Dual clutch transmission system

Abstract

A dual clutch transmission system arranged to be installed in a driveline of a motor vehicle for selectively coupling rotating drive members, wherein the transmission system comprises: - a base assembly; - a bearing-mounted rotating assembly, the rotating assembly being rotatable relative to the base assembly; - a first torque transfer assembly and a second torque transfer assembly, the first torque transfer assembly and the second torque transfer assembly being movable between a disengaged position and an engaged position; - a first actuation mechanism and a second actuation mechanism associated with the first torque transfer assembly and the second torque transfer assembly, wherein the actuation mechanisms are arranged for moving the respective torque transfer assemblies between the disengaged position and the engaged position for selectively coupling the drive members, wherein the first torque transfer assembly is arranged in the rotating assembly and is arranged to couple the two rotating members in the engaged position, and wherein at least the first actuation mechanism comprises a hydraulic actuation mechanism comprising a piston chamber and a piston for moving the first torque transfer assembly between the disengaged position and the engaged position, wherein the piston chamber of the first actuation mechanism is arranged in the base assembly, wherein the piston is arranged to actuate the first torque transfer assembly in the rotating assembly.

Description

Technical Field

[0001] The present invention relates to a dual-clutch transmission system arranged for installation in the drivetrain of a motor vehicle, particularly for selectively engaging rotating transmission components. Background Technology

[0002] Dual-clutch transmission (DCT) systems are known and used to engage rotating transmission components, such as shafts and / or gears, in a torque-transmitting manner. For example, in hybrid electric vehicles, dual-clutch transmission systems are used to selectively engage an internal combustion engine and an electric motor to the vehicle's drivetrain. Conventional dual-clutch transmission systems, arranged in the drivetrain of a motor vehicle for selectively engaging rotating transmission components, typically include:

[0003] -Base components;

[0004] - A rotating assembly mounted on a bearing, which is rotatable relative to the base assembly;

[0005] - A first torque transmission assembly and a second torque transmission assembly, which are movable between a disengaged position and an engaged position;

[0006] - A first actuation mechanism and a second actuation mechanism associated with a first torque transmission assembly and a second torque transmission assembly, wherein the actuation mechanism is arranged to move the respective torque transmission assembly between a disengaged position and an engaged position for selectively engaging the transmission member. Summary of the Invention

[0007] Among other objectives, the present invention aims to provide a more compact dual-clutch transmission system. Additionally, the present invention aims to provide a more efficient dual-clutch transmission system. Overall, the present invention aims to provide an improved dual-clutch transmission system.

[0008] Among other objectives, at least one of these objectives is achieved by the dual-clutch transmission system according to appended claim 1. More specifically, among other objectives, this objective is achieved by a dual-clutch transmission system arranged for installation in the drivetrain of a motor vehicle, the dual-clutch transmission system preferably being used for selectively engaging rotating transmission components, wherein the transmission system comprises:

[0009] -Base components;

[0010] - A rotating assembly mounted on a bearing, which is rotatable relative to the base assembly;

[0011] - A first torque transmission assembly and a second torque transmission assembly, which are movable between a disengaged position and an engaged position;

[0012] - A first actuation mechanism and a second actuation mechanism associated with a first torque transmission assembly and a second torque transmission assembly, wherein the actuation mechanism is arranged for moving the respective torque transmission assembly between a disengaged position and an engaged position, for example for selectively engaging a transmission member.

[0013] Preferably, at least a first torque transmission component is arranged within the rotating component, and more preferably, it is arranged to connect the two rotating components at an engagement position. The first torque transmission component may, for example, connect the rotating component to an output shaft that feeds into a gearbox. The rotating component may also be connected to an output shaft. The two output shafts may be arranged at least partially coaxially.

[0014] To actuate the first torque transmission assembly, preferably, at least the first actuation mechanism includes a hydraulic actuation mechanism, which includes a piston chamber and a piston for moving the first torque transmission assembly between a disengaged position and an engaged position.

[0015] According to the first aspect, the piston chamber of the first actuation mechanism, and preferably the piston, is arranged in the base assembly, wherein the piston is arranged as a first torque transmission component in the actuation rotary assembly. By providing the piston chamber or piston cavity in the base assembly, i.e., in a static or non-rotational environment, pressure variations in the piston chamber due to centrifugal force are prevented. Therefore, accidental actuation of the piston is prevented without the need for a compensation chamber as known in the art. This results in a more compact and cost-effective construction.

[0016] Overall, by providing at least a portion of the actuation mechanism as a torque transmission component arranged in the rotating assembly, a compensation chamber for compensating for the hydraulic pressure established due to centrifugal force is no longer needed in the base assembly.

[0017] At least one of the torque transmission components may include a clutch, such as a multi-plate clutch, preferably comprising a first set of discs and a second set of discs, each connected to a corresponding carrier. The actuation mechanism can then be arranged to force the discs together, causing them to engage and transmit torque. Therefore, both components of the torque transmission component will rotate, at least in their engaged positions. It is preferable that the actuation mechanism, such as the actuation plate described in more detail below, also rotates.

[0018] The component can be mounted on a shaft (e.g., input shaft) of a transmission device (e.g., a continuously variable transmission) in the drivetrain. The second component can be positioned at a first radial distance from the axis of the shaft, and the first component can be constructed, sized, and mounted such that it surrounds the first component at a second radial distance from the axis of the shaft.

[0019] A dual-clutch transmission system can be installed, for example, in the drivetrain of a vehicle equipped with an internal combustion engine and an electric motor. Thus, the dual-clutch transmission system can be arranged to selectively connect the internal combustion engine and the electric motor to a load, for example, via a gearbox system. Such a gearbox may, for example, include a first input shaft and a second input shaft that can be arranged coaxially. The dual-clutch transmission system can be arranged around the coaxial shafts and the input shafts, for example, connected to the engine. A suitable construction of such a transmission system is disclosed in WO 2018 / 192965, particularly in the embodiment of FIG. 15, the contents of which are incorporated herein by reference.

[0020] To transmit actuating force to the actuating mechanism, it is preferable that the system also includes a ball bearing or thrust bearing between the base assembly and the rotating assembly, wherein the piston of the first actuating mechanism is arranged to engage with one of the races of the ball bearing. The other race can then be coupled to the actuating member, which can then rotate together with the torque transmission assembly.

[0021] Preferably, the actuation mechanism includes a biasing mechanism for biasing the first torque transmission assembly toward the disengaged position. Therefore, the torque transmission assembly needs to be actively moved to the engaged position, particularly by increasing the pressure in the piston chamber. The biasing mechanism preferably includes a spring member.

[0022] Preferably, the actuation mechanism includes an actuating member movable in the rotating assembly toward and away from the torque transmission assembly to move between a disengaged position and an engaged position. Preferably, a biasing mechanism is arranged between the actuating member and the body of the rotating assembly.

[0023] Preferably, in the disengaged position, the actuating member abuts against the body of the rotating assembly. Thus, the movement of the actuating member, which moves the torque transmission assembly between the engaged and disengaged positions, is limited by the body of the rotating assembly in the disengaged position. Instead of being guided by, for example, bearings and / or piston forces, the actuating member abuts against the body of the rotating assembly in the disengaged and resting positions, thereby shortening the tolerance loop.

[0024] Preferably, the actuating member comprises a radially extending actuating plate and at least one actuating finger, preferably extending substantially perpendicularly from the actuating plate. Viewed parallel to the axis, the finger allows for effective actuation by moving it in the axial direction. A compact construction is obtained if a biasing member is coupled to the actuating finger.

[0025] According to another embodiment, the rotating assembly includes a gear ring body, specifically for coupling to a motor, wherein the actuation mechanism is at least partially located inside the gear ring body. The gear ring body is annular, allowing components such as the actuation mechanism to be arranged coaxially within the gear ring body. This results in a compact construction.

[0026] Preferably, the gear ring body remains stationary when observed while the rotating assembly is rotating. Therefore, it is preferable that the actuating member, preferably the aforementioned actuating plate, is close to the gear ring body in the disengaged position.

[0027] A more compact configuration is achieved if the biasing mechanism, such as the spring member, is arranged between the gear ring body and the actuating fingers.

[0028] Preferably, the gear ring body is connected to a first torque transmission assembly, particularly one of the support members or carriers of the first torque transmission assembly. Thus, the gear ring body rotates in unison with a portion of the first torque transmission assembly.

[0029] If the actuating plate is axially positioned relative to the gear ring body, a compact construction is achieved while still allowing effective actuation of the torque transmission assembly. Viewed along the axis of the shaft, the actuating plate of the actuating member thus extends at a certain axial distance from the ring member. Since the actuating plate is not coaxially housed within the gear ring body, it preferably has a diameter at least larger than the inner diameter of the gear ring body, and preferably also larger than the outer diameter of the gear ring body. Therefore, the actuating plate preferably protrudes radially from the gear ring body, wherein the actuating fingers extend within the gear ring body.

[0030] Preferably, the gear ring body has a U-shaped cross-section, wherein at least a portion of the actuation mechanism is located between the legs of the U-shaped body. This increases the rigidity of the gear ring body while still allowing for a compact construction.

[0031] When using the aforementioned actuating member preferably having multiple fingers and an actuating plate, it is preferable that the base of the U-shaped body of the gear ring body is provided with at least one opening for receiving the actuating fingers.

[0032] It should be noted that the construction of the gear ring body and / or the actuating member in the form of an actuating plate with finger-like elements, as well as the interaction between the two components, can also be applied to other clutch transmission systems, such as single-clutch systems or conventional dual-clutch transmission systems, for example, with piston chambers in rotating components or other types of actuating mechanisms.

[0033] As mentioned above, it is preferable if the piston is arranged to transmit power via a thrust bearing. However, to ensure proper bearing operation and reduce any wear, it is preferable to keep the thrust bearing under pressure, for example, by applying sufficient force to the ball bearing races.

[0034] Therefore, according to another aspect, the system also includes a hydraulic pump, wherein the pump is arranged to maintain a predetermined non-zero hydraulic pressure in the piston chamber of the base assembly even in the disengaged position of the torque transmission assembly. Instead of the pump, the system may include a suitable controller to control the pressure in the piston chamber. By providing a non-zero pressure in the piston chamber, the bearing coupled to the piston is preloaded. In the disengaged position, the pressure in the piston chamber is preferably insufficient to overcome the biasing force of the biasing mechanism.

[0035] Preferably, the pump or any controller is arranged to apply a non-zero pressure in the piston chamber when the torque transmission assembly is in the disengaged position, and wherein the pump is arranged to increase the pressure for moving the torque transmission assembly to the engaged position.

[0036] Especially when the piston chamber is maintained at a constant pressure, although not limited to this case, it is preferable if any leaked hydraulic fluid, typically lubricant, is used to lubricate components in the system. Typically, the piston chamber is provided with an exhaust passage. According to another aspect, the system includes a lubrication passage system arranged for lubricating components of the clutch transmission system, particularly at least one bearing, wherein the piston chamber of the first actuating mechanism includes a passage connected to the lubrication passage system, such as a clutch exhaust passage. Instead of collecting leaked oil in an oil sump, the oil can be collected for supplying lubricant from the piston chamber to the lubrication passage system. This improves the system's size and efficiency, particularly oil consumption. It should be understood that this configuration can also be applied to conventional clutch transmission systems or other components with piston chambers and lubrication systems.

[0037] In another embodiment, the connecting bolt extends within the piston chamber of the actuating mechanism. By providing the piston chamber within the base assembly, this space can be used as a receiving portion for the bolt. Therefore, the head of the bolt can form the end wall of the piston chamber. Consequently, no additional receiving portion for the bolt is required, resulting in a more compact construction.

[0038] Preferably, the connecting bolt extends through the body of the base assembly for locking another component to the body. More preferably, the connecting body is connected to a locking plate for coupling a bearing mechanism to the body.

[0039] It should be understood that although the first torque transmission assembly and associated mechanism have been specifically described above, the same features can be applied to the second torque transmission assembly.

[0040] Therefore, according to another aspect, a dual-clutch transmission system is provided, wherein a second torque transmission assembly is also arranged within the rotating assembly. The second torque transmission assembly can be arranged to connect the two rotating members in an engaged position. The second actuation mechanism may also include a hydraulic actuation mechanism comprising a piston chamber and a piston for moving the second torque transmission assembly between a disengaged position and an engaged position. Similarly, the second actuation mechanism preferably includes a biasing mechanism having a biasing force for biasing the second torque transmission assembly toward the disengaged position. Thus, actuating the actuation mechanism, for example, by increasing the hydraulic pressure in the piston chamber, will cause the second torque transmission assembly to move toward the engaged position, while decreasing the pressure will automatically cause the torque transmission assembly to disengage.

[0041] However, the piston chamber of the second actuation mechanism is preferably arranged within the rotating assembly. A disadvantage of providing a piston chamber within the rotating assembly is that the pressure within the piston chamber varies with the rotational speed of the rotating assembly due to centrifugal force. To counteract this unintended opening of the second torque transmission assembly, a compensation chamber is typically arranged on the opposite side of the piston to proportionally counteract the increased pressure. However, this compensation chamber increases the mass of the rotating assembly and occupies space within it, while also increasing cost due to the additional component. Preferably, the second torque transmission assembly, or at least its actuation mechanism, is radially inward relative to the first torque transmission assembly.

[0042] Therefore, according to another aspect, the system also includes a controller for controlling the rotational speed of the rotating component, wherein the controller is arranged to limit the rotational speed of the rotating component based on the biasing force of the biasing mechanism. Thus, a relatively light biasing mechanism, i.e., a biasing mechanism with a relatively small biasing force, can be used. Preferably, the biasing mechanism is arranged to hold the torque transmission component in the disengaged position until a predetermined rotational speed of the rotating component is reached, wherein preferably, a higher rotational speed would move the torque transmission component to the engaged position. Thus, a biasing member, such as a spring, typically has a sufficiently large biasing force to resist additional centrifugal force until the predetermined rotational speed is reached. Therefore, theoretically, rotating the rotating component at a speed higher than the predetermined rotational speed could result in the second torque transmission component moving toward the engaged position. However, the controller is arranged to limit the rotational speed to the predetermined rotational speed or preferably below the predetermined rotational speed. As an example, the rotational speed of the rotating component can be limited to 4000 RPM, preferably 3500 RPM, more preferably 3000 RPM.

[0043] Thus, the rotating assembly preferably does not have a pressure compensation chamber associated with the piston chamber of the second actuation mechanism.

[0044] Preferably, the rotating component includes a transmission mechanism coupled to the motor. The rotating component may include, for example, a gear, such as the gear ring body mentioned above, for coupling to the motor. Thus, the controller is preferably arranged to limit the motor speed based on the bias force of the biasing mechanism.

[0045] Preferably, the second torque transmission assembly is arranged between the rotating assembly and the input shaft connected to the internal combustion engine. Particularly when the vehicle operates in electric mode, i.e., driven solely by the electric motor, connection to the internal combustion engine should be prevented.

[0046] It should be understood that although the above description is in the context of a dual-clutch transmission system with only two torque transmission components, the same teachings can be applied to a single-clutch system with only one torque transmission component, which is preferably arranged in the rotating component. Similarly, additional, i.e., more than two, torque transmission components can be provided. Attached Figure Description

[0047] The present invention is further illustrated by the following figures, which show preferred embodiments of the system according to the invention and are not intended to limit the scope of the invention in any way, wherein:

[0048] Figures 1a and 1b schematically illustrate the dual-clutch transmission system in the transmission system using cross-sections, respectively.

[0049] Figure 2 a and b show details II of Figure 1, and respectively show the first torque transmission assembly in the disengaged and engaged positions;

[0050] Figure 3 The gear ring body with an actuating component is shown;

[0051] Figure 4 Details of the actuation mechanism of the first torque transmission mechanism are shown;

[0052] Figure 5 Detail V of Figure 1 is shown, and the second actuation mechanism of the second torque transmission assembly is shown;

[0053] Figure 6 Detail VI from Figure 1 is shown;

[0054] Figure 7 Detail VII from Figure 1 is shown; and

[0055] Figure 8 It shows Figure 7 An alternative to the construction. Detailed Implementation

[0056] Figures 1a and 1b show a transmission system 1000 arranged for installation in a vehicle such as an automobile. This configuration corresponds to the embodiment of Figure 15 in WO2018 / 192965, the contents of which are incorporated herein by reference. In short, system 1000 includes an input shaft 1003 coupled to an internal combustion engine M, a first shaft 1001, and a second shaft 1002 arranged coaxially around the first shaft 1001. A dual-clutch system 1 is provided at the first end, arranged to selectively engage shafts 1003, 1001, and 1002 via torque transmission components 2 and 3. An electric motor EM is coupled to a rotating component 4 of the dual-clutch transmission system 1. A second clutch system 1009 is provided at the other end of system 1000, and a gear transmission system 1008 is provided between the dual-clutch system 1 and the second clutch system 1009 for driving a load L.

[0057] As better seen in Figure 1a, the first torque transmission assembly 2 is positioned radially outward relative to the second torque transmission assembly 3, as observed relative to axis A coinciding with shafts 1003, 1001, and 1002. See also... Figure 2 Figures a and b show that the first torque transmission assembly 2 includes a plurality of first plates 21 coupled to a carrier 24, which forms part of or is otherwise coupled to the rotating assembly 4 of the dual-clutch transmission system 1. Second plates 22 are positioned between the first plates 21 and carried by a carrier 23. In this example, the carrier 23 is coupled to a second shaft 1002, such that at the engagement position of the first torque transmission assembly 2 (see Figure b), Figure 2 In b), shaft 1002 is connected to rotating assembly 4. In this position, rotating assembly 4 and shaft 1002 rotate in unison. Rotating assembly 4 rotates relative to the base assembly about axis A, as will be described later.

[0058] The second torque transmission assembly 3 has a similar construction, and in this example, the rotating assembly 4 is coupled to the input shaft 1003. In this example, the shaft 1001 is fixedly coupled to the rotating assembly 4 and thus rotates together with the shaft 1001.

[0059] In order to disengage the first torque transmission system 2 ( Figure 2 a) and the joining position ( Figure 2 b) The mechanism 5, generally indicated by 5, is provided for movement between the components. Mechanism 5 includes an actuating member formed by an actuating plate 51, which is arranged to move in the axial direction A toward (arrow 100) and away from (arrow 101) the torque transmission assembly 2. By moving plate 51 toward assembly 2, plates 21 and 22 of clutch assembly 2 move together in a frictional relationship and are thus engaged. Movement in the other direction (arrow 101) will again separate plates 21 and 22, thereby disengaging clutch assembly 2.

[0060] Axial (observed along axis A, also see) Figure 3 Actuation finger 52 is coupled to a radially extending actuation plate 51. Actuation finger 52 extends perpendicularly to actuation plate 51. Figure 3 The gear ring body 6 is also clearly visible in the image. The teeth 61 on the outer surface are arranged to connect to the motor EM (see Figure 1). The gear 6 is annular, and components can be coaxially arranged inside the ring, such as part of an actuation mechanism, such as actuation fingers 52.

[0061] The ring body 6 has a generally U-shaped cross-section with two sidewalls 61 and 62 and a base 63. At least a portion of the actuation mechanism 5 is disposed between the legs of the U-shape. The base 63 of the U-shape is provided with an opening 64 to allow the finger 52 to pass through.

[0062] Actuator 5 is directed to the disengaged position ( Figure 2 a) Biasing: For this purpose, a biasing mechanism 8 in the form of multiple springs 8 is provided. The springs 8 are also provided inside the gear ring body 6, especially inside the U-shape of the gear ring body 6.

[0063] Further reference Figure 4 As can be seen, the spring 8 abuts against the gear ring body 6 at its first end, particularly the base 63 of the gear ring body 6, while the other end engages with the actuation mechanism. In this example, it engages with the actuation finger 52, which has a protrusion 52a. The spring 8 is in direction 101, i.e., towards... Figure 2 The disengaged position shown in figure a pushes the actuating finger 52.

[0064] Movement in direction 101 is restricted by the actuating member, in this example by the plate 51 abutting against the rotating assembly 4, and in this example by the end surface 61a of the ring 6 or the radial surface 24a of the carrier 24, which is part of the rotating assembly 4. The tolerance ring 2000 is therefore relatively short.

[0065] exist Figure 4 In this configuration, the rotating component is therefore part of the rotating assembly 4, while the stationary component (hereinafter referred to as the base assembly 103) is provided with various hashing parts. It is understood that the piston chamber 91 of the piston pump 9, which is arranged to move the piston 92, is not located in the rotating assembly 4; the piston 92 moves at its end in the actuating mechanism 5. Instead, the piston chamber 91 is located in the base assembly 103. It should be understood that, due to this configuration, a pressure compensation chamber is not required.

[0066] A bearing 7, equipped with two races 71 and 72, transmits force from the piston 92 to the actuating finger 52 when the piston 92 moves in direction 100. Balls 73 are contained between the two races 71 and 72. The race 72 (part of the rotating assembly 4) actuates the actuating finger 52, and preferably has a flange 72a abutting against the end face 52b of the actuating finger 52. To ensure proper operation of the bearing 7, the piston 92 also applies a constant pressure to the bearing 7 in the disengaged position of the torque transmission assembly 2. For this purpose, a pump or controller (generally indicated by C in Figure 1) can be arranged.

[0067] Although the piston chamber 91a used to move the actuating member 5a is located in the rotating assembly 4, in the actuation mechanism 5a of the second torque transmission assembly 3 (see...) Figure 5 No compensation chamber is required. In this example, a relatively weak spring 8a is provided, biasing the actuating member 5a in direction 101, i.e., toward the disengaged position. However, theoretically, what would happen is that, due to the increased rotational speed, centrifugal force would cause more oil to enter chamber 91a, thereby moving the actuating member 5a in direction 100, thus engaging the second clutch assembly 3. Instead of providing a compensation chamber or increasing the biasing force of spring 8a, the controller C (see Figure 1) is arranged to limit the rotational speed of the motor EM such that the pressure in piston chamber 91a does not exceed the biasing force of spring member 8a.

[0068] exist Figure 6 As can be seen, the piston chamber 91 in the base assembly 103 is used to receive the head 111 of the bolt 110 for connecting the locking plate 120 of the locking bearing 7a. The head 111 of the bolt 110 thus forms part of the end wall of the piston chamber 91 and preferably forms a seal of the chamber. Therefore, a separate connecting mechanism for this bolt 110 is not required, which thus provides a more compact construction. Although the bolt 110 is seen connecting the bearing 7a here, it is understood that other components can also be connected using bolts disposed in the piston chamber 91.

[0069] exist Figure 7 As can be seen in Figures a and b, the piston chamber 91 includes a channel 94 extending within a housing 103a in the base assembly 103. This channel 94 can be used for venting the piston chamber 91. However, particularly when a constant hydraulic pressure is applied to the piston chamber 91 to preload the bearings, as mentioned above, hydraulic oil will leak through the channel 94. Instead of directing the oil to an oil sump, the oil is collected in the housing 103a, which is connected to a lubrication channel system 150. In this example, the system 150 is used to lubricate bearings 7, 7a, and 7b. The hydraulic oil from the piston chamber 91 can therefore be reused to lubricate other components of the system 1.

[0070] To ensure effective guidance of oil from piston chamber 91 to channel system 150, a closed containment portion 103b is preferably formed. Despite the increase in centrifugal force, the oil is still guided toward channel system 150.

[0071] The invention is not limited to the embodiments shown, but extends to other embodiments that fall within the scope of the appended claims.

Claims

1. A dual-clutch transmission system, arranged for installation in the drivetrain of a motor vehicle, for selectively engaging rotary transmission components, wherein, The transmission system includes: -Base components; - A rotating assembly mounted on a bearing, which is rotatable relative to the base assembly; - A first torque transmission assembly and a second torque transmission assembly, which are movable between a disengaged position and an engaged position; - An actuation mechanism associated with the first torque transmission assembly and the second torque transmission assembly, the actuation mechanism including a first actuation mechanism and a second actuation mechanism, wherein the actuation mechanism is arranged for moving the respective torque transmission assembly between a disengaged position and an engaged position for selectively engaging the transmission member. The first torque transmission component is arranged in the rotating component and is configured to connect the two rotating components at an engaged position. At least the first actuation mechanism includes a hydraulic actuation mechanism, which includes a piston chamber and a piston for moving the first torque transmission component between a disengaged position and an engaged position. The piston chamber of the first actuation mechanism is arranged in the base component, and the piston is configured to actuate the first torque transmission component in the rotating component. The rotating component includes a gear ring body, and the actuation mechanism is at least partially located inside the gear ring body.

2. The dual-clutch transmission system according to claim 1 further includes a ball bearing between the base assembly and the rotating assembly, wherein, The piston of the first actuator is arranged as one of the races of the ball bearing.

3. The dual-clutch transmission system according to claim 1 or 2, wherein, The actuation mechanism includes a biasing mechanism for biasing a first torque transmission component toward the disengaged position.

4. The dual-clutch transmission system according to claim 3, wherein, The actuation mechanism includes an actuating member that is movable in the rotating assembly toward and away from the torque transmission assembly to move between a disengaged position and an engaged position, wherein a biasing mechanism is arranged between the actuating member and the body of the rotating assembly.

5. The dual-clutch transmission system according to claim 4, wherein, In the disengaged position, the actuating component abuts against the body of the rotating component.

6. The dual-clutch transmission system according to claim 4, wherein, The actuating member includes a radially extending actuating plate and at least one actuating finger extending substantially vertically from the actuating plate.

7. The dual-clutch transmission system according to claim 6, wherein, The biasing component is connected to the actuating finger.

8. The dual-clutch transmission system according to claim 1, wherein, The gear ring body is used for connection to the motor.

9. The dual-clutch transmission system according to claim 5, 6, or 8, wherein, The actuator plate abuts against the gear ring body in the disengaged position.

10. The dual-clutch transmission system according to claim 6 or 8, wherein, The biasing mechanism is located between the gear ring body and the actuating finger.

11. The dual-clutch transmission system according to claim 8, wherein, The gear ring body is connected to the first torque transmission component.

12. The dual-clutch transmission system according to claim 6 or 8, wherein, The actuating plate is axially positioned relative to the gear ring body, and wherein the actuating plate protrudes from the gear ring body in the radial direction, and wherein the actuating fingers extend inside the gear ring body.

13. The dual-clutch transmission system according to claim 8, wherein, The gear ring body has a U-shaped cross-section, wherein at least a portion of the actuation mechanism is located between the legs of the U-shaped body.

14. The dual-clutch transmission system according to claim 6 or 13, wherein, The base of the U-shaped body of the gear ring is provided with at least one opening for receiving an actuation finger.

15. The dual-clutch transmission system of claim 1, further comprising a hydraulic pump, wherein the pump is arranged to maintain a predetermined non-zero hydraulic pressure in the piston chamber of the base assembly.

16. The dual-clutch transmission system of claim 1, further comprising a lubrication channel system arranged for lubricating at least one bearing of the dual-clutch transmission system, wherein, The piston chamber of the first actuator includes a passage connected to a lubrication channel system for supplying lubricant from the piston chamber to the lubrication channel system.

17. The dual-clutch transmission system according to claim 1, wherein, The connecting bolts extend into the piston chamber of the actuation mechanism.

18. The dual-clutch transmission system according to claim 17, wherein, Connecting bolts extend through the body of the base assembly to lock another component to the body.

19. The dual-clutch transmission system according to claim 18, wherein, The connecting body is connected to the locking plate, which is used to connect the bearing mechanism to the body.

20. The dual-clutch transmission system according to claim 1, wherein, The second torque transmission assembly is arranged in the rotating assembly and configured to connect the two rotating members at an engaged position. The second actuation mechanism includes a hydraulic actuation mechanism comprising a piston chamber and a piston for moving the second torque transmission assembly between a disengaged position and an engaged position. The second actuation mechanism includes a biasing mechanism with a biasing force for biasing the second torque transmission assembly toward the disengaged position. The piston chamber of the second actuation mechanism is arranged in the rotating assembly. The system also includes a controller for controlling the rotational speed of the rotating assembly, wherein the controller is configured to limit the rotational speed of the rotating assembly based on the biasing force of the biasing mechanism.

21. The dual-clutch transmission system according to claim 20, wherein, The rotating assembly includes a drive connected to the motor, wherein the controller is arranged to limit the motor speed based on the bias force of the biasing mechanism.

22. The dual-clutch transmission system according to claim 21, wherein, The second torque transmission assembly is arranged between the rotating assembly and the input shaft connected to the internal combustion engine.

23. The dual-clutch transmission system according to claim 20, 21, or 22, wherein, The rotating assembly does not have a pressure compensation chamber associated with the piston chamber of the second actuation mechanism.

24. The dual-clutch transmission system according to claim 11, wherein, The gear ring body is connected to one of the support members of the support structure of the first torque transmission assembly.

25. The dual-clutch transmission system according to claim 16, wherein, The piston chamber of the first actuating mechanism includes a clutch exhaust passage connected to the lubrication channel system.

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