valve member (209) of the flow regulator (108), providing its flow regulating section (210), wherein the flow regulating section (210) is movable to or away from a valve seat (311) defining a portion of the second flow path (5) to close and open the flow path (5), respectively.

5. The system as described in claim 4, characterized in that, The valve seat (311) is configured to suppress axial movement of the operating member (209) in a first axial direction (A1) when they are in mechanical contact with each other.

6. The system as described in claim 1, characterized in that, One of the first torque transmission assembly (1) and the second torque transmission assembly (2) includes an inner clutch (2), wherein the other of the first torque transmission assembly (1) and the second torque transmission assembly (2) includes an outer clutch (1).

7. The system as described in claim 1, characterized in that, The system is configured to combine the respective cooling fluid supplies passing through the first flow path (4) and the third flow path (6) at the first torque transmission component (1), wherein the cooling fluid supply thus combined at the first torque transmission component (1) substantially corresponds to the cooling fluid supply passing through the main flow path (3).

8. The system as described in claim 1, characterized in that, The system also includes a source (13) of cooling fluid, from which the main flow path (3) extends.

9. The system as described in claim 8, characterized in that, The source (13) is configured to regulate the supply of cooling fluid through the main flow path (3).

10. The system as described in any one of the preceding claims, characterized in that, The second torque transmission component (2) is configured to receive torque from the electric motor (16) of the hybrid vehicle (14).

11. A vehicle (14) comprising a dual-clutch transmission system (17) according to any one of the preceding claims.

12. A method for cooling at least one of a plurality of torque transmission components (1, 2) of a dual-clutch transmission system (17), utilizing the system (17) according to any one of claims 1 to 10, the method comprising: The main flow path (3) is supplied with a total amount of cooling fluid, and the main flow path is branched into a first flow path and a second flow path to supply cooling fluid to the first torque transmission assembly and the second torque transmission assembly, respectively. Cooling fluid is supplied to the second torque transmission assembly via the second flow path; Cooling fluid is discharged from the second torque transmission assembly (2); as well as The cooling fluid discharged from the second torque transmission assembly (2) is supplied to the first torque transmission assembly (1) via a third flow path; and The cooling fluid supply to the second torque transmission component (2) via the second flow path is adjusted relative to the simultaneous supply of cooling fluid to the first torque transmission component (1) via the first flow path.

13. The method as described in claim 12, characterized in that, The adjustment includes at least one of the following: - Engaging the second torque transmission component (2) increases the cooling fluid supply to the second torque transmission component (2) relative to the simultaneous cooling fluid supply to the first torque transmission component (1), and - Disconnect from the second torque transmission component (2), thereby reducing or blocking the supply of cooling fluid to the second torque transmission component (2) relative to the simultaneous supply of cooling fluid to the first torque transmission component (1).

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