DE102011083699A1 - Transmission i.e. dual clutch transmission, for commercial vehicle, has hollow shaft connected with solid shaft over switching device, and wheel sections arranged between output shaft or gear box center shaft and solid shaft or hollow shaft - Google Patents

Abstract

The transmission has a partial transmission comprising input shafts. A gear box sleeve shaft (2) of another partial transmission is connected with a solid shaft (8) of a reduction gear (7). A hollow shaft (9) is arranged coaxial to the reduction gear. The hollow shaft is connected with the solid shaft in a torque proof manner over a switching device (S1) and coupled with a gear box center shaft (1) of the former partial transmission by another switching device (S2). Spur wheel sections (12-15) are arranged between an output shaft (6) or center shaft and the solid shaft or hollow shaft. The switching devices are designed as claw couplings or multi-disk clutches.

Description

The invention relates to a motor vehicle transmission, comprising two partial transmissions, which have coaxial with each other arranged input shafts and each alternately by connecting the respective associated input shaft with a drive in a power flow to an output are einbindbar, wherein the input shaft of the first subtransmission as the transmission central shaft and the input shaft of second partial transmission is designed as a hollow gear shaft, wherein the output of both partial transmissions formed by a coaxial with the input shafts output shaft and parallel to the input shafts and the output shaft is provided a countershaft, and wherein a transmitted from the drive to the output rotational movement with one of several discrete ratios can be translated, which in each case by guiding the power flow over the countershaft via at least two spur gears and by operating at least one associated switching device with change between the T. can be displayed power-shiftable.

Such motor vehicle transmissions are designed, inter alia, as so-called dual-clutch transmissions in which the input shafts of the two partial transmissions can each be connected to a drive via an associated power shift element, the two power shift elements being combined in a double clutch. The representable on such a motor vehicle transmissions gears are then alternately divided between the two partial transmissions, so that the one partial transmission, the odd gears and the other partial transmission represents the even gears. Usually, the individual gears are defined by one or more spur gears, each with discrete ratios, these spur gear stages can then be incorporated by corresponding switching devices in the power flow, so that a corresponding ratio between the drive and the output of the motor vehicle transmission is displayed. By alternately splitting the gears on the two partial transmissions, it is possible when driving in a gearbox associated with a gear in the other sub-transmission by appropriate actuation of the switching devices already select a subsequent gear, with a final change in the subsequent gear by Opening the power shift element of a sub-transmission and shortly thereafter following closing of the load switching element of the other sub-transmission can be displayed. As a result, the gears of the motor vehicle transmission can be switched under load, which improves an acceleration capability of the motor vehicle due to a nearly traction interruption-free gear change and allows more comfortable switching operations. Among other things, dual-clutch transmissions are in this case also carried out with coaxial drive and output, as well as a countershaft parallel thereto, so that a compact design can be realized in the radial direction. Furthermore, embodiments of dual-clutch transmissions are known in which the individual gears of the transmission are represented by guiding the power flow over a plurality of spur gears, so that compared to conventional transmissions results in a few spur gears a correspondingly large number of gears.

From the DE 10 2006 054 281 A1 goes out such a motor vehicle transmission, which is designed as a double-clutch transmission and comprises two partial transmission with coaxially arranged input shafts. By connecting the respective associated input shaft via a respective load switching element, the two partial transmissions can each be alternately incorporated into a power flow from a drive to an output, wherein the input shaft of the first sub-transmission is designed as a transmission central shaft and the input shaft of the second sub-transmission as a hollow shaft transmission. Coaxially to the two input shafts an output shaft of both partial transmission is provided, wherein a rotational movement of the drive with one of several discrete ratios to the output is translatable by the power flow is performed via a parallel to the input shafts and the output shaft provided countershaft. In this case, at least two spur gears, each with a discrete ratio by actuation of associated switching devices are switched into the power flow, wherein the combination of the actuation of the switching devices and the corresponding leadership of the power flow via the associated spur gears, the plurality of gear ratios can be displayed. In addition, however, a direct transmission of the rotational movement of the transmission central shaft to the output shaft by actuation of an intermediate switching device is possible.

Based on the above-described prior art, it is now the object of the present invention to provide a motor vehicle transmission available, in which with as few spur gear stages and switching devices, a large number of powershift gear ratios can be displayed.

This object is achieved on the basis of the preamble of claim 1 in conjunction with its characterizing features. The following dependent claims give each advantageous embodiments of the invention.

According to the invention, a motor vehicle transmission comprises two partial transmissions, which have coaxial with each other arranged input shafts and can be alternately connected by connecting the respective associated input shaft with a drive in a power flow to an output. Here, the input shaft of the first sub-transmission is designed as a transmission central shaft and the input shaft of the second sub-transmission as a hollow shaft transmission. An output of the motor vehicle transmission is formed by a coaxial with the input shafts output shaft, wherein a countershaft is provided parallel to the input shafts and the output shaft. A transmitted from the drive to the output rotational movement can now be translated with one of several discrete gear ratios, which are each shown by switching the power flow on the countershaft on at least two spur gears and by operating at least one associated switching device under change between the partial transmissions.

According to the invention, the switching devices are preferably designed as synchronizers, via which a positive coupling of two gear elements, such as a gear shaft and a rotatably mounted idler gear of a spur gear or two gear shafts, is produced after speed differences between the elements have been reduced. Alternatively, however, in principle, another embodiment of the switching devices as a form-locking switching devices, for example as jaw clutches, or as non-positive switching devices, such as multi-plate clutches, conceivable.

In particular, according to the invention, in each case a toothed wheel of at least one of the spur gear stages meshes with an associated toothed wheel of a respective shaft which is connected to one electric machine each. As a result, a hybridization of the motor vehicle transmission according to the invention is possible by each driven by a gear and the respective shaft an electric machine and thus electrical energy can be generated or each driving an electric machine to support a drive movement or purely electric driving acting on the shaft and thus on the respective spur gear. In this case, a switching device is preferably to be provided in the region of the at least one spur gear stage such that both a connection to the drive and a connection to the output can be separated. Thus, when the connection to the drive is interrupted, a purely electric driving can be represented without causing drag losses of a double clutch provided on the drive side. Due to the possibility of decoupling on the output side, when the vehicle is at a standstill, charging of an electrical accumulator can be represented by the electric machine being connected to the drive unit of the motor vehicle transmission via the respective spur gear stage, while no rotational movement is transmitted to the output. In addition, it is possible according to the invention to provide a total of only one electric machine in the region of the spur gear stages or even a plurality of electrical machines, which are then assigned in each case in each case one of the spur gears.

Apart from that, however, it is also conceivable within the scope of the invention to arrange at least one electric machine in the area of each one of the shafts of the gearbox, directly on each fixed gear of the spur gears, directly on each idler gear of the spur gears or on an additional fixed gear. At the respective positions is then recuperated by the electric machine either energy or supports a rotational movement or a purely electric driving, d. H. an operation of the motor vehicle transmission via the at least one electric machine allows.

For the purposes of the invention, a connection of the input shafts of the two partial transmissions to the drive is made in particular via respectively assigned load switching elements, which are preferably combined in a double clutch. A double clutch is configured in particular as a wet-running double clutch, but can also be designed to run dry at low torques to be transmitted. Apart from two load switching elements, such a connection of the input shafts but also on a single input shaft to the drive coupling power shift element and a positive coupling between the two input shafts are shown, wherein the gear shift and the associated transition from one to the other partial transmission, the load switching element separates the drive-side connection to a drive unit of the motor vehicle and a drive torque is then represented by an electric machine. For this purpose, the electric machine is connected to the other input shaft and drives it during the circuit and integration of the other sub-transmission. In addition, however, a planetary gear can be provided so that a common provision of a drive torque by an electric machine and the drive unit of the vehicle is possible. Furthermore, a double switching element can additionally be placed in the region of the input shafts in order to be able to switch between the two aforementioned possibilities for providing a drive torque

The invention now includes the technical teaching that the transmission hollow shaft of the second sub-transmission is connected via a first spur gear with a solid shaft of the intermediate gear, to which also a hollow shaft is provided coaxially. The Hollow shaft can then be rotatably connected via a first switching device with the solid shaft and is coupled via a second spur gear by operating a second switching device with the transmission central shaft of the first sub-transmission, which can be further connected by means of a third switching device directly to the output shaft. In addition, at least one further spur gear stage is provided between the output shaft or the transmission central shaft on the one hand and the solid shaft or the hollow shaft on the other hand.

By means of the inventive design of a motor vehicle transmission, it is possible to represent a large number of powershift gears with a small number of spur gears and shifting devices. Because of the connectivity between the input shafts, the countershaft and the output shaft, and thus each associated either guiding the power flow on the countershaft or the direct transmission to the output shaft can with the existing spur gears and a combination of the operation of associated switching devices a high number of gears will be realized. In this case, the countershaft is formed only by a hollow shaft and a solid shaft, so that the motor vehicle transmission according to the invention makes do with a small number of waves when displaying the powershift gears. Finally, a compact construction in the radial direction is realized by the coaxial arrangement of drive and output, as well as by the only one, parallel countershaft.

According to an advantageous embodiment of the invention, the hollow shaft of the intermediate gear is connected to the output shaft via a third spur gear. Furthermore, the solid shaft of the countershaft can also be coupled via a fourth spur gear by operating a fourth switching device with the transmission central shaft, and via a fifth spur gear by means of driving a fifth switching device with the output shaft respectively. By providing the further spur gears between the solid shaft and the transmission central shaft on the one hand and between the solid shaft and the output shaft on the other hand, as well as between the hollow shaft and the output shaft, a total of six forward gears can be realized.

In a further development of the invention, the solid shaft of the intermediate gear can be further coupled via a reverse gear by operating a sixth switching device to the output shaft. In combination with the above-described construction of a motor vehicle transmission, a total of two reverse gears can be additionally switched by this embodiment.

This results in a first forward gear by connecting the transmission central shaft of the first partial transmission with the drive, and by means of actuating the fourth and the fifth switching device, whereas a second forward gear can be represented by coupling the hollow shaft of the second gearbox with the drive and driving the fifth switching device. Further, a third forward speed is switched by the transmission central shaft is in turn connected to the drive and the second switching device is actuated. On the other hand, a fourth forward gear following this results by coupling the gearbox hollow shaft to the drive and actuating the first shifting device, while a fifth forward gear can be represented by connecting the transmission central shaft to the drive and activating the third shifting device. Finally, a rotational movement of the drive with a transmission ratio of a sixth forward gear is translated to the output by the gear hollow shaft coupled to the drive and a drive of the third, and the fourth switching device is made. Advantageously, can thus be represented by the above-described control of the switching devices, as well as the alternate connection of the transmission central shaft and the transmission hollow shaft with the drive on the six spur gears and the six switching devices a total of six powershift forward gears.

Furthermore, a first reverse gear results by connecting the transmission central shaft of the first partial transmission with the drive, as well as actuating the fourth and the sixth switching device. Finally, a second reverse gear is switched by connecting the hollow gear shaft with the drive and operating the sixth switching device. Thus, a total of two reverse gears, between which can also be changed under load in the above order due to the ongoing switching between the partial transmissions under load.

According to a further embodiment of the invention, the fifth switching device and the sixth switching device are combined in a switching package which is placed on the output shaft or on the solid shaft of the intermediate gear. The combination of the two switching devices has the advantage that the fifth and the sixth switching device can thus be actuated alternately via a common actuator, whereby the motor vehicle transmission according to the invention can be made more compact overall and the structure of a transmission control due to the reduction in the number of actuators accordingly is simplified. At the same time two switching devices are combined, which at simultaneous operation to a Overdetermination of the wheelset would lead, so that a simultaneous control has to be omitted. Accordingly, merging does not reduce the number of representable aisles. The arrangement of the switching package on the solid shaft of the intermediate gear has the advantage that the switching forces to be applied during a switching operation of the switching package can be reduced so that loads on the switching devices correspondingly reduced and the fifth and the sixth switching device may possibly be made smaller. However, this is dependent on the respective discrete ratios of the fifth spur gear and the reverse gear, since at high ratios too large differential speeds would be reduced via the switching devices. By arranging the switching package on the output shaft, however, a mass moment of inertia can be reduced to the input shafts.

In a further development of the aforementioned embodiment of the invention, the fifth spur gear is arranged on the drive side or output side of the switching package in which the fifth switching device and the sixth switching device are combined, the reverse gear is then placed on the output side or drive side of the switching package. For the purposes of the invention, a "drive-side" placement relative to an element generally refers to an arrangement on a side of the respective element facing the drive, while a "drive-side" arrangement generally refers to a placement on a side of the element facing the drive , In the present case, therefore, the fifth spur gear stage with respect to the switching package, which forms the fifth switching device and the sixth switching device, provided either on a drive or on a side facing the output, while the reverse gear for this purpose is arranged exactly vice versa either from the output or the drive.

According to the invention, the first switching device and the fourth switching device are also combined in a switching package, which is arranged on the solid shaft of the intermediate gear. This also gives the possibility to make the structure of the transmission more compact and to simplify transmission control by the two switching devices via a common actuator are alternately actuated. In this case, two switching devices are summarized, which do not lead to a reduction in the achievable number of gears when merging.

According to an alternative to the aforementioned variants embodiment of the invention, the solid shaft of the intermediate gear is also coupled via a reverse gear by operating a sixth switching device with the transmission central shaft. By means of such an arrangement of a reverse gear, a total of three reverse gears can be realized.

In the context of such a configuration then results in a first forward gear by connecting the transmission central shaft of the first gear to the drive, and operating the fourth and the fifth switching device, whereas a second forward gear by coupling the hollow shaft of the second gearbox with the drive and driving the fifth switching device is representable. Another, third forward gear is connected by connecting the transmission central shaft to the drive, and operating the second switching device, a subsequent fourth forward gear by coupling the hollow gear shaft with the drive and driving the first switching device. Finally, a fifth forward speed results by connecting the transmission central shaft to the drive and actuating the third shift device, while a sixth forward speed is represented by coupling the transmission hollow shaft to the drive, as well as driving the third and the fourth switching device. Consequently, six forward gears are also switchable by the above-described control of the individual switching devices, which can be changed by the alternately connecting the two input shafts with the drive of the motor vehicle transmission between the forward gears in each case under load.

Alternatively, a first forward gear by connecting the transmission central shaft with the drive, and operating the first and the fourth switching device can be displayed. Another, second forward speed results from coupling the hollow gear shaft with the drive and operating the first switching device, while a third forward gear is connected by connecting the transmission central shaft to the drive, and a control of the second switching device. Another fourth forward speed following this is illustrated by coupling the transmission hollow shaft to the drive and actuating the fifth shifting device, a fifth forward speed is switchable by connecting the transmission central shaft to the drive and actuating the third shifting device. Finally, there is a sixth forward gear by coupling the hollow gear shaft with the drive, as well as operating the third and the fourth switching device. Also in this case, it is thus possible to represent a total of six forward gears through the total of six spur gear and the six switching devices, which can be changed under load between these six forward gears.

In both aforementioned variants of a control of the switching devices results in addition, a first reverse gear Connecting the hollow gear shaft of the second partial transmission to the drive, and actuating the third and the sixth switching device, while a second reverse gear by coupling the transmission central shaft to the drive, and control of the first and the sixth switching device can be displayed. Finally, there is a third reverse gear by re-coupling the transmission central shaft to the drive, as well as driving the fifth and the sixth switching device. This results in a total of three reverse gears, but here in the present case only a list of possible reverse gears and no final order is made. In the case of a sequence of gears in the sense of the preceding numbering can be changed only between the first and the second reverse gear under load, since with respect to the third reverse gear then starting from the second reverse gear no change of the sub-transmission is made. However, the reverse gears can also be switched in a different order, in which case a load shiftability is optionally provided. Thus, for example, a sequence of second reverse gear, first reverse gear and third reverse gear is conceivable, in which then a switch between the partial transmissions takes place. The final order to be chosen also depends on the transmission ratios defined in the individual reverse gears.

According to a further embodiment of the invention, the fourth switching device and the sixth switching device are combined in a switching package, which is placed on the transmission central shaft or on the solid shaft of the intermediate gear. Accordingly, the fourth and sixth shifters can be operated by combining in the shift pack by a common actuator, so that a more compact design of the motor vehicle transmission and a simplification of the structure of a transmission control is achieved. This merging does not reduce the achievable number of gears, since a simultaneous actuation of the fourth and the sixth switching device has to be omitted due to a then existing overdetermination of the wheelset. The placement of the shift package on the transmission central shaft results in a reduction of the applied switching forces upon actuation of the fourth and the sixth switching device, so that this optionally designed smaller and thus the switching package can be made more compact. However, the possibility of this arrangement is in turn dependent on the respective ratios defined by the fourth spur gear and the reverse gear, since otherwise excessive rotational speeds may be required to be reduced by the shifting devices. By contrast, by placing the switching package on the solid shaft, a mass moment of inertia can be reduced to the transmission central shaft.

In a further development of the aforementioned embodiment, the fourth spur gear is arranged on the drive side or output side of the switching package in which the fourth switching device and the sixth switching device are combined, the reverse gear is then placed on the output side or drive side of the switching package. The fourth spur gear can therefore be provided either on a side facing the drive of the shift package or the output side thereto, the reverse gear is then positioned correspondingly opposite.

According to the invention, the first switching device and the fifth switching device are also combined in a switching package, which is provided on the solid shaft of the countershaft. By this measure, again a more compact design of the motor vehicle transmission according to the invention, as well as a simplification of a transmission control is possible.

According to a further advantageous embodiment of the invention, the second switching device and the third switching device are formed by a common switching package, which is arranged on the transmission central shaft. This also gives the possibility to make the structure of the transmission more compact and to simplify transmission control by the two switching devices via a common actuator are alternately actuated. In this case, two switching devices are summarized again, which would lead to overdetermination of the wheelset with simultaneous control due to the then each adjusting discrete translations. Consequently, the achievable number of turns is not reduced by the merger.

The invention is not limited to the specified combination of the features of the main claim or the dependent claims. It also results in ways to combine individual features, even if they emerge from the claims, the following description of embodiments or directly from the drawings. The reference of the claims to the drawings by use of reference numerals is not intended to limit the scope of the claims.

Further, advantageous embodiments of the invention will become apparent from the following description of preferred embodiments of the invention, which refers to the Fig. Illustrated in the drawings. It shows:

1 a schematic representation of a motor vehicle transmission according to the invention according to a first preferred embodiment of the invention;

2 a schematic representation of a second preferred embodiment of a motor vehicle transmission according to the invention;

3 a schematic view of a motor vehicle transmission according to the invention according to a third preferred embodiment of the invention;

4 an exemplary circuit diagram of a motor vehicle transmission according to the invention according to the 1 to 3 ;

5 a schematic representation of a fourth preferred embodiment of a motor vehicle transmission according to the invention;

6 a schematic view of a motor vehicle transmission according to the invention according to a fifth preferred embodiment of the invention;

7 a schematic representation of a sixth preferred embodiment of a motor vehicle transmission according to the invention;

8th an exemplary circuit diagram of a motor vehicle transmission according to the invention according to the 5 to 7 ; and

9 a further exemplary circuit diagram of a motor vehicle transmission according to the invention according to the 5 to 7 ,

In 1 is a schematic view of a motor vehicle transmission according to the invention according to a first preferred embodiment of the invention, wherein it is in this motor vehicle transmission is preferably a transmission of a commercial vehicle. The motor vehicle transmission comprises two partial transmissions, to each of which an input shaft is assigned. In this case, an input shaft of the first partial transmission as the transmission central shaft 1 executed, to which the transmission hollow shaft 2 executed input shaft of the second partial transmission is coaxial. The two partial transmissions can now alternately into a power flow of a drive 3 the motor vehicle transmission, which is in communication with a drive unit of the motor vehicle, to an output 4 be integrated by either the transmission central shaft 1 of the first partial transmission via an associated load switching element K1 or the transmission hollow shaft 2 of the second partial transmission via an associated load switching element K2 with the drive 3 is coupled. The two load switching elements K1 and K2 are in a double clutch 5 summarized, which is preferably a wet-running double clutch. The downforce 4 is through an output shaft 6 formed coaxially with the transmission central shaft 1 and the transmission hollow shaft 2 runs. Furthermore, it is parallel to the transmission central shaft 1 , the transmission hollow shaft 2 and the output shaft 6 a counterfeit 7 provided, which hereby from a solid shaft 8th and one to the full wave 8th coaxial hollow shaft 9 composed.

A rotary motion of the drive 3 can now be translated via one of the two partial transmission to the output shaft 6 and thus on the downforce 4 be transmitted by the power flow from the transmission central shaft 1 or the transmission hollow shaft 2 about the counter 7 on the output shaft 6 to be led. The transmission hollow shaft 2 stands for this purpose via a first spur gear 10 permanently with the full wave 8th of the additional gear 7 in conjunction, which with the hollow shaft 9 can be rotatably connected via a first switching device S1.

The hollow shaft 9 in turn, a fixed wheel carries a second spur gear 11 , whose idler gear on the transmission central shaft 1 is rotatably mounted and rotatably by means of a second switching device S2 with the transmission central shaft 1 can be connected, so that a rotational movement of the transmission central shaft 1 with a discrete ratio of the second spur gear 11 on the hollow shaft 9 is transmitted. Furthermore, the hollow shaft 9 by means of a third spur gear 12 with the output shaft 6 connected so that a rotational movement of the output shaft 6 always with a through the third spur gear 12 defined transmission ratio translated with a rotational movement of the hollow shaft 9 of the additional gear 7 is coupled. Axially between the second switching device S2 and the third spur gear 12 Furthermore, a third switching device S3 is provided, which in an actuated position, the transmission central shaft 1 rotatably with the output shaft 6 coupled, allowing a rotational movement of the transmission central shaft 1 directly on the output shaft 6 and thus on the downforce 4 of the motor vehicle transmission is transmitted.

As further out 1 is apparent, is on the solid shaft 8th of the additional gear 7 a loose wheel of a fourth spur gear 13 rotatably mounted, which with a on the central transmission shaft 1 rotatably mounted fixed gear is in meshing engagement. The idler gear of the fourth spur gear stage 13 can use a fourth switching device S4 non-rotatable with the solid shaft 8th be connected, in which case then a rotational movement of the solid shaft 8th of the additional gear 7 according to a discrete translation of the fourth spur gear 13 with a rotary motion of the transmission central shaft 1 is coupled.

In the area of the output 4 carries the full wave 8th of the additional gear 7 also fixed wheels of a fifth spur gear 14 and a reverse gear 15 , The fixed wheel of the fifth spur gear stage 14 meshes with a rotatable on the output shaft 6 stored idler gear of the fifth spur gear 14 , which by operation of a fifth switching device S5 targeted to the output shaft 6 can be fixed, allowing a rotational movement of the solid shaft 8th on the output shaft 6 with a discrete gear ratio of the fifth spur gear 14 is transmitted. Axially adjacent to the fifth switching device S5, a further, sixth switching device S6 is also arranged, which, when actuated, a loose wheel of the reverse gear 14 with the output shaft 6 combines. This idler gear of the reverse gear 14 is about one on an intermediate shaft 16 rotatably mounted idler with the, on the solid shaft 8th rotatably mounted fixed gear in conjunction. When coupling the idler gear of the reverse gear 15 with the output shaft 6 over the sixth switching device S6 Accordingly, a rotary motion of the solid shaft 8th with a discrete total ratio, which consists of the individual translations of fixed gear and intermediate gear, as well as idler gear and idler gear of the reverse gear 14 composed, on the output shaft 6 transfer. This is the same direction of rotation of solid shaft 8th and output shaft 6 caused, so that the output shaft 6 in the end, an opposite rotational movement to the transmission central shaft 1 and also the transmission hollow shaft 2 performs. As a result, a reverse drive of the respective motor vehicle can be represented.

In the present case, the switching devices S1 to S6 are each designed as synchronizers. In the case of the switching devices S2 and S4 to S6, an associated idler gear of the respective spur gear stage is actuated in each case 10 to 14 or the reverse gear 15 in a manner known to those skilled in the art with prior reduction of speed differences with the respective shaft 1 respectively. 6 respectively. 8th coupled. Upon actuation of the switching devices S1 and S3, however, two shafts are positively connected to each other from reaching a rotational speed equality, in the case of S1, the solid shaft 8th and the hollow shaft 9 and in the case of S3, the transmission central shaft 1 and the output shaft 6 ,

As well as out 1 it can be seen, are now the second switching device S2 and the third switching device S3 to a first switching packet SP1, the first switching device S1 and the fourth switching device S4 to a second switching packet SP2, and the fifth switching device S5 and the sixth switching device S6 to a third switching packet SP3 summarized. In this case, the first shift package SP1 on the transmission central shaft 1 provided while the second shift package SP2 on the solid shaft 8th of the countershaft and the third shift package SP3 on the output shaft 6 is placed. In addition, the switching packets SP1 to SP3 are each configured as double synchronizers, in which the respective associated switching devices S2 and S3 or S4 and S1 or S5 and S6 each have a common shift sleeve which selectively from a respective neutral position via a respective associated actuator either in an operating position of the respective one switching device S2 or S4 or S5 or in an operating position of the respective other switching device S3 or S1 or S6 can be moved. In addition, switching devices S2 and S3 or S5 and S6 are summarized in the switching packets SP1 and SP3, which would lead to over-determination of the wheelset and thus to a blocking of the transmission with simultaneous operation. With regard to SP2, switching devices are combined with S4 and S1, which together would not result in any further representable gear. Thus, in a switching package SP1 or SP2 or SP3 only alternately possible operation leads to no reduction in the number of representable gears.

Out 2 shows a second preferred embodiment of a motor vehicle transmission according to the invention. In contrast to the embodiment according to 1 are the fixed wheels of the fifth spur gear 14 and the reverse gear 15 in this case on the output shaft 6 placed so that the respective loose wheels on the solid shaft 8th of the additional gear 7 are rotatably mounted and in each case via the also provided there, third switching package SP3 rotatably with the solid shaft 8th can be connected. The third switching package SP3 is then in turn composed of the fifth switching device S5 and the sixth switching device S6. Otherwise, the motor vehicle transmission corresponds to 2 according to the variant 1 ,

Furthermore goes out 3 a third preferred embodiment of a motor vehicle transmission according to the invention. Different from the variant according to 1 Here is that the fifth spur gear 14 and the reverse gear 15 are reversed in terms of their positioning to the third switching packet SP3. Such is the reverse gear 15 on one of the drive 3 facing side of the third switching packet SP3 and the fifth spur gear 14 on one of the downforce 4 placed facing side of the third switching package SP3. Accordingly, the fifth switching device S5 and the sixth switching device S6 have also changed positions within the third switching packet SP3. Otherwise, this corresponds to 3 shown motor vehicle transmission variant according to 1 ,

The above-described variants of a motor vehicle transmission according to the 1 to 3 can with regard to a placement of the switching package SP3 and with respect to an arrangement of the fifth spur gear 14 and the reverse gear 15 be arbitrarily combined with each other relative to the third switching packet SP3. This then results in further variants of a motor vehicle transmission according to the invention.

In 4 Now, an exemplary circuit diagram is shown, which extends through each of the transmission variants according to the 1 to 3 can be realized. In total, six forward gears and two reverse gears can be displayed under load. Here, each of the gears by operating one or more of the switching devices S1 to S6, as well as connecting the transmission central shaft 1 via the load switching element K1 or the transmission hollow shaft 2 via the load switching element K2 with the drive 3 shown. In the gears 1 to 4, the power flow is over the countershaft 7 and two each of the spur gears 10 to 14 guided, allowing a rotational movement of the drive 3 translated slowly to the output shaft 6 and thus on the downforce 4 is transmitted. In fifth gear, however, a rotational movement of the drive 3 rigid on the output shaft 6 and thus transferred directly. In the case of the sixth gear, a translation of the rotational movement of the drive takes place 3 fast, so that a smooth transition is made.

The power shiftability of the six forward gears and reverse gears is achieved in a manner known to those skilled in the fact that when driving in a gear and guiding the power flow through one of the two sub-transmission in the other sub-transmission already involved in the representation of a subsequent gear Switching devices S1-S6 are preselected and opened for final switching only the load switching element K1 or K2 of a sub-transmission and immediately thereafter the load switching element K2 or K1 of the other sub-transmission is closed. As a result, a virtually traction-free driving is possible.

In the present case, the first forward gear is represented by the fact that the load switching element K1 closed and thus the transmission central shaft 1 with the drive 3 is connected, and the fourth switching device S4 and the fifth switching device S5 are actuated. For switching to the second forward gear only switching between the load switching elements K1 and K2 is to make by the load switching element K1 is opened and load switching element K2 is closed. As a result, the fourth switching device S4 is then turn off. In the following third forward gear can then be passed under renewed change between the load switching elements K1 and K2, in advance to operate the second switching device S2 and switch off after switching the fifth switching device S5. The fourth forward speed results from the operation of the first switching device S1, wherein for switching, starting from the third forward gear then the load switching element K2 to close and the load switching element K1 is to open. In addition, the second switching device S2 is subsequently transferred to an unactuated state. In the fifth forward gear is then through the third switching device S3, the transmission central shaft 1 directly with the output shaft 6 coupled to change this case load switching element K2 to open and close the load switching element K1 and is to be converted in the sequence, the first switching device S1 in an unactuated state. Upon further upshifting, the sixth forward speed is obtained by operating the third shift device S3 and the fourth shift device S4, and a subsequent opening of the load shift element K1 and actuation of the load shift element K2.

The first reverse gear results, however, by operating the fourth switching device S4 and the sixth switching device S6, and by connecting the transmission central shaft 1 with the drive 3 via the load switching element K1. To change to the following second reverse gear is then only make a switch between the load switching elements K1 and K2 by the load switching element K1 to open and the load switching element K2 is to close. As a result, then the fourth switching device S4 is to be transferred to an unactuated state. In the context of the invention, however, it is also conceivable to turn over the above-described sequence of the two representable reverse gears. The order of the reverse gears is generally dependent on the respective defined transmission ratio.

Furthermore, it is off 5 a further, fourth preferred embodiment of a motor vehicle transmission according to the invention can be seen. This version differs from the variant according to 1 in the sense that the reverse gear 15 axially between the fourth spur gear 13 and the second spur gear 11 is arranged, wherein the idler gear of the reverse gear 15 on the full wave 8th of the additional gear 7 is rotatably mounted. In this case, then the sixth switching device S6, via which the idler gear of the reverse gear 15 at the full wave 8th of the additional gear 7 can be set, combined in a second switching package SP2 'together with the fourth switching device S4, said this second switching packet SP2' in this case on the solid shaft 8th is arranged. Further, the first switching device S1, which when actuated the hollow shaft 9 positive locking with the solid shaft 8th couples, output side of the hollow shaft 9 and axially between the third spur gear 12 and the fifth spur gear stage 14 placed. Here, the first switching device S1 is then with the fifth switching device S5, via which the present on the solid shaft 8th rotatably mounted idler gear of the fifth spur gear 14 at the full wave 8th can be fixed, combined in a common switching package SP3 ', which is also on the solid shaft 8th is placed. Otherwise corresponds to the embodiment according to 5 but the variant 1 ,

Out 6 shows a fifth preferred embodiment of a motor vehicle transmission according to the invention, which thereby a modification of the in 5 represents variant shown. Unlike the embodiment according to 5 are the idler gears of the fourth spur gear 13 and the reverse gear 15 each rotatable on the transmission central shaft 1 stored while the fixed wheels of the fourth spur gear 13 and the reverse gear 15 each on the solid shaft 8th of the additional gear 7 are placed. Accordingly, the second shift package SP2 'on the transmission central shaft 1 arranged, which in turn then composed of the fourth switching device S4 and the sixth switching device S6. Otherwise, the motor vehicle transmission corresponds to 6 according to the variant 5 ,

Finally, go out 7 Still a sixth preferred embodiment of a motor vehicle transmission according to the invention. Different from the variant according to 5 Here is that the fourth spur gear 13 and the reverse gear 15 are reversed in terms of their positioning to the second switching packet SP2 '. Such is the reverse gear 15 on one of the drive 3 facing side of the second switching packet SP2 'and the fourth spur gear 13 on one of the downforce 4 facing side of the second switching packet SP2 'placed. Accordingly, the fourth switching device S4 and the sixth switching device S6 have also changed positions within the second switching packet SP2 '. Otherwise, this corresponds to 7 shown motor vehicle transmission then the variant 5 ,

The above-described variants of a motor vehicle transmission according to the 5 to 7 can in turn with respect to a placement of the switching package SP2 'and with respect to an arrangement of the fourth spur gear 13 and the reverse gear 15 be combined with each other relative to the second switching packet SP2 '. This then again results in further variants of a motor vehicle transmission according to the invention.

Out 8th Now, an exemplary circuit diagram emerges, which is determined by each of the transmission variants according to the 5 to 7 can be realized. In total, six forward gears and three reverse gears can be displayed. Here, the circuit diagram corresponds to 8th with respect to the six forward gears according to the wiring diagram 4 so that the total of six forward gears are switched in the same way. On the other hand, in contrast to the scheme after 4 a first reverse by coupling the transmission hollow shaft 2 with the drive 3 via the load switching element K2, as well as operating the third switching device S3 and the sixth switching device S6 shown. Another, second reverse gear is obtained by connecting the transmission central shaft 1 with the drive 3 via the load switching element K1, as well as a control of the first switching device S1 and the sixth switching device S6. Finally, a third reverse gear is by re-coupling the transmission central shaft 1 with the drive 3 via the load switching element K1, as well as an actuation of the fifth switching device S5 and the sixth switching device S6 representable. In one of the numbering of the reverse gears corresponding switching sequence would be due to the then possible change between the load switching elements K1 and K2 a circuit under load between the first and the second reverse gear feasible. By contrast, a change between the second and the third reverse gear would be possible only with interruption of the traction. For the purposes of the invention, however, a different switching sequence can be selected here, for example, second reverse gear, first reverse gear, third reverse gear, wherein the shift sequence is generally dependent on the respectively defined gear ratio.

Finally is off 9 Yet another, exemplary circuit diagram of the transmission variants of 5 to 7 can be seen, this being the case according to the scheme 8th only differs in terms of forward gears. As a difference, instead of the fifth shifting device S5, the first shifting device S1 is now to be actuated in a first forward gear and also in a second forward gear, while the fifth shifting device S5 is to be controlled for shifting a fourth forward gear instead of the first shifting device S1. Incidentally, the circuit diagram corresponds to 9 then the variant 8th ,

In addition to the individual transmission variants according to the 1 to 3 and 5 to 7 In the context of the invention, synchronizations which are used as switching devices S1 to S6 are, in principle, also conceivable as otherwise form-fitting clutches, for example claw clutches. In addition, the switching devices S1 to S6 in detail as non-positive clutches, preferably as Be designed multi-disc clutches. Furthermore, it is also conceivable according to the invention to provide one or more electrical machines, and these possibly also to one or more shafts, a fixed gear of the spur gear 10 to 15 , on a loose wheel of the spur gears 10 to 15 or to be arranged on an additional fixed wheel to be provided.

Incidentally, the existing of the two load switching elements K1 and K2 double clutch 5 be replaced by an electric machine, which provides in combination with a single load switching element alone during the circuits for a corresponding support or in combination with the drive unit and an additional planetary gear the characteristic of a dual clutch 5 mimics. Possibly. is in these two variants then provide an additional double switching element through which the two variants can be switched.

By means of the individual embodiments of a motor vehicle transmission according to the invention, it is thus possible to represent a high number of powershift gears when using fewer spur gears and less switching devices. Furthermore, a good hybridisability of the motor vehicle transmission according to the invention is given.

LIST OF REFERENCE NUMBERS

1

Gear central shaft

2

Gearbox hollow shaft

3

drive

4

output

5

Double coupling

6

output shaft

7

countershaft

8th

Solid shaft

9

hollow shaft

10

first spur gear

11

second spur gear

12

third spur gear

13

fourth spur gear

14

fifth spur gear

15

Reverse gear

16

intermediate shaft

K1

Load switching element

K2

Load switching element

S1

first switching device

S2

second switching device

S3

third switching device

S4

fourth switching device

S5

fifth switching device

S6

sixth switching device

SP1

first switching package

SP2

second switching package

SP2 '

second switching package

SP3

third switching package

SP3 '

third switching package

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102006054281 A1 [0003]

Claims (11)

Motor vehicle transmission, comprising two partial transmissions, which have coaxial with each other arranged input shafts and each alternately by connecting the respective associated input shaft with a drive ( 3 ) into a power flow to an output ( 4 ) are einbindbar, wherein the input shaft of the first sub-transmission as the transmission central shaft ( 1 ) and the input shaft of the second partial transmission as a hollow shaft transmission ( 2 ) is executed, wherein the output ( 4 ) of both partial transmissions by a coaxial with the input shafts placed output shaft ( 6 ) and parallel to the input shafts and the output shaft ( 6 ) a submission ( 7 ), and one of the drive ( 3 ) on the output ( 4 ) transmitted rotational movement with one of a plurality of discrete gear ratios can be translated, which in each case by guiding the flow of force on the countershaft ( 7 ) via at least two spur gears ( 10 to 15 ) and by actuation of at least one associated switching device (S1, S2, S4 to S6) can be displayed under load switching between the partial transmissions, characterized in that the transmission hollow shaft ( 2 ) of the second partial transmission via a first spur gear stage ( 10 ) with a full wave ( 8th ) of the counterweight ( 7 ), to which also coaxial a hollow shaft ( 9 ) is provided that the hollow shaft ( 9 ) via a first switching device (S1) rotatably with the solid shaft ( 8th ) and via a second spur gear stage ( 11 ) by actuating a second switching device (S2) with the transmission central shaft ( 1 ) of the first partial transmission can be coupled, which further by means of a third switching device (S3) directly to the output shaft ( 6 ) is connectable, and that at least one further spur gear ( 12 to 15 ) between the output shaft ( 6 ) or the transmission central shaft ( 1 ) on the one hand and the full wave ( 8th ) or the hollow shaft ( 9 ) is provided on the other hand. Motor vehicle transmission according to claim 1, characterized in that the hollow shaft ( 9 ) of the counterweight ( 7 ) further with the output shaft ( 6 ) via a third spur gear stage ( 12 ), and that the full wave ( 8th ) of the counterweight ( 7 ) also via a fourth spur gear stage ( 13 ) by actuating a fourth switching device (S4) with the transmission central shaft ( 1 ), as well as via a fifth spur gear stage ( 14 ) by driving a fifth switching device (S5) with the output shaft ( 6 ) can be coupled in each case. Motor vehicle transmission according to claim 2, characterized in that the solid shaft ( 8th ) of the counterweight ( 7 ) also via a reverse gear ( 15 ) by actuating a sixth switching device (S6) with the output shaft ( 6 ) can be coupled. Motor vehicle transmission according to claim 3, characterized in that the fifth switching device (S5) and the sixth switching device (S6) in a switching package (SP3) are combined, which on the output shaft ( 6 ) or on the full wave ( 8th ) of the counterweight ( 7 ) is placed. Motor vehicle transmission according to claim 4, characterized in that the fifth spur gear stage ( 14 ) is arranged on the drive side or output side of the switching package (SP3), in which the fifth switching device (S5) and the sixth switching device (S6) are combined, wherein the reverse gear ( 15 ) is then placed on the output side or drive side of the switching package (SP3). Motor vehicle transmission according to claim 3, characterized in that the first switching device (S1) and the fourth switching device (S4) are combined in a switching package (SP2), which on the solid shaft ( 8th ) of the counterweight ( 7 ) is arranged. Motor vehicle transmission according to claim 2, characterized in that the solid shaft ( 8th ) of the counterweight ( 7 ) further with the transmission central shaft ( 1 ) via a reverse gear ( 15 ) can be coupled by actuation of a sixth switching device (S6). Motor vehicle transmission according to claim 7, characterized in that the fourth switching device (S4) and the sixth switching device (S6) are combined in a switching package (SP2 '), which on the transmission central shaft ( 1 ) or on the full wave ( 8th ) of the counterweight ( 7 ) is placed. Motor vehicle transmission according to claim 8, characterized in that the fourth spur gear stage ( 13 ) is arranged on the drive side or output side of the switching package (SP2 '), in which the fourth switching device (S4) and the sixth switching device (S6) are combined, wherein the reverse gear ( 15 ) is then placed on the output side or drive side of the switching package (SP2 '). Motor vehicle transmission according to claim 7, characterized in that the first switching device (S1) and the fifth switching device (S5) in a switching package (SP3 ') are combined, which on the solid shaft ( 8th ) of the counterweight ( 7 ) is provided. Motor vehicle transmission according to claim 1, characterized in that the second switching device (S2) and the third switching device (S3) by a common switching package (SP1) are formed on the central transmission shaft ( 1 ) is arranged.

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