DE102011088387B4 - Automotive transmissions - Google Patents

Abstract

Motor vehicle transmission, comprising two sub-transmissions (1, 2), which have input shafts (EW1, EW2) arranged coaxially to one another and in each case alternately by connecting the respectively assigned input shaft (EW1, EW2) to a drive side (AN) in a power flow to at least one output side (AB1, AB2) can be integrated, two countershafts (4, 5) being provided parallel to the input shafts (EW1, EW2) and a rotary movement of the drive side (AN) to the at least one output side (AB1, AB2) with one of several discrete and gears alternately split between the two sub-transmissions (1, 2) can be translated according to a gear sequence, each of which is achieved by actuating at least one associated shift element (S1 to S10) and guiding the power flow via at least one of the countershafts (4, 5) and can be shown power-shiftable via at least one gear set (R2 to R8, RR) by changing between the partial transmissions (1, 2), characterized in that that a hollow shaft (HW1) of a first countershaft (4) via a first gear set (R5; R7) can be coupled on the one hand to the input shaft (EW1) of a first sub-transmission (1) and on the other hand to the input shaft (EW2) of a second sub-transmission (2), the hollow shaft (HW1) of the first countershaft (4) also having a The coaxial solid shaft (VW1) of the first countershaft (4) can be connected non-rotatably and via a second gear set (R3; R5) to the input shaft (EW1) of the first sub-transmission (1) so that the solid shaft (VW1) of the first countershaft (4 ) via a third gear set (R7; R3) with the input shaft (EW1) of the first partial transmission (4) and via a fourth gear set (R6; R2; R4; R8), a fifth gear set (R2; R6; RR) and a sixth Wheelset (R8; R6; R4) can each be brought into connection with the input shaft (EW2) of the second sub-transmission (2), and that the input shaft (EW2) of the second sub-transmission (2) also has a seventh wheel set (R4; RR ; R6; R8) and on the other hand via an eighth gear set (RR; R4; R2) each with one r solid shaft (VW2) of a second countershaft (5) can be coupled.

Description

The invention relates to a motor vehicle transmission, comprising two sub-transmissions which have input shafts arranged coaxially to one another and can each be integrated alternately into a power flow to at least one output side by connecting the respectively assigned input shaft to a drive side, with two countershafts being provided parallel to the input shafts and one Rotary movement of the drive side to the at least one output side can be translated with one of several discrete gears that are alternately divided between the two sub-transmissions according to a gear sequence, each of which is achieved by actuating at least one associated switching element and an associated guiding of the power flow via at least one of the back gears and via at least one gear set can be shown power shiftable by changing between the partial transmissions.

Such motor vehicle transmissions are designed, among other things, as so-called double clutch transmissions, in which the input shafts of the two subtransmissions can each be connected to a drive side via an associated powershift element, the two powershift elements being combined in a double clutch. The gears that can be shifted via such a motor vehicle transmission are alternately divided between the two sub-transmissions, so that one sub-transmission represents the odd gears and the other sub-transmission represents the even gears. The individual gears are usually defined by one or more gear sets, each with discrete gear ratios, these gear sets can then be specifically integrated into the power flow by associated shifting elements so that a corresponding gear ratio is displayed between the drive side and at least one output side of the motor vehicle transmission. The alternating distribution of the gears between the two sub-transmissions makes it possible to preselect a subsequent gear when driving in a gear assigned to one sub-gear in the respective other sub-transmission by actuating the shift elements accordingly, with a final change to the subsequent gear Opening the powershift element of one sub-transmission and shortly thereafter closing the powershift element of the other sub-transmission can be carried out. As a result, the gears of the motor vehicle transmission can be shifted under load, which improves the ability of the motor vehicle to accelerate due to the gear change that is almost without interruption in traction and enables more comfortable shifting operations. Among other things, dual clutch transmissions are designed here with axially offset input and output sides, as well as two parallel spacers, so that a compact structure can be achieved in the axial direction. The two parallel countershafts are often coupled to at least one common output side via a respective output stage and can be connected to the input shafts via the corresponding gear set by actuating associated shifting elements to display a respective gear.

From the DE 10 2009 002 358 A1 such a motor vehicle transmission emerges, which is designed as a dual clutch transmission and comprises two sub-transmissions with input shafts arranged coaxially with one another. By connecting the respective assigned input shaft via a respective powershift element, the two sub-transmissions can alternately be integrated into a power flow from a drive side to an output side, the input shaft of one sub-transmission being designed as a central transmission shaft and the input shaft of the other sub-transmission as a hollow transmission shaft. Off-axis to the two input shafts, an output shaft forming the output side of both sub-transmissions is provided, whereby a rotary movement of the drive side can be translated with one of several discrete gears to the output side by guiding the power flow over at least one of two protrusions running parallel to the input shafts and the output shaft becomes. The countershafts are each connected to the output shaft via output stages, with the output stage being able to be decoupled from a solid shaft of the countershaft via an intermediate shift element in the case of one of the countershafts. To represent a gear, at least one associated gear set with a discrete gear ratio is switched into the power flow by actuating a respective associated shifting element, whereby the gear sets connecting the gearbox hollow shaft with the existing ones are arranged in pairs in double gear planes by placing one on the gearbox hollow shaft provided fixed gear meshes with respective idler gears on the front lying. In the case of the gear sets via which the transmission central shaft can each be connected to the front gear, two gears are placed in a double gear plane, in that idler gears provided on the front gear each mesh with an intermediate fixed gear on the gear central shaft. Axially adjacent are two further gear planes in which on the one hand a gear set located between the transmission central shaft and the one countershaft and on the other hand a gear set provided between the gear central shaft and the other countershaft are placed. Overall, the gear sets are assigned to the two partial transmissions in such a way that when shifting along a gear sequence, there is always a change between the partial transmissions, so that these shifts can be performed under load.

Based on the prior art described above, it is now the object of the present invention to provide a motor vehicle transmission in which a large number of power shift gears can be represented and a particularly high hybrid function with a construction that is as compact as possible in the axial direction using fewer gear sets without additional clutch and switching elements.

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

According to the invention, a motor vehicle transmission comprises two sub-transmissions which have input shafts arranged coaxially to one another and can each be alternately integrated into a power flow to at least one output side by connecting the respectively assigned input shaft to a drive side. In this case, two countershafts are provided parallel to the input shafts, whereby a rotary movement of the drive side can be transmitted to the at least one output side with one of several discrete gears that are alternately split between the two partial transmissions according to a gear sequence. The gears can each be represented by actuating at least one associated shift element and an associated guiding of the power flow via at least one of the countershafts and via at least one gear set, whereby a change between the partial transmissions is performed under load.

In the context of the invention, shifting elements are preferably designed as synchronizers via which a positive coupling of two transmission elements, such as a transmission shaft and a loose wheel of a gear set or two transmission shafts rotatably mounted thereon, is established after speed differences between the elements have been reduced. As an alternative to this, however, a different configuration of the switching elements as form-fitting switching elements, such as, for example, as claw clutches, or also as non-positive switching elements, for example multi-disc clutches, is conceivable.

According to the invention, the input shafts of the two sub-transmissions are connected to the drive side, in particular via assigned powershift elements, which are preferably combined in a double clutch. A double clutch is designed in particular as a wet-running double clutch, but can also be designed to run dry at low torques to be transmitted.

The invention comprises the technical teaching that a hollow shaft of a first countershaft can be coupled via a first gear set on the one hand to the input shaft of a first sub-transmission and on the other hand to the input shaft of a second sub-transmission. In addition, this hollow shaft of the first countershaft can be connected non-rotatably to a coaxially extending solid shaft of the first countershaft and can be connected to the input shaft of the first partial transmission via a second gear set. Furthermore, the solid shaft of the first countershaft can be coupled to the input shaft of the first sub-transmission via a third gear set and to the input shaft of the second sub-transmission via a fourth gear set, a fifth gear set and a sixth gear set. Finally, the input shaft of the second sub-transmission can be coupled to a solid shaft of a second countershaft on the one hand via a seventh gear set and on the other hand via an eighth gear set.

In other words, a first gear set is provided, which can either connect the input shaft of a first sub-transmission or the input shaft of a second sub-transmission to a hollow shaft of a first countershaft, but the hollow shaft can still be coupled to the input shaft of the first sub-gear via a second gear set . In addition, the hollow shaft of the first countershaft can be connected to a solid shaft of the first countershaft running coaxially therewith, which is connected to the input shaft of the first sub-gear via a third gear set and to the input shaft of the second sub-gear via a fourth gear set, a fifth gear set and a sixth gear set can be brought into connection. In addition, the input shaft of the second partial transmission can be connected to a solid shaft of a second countershaft via a seventh gear set and an eighth gear set.

By means of the design of a motor vehicle transmission according to the invention, it is possible, through the various coupling options of the first gear set and the hollow shaft of the first countershaft, to run at least one gear as a so-called spiral gear, in which the power flow is translated from one input shaft via the hollow shaft back to the input shaft axis and from there is then transmitted from there via one of the two countershafts to the at least one output side, the gear sets of other gears being used here. Accordingly, a higher number of gears can be achieved with existing gear sets and thus the overall axial installation space of the transmission can be reduced. Preferably, a first gear and a reverse gear of the transmission are each designed as a spiral gear, which means that the mechanical spread of the transmission and thus speed losses can be reduced. At the same time, a deterioration in efficiency caused by the multiple gear meshes in the power flow has only a minor effect, since the driving components of the first gear and the reverse gear are low over the service life.

Furthermore, the motor vehicle transmission according to the invention can be readily hybridized via the hollow shaft and its coupling options. Because of the possibilities of decoupling from the drive side and also from the at least one output side of the transmission, by connecting an electric machine to the first or second gear set, electrical energy can be generated in a targeted manner without any reaction on the output side, or a drive movement can be supported or a purely Electric driving without a connection to the drive side can be shown. By means of a decoupling on the output side, an electric storage device can be charged when the vehicle is at a standstill, in that the electric machine is connected to the drive unit of the motor vehicle via the respective wheel set, while no rotational movement is transmitted to the output side. On the other hand, when the connection to the drive side is interrupted, purely electric driving can be performed without causing drag losses of a double clutch provided on the drive side. In the context of the invention, the electric machine can either be connected via a separate gear wheel that meshes with one of the gears of the first or second gear set, but it is also conceivable to have the electric machine coaxial with one of the gears of the respective gear set or the hollow shaft to be provided and to be connected to the respective gear or the hollow shaft. Furthermore, it is possible according to the invention to provide a total of only one electric machine in the area of one of the wheel sets or the hollow shaft, or else one electric machine in each case for the wheel sets and the hollow shaft.

Apart from this, it is generally conceivable within the scope of the invention to arrange at least one electric machine in the area of each of the shafts of the transmission, directly on each fixed gear of the gear sets, directly on one idler gear of the gear sets or on each additional fixed gear. At the respective positions, the at least one electric machine either recuperates energy or supports a rotary movement or purely electric driving, i.e. driving. pure operation of the motor vehicle via the at least one electrical machine enables.

In the present case, one of the first, second and third gear sets is designed as a gear set of a third gear, one as a gear set of a fifth gear and one as a gear set of a seventh gear. Particularly preferably, however, the first gear set is the gear set of the fifth gear, the second gear set is the gear set of the third gear and the third gear set is the gear set of the seventh gear. Alternatively, the first gear set is designed in particular as a gear set of the seventh gear, the second gear set as a gear set of the fifth gear and the third gear set as a gear set of the third gear. With regard to the fourth, fifth, sixth, seventh and eighth gear set, in particular one is in each case by a gear set of a second gear, one by a gear set of a fourth gear, one by a gear set of a sixth gear, one by a gear set of an eighth 1st gear and one formed by a gear set of a reverse gear, with the fourth gear set as the gear set of the sixth gear, the fifth gear set as the gear set of the second gear, the sixth gear set as the gear set of the eighth gear, the seventh gear set as the gear set of the fourth gear being particularly preferred the eighth gear set is designed as a reverse gear set.

According to an advantageous embodiment of the invention, the fourth gear set and the seventh gear set are placed in a double gear plane by a non-rotatable gear provided on the input shaft of the second sub-transmission with a gear of the fourth gear set rotatably mounted on the solid shaft of the first countershaft and a rotatable gear on the solid shaft of the second countershaft gear of the seventh gear set is in each case in connection. By merging the fourth and seventh wheel sets in a double wheel plane, the construction can be very compact in the axial direction, since the two wheel sets are then at an axial level.

According to an alternative or complementary embodiment of the invention, the fifth gear set and the eighth gear set are arranged together in a double gear plane, in that a gearwheel placed in a rotationally fixed manner on the input shaft of the second sub-transmission is on the one hand with a gearwheel of the fifth rotatably mounted on the solid shaft of the first countershaft Gear set and on the other hand with a rotatably provided on the solid shaft of the second countershaft gear of the eighth gear set in each case. By merging the two wheel sets in a double wheel plane, the construction can also be very compact in the axial direction, since the two wheel sets are then at an axial height. As a result, the overall axial length of the transmission according to the invention can accordingly be further reduced.

In particular, the two aforementioned variants are implemented together, so that four of the eight wheel sets in Doppelradebenen are arranged. This makes it possible to place all of the wheel sets in only six wheel planes, which results in a particularly compact structure in the axial direction.

Furthermore, in the case of the aforementioned variants, in particular a gear set assigned to a second gear and a reverse gear, as well as a gear set associated with a fourth gear and a sixth gear are each arranged together in a double gear plane between the input shaft of the second sub-transmission and the front end, see above that the gears that are located close to one another are defined by the wheelsets arranged in a plane. Accordingly, the respective transmission ratios to be represented are also close together, so that larger profile shifts in the gears in a double gear plane can be avoided with the representation of uniform center distances between the input shafts and the present ones.

According to a further embodiment of the invention, a shifting element, via which the hollow shaft of the first back gear can be coupled to the input shaft of the first sub-transmission via the first gear set when actuated, is combined in a shifting device with a shift element which, when activated, connects the hollow shaft of the first back gear with the Brings input shaft of the first partial transmission by means of the second gear set in connection. The switching device is arranged on the input shaft of the first sub-transmission. The merging of the two shift elements has the advantage that both the one and the other shift element can be actuated with the aid of an actuator, so that overall a compact design and a simplification of a transmission control is possible. In addition, depending on the defined gear ratios of the associated gear sets and due to the arrangement of the shifting device on the input shaft of the first sub-transmission, the shifting forces to be applied when the shifting device is actuated are reduced, so that the shifting device can be designed to be smaller and therefore smaller.

In a further development of the invention, a shifting element which, when activated, couples the hollow shaft of the first countershaft to the input shaft of the second sub-transmission via the first gear set, is grouped in a shifting device with a shifting element via which, when actuated, the solid shaft of the first countershaft is connected to the input shaft of the second Part of the transmission can be connected by means of the sixth gear set. The switching device is placed on the input shaft of the second sub-transmission. As a result, the shifting elements combined in a shifting device can also each be actuated via a common actuator, as a result of which a structure of the motor vehicle transmission can be made compact and a simplification of a transmission control can be represented. The placement of this switching device on the input shaft of the second sub-transmission results in a reduction in the switching forces to be applied when the switching elements are operated, depending on the associated gear ratios of the first and sixth gear sets. Accordingly, the actuator and thus also the switching device can optionally be made smaller.

According to a further embodiment of the invention, a switching element, via which the hollow shaft of the first back gear can be connected to the coaxial solid shaft of the first back gear when actuated, is combined in a switching device with a switching element which, when activated, the solid shaft of the first back gear with the input shaft of the first Coupling the partial transmission via the third gear set, the switching device being arranged on the solid shaft of the first countershaft. Accordingly, the two shifting elements can also be actuated by a common actuator by being combined in a shifting device, so that again a compact design of the motor vehicle transmission and a simplification of the structure of a transmission control are achieved. In addition, the placement of the switching device on the solid shaft of the first countershaft with regard to the third gear set, depending on the defined gear ratio, leads to a reduction in a mass moment of inertia on the input shaft of the first partial transmission. Finally, the possible decoupling of the third gear set from the solid shaft of the first back gear prevents the wheels of the third gear set from rotating when the power flow is routed through the first back gear in gears of the second sub-transmission.

According to the invention, a shifting element that, when activated, couples the solid shaft of the first back gear to the input shaft of the second sub-transmission via the fourth gear set, is grouped in a shifting device with a shift element via which the solid shaft of the first back gear is connected to the input shaft of the second sub-gear by means of the fifth wheel set can be brought into connection. The switching device is placed on the solid shaft of the first back gear. As a result, two connection options between the input shaft of the second partial transmission and the first countershaft can be controlled via a common actuator, which accordingly simplifies transmission control and enables a compact design overall. Furthermore, by placing the switching device on the solid shaft of the first countershaft, a mass moment of inertia can be achieved reduced to the input shaft of the second sub-transmission and the number of moving components can also be reduced by decoupling options when gears of the first sub-transmission are shifted via the first countershaft.

According to a further, advantageous embodiment of the invention, a shifting element, via which the solid shaft of the second countershaft can be connected to the input shaft of the second partial transmission via the seventh gear set when actuated, is combined in a shifting device with a shifting element that, when activated, the solid shaft of the second countershaft with the input shaft of the second sub-transmission via the eighth gear set. This switching device is arranged on the solid shaft of the second back gear. As a result, the two shifting elements can be operated by a common actuator by combining them in a shifting device, so that again a compact design of the motor vehicle transmission and a simplification of the structure of a transmission control are achieved. The placement of this switching device on the solid shaft of the second back gear results in a reduction of a mass moment of inertia on the input shaft of the second sub-gear and in a reduction in the number of moving parts when the gears of the first sub-gear are displayed via the second back gear.

According to the invention, the input shaft of the first partial transmission is also designed as a central transmission shaft or as a hollow transmission shaft, the input shaft of the second partial transmission then being provided as a hollow transmission shaft running coaxially thereto or as a central transmission shaft. In other words, the input shaft of one sub-transmission is designed either as a transmission central shaft or as a transmission hollow shaft and the input shaft of the other sub-transmission is designed in exactly the opposite direction as a transmission hollow shaft or transmission central shaft running coaxially therewith.

In a further development of the invention, the at least one output side of both subtransmissions is formed by one shaft end each of an output shaft which is axially offset from the input shafts and to which the countershafts are each connected via a respective output stage. The output stages are then arranged in a double gear plane in that a fixed gear on the output shaft meshes with a fixed gear on the first and on the second countershaft, the output stages being arranged in the axial direction either between the gear sets or in an end region of the countershaft . The arrangement of the output stages in a double gear plane has the advantage that an extremely compact output in the axial direction from the present to the output shaft is possible, since the gears of the two output stages are thus in an axial plane. When this double gear plane is arranged in an end region of the countershaft, the meshing gears are also placed very close to the respective bearing points of the countershaft, so that deflection of shafts of the countershaft can be reduced. Apart from this, however, a placement between the wheel sets is also conceivable, especially if bearing brackets of the countershaft are arranged in the respective area so that deflections that occur when the high torque is transmitted to the output shaft are kept low due to the output located close to a bearing can. In addition, the output shaft can then form an output of the motor vehicle transmission at both ends, so that several drive axles of a motor vehicle can be driven by a corresponding connection. Likewise, one or more output sides can also be configured on one or both back gears, the two back gears then having to be correspondingly coupled to one another.

The invention is not restricted to the specified combination of the features of the main claim or the dependent claims. In addition, there are possibilities to combine individual features with one another, also to the extent that they emerge from the claims, the following description of embodiments or directly from the drawings. The reference of the claims to the drawings through the use of reference signs is not intended to limit the scope of protection of the claims.

• 1 eine schematische Darstellung eines erfindungsgemäßen Kraftfahrzeuggetriebes gemäß einer ersten bevorzugten Ausführungsform der Erfindung;
• 2 eine schematische Darstellung einer zweiten bevorzugten Ausgestaltung eines erfindungsgemäßen Kraftfahrzeuggetriebes;
• 3 eine schematische Ansicht eines erfindungsgemäßen Kraftfahrzeuggetriebes gemäß einer dritten bevorzugten Ausführungsform der Erfindung;
• 4 eine schematische Darstellung einer vierten bevorzugten Ausgestaltung eines erfindungsgemäßen Kraftfahrzeuggetriebes;
• 5 eine schematische Ansicht einer fünften bevorzugten Ausführungsform eines erfindungsgemäßen Kraftfahrzeuggetriebes;
• 6 eine schematische Ansicht eines erfindungsgemäßen Kraftfahrzeuggetriebes gemäß einer sechsten bevorzugten Ausführungsform der Erfindung;
• 7 eine schematische Darstellung einer siebten bevorzugten Ausführungsform eines erfindungsgemäßen Kraftfahrzeuggetriebes;
• 8 ein beispielhaftes Schaltschema eines erfindungsgemäßen Kraftfahrzeuggetriebes gemäß den 1 bis 7;
• 9 eine schematische Ansicht eines erfindungsgemäßen Kraftfahrzeuggetriebes gemäß einer achten bevorzugten Ausführungsform der Erfindung; und
• 10 ein beispielhaftes Schaltschema eines erfindungsgemäßen Kraftfahrzeuggetriebes gemäß 9.

Further, advantageous embodiments of the invention emerge from the following description of preferred embodiments of the invention, which refers to the figures shown 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;
• 4th a schematic representation of a fourth preferred embodiment of a motor vehicle transmission according to the invention;
• 5 a schematic view of a fifth 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 sixth preferred embodiment of the invention;
• 7th a schematic representation of a seventh preferred embodiment of a motor vehicle transmission according to the invention;
• 8th an exemplary shift scheme of a motor vehicle transmission according to the invention according to the 1 to 7th ;
• 9 a schematic view of a motor vehicle transmission according to the invention according to an eighth preferred embodiment of the invention; and
• 10 an exemplary shift scheme of a motor vehicle transmission according to the invention according to 9 .

Out 1 shows a schematic view of a motor vehicle transmission according to the invention according to a first preferred embodiment of the invention. In the present case, the motor vehicle transmission comprises two sub-transmissions 1 and 2 , which each have an input shaft EW1 or. EW2 assigned. Here is the input shaft EW1 of the first partial transmission 1 designed as a transmission central shaft, to which the input shaft designed as a hollow transmission shaft EW2 of the second part of the transmission 2 runs coaxially. The two partial transmissions 1 and 2 can now alternately in a power flow from one drive side ON of the motor vehicle transmission, which is connected to a drive unit of the motor vehicle when the transmission is installed, to output sides AB1 and STARTING AT 2 be incorporated by either the input shaft EW1 of the first partial transmission 1 via an assigned load switching element K1 or the input shaft EW2 of the second part of the transmission 2 via an associated load switching element K2 with the drive side ON is coupled. The two load switching elements K1 and K2 are in a double clutch 3 summarized, which is preferably a wet-running double clutch. The two output sides AB1 and STARTING AT 2 are present by shaft ends of an output shaft AW formed, which is off-axis to the two input shaft EW1 and EW2 runs and is only indicated by dashed lines due to the course in another plane of the drawing. Over the two output sides AB1 and STARTING AT 2 a connection to a respective axle of the motor vehicle to be driven can then be established. Furthermore are parallel to the two input shafts EW1 and EW2 and also the output shaft AW two additional gears 4th and 5 provided, with a first countershaft 4th here from a solid wave VW1 and a hollow shaft running coaxially with this HW1 composed while a second back gear 5 through a solid wave VW2 is formed.

A rotary movement on the drive side ON can now on the one hand via one of the two partial transmissions 1 or 2 translated to the output shaft AW and thus on the output side AB1 and STARTING AT 2 be transmitted by the power flow starting from the input shaft EW1 or the input shaft EW2 via one of several wheelsets R2 to R8 or RR on one of the countershafts 4th or. 5 and proceeding from this via one of two output stages RA1 or. RA2 on the output shaft AW to be led. Each of the wheelsets defines R2 to R8 and RR in interaction with the respective output level RA1 or. RA2 each has an associated gear of the motor vehicle transmission, so that a second to eighth gear and a reverse gear of the transmission can be represented by corresponding shifting. The wheelsets R2 to R8 are formed by spur gear stages, which are each composed of a fixed gear placed on the part of one of the two gear shafts and an idler gear that is permanently in mesh with it and rotatably mounted on the other gear shaft. In the case of the wheelset RR , which when integrated into a power flow from the drive side ON to the output sides AB1 and STARTING AT 2 for reversing the direction of rotation compared to switching the other gear sets R2 to R8 ensures and thus defines a reverse gear of the motor vehicle transmission, is between a rotationally fixed on the input shaft EW2 provided gear Z1 and one rotatable on the solid shaft VW2 of the second additional gear 5 bearing gear Z2 of the wheelset RR also an intermediate gear Z3 provided, this gear Z3 rotatable on a parallel to the solid shaft VW2 and the input shaft EW2 extending intermediate shaft ZW is mounted and on the one hand with the gear Z1 and on the other hand with the gear Z2 is permanently in mesh. Thus, when guiding the power flow over the wheelset RR the said direction of rotation reversal are shown.

On the other hand, a first gear and a reverse gear can each be represented as a winding gear. In the case of the first gear, there is a power flow starting from the input shaft EW1 about the wheelset R3 on the hollow shaft HW1 and from there by means of the wheelset R5 on the input shaft EW2 translated transmitted, with a final translation on the output shaft AW starting from the input shaft EW2 about the wheelset R2 , as well as the output stage RA1 takes place. In the case of reverse gear, a final translation takes place starting from the input shaft EW2 about the wheelset RR and the output stage RA2 . As a result, the Motor vehicle transmission according to the invention, a total of eight forward gears and two reverse gears can be represented.

How further from 1 can be seen are the wheelsets R2 to R8 such on the two sub-transmissions 1 and 2 divided that with a successive shift of the representable gears according to a gear sequence always between the two partial transmissions 1 and 2 is switched back and forth and thus the switching can be carried out under load. Furthermore, the wheelsets are R2 to R8 and RR in a total of six wheel levels I. to VI arranged, of which in the wheel planes III to VI each one of the wheelsets R2 to R8 and RR is arranged individually, while the wheel planes I. and II are each designed as a double wheel plane, in which two of the wheel sets R2 to R8 and RR are placed.

The present is a first gear plane I. designed as a double wheel plane in which the wheel sets R4 and R6 are arranged. This double gear plane is formed in that one on the input shaft EW2 provided gear Z4 with one rotatable on the solid shaft VW1 of the first additional gear 4th bearing gear Z5 of the wheelset R6 and one rotatable on the solid shaft VW2 arranged gear Z6 of the wheelset R4 each combs. The two sets of wheels R4 and R6 share a common one on the input shaft EW2 sitting gear Z4 . When integrated into the power flow, the wheelset R4 a fourth gear of the motor vehicle is shown while shifting the gear set R6 a sixth gear results. For this purpose, regarding the wheelset R6 that on the full wave VW1 of the first additional gear 4th rotatably mounted gear Z5 via a switching element S1 non-rotatably with the solid shaft VW1 connected so that rotational movement of the input shaft EW2 about the wheelset R6 on the solid wave VW1 and from there via the output stage RA1 on the output shaft AW is transmitted. This can be done in a similar way on the full wave VW2 of the second additional gear 5 rotatably mounted gear Z6 of the wheelset R4 via a switching element S2 on the solid shaft VW2 be fixed so that a rotational movement of the input shaft EW2 corresponding to a translation of the wheelset R4 with a movement of the solid wave VW2 and then via the output stage RA2 also with a rotary movement of the output shaft AW is coupled.

How further from 1 can be seen, follows the first gear plane in the axial direction I. a second gear plane, also designed as a double gear plane II in which the wheelsets R2 and RR are arranged. Here are the wheelsets R2 and RR thereby placed axially at the same height that the one on the input shaft EW2 non-rotatably provided gear Z1 on the one hand with the gear wheel rotatably mounted on the intermediate shaft ZW Z3 of the wheelset RR and on the other hand with a rotatable on the solid shaft VW1 of the first additional gear 4th provided gear Z7 of the wheelset R2 combs. About the wheelset R2 When integrated in the power flow, a second gear of the motor vehicle transmission is shown on the one hand by the on the solid shaft VW1 provided gear Z7 by means of a switching element S3 is fixed. On the other hand is the wheelset R2 also together with the wheelsets R3 and R5 involved in the representation of the first course. With regard to the wheelset RR can do that on the full wave VW2 of the second additional gear 5 rotatably mounted gear Z2 via a switching element S4 on the solid shaft VW2 be fixed so that a rotational movement of the input shaft EW2 corresponding to a translation of the wheelset RR with a movement of the solid wave VW2 and then via the output stage RA2 also with a rotary movement of the output shaft AW is coupled. Here the wheelset defines RR on the one hand together with the wheelsets R3 and R5 , as well as the output stage RA1 a first reverse gear and, on the other hand, only in conjunction with the output stage RA1 a second reverse gear of the motor vehicle transmission.

Axially adjacent to the second wheel plane II is then a third gear plane III provided in which the wheelset R8 is arranged. The wheelset R8 becomes here from one, on the solid shaft VW1 non-rotatably placed gear Z8 and one that is in mesh with this and rotatable on the input shaft EW2 of the second part of the transmission 2 bearing gear Z9 educated. About the wheelset R8 an eighth gear of the motor vehicle transmission can now be displayed by placing the on the input shaft EW2 provided gear Z9 by means of a switching element S5 on the input shaft EW2 is fixed.

On the third wheel level III a fourth gear plane follows IV in which the wheelset R5 is arranged. This wheel set R5 consists of one, on the hollow shaft HW1 of the first additional gear 4th non-rotatably attached gear Z10 and one that meshes with and rotates on the input shaft EW1 bearing gear Z11 together. The gear wheel can be a special feature Z11 of the wheelset R5 on the one hand via a switching element S6 with the input shaft EW2 of the second part of the transmission 2 and on the other hand by means of a switching element S7 with the input shaft EW1 of the first partial transmission 1 get connected. In the second case mentioned, a fifth gear of the motor vehicle transmission can be represented by additionally using the hollow shaft HW1 with the solid wave VW1 by actuating a switching element S8 is coupled, so that the power flow starting from the input shaft EW1 of the first partial transmission 1 about the wheelset R5 on the first additional gear 4th and then via the output stage RA1 on the Output shaft AW to be led. Define the wheelset accordingly R5 and the output stage RA1 together the fifth gear of the transmission. In the other case is the wheelset R5 on the other hand involved in the representation of the first gear and the first reverse gear, whereby in both cases the power flow from the input shaft EW1 of the first partial transmission 1 using the adjacent wheelset R3 on the hollow shaft HW1 and then about the wheelset R5 by controlling the switching element S6 on the input shaft EW2 guided, and in the further course accordingly through the wheelset R2 or the wheelset RR continue on the output shaft AW to be led.

Axially adjacent to the wheelset R5 and in a fifth wheel plane V The wheelset is lying flat R3 arranged, which when shifting into the power flow on the one hand a third gear of the motor vehicle transmission in interaction with the subsequent output stage RA1 and on the other hand is involved in the representation of the first gear and the first reverse gear. One rotatable on the input shaft EW1 of the first partial transmission 1 mounted gear Z12 of the wheelset R3 can use a switching element S9 non-rotatably on the input shaft EW1 of the first partial transmission 1 be fixed, so that in the sequence in conjunction with a rotationally fixed on the solid shaft VW1 placed and with the gear Z12 meshing gear Z13 the input shaft EW1 with one through the wheelset R3 defined translation with the hollow shaft HW1 is coupled. With simultaneous actuation of the switching element S8 the third gear is shifted by rotating the hollow shaft HW1 on the solid wave VW1 and in the further course by means of the output stage RA1 on the output shaft AW is transmitted. In the other case, in interaction with the wheelset R5 and by actuating the switching element S6 the first gear and also the first reverse gear represented by the fact that the rotary movement transmitted to the hollow shaft by means of the wheelset R5 on the input shaft EW2 and then about the wheelset R2 or. RR and over the full wave VW1 or. VW2 on the output shaft AW is translated.

On the fifth wheel level V a sixth gear plane follows VI in which the wheelset R7 is placed. This wheel set R7 can be integrated into the power flow by turning a on the solid shaft VW1 of the first additional gear 4th mounted gear Z14 via an associated switching element S10 on the solid shaft VW1 is fixed with the gear Z14 with one on the input shaft EW1 non-rotatably provided gear Z15 is permanently in mesh. This defines the wheelset R7 in interaction with the output stage RA1 a seventh gear of the motor vehicle transmission, in which the power flow via the first countershaft 4th to be led.

With the wheel planes designed as double wheel planes I. and II are here with the wheelsets R4 and R6 , as R2 and RR Wheelsets placed in a wheel plane, whose associated gears are close together in terms of a respective gear ratio. As a result, the diameters of the associated wheels are also close to one another, so that the center distances between the front ones 4th and 5 and the input shaft EW2 can be chosen uniformly without excessive profile shifts in the wheelsets.

Here are the switching elements S1 to S10 each designed as synchronizers. In the case of the switching elements S1 to S7 , S9 and S10 becomes an associated gearwheel when actuated Z2 or. Z5 or. Z6 or. Z7 or. Z9 or. Z11 or. Z14 of the respective wheelset R2 to R8 and RR with prior reduction of speed differences with the respective shaft EW1 or. EW2 or. VW1 or. VW2 coupled. When the switching element is actuated S8 however, the hollow shaft HW1 and the full wave VW1 form-fittingly connected to one another once the speed is equal.

How also from 1 can be seen, are now the switching element S1 and the switching element S3 to a first switching device SE1 , the switching element S2 and the switching element S4 to a second switching device SE2 , the switching element S5 and the switching element S6 to a third switching device SE3 , the switching element S7 and the switching element S9 to a fourth switching device SE4 , as well as the switching element S8 and the switching element S10 to a fifth switching device SE5 each summarized. Here are the first switching device SE1 and the fifth switching device SE5 each on the solid shaft VW1 of the first additional gear 4th provided while the second switching device SE2 on the solid wave VW2 of the second additional gear 5 , the third switching device SE3 on the input shaft EW2 of the second part of the transmission 2 and the fourth switching device SE4 on the input shaft EW1 of the first partial transmission 1 are placed. The switching devices are shown here SE1 to SE5 each designed as a double synchronizer, in which the associated switching elements S1 and S3 or. S2 and S4 or. S5 and S6 or. S7 and S9 or. S8 and S10 each have a common shift sleeve, which from a respective neutral position via a respective associated actuator either into an actuation position of the respective one shift element S1 or. S2 or. S5 or. S7 or. S8 or in an actuating position of the other switching element S3 or. S4 or. S6 or. S9 or. S10 can be moved.

The output stage RA1 and the output stage RA2 are also placed in a double gear plane by adding a gear Z16 on the Output shaft AW with one gear each Z17 or. Z18 on the full waves VW1 and VW2 each is in tooth engagement. This double gear plane is between the second gear plane II and the third wheel plane III arranged, in particular bearing glasses of the solid shafts in this area VW1 and VW2 are provided so that the output stages RA1 and RA2 close to the bearings of the two solid shafts VW1 and VW2 are placed. This close placement prevents deflections when the high torques are transmitted to the output shaft AW be kept low.

Another special feature is an electric machine EM provided, whose - presently not shown - rotor via a with the gear Z11 gear wheel in mesh Z19 on the wheelset R5 is connected. As a result, the gear wheel rotates Z11 of the wheelset R5 with a rotary movement of the rotor of the electric machine EM coupled, the electric machine EM Either act as a generator and feed electrical energy into an electrical storage device - not further illustrated here - or can be operated as an electrical motor which drives the gearwheel when a current is applied Z11 acts. The electric machine EM so can either via the wheelset R5 be driven or the wheelset R5 drive and then either support a rotary movement or initiate a corresponding drive movement.

The connection of the electric machine EM on the wheelset R5 has the advantage that the electric machine EM thus via the switching elements S6 and S7 on the one hand from the double clutch 3 and via the switching element S8 on the other hand from the output sides AB1 and STARTING AT 2 can be disconnected. In the latter case, the electric machine is operated EM about the wheelset R5 without transferring a rotary movement to the output side AB1 and STARTING AT 2 allows so the electric machine EM can also be operated to charge an electrical storage unit when the vehicle is stationary. In the other case, the electric machine can EM a purely electric driving can be represented by this via the switching element S6 and S7 from the double clutch 3 and thus also from the drive side ON is decoupled, and due to this decoupling, drag losses of the double clutch 3 can be prevented. Alternatively, an electric machine EM but also accordingly on the wheelset R3 be connected, as appropriate decoupling options are also given here. Furthermore, in addition to the connection via the gear Z19 also a coaxial arrangement to one of the gears of the wheel sets R3 and R5 or to the hollow shaft HW1 conceivable.

Out 2 shows a second preferred embodiment of a motor vehicle transmission according to the invention. In contrast to the variant according to 1 are the two sub-transmissions 1 and 2 interchanged with regard to their arrangement in the axial direction, so that the input shaft EW1 of the first sub-transmission is designed as a hollow transmission shaft, while the input shaft EW2 of the second part of the transmission 2 is designed as a coaxial transmission central shaft. Likewise have the load switching elements K1 and K2 their arrangement within the double clutch 3 changed. Also an arrangement of the wheelsets R2 to R8 and RR in the wheel flats I. to VI is subsequently changed by the wheelset R7 in the first wheel plane I. , the wheelset R3 in the second wheel plane II , the wheelset R5 in the third wheel plane III , the wheelset R8 in the fourth wheel plane IV who have favourited wheelsets R2 and RR in the fifth wheel plane V , as well as the wheelsets R4 and R6 in the sixth wheel plane VI are arranged. The switching devices also have this in common SE1 to SE5 changed their positions. In addition, the output levels are RA1 and RA2 in this case between the fourth wheel plane IV and the fifth wheel plane V arranged lying down. Otherwise, the design 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 emerges. Different from the variant according to 1 here is that the wheelsets R4 and R6 with the wheelsets R2 and RR have swapped positions in the axial direction. So are the wheelsets R2 and RR now together in the first wheel level I. placed while the wheelsets R4 and R6 in the second wheel plane II are arranged. Because of this change of position between the wheelsets R4 and R6 and the wheelsets R2 and RR also have the associated switching elements S1 and S3 in the first switching device SE1 , as well as the associated switching elements S2 and S4 in the second switching device SE2 their arrangement changed in the axial direction. Another difference in this case is the electric machine with its gear Z19 on the wheelset R3 tied up. Finally, the output sides AB1 and STARTING AT 2 each through one shaft end of the solid shafts VW1 and VW2 formed, the two solid waves VW1 and VW2 here via the output levels RA1 and RA2 are coupled to each other. That’s the gears Z17 and Z18 connecting gear Z16 placed in a different plane of the drawing and therefore only indicated by dashed lines. Otherwise, the design corresponds to 3 according to the variant 1 .

Furthermore, in 4th an embodiment of a motor vehicle transmission according to a fourth embodiment of the invention. Different from the variant after 1 is there that the wheelset R4 and the wheelset R6 within the first wheel plane I. have changed positions. The result is the gear Z5 of the wheelset R6 now rotatable on the solid shaft VW2 stored while the gear Z6 of the wheelset R4 on the solid wave VW1 is rotatably placed. Together with the wheelsets R4 and R6 also have the associated switching elements S1 and S2 the positions swapped, this being a different summary of the switching elements S1 to S4 has the consequence. Here are the switching element S2 and the switching element S3 to a first switching device SE1 ' , as well as the switching element S1 and the switching element S4 to a second switching device SE2 ' grouped. Finally, the output sides AB1 and STARTING AT 2 again through one shaft end of each solid shaft VW1 and VW2 designed. Otherwise, the design corresponds to 4th according to the variant 1 .

Out 5 a fifth preferred embodiment of a motor vehicle transmission according to the invention can also be seen. This differs from the variant after 1 in that the wheelsets R2 and RR within the second wheel plane II have swapped positions. So is the gear Z7 of the wheelset R2 now on the full wave VW2 and the gear Z2 of the wheelset RR on the solid wave VW1 each rotatably mounted, with the two associated switching elements as a result S3 and S4 have changed positions. Due to this change of position, the switching elements S1 to S4 otherwise summarized by the switching element S1 and the switching element S4 in a first switching device SE1 " , as well as the switching element S2 and the switching element S3 in a second switching device SE2 " are each grouped. Another difference is the output side AB1 and STARTING AT 2 again by shaft ends of the solid shafts VW1 and VW2 formed, which on the output stages RA1 and RA2 are coupled to each other. Otherwise, the design corresponds to 5 according to the variant 1 .

In 6 shows a further, sixth embodiment of a motor vehicle transmission according to the invention, which differs from the embodiment according to 1 differs in that the wheelset R8 now together with the wheelset R4 in the first wheel plane I. is arranged while the wheelset R6 the previous position of the wheelset R8 in the third wheel plane III has taken. Here is the gear Z8 rotatable on the solid shaft VW1 and stands with the one on the input shaft EW2 provided gear Z4 in mesh, the eighth gear is shifted by the fact that the gear Z8 via the switching element that has also migrated S5 on the solid shaft VW1 is fixed. The gear, on the other hand, is Z5 of the wheelset R6 non-rotatably on the solid shaft VW1 placed and meshes with one, rotatable on the input shaft EW2 bearing gear Z20 , which is used to shift the sixth gear via the gear set R6 assigned switching element S1 on the input shaft EW2 can be fixed. As a result of this rearrangement is the switching element S5 with the switching element S3 combined in a first switching device SE1 '", while the switching element S1 and the switching element S6 are grouped in a third switching device SE3 '. Otherwise, the design corresponds to 6 according to the variant 1 .

Further goes out 7th a seventh embodiment of a motor vehicle transmission according to the invention emerges. In contrast to the embodiment according to 1 is the wheelset R8 in this case together with the wheelset R6 in the first wheel plane I. provided during the wheelset R4 to the previous position of the wheelset R8 in the third wheel plane III has hiked. Here is the gear Z8 of the wheelset R8 rotatable on the solid shaft VW2 of the second additional gear 5 stored and meshes just like the gear Z5 of the wheelset R6 with the common, on the input shaft EW2 provided gear Z4 . The eighth gear of the transmission is then shifted by the gearwheel Z8 about the the wheelset R8 assigned switching element S5 on the solid shaft VW2 is set and as a result a translation of a rotary movement from the input shaft EW2 on the solid wave VW2 , and in the further course of the subsequent output stage RA2 on the output shaft AW takes place. The gear Z6 of the wheelset R4 however, is non-rotatable on the solid shaft VW1 arranged and stands with a rotatable on the input shaft EW2 bearing gear Z21 in tooth engagement, which is via the switching element S2 of the wheelset R4 for shifting the fourth gear with the input shaft EW2 is rotatably coupled. As a result of the restructuring is the switching element S5 now with the switching element S4 in a second switching device SE2 '", as well as the switching element S2 with the switching element S6 in a third switching device SE3 " each summarized. Otherwise the design corresponds to 7th but according to the variant 1 .

In 8th an exemplary shift diagram is now shown, which differs through each of the transmission variants according to FIG 1 to 7th can be realized. A total of eight power-shiftable forward gears and two reverse gears can be displayed. The power shiftability between the forward gears and also the reverse gears is achieved in that when driving in one gear and when guiding the power flow via one of the two sub-transmissions 1 or 2 in the other partial transmission 2 or 1 the shift elements involved in the representation of a subsequent gear S1 to S10 can be preselected and for the final switchover only the load switching element K1 or. K2 of a partial transmission 1 or. 2 opened and immediately afterwards the load switching element K2 or. K1 of the other part of the transmission 2 or. 1 is closed. As a result, driving with almost no interruption in tractive effort is possible.

In the present case, first gear is represented by the powershift element K1 closed and thus the input shaft EW1 with the drive side ON connected, as well as the switching elements S3 , S6 and S9 be operated. To change to second gear, you only need to switch between the powershift elements K1 and K2 be made by the load switching element K1 opened and the load switching element K2 is closed, the switching elements after the change S6 and S9 are to be switched off. In the third gear that follows, you can switch between the powershift elements again K1 and K2 be passed over, with the switching elements in advance S8 and S9 are to be actuated and, after the change, the switching elements S3 is to be switched off. The fourth gear is obtained by activating the switching element S2 , as well as another change between the load switching elements K1 and K2 , the switching elements S8 and S9 must be transferred to a non-actuated state after the change has taken place. In fifth gear, the shift elements S7 and S8 the input shaft EW1 over the first transmission 4th with the exit pages AB1 and STARTING AT 2 coupled, with the final shifting of the gear here power shift element K2 to open and load switching element K1 is to close. In addition, the shift element is after the gear change has been completed S2 switch off. The sixth forward gear is obtained by pressing the switching element S1 and changing again between the load switching elements K1 and K2 , as well as transferring the switching elements S7 and S8 in an inoperative state, while in the case of the seventh forward gear shift element S10 to control and the switching element S1 is to be switched off. The final shift is the load shift element K2 to open and the load switching element K1 close. Finally, starting from the seventh forward gear, the eighth forward gear is shifted by first using the shift element S5 actuated and after switching between the load switching elements K1 and K2 the switching element S10 is switched off.

The first reverse gear is obtained by actuating the switching elements S4 , S6 and S9 , as well as by connecting the input shaft EW1 with the drive side ON by closing the load switching element K1 . On the basis of this, the second reverse gear can be shifted under load by simply changing between the powershift elements K1 and K2 is made, with the switching elements in the sequence S6 and S9 can be transferred to an inoperative state.

After all, in 9 an embodiment of a motor vehicle transmission according to an eighth embodiment of the invention. Different from the variant after 1 is there that the wheelsets R3 , R5 and R7 have swapped positions with each other. So is the wheelset R7 now in the fourth wheel plane IV , the wheelset R5 in the fifth wheel plane V , as well as the wheelset R3 in the sixth wheel plane VI placed. With regard to the wheelset R7 is the gear Z14 non-rotatably on the hollow shaft HW1 arranged while the gear Z15 rotatable on the input shaft EW1 is mounted and on the one hand with the input shaft EW2 via the switching element S6 and on the other hand with the input shaft EW1 by means of the switching element S10 can be coupled. However, in the case of the wheelset R5 the gear Z11 which rotates on the input shaft EW1 is mounted and with the non-rotatable on the hollow shaft HW1 placed gear Z10 combs, only on the input shaft EW1 by actuating the switching element S7 be fixed. In terms of the wheelset R3 is the gear Z12 non-rotatably on the input shaft EW1 and that with the gear Z12 gear wheel in mesh Z13 rotatable on the solid shaft VW1 provided, the gear Z13 then by controlling the associated switching element S9 on the solid shaft VW1 is determinable. As a result of the aforementioned changes in position, the switching elements are also S7 to S10 otherwise summarized by the switching element S7 with the switching element S10 in a fourth switching device SE4 ' , as well as the switching element S8 with the switching element S9 in a fifth switching device SE5 ' is grouped. Finally, the electric machine is with the gear Z19 on the wheelset R7 tied up. Otherwise the design corresponds to 9 but according to the variant 1 .

Out 10 there is now an exemplary shift pattern, which is based on the transmission variant according to 9 can be realized. This switching scheme largely corresponds to the switching scheme 8th , with the difference that due to the change in position of the wheelsets R3 , R5 and R7 in a first gear next to the shift elements S3 and S6 the switching element S7 , with a third gear only shift element S9 , as well as in addition to the shift element for a seventh gear S10 the switching element S8 is to be operated. Furthermore, a first reverse gear is next to the switching elements S4 and S6 the switching element S7 head for. Otherwise, the exemplary circuit diagram then corresponds to that in 8th shown scheme, so that what is described is also applicable in this respect.

By means of the individual configurations of a motor vehicle transmission according to the invention, it is thus possible to be axially very compact and with a high number of powershift gears with a few wheelsets.

List of reference symbols

1

first partial transmission

2

second partial transmission

3

Double coupling

4th

first transmission

5

second transmission

I.

first wheel plane

II

second wheel plane

III

third wheel plane

IV

fourth wheel plane

V

fifth wheel plane

VI

sixth wheel plane

AT

Drive side

AB1

Output side

STARTING AT 2

Output side

EW1

Input shaft

EW2

Input shaft

VW1

Solid shaft

VW2

Solid shaft

HW1

Hollow shaft

AW

Output shaft

Z1

gear

Z2

gear

Z3

gear

Z4

gear

Z5

gear

Z6

gear

Z7

gear

Z8

gear

Z9

gear

Z10

gear

Z11

gear

Z12

gear

Z13

gear

Z14

gear

Z15

gear

Z16

gear

Z17

gear

Z18

gear

Z19

gear

Z20

gear

Z21

gear

S1

Switching element

S2

Switching element

S3

Switching element

S4

Switching element

S5

Switching element

S6

Switching element

S7

Switching element

S8

Switching element

S9

Switching element

S10

Switching element

SE1

Switching device

SE2

Switching device

SE3

Switching device

SE4

Switching device

SE5

Switching device

SE1 '

Switching device

SE2 '

Switching device

SE4 '

Switching device

SE5 '

Switching device

SE1 "

Switching device

SE2 "

Switching device

SE3 "

Switching device

SE1 '"

Switching device

SE2 '"

Switching device

R2

Second gear wheel set

R3

Third gear set

R4

Fourth gear wheel set

R5

Fifth gear set

R6

Sixth gear wheelset

R7

Seventh gear set

R8

Eight gear set

RR

Reverse gear set

RA1

Output stage

RA2

Output stage

K1

Load switching element

K2

Load switching element

EM

Electric machine

Claims (10)

Motor vehicle transmission, comprising two sub-transmissions (1, 2), which have input shafts (EW1, EW2) arranged coaxially to one another and in each case alternately by connecting the respectively assigned input shaft (EW1, EW2) to a drive side (AN) in a power flow to at least one output side (AB1, AB2) can be integrated, two countershafts (4, 5) being provided parallel to the input shafts (EW1, EW2) and a rotary movement of the drive side (AN) to the at least one output side (AB1, AB2) with one of several discrete and gears alternately split between the two sub-transmissions (1, 2) can be translated according to a gear sequence, each of which is achieved by actuating at least one associated shift element (S1 to S10) and guiding the power flow through at least one of the countershafts (4, 5). and can be shown power-shiftable via at least one gear set (R2 to R8, RR) with a change between the partial transmissions (1, 2), characterized in that that a hollow shaft (HW1) of a first countershaft (4) via a first gear set (R5; R7) can be coupled on the one hand to the input shaft (EW1) of a first sub-transmission (1) and on the other hand to the input shaft (EW2) of a second sub-transmission (2), the hollow shaft (HW1) of the first countershaft (4) also having a The coaxial solid shaft (VW1) of the first countershaft (4) can be connected in a rotationally fixed manner and can be coupled to the input shaft (EW1) of the first sub-transmission (1) via a second gear set (R3; R5), so that the solid shaft (VW1) of the first countershaft (4 ) via a third gear set (R7; R3) with the input shaft (EW1) of the first partial transmission (4) and via a fourth gear set (R6; R2; R4; R8), a fifth gear set (R2; R6; RR) and a sixth Wheelset (R8; R6; R4) can each be brought into connection with the input shaft (EW2) of the second sub-transmission (2), and that the input shaft (EW2) of the second sub-transmission (2) also has a seventh wheel set (R4; RR ; R6; R8) and on the other hand via an eighth gear set (RR; R4; R2) each with one r solid shaft (VW2) of a second countershaft (5) can be coupled. Motor vehicle transmission according to Claim 1 , characterized in that the fourth gear set (R6; R2; R4; R8) and the seventh gear set (R4; RR; R6; R8) are placed in a double gear plane (I; VI) by a non-rotatable on the input shaft (EW2) the second sub-transmission (2) provided gear (Z4) with a rotatably on the solid shaft (VW1) of the first countershaft (4) mounted gear (Z5; Z7; Z6; Z8) of the fourth gear set (R6; R2, R4; R8) and a gearwheel (Z6; Z2; Z5; Z8) of the seventh gear set (R4; RR; R6; R8) which is rotatably arranged on the solid shaft (VW2) of the second countershaft (5) is connected. Motor vehicle transmission according to Claim 1 , characterized in that the fifth gear set (R2; R6; RR) and the eighth gear set (RR; R4; R2) are arranged together in a double gear plane (II; V) by a rotationally fixed on the input shaft (EW2) of the second sub-transmission (2) placed gear (Z1) on the one hand with a rotatable on the solid shaft (VW1) of the first countershaft (4) mounted gear (Z7; Z5; Z2) of the fifth gear set (R2; R6; RR) and on the other hand with a rotatable on the solid shaft (VW2) of the second countershaft (5) provided gear (Z2; Z6; Z7) of the eighth gear set (RR; R4; R2) is in each case connected. Motor vehicle transmission according to Claim 1 , characterized in that a shift element (S7; S10), via which the hollow shaft (HW1) of the first countershaft (4) can be coupled to the input shaft (EW1) of the first sub-transmission (1) via the first gear set (R5; R7) when actuated is, in a switching device (SE4; SE4 ') is summarized with a switching element (S9; S7) which, when activated, the hollow shaft (HW1) of the first countershaft (4) with the input shaft (EW1) of the first sub-transmission (1) by means of the second gear set (R3; R5) in connection, the switching device (SE4; SE4 ') is arranged on the input shaft (EW1) of the first partial transmission (1). Motor vehicle transmission according to Claim 1 , characterized in that a switching element (S6) which, when activated, couples the hollow shaft (HW1) of the first countershaft (4) to the input shaft (EW2) of the second sub-transmission (2) via the first gear set (R5; R7), in one Switching device (SE3; SE3 '; SE3 ") is grouped with a switching element (S5; S1; S2) via which the Solid shaft (VW1) of the first countershaft (4) can be connected to the input shaft (EW2) of the second partial transmission (2) by means of the sixth gear set (R8; R6; R4), the switching device (SE3; SE3 '; SE3 ") on the Input shaft (EW2) of the second partial transmission (2) is placed. Motor vehicle transmission according to Claim 1 , characterized in that a switching element (S8), via which the hollow shaft (HW1) of the first back gear (4) can be connected to the coaxial solid shaft (VW1) of the first back gear (4) when actuated, in a switching device (SE5; SE5 ' ) is combined with a shift element (S10; S9) which, when activated, couples the solid shaft (VW1) of the first countershaft (4) to the input shaft (EW1) of the first sub-transmission (1) via the third gear set (R7; R3), whereby the switching device (SE5; SE5 ') is arranged on the solid shaft (VW1) of the first back gear (4). Motor vehicle transmission according to Claim 1 , characterized in that a shift element (S1; S3; S2; S5) which, when activated, connects the solid shaft (VW1) of the first countershaft (4) to the input shaft (EW2) of the second sub-transmission (2) via the fourth gear set (R6; R2; R4; R8) couples, in a switching device (SE1; SE1 '; SE1 ";SE1"') with a switching element (S3; S1; S4), via which the solid shaft (VW1) of the first back gear (4) can be brought into connection with the input shaft (EW2) of the second sub-transmission (2) by means of the fifth gear set (R2; R6; RR), the switching device (SE1; SE1 '; SE1 ";SE1'") on the solid shaft (VW1) of the first back gear (4) is placed. Motor vehicle transmission according to Claim 1 , characterized in that a switching element (S2; S4; S1; S5), via which, when actuated, the solid shaft (VW2) of the second countershaft (5) with the input shaft (EW2) of the second sub-transmission (2) via the seventh gear set (R4 ; RR; R6; R8) is connected in a switching device (SE2; SE2 '; SE2 ";SE2"') is combined with a switching element (S4; S2; S3) which, when activated, the solid shaft (VW2) of the second back gear (5) couples to the input shaft (EW2) of the second partial transmission (2) via the eighth gear set (RR; R4; R2), the switching device (SE2; SE2 '; SE2 ";SE2"') on the solid shaft (VW2) of the second back gear (5) is arranged. Motor vehicle transmission according to Claim 1 , characterized in that the input shaft (EW1) of the first sub-transmission (1) is designed as a transmission central shaft or as a transmission hollow shaft, the input shaft (EW2) of the second sub-transmission (2) being provided as a transmission hollow shaft running coaxially thereto or as a transmission central shaft. Motor vehicle transmission according to Claim 1 , characterized in that the at least one output side (AB1, AB2) of both sub-transmissions (1, 2) is formed by one shaft end each of an output shaft (AW) which is axially offset to the input shafts (EW1, EW2) and with which the countershaft (4, 5) are each connected via an output stage (RA1, RA2), the output stages (RA1, RA2) being arranged in a double gear plane by connecting a non-rotatable gear (Z16) on the output shaft (AW) with a non-rotatable gear on the solid shaft (VW1) of the first back gear (4) arranged gear (Z17) and a non-rotatable on the solid shaft (VW2) of the second back gear (5) placed gear (Z18) meshes, the output stages (RA1, RA2) either in the axial direction are arranged between the wheel sets (R2 to R8, RR) or in an end region of the countershafts (4, 5).

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