CN118167767A - Multi-speed transmission with intermediate shaft - Google Patents

Abstract

The invention discloses a multi-speed transmission with an intermediate shaft, and belongs to the technical field of automatic transmissions; the problems of complex structure and large volume in the existing automatic transmission technology are solved; comprises a transmission housing, four planetary gear sets, seven rotatable interconnecting member shafts, an intermediate shaft and six gear shifting elements, wherein the four planetary gear sets, the seven rotatable interconnecting member shafts, the intermediate shaft and the six gear shifting elements are arranged in the transmission housing in sequence along a main rotating shaft. Each planetary gear set comprises a sun gear, a gear ring, a planet carrier and planet gears supported by the planet carrier. The six shift switching elements include five clutches and one brake. The shift switching element allows to be selectively operated such that nine forward gears and one reverse gear are formed between an input shaft and an output shaft of the multi-speed transmission. The multi-speed transmission with the intermediate shaft has good gear ratio grading and dense gear ratio, and five clutches are arranged into the front clutch assembly and the rear clutch assembly in a concentrated manner, so that the transmission is compact in structure and light in weight.

Description

Multi-speed transmission with intermediate shaft

Technical Field

The invention belongs to the technical field of automatic transmissions, relates to an automatic transmission unit, in particular to a power train for a motor vehicle, and particularly relates to a multi-speed transmission with an intermediate shaft.

Background

The powertrain of a motor vehicle includes an engine, a transmission, and a differential or final drive. The transmission increases the overall operating range of the vehicle by allowing the engine to be operated multiple times within its torque range. The number of forward speed ratios (forward gears) available in the transmission determines the number of times the engine torque range is repeated. A smaller number of forward gears will limit the overall speed range of the vehicle and therefore require a relatively larger engine, resulting in a wider speed and torque range.

Typical multi-speed automatic transmissions utilize planetary gear mechanisms, clutches and brakes to achieve multiple gear levels, which improve vehicle operability and fuel economy. In general, multi-speed automatic transmissions have been described several times in the prior art and have been developed and improved further throughout, for example, german patent application DE102009047275, german dymler stock DE102016001560, german bma DE102010052002 and japanese toshiba, JP2017067214 disclose planetary gear-type multi-speed automatic transmissions having four planetary gear sets and six shift control elements. Further development and improvement of automatic transmissions have been mainly initiated from the following two aspects, namely, performance, specifically including a gear ratio range, a step size between speed ratios, shift responsiveness, and smoothness; and secondly, the packaging is mainly used for reducing the volume and the weight of the transmission. The chinese patent "multi-speed transmission" by ford global technology corporation (application number 201310190124.6) discloses a multi-speed transmission having four planetary gear sets and six shift control elements. The transmission is provided with an intermediate shaft consisting of three clutch shells, the indexes of the size, the weight and the like of the transmission are improved to a certain extent, but the size of the transmission still has a large problem.

Disclosure of Invention

The invention aims to solve the technical problems of large size, complex structure and high cost of a transmission caused by scattered arrangement of gear shifting control elements in the prior multi-speed transmission technology, and provides a multi-speed transmission with an intermediate shaft.

In order to solve the technical problems, the invention is realized by adopting the following technical scheme, and the technical scheme is as follows in combination with the accompanying drawings:

The invention relates to a multi-speed transmission, in particular an automatic transmission unit for a motor vehicle, having an intermediate shaft, comprising: four planetary gear sets, i.e., first, second, third and fourth planetary gear sets, disposed one after the other along the main rotation shaft;

The six shift switching elements are composed of five clutches and one brake, and allow selective engagement to achieve nine forward gears and one reverse gear;

the input shaft is connected with the outer friction plate bracket of the first clutch and the second sun gear in a manner of being incapable of rotating relatively;

And the power output shaft is connected with the third planetary gear carrier and the fourth planetary gear carrier in a relatively non-rotatable manner. The multi-speed transmission with the countershaft can thus be provided with a concentrated arrangement of clutches, a compact transmission, a large number of gears, a smaller ratio between adjacent gears and a sufficiently large transmission range.

By "non-rotatably connected" is understood that the two members are connected by means of splines or by means of a rigid or the like, such that the two members have equal angular velocities when rotated.

By "clutch" is understood, in particular, a unit which is provided for selectively connecting or disconnecting two rotatably arranged clutch elements in a rotationally fixed manner. By "brake" is understood, in particular, a unit which is provided for selectively connecting or disconnecting a rotatable brake element to or from a stationary unit, in particular a transmission housing, in a rotationally fixed manner.

In this sense, the term "first, second, third and fourth planetary gear sets arranged one after the other along the main rotational axis" is understood to mean, in particular, the arrangement of four planetary gear sets, which are arranged in this arrangement along the main rotational axis, wherein the first planetary gear set advantageously faces the input shaft side and the fourth planetary gear set advantageously faces the output shaft side. In addition, for the sake of simplicity, reference to "first to fourth sun gears", "first to fourth planet carriers", "first to fourth ring gears", "first to fourth planet gears" is to be understood as reference to sun gears or planet carriers or ring gears or planet gears respectively assigned to the first to fourth planetary gear sets, i.e. for example to the first planet carrier is to be understood as the planet carrier of the first planetary gear set.

A multi-speed transmission having an intermediate shaft, comprising four planetary gear sets, seven rotatable interconnecting member shafts, one intermediate shaft and six shift switching elements disposed within a housing G;

The four planetary gear sets are a first planetary gear set P1, a second planetary gear set P2, a third planetary gear set P3 and a fourth planetary gear set P4 respectively;

The four planetary gear sets are arranged in the order of the first planetary gear set Pl, the second planetary gear set P2, the third planetary gear set P3 and the fourth planetary gear set P4 as seen in the axial direction;

the first planetary gear set Pl includes a first sun gear P11, a first carrier P12, and a first ring gear P13; the first carrier P12 guides the first planet gears P14 on a circumferential orbit, and the first planet gears P14 can rotate circumferentially on the first carrier P12; the first planet gears P14 mesh with the first sun gear P11 and with the first ring gear P13;

the second planetary gear set P2 includes a second sun gear P21, a second carrier P22, and a second ring gear P23; the second planetary wheel carrier P22 guides the second planetary wheels P24 on a circumferential orbit, and the second planetary wheels P24 can rotate circumferentially on the second planetary wheel carrier P22; the second planetary gear P24 meshes with the second sun gear P21 and with the second ring gear P23;

the third planetary gear set P3 includes a third sun gear P31, a third carrier P32, and a third ring gear P33; the third planetary wheel carrier P32 guides the third planetary wheels P34 on a circumferential orbit, and the third planetary wheels P34 can rotate circumferentially on the third planetary wheel carrier P32; the third planetary gear P34 meshes with the third sun gear P31 and with the third ring gear P33;

The fourth planetary gear set P4 includes a fourth sun gear P41, a fourth carrier P42, and a fourth ring gear P43; the fourth planetary wheel carrier P42 guides the fourth planetary wheels P44 on a circumferential orbit, and the fourth planetary wheels P44 can rotate circumferentially on the fourth planetary wheel carrier P42; the fourth planetary gear P44 meshes with the fourth sun gear P41 and with the fourth ring gear P43;

The seven rotatable interconnecting member shafts are an input shaft 1, an output shaft 2, a third shaft 3, a fourth shaft 4, a fifth shaft 5, a sixth shaft 6 and a seventh shaft 7, respectively;

The input shaft 1 is connected to the second sun gear P21 in a rotationally fixed manner;

the output shaft 2 is connected with a third planetary carrier P32 and a fourth planetary carrier P42 in a non-rotatable manner;

the third shaft 3 is connected with the first planetary carrier P12 and the second planetary carrier P22 in a non-rotatable manner;

The fourth shaft 4 is connected with the second gear ring P23 and the third sun gear P31 in a non-rotatable manner;

the fifth shaft 5 is connected to the third ring gear P33 in a rotationally fixed manner;

the sixth shaft 6 is connected to the first ring gear P13 and the fourth ring gear P43 so as to be fixed in rotation;

the seventh shaft 7 is connected to the fourth sun gear P41 in a rotationally fixed manner;

the first sun gear P11 is connected with the housing G in a non-rotatable manner;

The six gear shifting switching elements consist of five clutches, namely a first clutch C1, a second clutch C2, a third clutch C3, a fourth clutch C4 and a fifth clutch C5, and one brake, namely a first brake B1;

the intermediate shaft 8 penetrates through the third planetary gear set P3 and is arranged along the main rotating shaft, and the intermediate shaft 8 is connected with the common outer friction plate supports of the first clutch C1, the second clutch C2, the fourth clutch C4 and the fifth clutch C5 in a non-rotatable manner;

the first clutch C1 is a torque transmitting device operable to selectively connect the intermediate shaft 8 with the input shaft 1;

the second clutch C2 is a torque transmitting device operable to selectively connect the intermediate shaft 8 with the third shaft 3;

The third clutch C3 is a torque transmitting device operable to selectively connect the fourth shaft 4 with the fifth shaft 5;

the fourth clutch C4 is a torque-transmitting device operable to selectively connect the intermediate shaft 8 with the fifth shaft 5;

The fifth clutch C5 is a torque-transmitting device operable to selectively connect the intermediate shaft 8 with the seventh shaft 7;

the first brake B1 is a torque transmitting device operable to selectively connect the third shaft 3 with the housing G.

In the technical solution, the first clutch C1 includes a first clutch a element C11 and a first clutch b element C12, the second clutch C2 includes a second clutch a element C21 and a second clutch b element C22, the third clutch C3 includes a third clutch a element C31 and a third clutch b element C32, the fourth clutch C4 includes a fourth clutch a element C41 and a fourth clutch b element C42, and the fifth clutch C5 includes a fifth clutch a element C51 and a fifth clutch b element C52;

the first brake B1 includes a first brake a member B11;

When the first clutch C1 is actuated, the first clutch a element C11, which is connected to the intermediate shaft 8 in a rotationally fixed manner, and the first clutch b element C12, which is connected to the input shaft 1 in a rotationally fixed manner, are connected to each other; when the second clutch C2 is actuated, the second clutch a element C21, which is connected to the intermediate shaft 8 in a rotationally fixed manner, and the second clutch b element C22, which is connected to the third shaft 3 in a rotationally fixed manner, are connected to each other; when the fourth clutch C4 is actuated, the fourth clutch a element C41, which is connected to the intermediate shaft 8 in a rotationally fixed manner, and the fourth clutch b element C42, which is connected to the fifth shaft 5 in a rotationally fixed manner, are connected to each other; when the fifth clutch C5 is operated, the fifth clutch a element C51 connected to the intermediate shaft 8 so as to be non-rotatable and the fifth clutch b element C52 connected to the seventh shaft 7 so as to be non-rotatable are connected to each other;

When the first brake B1 is actuated, the first brake a element B11, which is connected to the third shaft 3 in a rotationally fixed manner, is connected to the housing G.

In the solution, the intermediate shaft 8 is connected to the first clutch a-element C11, the second clutch a-element C21, the fourth clutch a-element C41 and the fifth clutch a-element C51 in a rotationally fixed manner.

In the present embodiment, the third clutch a element C31 is connected to the fourth shaft 4 connected to the second ring gear P23 and the third sun gear P31, and the third clutch b element C32 is connected to the output shaft 2 connected to the third carrier P32 and the fourth carrier P42.

In the present embodiment, the third clutch a element C31 is connected to the output shaft 2 connected to the third carrier P32 and the fourth carrier P42, and the third clutch b element C32 is connected to the fifth shaft 5 connected to the third ring gear P33.

Compared with the prior art, the invention has the beneficial effects that:

The multi-speed transmission with the intermediate shaft can provide nine forward gears and one reverse gear, has the advantages of being large in gear number, good in grading, dense in transmission ratio, compact in structure, light in weight and high in transmission efficiency, and meanwhile, the clutches are arranged in a concentrated mode, so that the size of the transmission is small, and the production cost is minimized.

Drawings

The invention is further described below with reference to the accompanying drawings:

FIG. 1 is a schematic view of an embodiment of a multi-speed transmission having an intermediate shaft in accordance with the present invention;

FIG. 2 is a schematic view of a second embodiment of a multi-speed transmission having an intermediate shaft in accordance with the invention;

FIG. 3 is a schematic view of a third embodiment of a multi-speed transmission having an intermediate shaft in accordance with the invention;

In the figure:

A G shell;

1. An input shaft;

2. an output shaft;

3. a third shaft;

4. a fourth shaft;

5. a fifth shaft;

6. A sixth shaft;

7. a seventh axis;

8. An intermediate shaft;

B1 A first brake;

C1 A first clutch;

C2 A second clutch;

c3 A third clutch;

C4 A fourth clutch;

c5 A fifth clutch;

p1 a first planetary gear set;

A P2 second planetary gear set;

P3 a third planetary gear set;

P4 a fourth planetary gear set;

A P11 first sun gear;

a P12 first planetary carrier;

A P13 first gear ring;

P14 first planet;

a P21 second sun gear;

p22 a second carrier;

P23 second ring gear;

P24 second planet gears;

P31 third sun gear;

a P32 third planetary carrier;

p33 third ring gear;

P34 third planet gears;

P41 fourth sun gear;

P42 fourth carrier;

P43 fourth ring gear;

P44 fourth planet gears;

b11 A first brake a element;

c11 A first clutch a element;

c12 A first clutch b element;

C21 A second clutch a element;

C22 A second clutch b element;

C31 A third clutch a element;

C32 A third clutch b element;

c41 A fourth clutch a element;

C42 A fourth clutch b element;

C51 A fifth clutch a element;

C52 And a fifth clutch b element.

Detailed Description

The invention is described in detail below with reference to the attached drawing figures:

FIG. 1 illustrates one embodiment of a multi-speed transmission having an intermediate shaft with four planetary gear sets Pl, P2, P3, P4. The first planetary gear set Pl, the second planetary gear set P2, the third planetary gear set P3 and the fourth planetary gear set P4 are disposed along the main rotation shaft in succession. All of the planetary gear sets Pl, P2, P3, P4 of the multi-speed transmission have negative ratio planetary gear sets. The transmission unit has six shift switching elements B1, C2, C3, C4, C5. These shift elements are provided for shifting nine forward gears Gl, G2, G3, G4, G5, G6, G7, G8, G9 and one reverse gear GR, and five reverse gears Gz1, gz2, gz3, gz4, gz5 are provided. The multi-speed transmission may also operate with only eight forward gears, such as by not shifting any of the nine forward gears; the multi-speed transmission may also have more than nine forward gears by shifting the alternate gear.

A multi-speed transmission with an intermediate shaft is provided for connecting a drive machine, not shown in detail, of a motor vehicle to a drive wheel, not shown in detail, of the motor vehicle. The transmission ratio between the drive machine and the drive wheels can be adjusted by means of the transmission unit. The transmission unit can be connected to a hybrid drive module, by means of which the drive torque can be varied. Furthermore, a CVT can be realized by means of the hybrid drive module and the transmission unit, whereby a transmission unit with a continuously variable transmission ratio that is adjustable at least in a partial region can be realized.

A multi-speed transmission with an intermediate shaft has an input shaft 1 which is provided for introducing a drive torque into the transmission unit. A module, not shown in detail, which is intended in particular to provide a starting function, can be connected to the input shaft 1. As a module connected to the front, for example, a torque converter or a wet start clutch can be considered. In principle, however, it is also possible to integrate the module provided for starting in the transmission unit or to start using one of the clutch units B1, B2, C1, C2, C3, C4, for example.

In addition, a multi-speed transmission with an intermediate shaft has a power take-off shaft 2 which is provided for drawing off a drive torque from the transmission unit. The power take-off shaft 2 is provided for connection with the driving wheels of a motor vehicle. A module, not shown in detail, can be connected downstream of the power take-off shaft 2, by means of which module the torque drawn from the multi-speed transmission can be distributed to the drive wheels, for example a planetary gear transmission provided for compensating the rotational speed difference between the drive wheels, or an all-wheel drive unit distributing the drive torque to two different input shafts. The power input shaft 1 and the power output shaft 2 may in principle be arranged arbitrarily with respect to each other. It is particularly advantageous here to provide the same side of the multi-speed transmission coaxially, but it is also conceivable to provide the transmission unit on opposite sides.

The first planetary gear set Pl has a single stage planetary gear set. The single planetary gear set includes a first sun gear P11, a first planet carrier P12, and a first ring gear P13. The planet wheel carrier P12 guides the planet wheels P14 in a circumferential orbit. The planet wheels P14 mesh with the sun wheel P11 and with the ring gear P13. The planet wheels P14 are rotatable circumferentially on the planet wheel carrier P12. The characteristic coefficient (planetary gear set fixed gear ratio) k1= -1.50 of the first planetary gear set Pl.

The second planetary gear set P2 has a single stage planetary gear set. The single stage planetary gear set includes a second sun gear P21, a second planet carrier P22, and a second ring gear P23. The planet wheel carrier P22 guides the planet wheels P24 on a circumferential orbit. The planet wheels P24 mesh with the sun wheel P21 and with the ring gear P23. The planet wheels P24 are rotatable circumferentially on the planet wheel carrier P22. The characteristic coefficient (planetary gear set fixed gear ratio) k2= -2.22 of the second planetary gear set P2.

The third planetary gear set P3 has a single planetary gear set. The single stage planetary gear set includes a third sun gear P31, a third planet carrier P32, and a third ring gear P33. The planet wheel carrier P32 guides the planet wheels P34 on a circumferential orbit. The planet wheels P34 mesh with the sun wheel P31 and with the ring gear P33. The planet wheels P34 are rotatable circumferentially on the planet wheel carrier P32. The characteristic coefficient (planetary gear set fixed gear ratio) k3= -1.88 of the third planetary gear set P3.

The fourth planetary gear set P4 has a single planetary gear set. The single stage planetary gear set includes a fourth sun gear P41, a fourth planet carrier P42, and a fourth ring gear P43. The planet wheel carrier P42 guides the planet wheels P44 on a circumferential orbit. The planet wheels P44 mesh with the sun wheel P41 and with the ring gear P43. The planet wheels P44 are rotatable circumferentially on the planet wheel carrier P42. The characteristic coefficient (planetary gear set fixed gear ratio) k4= -4.00 of the fourth planetary gear set P4.

One brake unit B1 is configured as a brake unit and has only one brake a element B11. When the brake B1 is operated, the brake a element B11 is connected to the transmission case G so that the angular velocity at which the brake a element rotates becomes zero.

The five clutches C1, C2, C3, C4, C5 are configured as clutch units, the first clutch C1 and the second clutch C2 are configured as front clutch assemblies, and the third clutch C3, the fourth clutch C4 and the fifth clutch C5 are configured as rear clutch assemblies. These clutches each have a rotatable clutch a element C11, C21, C31, C41, C51 and a rotatable clutch b element C12, C22, C32, C42, C52. The four clutch a elements C11, C21, C41, C51 are connected in a rotationally fixed manner to one another, together forming an outer friction disk carrier. When the clutches C1, C2, C3, C4, C5 are actuated, the clutch a elements C11, C21, C31, C41, C51 and the second clutch b elements C12, C22, C32, C42, C52 are connected, both elements having equal rotational angular velocity.

The present invention, as shown in FIG. 1, is a multi-speed transmission having an intermediate shaft, including four planetary gear sets Pl, P2, P3, P4 disposed in a housing G; seven rotatable interconnecting member shafts 1,2,3, 4,5, 6, 7; one intermediate shaft 8 and six gear change elements B1, C2, C3, C4, C5. The gear shift elements are selectively engaged such that different gear ratios are obtained between the input shaft 1 and the output shaft 2, whereby nine forward gears and one reverse gear can be realized, wherein the input shaft 1, which is connected to the second sun gear P21 in a rotationally fixed manner, is releasably connected to the intermediate shaft 8 via a first clutch C1, the third shaft 3, which is connected to the first planet carrier P12, the second planet carrier P22 in a rotationally fixed manner, is releasably connected to the intermediate shaft 8 via a second clutch C2, and the third shaft 3 is connected to the housing G via a first brake B1; the fifth shaft 5, which is connected to the third ring gear P33 in a rotationally fixed manner, is connected to the intermediate shaft 8 via a fourth clutch C4, and the seventh shaft 7, which is connected to the fourth sun gear P41 in a rotationally fixed manner, is connected to the intermediate shaft 8 via a fifth clutch C5; the fourth shaft 4, which is connected to the second ring gear P23 and the third sun gear P31 in a rotationally fixed manner, is connected to the fifth shaft 5 via a third clutch C3 in a releasable manner; the first ring gear P13 and the fourth ring gear P43 are connected so as to be unable to rotate relative to each other; the first sun gear P11 is connected to the housing G in a rotationally fixed manner; the output shaft 2 is connected to the third carrier P32 and the fourth carrier P42 so as to be unable to rotate relative to each other.

As can be seen from fig. 1, the input shaft 1 is connected to the second sun gear P21 and the first clutch B element C12 in a rotationally fixed manner, the output shaft 2 is connected to the third carrier P32 and the fourth carrier P42 in a rotationally fixed manner, the third shaft 3 is connected to the first carrier P12, the second carrier P22, the second clutch B element C22 and the first brake a element B11 in a rotationally fixed manner, the fourth shaft 4 is connected to the second ring gear P23, the third sun gear P31 and the third clutch a element C31 in a rotationally fixed manner, the fifth shaft 5 is connected to the third ring gear P33, the third clutch B element C32 and the fourth clutch B element C42 in a rotationally fixed manner, the sixth shaft 6 is connected to the first ring gear P13 and the fourth ring gear P43 in a rotationally fixed manner, the seventh shaft 7 is connected to the fourth sun gear P41 and the fifth clutch B element C52 in a rotationally fixed manner, and the intermediate shaft 8 is connected to the first clutch a element C11, the second clutch a 21 a element C21 and the fourth clutch B element C51 in a rotationally fixed manner, and the fifth clutch B element C41 is connected to the first housing P51 in a rotationally fixed manner.

Exemplary shift logic, gear ratios, and ratio spreads for a multi-speed transmission having an intermediate shaft according to fig. 1 are shown in table 1. Only three shift switching elements need to be closed for each gear. From this shift pattern, it is possible to derive, for example, the gear ratio of the individual gear steps and the shift jump or gear ratio interval (gear ratio between the gear steps) of the next higher gear step that can be determined therefrom, the gear ratio range (lowest gear ratio to highest gear ratio) being 9.40. The symbol "x" below each shift switching element in table 1 indicates that the shift switching element is in the engaged state in the corresponding gear, and the symbol "x" below each shift mechanism indicates that the shift switching element is in the disengaged state in the corresponding gear.

TABLE 1

As can be seen from table 1, in the sequential shift mode, two adjacent gears each have to be switched on and off only one shift element, and the other two shift elements are switched on unchanged, i.e. the two shift elements are shared when shifting into adjacent gears. In addition, it can be seen that a small shift jump and a dense gear ratio range can be achieved during shifting.

The first forward gear is obtained by closing the fourth clutch C4, the fifth clutch C5 and the first brake B1, the second forward gear is obtained by closing the first clutch C1, the fifth clutch C5 and the first brake B1, the third forward gear is obtained by closing the first clutch C1, the fourth clutch C4 and the first brake B1, the fourth forward gear is obtained by closing the first clutch C1, the fourth clutch C4 and the fifth clutch C5, the fifth forward gear is obtained by closing the first clutch C1, the second clutch C2 and the fourth clutch C4, the sixth forward gear is obtained by closing the first clutch C1, the second clutch C2 and the fifth clutch C5, the seventh forward gear is obtained by closing the first clutch C1, the third clutch C3 and the fifth clutch C5, the eighth forward gear is obtained by closing the second clutch C2, the third clutch C3 and the fifth clutch C5, the fourth forward gear is obtained by closing the third clutch C3 and the fourth clutch C4, the fourth clutch C2 and the fourth clutch C4 is obtained by closing the fourth clutch C4 and the fifth clutch C2 and the fifth clutch C5; and a first backup gear is obtained by closing the second clutch C2, the fourth clutch C4 and the fifth clutch C5, a second backup gear is obtained by closing the first clutch C1, the third clutch C3 and the first brake B1, a third backup gear is obtained by closing the second clutch C2, the third clutch C3 and the first brake B1, a fourth backup gear is obtained by closing the third clutch C3, the fourth clutch C4 and the first brake B1, and a fifth backup gear is obtained by closing the third clutch C3, the fifth clutch C5 and the first brake B1.

According to the invention, different gear ratio intervals are possible, even in the same transmission diagram, depending on the shift logic, so that an application to a specific or vehicle-specific variant is possible.

The second embodiment is realized by changing the connection mode of the third clutch C3 in the first embodiment, specifically: the third clutch a element C31 is connected to the fourth shaft 4 connected to the second ring gear P23 and the third sun gear P31, the third clutch b element C32 is connected to the output shaft 2 connected to the third carrier P32 and the fourth carrier P42, and the remaining structure is unchanged, and the shift logic is shown in table 1. A second embodiment is shown in fig. 2.

The third embodiment is realized by changing the connection mode of the third clutch C3 in the first embodiment, specifically: the third clutch a element C31 is connected to the output shaft 2 connected to the third carrier P32 and the fourth carrier P42, the third clutch b element C32 is connected to the fifth shaft 5 connected to the third ring gear P33, and the remaining structure is unchanged, and the shift logic is shown in table 1. A third embodiment is shown in fig. 3.

In addition, according to the invention, it is optionally provided that an additional one-way clutch is provided at each suitable point of the multi-speed transmission with intermediate shaft, for example in order to connect or optionally connect two shafts between one shaft and the housing.

On the input shaft side or the output shaft side, an axle differential and/or a splitter differential may be provided.

Within the scope of an advantageous development of the invention, the input shaft 1 can be separated from the drive motor by a clutch element, as required, a hydrodynamic torque converter, a hydraulic clutch, a dry start clutch, a wet start clutch, a magnetic particle clutch or a centrifugal force clutch being used as the clutch element. Such a starting element can also be arranged below the transmission in the direction of the power flow, in which case the input shaft 1 is fixedly connected to the crankshaft of the drive motor.

Furthermore, a multi-speed transmission with an intermediate shaft according to the present invention allows a torsional damper to be disposed between the drive motor and the transmission.

Within the scope of a further embodiment of the invention, which is not shown, a wear-free brake, for example a hydraulic or electric retarder or the like, can be provided on each shaft, preferably on the input shaft 1 or the output shaft 2, which is of particular importance for use in commercial vehicles. Furthermore, for driving the additional assembly, an auxiliary drive can be provided on each shaft, preferably on the input shaft 1 or the output shaft 2.

The friction shift switching element used can be configured as a power-switchable clutch or brake. In particular, force-locking clutches or brakes, such as plate clutches, band brakes and/or cone clutches, can be used.

A further advantage of the multi-speed transmission with intermediate shafts proposed here is that an electric machine can be mounted on each shaft as a generator and/or as an additional drive.

Although only selected embodiments have been chosen to illustrate the present invention, various changes and modifications can be made by one skilled in the art without departing from the scope of the invention as defined in the appended claims. Furthermore, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

Claims (5)

1. A multi-speed transmission having an intermediate shaft, characterized by: comprising four planetary gear sets, seven rotatable interconnecting member shafts, one intermediate shaft and six shift switching elements disposed within a housing (G);

The four planetary gear sets are respectively a first planetary gear set (P1), a second planetary gear set (P2), a third planetary gear set (P3) and a fourth planetary gear set (P4);

the four planetary gear sets are arranged in the order of a first planetary gear set (Pl), a second planetary gear set (P2), a third planetary gear set (P3) and a fourth planetary gear set (P4) as seen in the axial direction;

the first planetary gear set (Pl) comprises a first sun gear (P11), a first planet carrier (P12) and a first ring gear (P13); the first planet carrier (P12) guides the first planet (P14) on a circumferential track, and the first planet (P14) can rotate circumferentially on the first planet carrier (P12); the first planet wheel (P14) meshes with the first sun wheel (P11) and with the first ring gear (P13);

the second planetary gear set (P2) includes a second sun gear (P21), a second carrier (P22), and a second ring gear (P23); the second planetary wheel carrier (P22) guides the second planetary wheels (P24) on a circumferential orbit, and the second planetary wheels (P24) can rotate circumferentially on the second planetary wheel carrier (P22); the second planetary gear (P24) meshes with the second sun gear (P21) and with the second ring gear (P23);

the third planetary gear set (P3) includes a third sun gear (P31), a third carrier (P32), and a third ring gear (P33); the third planetary wheel carrier (P32) guides the third planetary wheel (P34) on a circumferential orbit, and the third planetary wheel (P34) can rotate on the third planetary wheel carrier (P32) in a circumferential manner; the third planetary gear (P34) meshes with a third sun gear (P31) and with a third ring gear (P33);

The fourth planetary gear set (P4) includes a fourth sun gear (P41), a fourth carrier (P42), and a fourth ring gear (P43); a fourth planet wheel carrier (P42) guides a fourth planet wheel (P44) on a circumferential orbit, and the fourth planet wheel (P44) can rotate circumferentially on the fourth planet wheel carrier (P42); the fourth planetary gear (P44) meshes with the fourth sun gear (P41) and with the fourth ring gear (P43);

The seven rotatable interconnection member shafts are an input shaft (1), an output shaft (2), a third shaft (3), a fourth shaft (4), a fifth shaft (5), a sixth shaft (6) and a seventh shaft (7) respectively;

The input shaft (1) is connected to the second sun gear (P21) in a rotationally fixed manner;

the output shaft (2) is connected with the third planetary gear carrier (P32) and the fourth planetary gear carrier (P42) in a non-rotatable manner;

The third shaft (3) is connected with the first planet carrier (P12) and the second planet carrier (P22) in a way of being unable to rotate relatively;

The fourth shaft (4) is connected with the second gear ring (P23) and the third sun gear (P31) in a non-rotatable manner;

the fifth shaft (5) is connected to the third gear ring (P33) in a rotationally fixed manner;

the sixth shaft (6) is connected with the first gear ring (P13) and the fourth gear ring (P43) in a non-rotatable manner;

the seventh shaft (7) is connected to the fourth sun gear (P41) in a rotationally fixed manner;

The first sun gear (P11) is connected with the shell (G) in a non-rotatable manner;

The six gear shifting switching elements consist of five clutches, namely a first clutch (C1), a second clutch (C2), a third clutch (C3), a fourth clutch (C4) and a fifth clutch (C5), and one brake, namely a first brake (B1);

The intermediate shaft (8) penetrates through the third planetary gear set (P3) and is arranged along the main rotating shaft, and the intermediate shaft (8) is connected with a common outer friction plate bracket of the first clutch (C1), the second clutch (C2), the fourth clutch (C4) and the fifth clutch (C5) in a non-rotatable manner;

The first clutch (C1) is a torque transmitting device operable to selectively connect the intermediate shaft (8) with the input shaft (1);

the second clutch (C2) is a torque transmitting device operable to selectively connect the intermediate shaft (8) with the third shaft (3);

the third clutch (C3) is a torque transmitting device operable to selectively connect the fourth shaft (4) with a fifth shaft (5);

the fourth clutch (C4) is a torque transmitting device operable to selectively connect the intermediate shaft (8) with the fifth shaft (5);

the fifth clutch (C5) is a torque transmitting device operable to selectively connect the intermediate shaft (8) with a seventh shaft (7);

The first brake (B1) is a torque transmitting device operable to selectively connect the third shaft (3) with the housing (G).

2. A multi-speed transmission having an intermediate shaft as defined in claim 1, wherein:

The first clutch (C1) comprises a first clutch a element (C11) and a first clutch b element (C12), the second clutch (C2) comprises a second clutch a element (C21) and a second clutch b element (C22), the third clutch (C3) comprises a third clutch a element (C31) and a third clutch b element (C32), the fourth clutch (C4) comprises a fourth clutch a element (C41) and a fourth clutch b element (C42), and the fifth clutch (C5) comprises a fifth clutch a element (C51) and a fifth clutch b element (C52);

the first brake (B1) comprises a first brake a-element (B11);

-connecting the first clutch a-element (C11) which is connected to the intermediate shaft (8) in a rotationally fixed manner and the first clutch b-element (C12) which is connected to the input shaft (1) in a rotationally fixed manner when the first clutch (C1) is actuated; -connecting the second clutch a-element (C21) non-rotatably connected to the intermediate shaft (8) and the second clutch b-element (C22) non-rotatably connected to the third shaft (3) when the second clutch (C2) is actuated; -connecting the fourth clutch a-element (C41) non-rotatably connected to the intermediate shaft (8) and the fourth clutch b-element (C42) non-rotatably connected to the fifth shaft (5) when the fourth clutch (C4) is actuated; -connecting the fifth clutch a-element (C51) non-rotatably connected to the intermediate shaft (8) and the fifth clutch b-element (C52) non-rotatably connected to the seventh shaft (7) when the fifth clutch (C5) is actuated;

when the first brake (B1) is actuated, the first brake a element (B11) which is connected to the third shaft (3) in a rotationally fixed manner is connected to a housing (G).

3. A multi-speed transmission having an intermediate shaft as defined in claim 1, wherein:

The intermediate shaft (8) is connected to the first clutch a-element (C11), the second clutch a-element (C21), the fourth clutch a-element (C41) and the fifth clutch a-element (C51) in a rotationally fixed manner.

4. A multi-speed transmission having an intermediate shaft as defined in claim 1, wherein:

The third clutch a element (C31) is connected to a fourth shaft (4) connected to the second ring gear (P23) and the third sun gear (P31), and the third clutch b element (C32) is connected to an output shaft (2) connected to the third carrier (P32) and the fourth carrier (P42).

5. A multi-speed transmission having an intermediate shaft as defined in claim 1, wherein:

The third clutch a element (C31) is connected to an output shaft (2) connected to a third carrier (P32) and a fourth carrier (P42), and the third clutch b element (C32) is connected to a fifth shaft (5) connected to a third ring gear (P33).