DE102012220670A1 - Transmission i.e. dual-clutch transmission for e.g. lorry, has gear planes arranged such that countershaft is completely decoupled from countershaft axis, where gear planes are arranged in one of two partial transmissions - Google Patents

Abstract

The transmission (1) has two partial transmissions (2, 3), where each partial transmission includes an input shaft (EW1) and an output shaft (AW). A reduction gear (6) is arranged with a countershaft, where one of the input shafts is connected to the countershaft by a gear. A switching element (SE1) is connected to one of the output shafts, where the switching element is placed on the countershaft axis. Gear planes (I-VII) are arranged such that the countershaft is completely decoupled from a countershaft axis, where the gear planes are arranged in one of the two partial transmissions.

Description

The invention relates to a transmission, in particular dual-clutch transmission, for a motor vehicle, comprising at least two partial transmissions, wherein each of the partial transmission comprises at least one input shaft, and wherein an output shaft is arranged as the output shaft of both partial transmission, wherein the at least one input shaft on an input shaft axis and the output shaft the at least one countershaft is arranged on the countershaft axis, and wherein at least one of the input shafts is arranged by means of at least one gear plane or at least one switching element with the output shaft is connectable.

Such transmissions for a motor vehicle are designed, inter alia, as so-called dual-clutch transmissions in which the input shafts of the two partial transmissions can each be connected via an associated power-shift element to a drive, for example an internal combustion engine or an electric motor, the two power-shifting elements being combined in the form of a double clutch , The representable about such a gear ratios are then alternately divided between the two partial transmissions, so that, for example, a partial transmission, the odd gears and the corresponding other partial transmission represents the even gears. It is also known to represent the individual gear stages by one or more wheel stages or planes, each having different gear ratios. By means of corresponding switching elements, these can be incorporated into the force or torque flux between the drive and output, so that a corresponding desired ratio between the drive and output of the transmission is shown in each case.

By alternately splitting the gears on the two partial transmissions, it is possible to already select a subsequent gear when driving in a gear assigned to a partial transmission in the other sub-transmission by appropriate actuation of the switching devices, with a final change in the subsequent gear by opening the Power shift element of a partial transmission and a subsequent subsequent closing of the load switching element of the other sub-transmission is made possible. In this way, the gears or gear ratios of the transmission can be switched under load, which improves an acceleration capacity of the motor vehicle due to a substantially traction-free gear change and allows more comfortable switching operations for a driver.

Such dual-clutch transmissions can in this case also be designed with a countershaft additionally arranged for input and output, so that a compact construction is made possible in the axial direction.

From the DE 10 2006 054 281 A1 Such a transmission for a motor vehicle in the form of a dual-clutch transmission has become known. The dual-clutch transmission comprises two partial transmissions, each with an input shaft. By connecting the respective input shaft via a respective load switching element, the two partial transmissions can each be alternately incorporated into a force or torque flow from a drive to an output, wherein the input shaft of the first subtransmission is designed as Getriebzentral- and the input shaft of the second subtransmission as a hollow shaft transmission. Furthermore, an output shaft is arranged, which is designed as an output of both partial transmissions, wherein a rotational movement of the drive can be translated over several translation stages to the output, in which the force and torque flow is guided via a countershaft. In this case, at least two wheel planes are switched by means of actuation of associated switching elements in the force and torque flux, wherein a plurality of gear ratios can be represented by combining the actuation of the switching elements and the force and torque flow over corresponding wheel plane. Likewise, an untranslated transmission of the rotational movement of the drive to an output shaft of the output by operating corresponding switching elements is possible.

From the DE 10 2007 049 267 A1 Another transmission for a motor vehicle in the form of a dual-clutch transmission has become known. The dual-clutch transmission comprises two input shafts and two parallel to the two input shafts countershafts, wherein the input shafts via gear planes and switching elements with the countershafts can be coupled. Furthermore, a switching element is arranged on one of the two countershaft axes, which can couple together two countershafts, each having a gear of different wheel planes. These gears are arranged in wheel planes, which mesh with gears on different input shafts. By means of this switching element, thus, the two input shafts can be indirectly connected to each other or coupled.

An object of the present invention is therefore to provide a transmission for a motor vehicle, which has a good hybridisability. Moreover, it is an object of the present invention to provide a transmission for a motor vehicle, which is simple and inexpensive to produce and at the same time Reliable transmission of torque between the drive and abrasion allows. Another object of the present invention is to provide an alternative transmission for a motor vehicle.

The present invention solves the problems in a transmission, in particular dual-clutch transmission, for a motor vehicle comprising at least two partial transmissions, wherein each of the partial transmission comprises at least one input shaft, and wherein an output shaft is arranged as the output shaft of both partial transmissions, wherein the at least one input shaft on an input shaft axis and the output shaft is arranged on the input shaft axis or on a countershaft axis or output shaft axis parallel to the input shaft axis, and wherein a countershaft is arranged with at least one countershaft, wherein the at least one countershaft is arranged on the countershaft axis, and wherein at least one of the input shafts by means of at least one Wheel plane and / or at least one switching element with the output shaft is connectable by N switching means and at least two wheel planes are arranged, wherein N is an integer greater than or equal 2 and that at least one of the N switching devices is arranged on the countershaft axis and that at least two wheel planes are arranged, which are completely decoupled from the at least one countershaft by means of a single switching device on the countershaft axis, wherein the at least two wheel planes in one of the at least two partial transmissions are arranged.

The invention solves the tasks also in a motor vehicle, in particular a passenger or truck with a transmission according to one of claims 1 to 23.

One of the advantages achieved thereby is that in this way a reduction of the mechanical spread by winding the first forward gear of the transmission is made possible. Another advantage is that the transmission has a good hybridisability.

 The term "wheel stage" or "wheel plane" are preferably to be understood in the description, in particular in the claims, essentially two mutually cooperating transmission elements for transmitting torques from the one transmission element to the other transmission element, preferably a sub- or translation for provide in particular with the transmission elements cooperating waves in the transmission.

The term "switching element" is preferably in the description, in particular in the claims, a device having at least one open and a closed state, wherein in the open state, the device no torque and wherein in the closed state, the device torque between two can transmit with this device or the switching element cooperating devices.

The term "switching device" is preferably to be understood in the description, in particular in the claims, at least one switching element and at least one switching element actuation device for actuating the at least one switching element.

The term "transmission element" is preferably in the description, in particular in the claims to understand a device with which force and / or torques are transferable. Transmission elements can preferably be designed as wheels, preferably as gears, in particular spur gears, bevel gears, worm wheels or the like.

The term "adjacent" with respect to switching elements and / or switching devices are preferably understood in the description, in particular in the claims switching devices and / or switching elements, which are arranged along the input shaft axis or the countershaft axis of the transmission directly adjacent to each other along the respective axis and wherein each one of the switching elements of the switching means is connected by means of a shaft directly to the respective other switching element of the adjacent switching device.

The term "solid shaft" is preferably to be understood in the description, in particular in the claims a substantially full-material shaft, preferably for lubrication and / or cooling and / or signal transmission (electric, hydraulic, etc.), however, openings ( Longitudinal, transverse bores, etc.) may have and / or a shaft which is not arranged coaxially on another shaft.

Further advantageous embodiments, features and advantages of the invention are described in the subclaims.

Conveniently, the majority of the N switching devices are arranged on the input shaft axis of the transmission. This allows a more comfortable and more flexible power sharing by means of the additional gear. In addition, larger torques can be transmitted from the drive to the output side in this way. Another advantage is that in this way at least two Switching devices with respect to their axial distance on the input shaft axis and countershaft axis closer legander can be arranged by respective positioning on the different axes, so that the transmission can be made more compact.

 Advantageously, at least two of the input shafts are coaxial with each other and / or at least one of the input shafts and at least one hollow shaft coaxial with each other and / or at least two of the countershafts coaxial with each other. This reduces the space for the at least two input shafts, the at least one input shaft and the at least one hollow shaft and / or the at least two countershafts and thus also of the corresponding transmission as a whole, so that the transmission can also be used in cramped conditions in a motor vehicle. Likewise, several countershafts can thereby be provided, which allows a representation of a plurality of gears or gear ratios by means of the transmission.

Conveniently, the number N is equal to five. Thus, if N = 5 switching devices are arranged, at least a plurality of forward gear ratios and reverse gear stages can be represented by the transmission, wherein at the same time the transmission can be made compact, so that it can be used in a variety of vehicles.

Advantageously, at least one of the input shafts and / or at least one of the countershafts is formed as a hollow shaft and the respective other shaft as a solid shaft. For a particularly space-saving arrangement of the two input shafts and / or the two countershafts is possible because the input shaft or countershaft formed as a hollow shaft coaxial and can be arranged parallel to the solid shaft formed as input shaft or countershaft. In the training as a solid shaft or as a hollow shaft, respective transmission elements, if they are to be firmly connected to the solid shaft or hollow shaft, ie in the sense of a fixed wheel, with the respective shaft in one piece and thus be produced inexpensively. A time-consuming and therefore costly determination of respective transmission elements on the corresponding shaft can thus be omitted.

 Conveniently, the number of wheel planes, which are assigned to the first partial transmission, the number of wheel planes, which are assigned to the second partial transmission. One of the advantages achieved thereby is that thus the production of the respective partial transmission is simplified and at the same time a torque transmission by means of the two partial transmission can be done reliably. Another advantage is that it can also be used to provide a large number of gears or gear stages by means of the respective partial transmissions.

 Advantageously, at least one wheel plane is designed as a reverse gear. By means of the at least one reverse gear stage, the direction of rotation of the output shaft with respect to one of the input shafts can be reversed, so that at least one reverse gear can be provided for a vehicle, which substantially increases the flexibility with regard to the use of the transmission in different vehicles.

 Conveniently, the reverse gear stage is actuated by means of at least one of the N switching devices, wherein the at least one switching device is the first switching device, which is arranged upstream of the output side in the transmission. In this way, a direct and extremely reliable transmission of power and torque from the input shaft axis or the countershaft axis of the transmission to the output shaft by means of the reverse gear stage is possible.

 Advantageously, the at least one switching device for actuating the reverse gear is arranged on the countershaft axis. For example, if the reverse gear is arranged as a first gear plane downstream of the drive side and the switching device for actuating the reverse gear on the countershaft axis, so space in the drive side of the transmission, more precisely in the corresponding portion of the input shafts, provided so that clutches or power shift elements easier and can be connected faster to the input shafts. In addition, this is easier to access in case of maintenance.

Expediently, an electric machine is arranged on at least one transmission element of a gear plane and / or on at least one countershaft and / or on at least one of the input shafts for hybridizing the transmission, in particular by means of an additional switching device and / or a transmission element connected thereto.

One of the advantages achieved is that the transmission can also be used in hybrid vehicles where both an electric machine and an internal combustion engine are to interact with the transmission to transmit forces to drive the hybrid vehicle. The connection of the at least one electric machine can be made to at least one of the input shafts or to the output shaft or at least one of the countershafts. The electric machine can also be connected to a transmission element of one of Wheel planes in the sense of a loose wheel, be connected, so the corresponding transmission element can be coupled by means of a switching element to the respective shaft.

It is also possible to connect the electric machine to a transmission element in the sense of a fixed wheel, ie to a transmission element which is fixedly connected to one of the shafts of the transmission. It is particularly advantageous to make the connection of the electric machine to the transmission by means of at least one switching element, in particular to a transmission element of a wheel plane. The advantage achieved with this first connection possibility is that so that a so-called stand-charge capability and an electric driving without drag losses in the transmission is possible. For this purpose, the disclosure content of DE 10 2010 030 569 A1 explicitly referred to by reference: In this case, a first input shaft with a load switching element can be coupled. A second input shaft, which is arranged in particular coaxially to the first input shaft, is directly connected to a rotor of the electric machine for driving it. As a result, two parallel power transmission branches can be coupled to one another on the input side.

A second connection or Ankoppelmöglichkeit the electric machine to the transmission is possible by arranging a planetary gear in the transmission: To a first input shaft can be coupled via a corresponding switching element, in particular in the form of a clutch, an internal combustion engine. The electric machine engages on the one hand on a second input shaft and on the other hand to the first input shaft of the transmission via a planetary gear. When actuated, so closed disconnect clutch of the engine is also coupled via the planetary gear to the second input shaft. The planetary gear, comprising a planetary gear, a ring gear, planetary gears and a planet carrier, is designed in this way and cooperates with the internal combustion engine and the electric machine so that the planet carrier acts on the second input shaft. The electric machine is coupled to the sun gear of the planetary gear. In addition, a further switching element may be arranged in the form of a bridging switching element, which cooperates with the planetary gear, so that when actuated lock-up switching element a rotationally fixed connection between the electric machine, the first input shaft and the second input shaft, whereas not actuated, ie open, bridging switching element, the aforementioned non-rotatable connection between the electric machine and the first and second input shaft does not exist, in particular so there is no speed equality between the two input shafts.

If a further switching element is arranged between the switching element which serves to connect the internal combustion engine to the first input shaft and bridging switching element, by means of this further switching element, in particular in the form of a double switching element, both the abovementioned first connection possibility and the aforementioned second connection possibility by actuation of the further switching element possible.

 Conveniently, the electric machine is arranged on a transmission element of at least one of the wheel planes, which are connected to a countershaft, designed as a hollow shaft. In this way, a particularly simple arrangement or coupling of the electric machine to the transmission and thus a reliable transmission of force and torque from the electric machine to the transmission, in particular ultimately to the output shaft, possible.

 Advantageously, at least two gear ratios, in particular at least three gear ratios by means of three wheel planes can be displayed. In this way, the wheel planes are used repeatedly to represent different gear ratios, whereby the space of the wheel planes and the transmission for the representation of a plurality of gears is used in an efficient manner: The number of necessary for different gear levels wheel planes can be reduced.

Conveniently, the at least three gear stages comprise at least two forward gear ratios and at least one reverse gear stage. In this way, the flexibility of the transmission is further increased, so that both forward gears and at least one reverse gear can be displayed by means of the three wheel planes. The transmission is thus used in a variety of vehicles, at the same time the transmission can be made compact.

 Expediently, the respective first switching device arranged downstream of the drive side of the respective subtransmission is arranged on the input shaft axis. In this way, a particularly reliable transmission of force and torques from the input shaft axis with wheel planes of the respective partial transmission on the countershaft axis of the respective partial transmission is possible.

Advantageously, a switching device which is arranged adjacent to the drive side and a switching device which adjacent is arranged to the output side, respectively arranged on the input shaft axis or on the countershaft axis. In this way, for example, when the respectively adjacent switching devices are arranged to the drive side and the output side directly adjacent switching devices on the countershaft axis, with respect to their position on countershaft axis and input shaft axis in the axial direction closer to each other. The transmission can thus be made more compact in the axial direction. A further advantage is that, with the switching devices arranged on the input shaft axis, space is thus provided in the area of the drive side and the output side of the countershaft axis, which increases the flexibility with regard to the use of the transmission in different vehicles.

Conveniently, a countershaft, in particular designed as a solid shaft, is designed as an output shaft. One of the advantages achieved thereby is that it can account for an additional transmission of force and torque from the countershaft axis to the input shaft axis, if the output is to take place via the countershaft. If the countershaft additionally formed as a solid shaft, a particularly simple and inexpensive production of the same is possible.

Advantageously, an additional gear plane is arranged as the output constant. With the help of the additional gear plane, for example, the output can be shifted to the input shaft axis, which is advantageous if drive and output are to take place on the same axis. Another advantage is that at least one of the input shafts can be made as large as possible in terms of their length, whereas the output shaft can be formed as short as possible. In this way, forces and torques can be transmitted particularly reliably directly from one of the input shafts via corresponding wheel planes on the countershaft.

Conveniently, the transmission elements of the additional gear plane, such as gears, are arranged coaxially with the input shaft axis and countershaft axis or off-axis to input shaft axis and countershaft axis. If the transmission elements of the additional gear plane are arranged coaxially with the input shaft axis and countershaft axis, both drive and output can take place via a common axis, which is advantageous if drive and output are to take place on a common axis due to spatial conditions within the motor vehicle. An off-axis arrangement, in turn, allows easier adaptation of the transmission to structural constraints when the transmission is to be used in various vehicles.

Advantageously, the transmission elements of the additional gear plane, which are arranged offset in the axial direction, arranged between two wheel planes of the transmission or adjacent to the drive side and / or the output side. One of the advantages achieved is that this further increases the flexibility in the use of the transmission, since, for example, the additional wheel plane can be arranged substantially freely between the respective wheel planes of the transmission on the countershaft axis. This then allows an adaptation of the transmission, in particular the output for a variety of vehicles without the gear planes of the transmission must be adjusted and / or arranged offset in terms of their axial position.

Conveniently, the N switching devices and the at least two wheel planes, preferably eight wheel planes, are arranged so that at least nine forward gears and at least two reverse gears are represented by the transmission. In this way, the transmission can provide a sufficient number of forward gear ratios and reverse gear ratios for a variety of vehicles, especially for both passenger cars and trucks.

Advantageously, the switching devices of at least one sub-transmission are symmetrical and / or periodically alternating with respect to their position on input shaft axis and countershaft axis arranged. Thus, for example, an arrangement along the input shaft axis and countershaft axis from the drive side to the output side of the switching devices within a sub-transmission is possible as follows: the first switching device is arranged on the input shaft axis, the second switching device is arranged on the countershaft axis and the third switching device is in turn arranged on the input shaft axis , Likewise, the first switching device on the countershaft axis, the second switching device on the input shaft axis and the third switching device may in turn be arranged on the countershaft axis. In this way, the switching devices within the sub-transmission are each arranged alternately on different axes and can thus be arranged with respect to their axial position in each case at a shorter distance from each other, so the transmission is built compact overall.

The switching devices are expediently arranged symmetrically and / or periodically alternately with regard to their position on the input shaft axis and countershaft axis in the transmission. For example, an arrangement of the switching devices along the input shaft axis and countershaft axis from the drive side to the output side is possible as follows: the first and second switching devices are disposed on the countershaft axis, and the third and fourth switching devices are disposed on the input shaft axis and are fifth and sixth shifting devices again arranged on the countershaft axis. In this way, the switching devices are at least partially arranged alternately on different axes and can thus be arranged with respect to their axial position in each case at a shorter distance from each other. If the switching devices along the entire transmission and not only in the respective partial transmissions arranged symmetrically and / or periodically alternately, the transmission can be made even more compact.

Advantageously, the partial transmission of the at least two partial transmissions, which is arranged adjacent to the drive side, the plurality of switching devices. One of the advantages thus achieved is that it further increases the flexibility of the transmission to allow a variety of gear ratios, allowing the transmission to be used in a variety of vehicles and at the same time making the transmission sufficiently compact.

Other important features and advantages of the invention will become apparent from the subclaims, from the drawings, and from the associated description of the figures with reference to the drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Preferred embodiments and embodiments of the invention are illustrated in the drawings and will be described in more detail in the following description, wherein like reference numerals refer to the same or similar or functionally identical components or elements.

In each case show in a schematic form

1 a transmission according to a first embodiment of the present invention;

2 a shift matrix for a transmission according to the first embodiment of the present invention;

3a a transmission according to a second embodiment of the present invention;

3b a transmission according to a third embodiment of the present invention;

3c a transmission according to a fourth embodiment of the present invention;

3d a transmission according to a fifth embodiment of the present invention;

4a a transmission according to a sixth embodiment of the present invention;

4b a transmission according to a seventh embodiment of the present invention;

4c a transmission according to an eighth embodiment of the present invention;

4d a transmission according to a ninth embodiment of the present invention;

5 a transmission according to a tenth embodiment of the present invention;

6 a transmission according to an eleventh embodiment of the present invention;

7a a transmission according to a twelfth embodiment of the present invention;

7b a transmission according to a thirteenth embodiment of the present invention;

7c a transmission according to a fourteenth embodiment of the present invention; such as

8th a transmission according to a fifteenth embodiment of the present invention.

1 shows a transmission according to a first embodiment of the present invention.

In 1 denotes reference numeral 1 a transmission in the form of a dual-clutch transmission. The dual-clutch transmission 1 has two load switching elements in the form of clutches K1, K2. By means of the double clutch K1, K2 can thereby the drive side AN with the output side AB of the transmission 1 coupled or connected for transmitting power and torque. For this purpose, the first clutch K1 is connected to a first input shaft EW1 and the second clutch K2 is connected to a second input shaft EW2. The first input shaft EW1 is designed as a hollow shaft, whereas the second input shaft EW2 is formed as a solid shaft. The two input shafts EW1, EW2 are arranged coaxially and parallel to each other.

Furthermore, the transmission includes 1 two partial transmissions 2 . 3 , The first partial transmission 2 is coupled to the first input shaft EW1, the second partial transmission 3 is coupled to the second input shaft EW2. Likewise, the transmission includes 1 an input shaft axis 4 on which the two input shafts EW1, EW2 are arranged. Torque and power flow downstream of the drive side AN starting from the two clutches K1 and K2 includes the transmission 1 First, a first gear plane I, a seventh switching element S7, an eighth switching element S8, a second gear plane II, a third gear plane III, a fifth switching element S5, a sixth switching element S6, a fourth gear plane IV, a fifth gear plane V, a third switching element S3 , a fourth shift element S4, a sixth wheel plane VI, a seventh wheel plane VII and an eighth wheel plane VIII in the form of a reverse gear.

The first partial transmission 2 are the first gear plane I, the second gear plane II, the third gear plane III and the fourth gear plane IV assigned, whereas the second sub-transmission 3 the fifth wheel plane V, the sixth wheel plane VI, the seventh wheel plane VII and eighth wheel plane VIII are assigned in the form of the reverse gear.

Each of the said wheel planes I, II, III, IV, V, VI, VII and VIII has transmission elements, in particular in the form of gears, which each having a shaft of the transmission 1 are connected.

Parallel to the input shaft axis 4 is a countershaft axle 5 for a counterfeit 6 arranged. The counterpart 6 comprises a first countershaft VW1, which is designed as a solid shaft and a plurality of each formed in a portion of the first countershaft and each as a hollow shaft further countershafts VW2, VW3 and VW4. Each formed as a hollow shafts countershaft VW2, VW3, VW4 are each arranged on the radial outer side of the solid shaft formed as a first countershaft VW1. Between the input shaft axis 4 and the countershaft axis 5 the eighth gear plane VIII in the form of the reverse gear on an intermediate ZR to reverse the direction of rotation, so that by means of an output shaft AW in the same direction of rotation of the input shafts EW1, EW2 a reverse direction of rotation is provided to provide at least one reverse gear. In the 1 the first countershaft VW1 is designed as an output shaft AW.

Starting from the drive side AN, the countershaft points 5 First, the first wheel plane I on, and further the second wheel plane II, a ninth switching element S9, the third wheel plane III, the fourth gear plane IV, the fifth gear plane V, the sixth gear plane VI, the seventh gear plane VII, a first switching element S1, a second switching element S2 and the eighth gear plane VIII in the form of the reverse gear.

The following describes the nine switching elements S1, S2, S3, S4, S5, S6, S7, S8 and S9.

The first switching element S1 is on the countershaft axis 5 arranged and on the one hand with the first countershaft VW1, on the other hand with the third countershaft VW3 connected and when actuated a connection for the transmission of force and torque between the first countershaft VW1 and the third countershaft VW3 ago. The third countershaft VW3 is arranged coaxially and parallel to the first countershaft VW1 on the radial outer side. On the third countershaft VW3, a transmission element is arranged, which cooperates with a transmission element on the second input shaft EW2 to form the seventh wheel plane VII. The second switching element S2 is on the countershaft axis 5 arranged and connected on the one hand with the first countershaft VW1, on the other hand with the fourth countershaft VW4 and, when actuated, establishes a connection for the transmission of force and torques between the first countershaft VW1 and the fourth countershaft VW4. The fourth countershaft VW4 is arranged coaxially and parallel to the first countershaft VW1 on the radial outer side. On the fourth countershaft VW4 a transmission element is arranged, which with the intermediate gear ZR between input shaft axis 4 and countershaft axis 5 and a transmission element on the second input shaft EW2 cooperating to form the eighth gear plane VIII in the form of the reverse gear stage.

The third switching element S3 is on the input shaft axis 4 arranged and connected on the one hand with the second input shaft EW2, on the other hand with a fifth hollow shaft H5 and, when actuated, establishes a connection for transmitting force and torques between the second input shaft EW2 and the fifth hollow shaft H5. The fifth hollow shaft H5 is arranged coaxially and parallel to the second input shaft EW2 on the radial outer side. On the fifth hollow shaft H5, a transmission element is arranged which cooperates with a transmission element on the second countershaft VW2 to form the fifth gear plane V. The fourth switching element S4 is on the input shaft axis 4 arranged and connected on the one hand to the second input shaft EW2, on the other hand with a sixth hollow shaft H6 and, when actuated, establishes a connection for transmitting force and torques between the second input shaft EW2 and the sixth hollow shaft H6. The sixth hollow shaft H6 is arranged coaxially and parallel to the second input shaft EW2 on the radial outer side. On the sixth hollow shaft H6, a transmission element is arranged, which cooperates with a transmission element on the second countershaft VW2 to form the sixth gear plane VI.

The fifth switching element S5 is on the input shaft axis 4 arranged and connected on the one hand to the first input shaft EW1, on the other hand with a third hollow shaft H3 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the third hollow shaft H3. The third hollow shaft H3 is arranged coaxially and parallel to the first input shaft EW1 on the radial outer side. The sixth switching element S6 is on the input shaft axis 4 arranged and connected on the one hand to the first input shaft EW1, on the other hand with a fourth hollow shaft H4 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the fourth hollow shaft H4. The fourth hollow shaft H4 is arranged coaxially and parallel to the first input shaft EW1 on its radial outer side. On the fourth hollow shaft H4, a transmission element is arranged, which cooperates with a transmission element on the second countershaft VW2 to form the fourth gear plane IV.

The seventh switching element S7 is on the input shaft axis 4 arranged and connected on the one hand with the first input shaft EW1, on the other hand with a first hollow shaft H1 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the first hollow shaft H1. The first hollow shaft H1 is arranged coaxially and parallel to the first input shaft EW1 on the radial outer side. Arranged on the first hollow shaft H1 is a transmission element, which interacts with a transmission element on the first countershaft VW1 to form the first wheel plane I. The eighth switching element S8 is on the input shaft axis 4 arranged and connected on the one hand with the first input shaft EW1, on the other hand with a second hollow shaft H2 and provides when actuated a connection for the transmission of force and torque between the first input shaft EW1 and the second hollow shaft H2 ago. The second hollow shaft H2 is arranged coaxially and parallel to the first input shaft EW1 on the radial outer side. On the second hollow shaft H2, a transmission element is arranged which cooperates with a transmission element on the first countershaft VW1 to form the second wheel plane II.

The ninth switching element S9 is on the countershaft axis 5 arranged and connected on the one hand with the first countershaft VW1, on the other hand with the second countershaft VW2 and, when actuated, establishes a connection for transmitting force and torques between the first countershaft VW1 and the second countershaft VW2. The second countershaft VW2 is arranged coaxially and parallel to the first countershaft VW1 on the radial outer side. On the second countershaft VW2 transmission elements are arranged, which with transmission elements on the third hollow shaft H3, the fourth hollow shaft H4, the fifth hollow shaft H5 and the sixth hollow shaft H6 on the input shaft axis 4 to cooperate to form the third wheel plane III, the fourth wheel plane IV, the fifth wheel plane V and the sixth wheel plane VI.

The first switching element S1 and the second switching element S2 on the countershaft axis 5 are combined in a common first switching device SE1 and actuated by means of a common first switching element confirmation SB1. The third switching element S3 and the fourth switching element S4 on the input shaft axis 4 are combined in a common second switching device SE2 and actuated by means of a common switching element actuator SB2. The fifth switching element S5 and the sixth switching element S6 on the input shaft axis 4 are combined in a common third switching device SE3 and actuated by means of a common third switching element actuator SB3. The seventh switching element S7 and the eighth switching element S8 on the input shaft axis 4 are combined in a common fourth switching device SE4 and actuated by means of a common fourth switching element actuator SB4. The ninth switching element S9 on the countershaft axis 5 is arranged in a fifth switching device SE5 and actuated by means of a fifth switching element actuation device SB5.

The switching element actuators SB1, SB2, SB3 and SB4 or the switching devices SE1, SE2, SE3 and SE4 can be designed as double synchronizers. The fifth switching element confirmation device SB5 or the fifth switching device SE5 can be designed as a single synchronization. Overall, the gearbox has 1 according to 1 two input shafts EW1, EW2 on the input shaft axis 4 on, wherein the second input shaft EW2 as a solid shaft and the first input shaft EW1 arranged coaxially and parallel to this and is designed as a hollow shaft. On the Input shaft axis 4 are further six hollow shafts H1, H2, H3, H4, H5 and H6 arranged, which are arranged coaxially and parallel to and in partial areas of the first input shaft EW1 and the second input shaft EW2 on the respective radial outer sides. On the to the input shaft axis 4 parallel countershaft axis 5 four countershafts VW1, VW2, VW3 and VW4 are arranged, wherein the first countershaft VW1 as a solid shaft and the other three countershafts VW2, VW3 and VW4 are arranged parallel and coaxial with and in partial regions thereof and each formed as a hollow shaft. The first countershaft axis VW1 is designed as an output shaft AW.

The gear 1 according to 1 comprises eight wheel planes I, II, III, IV, V, VI, VII and VIII, wherein the eighth wheel plane VIII is formed as a reverse gear. All wheel planes I to VIII are designed in particular as spur gears with discrete ratios. Per gear plane I, II, III, IV, V, VI, VII and VIII are each two transmission elements, in particular in the form of gears arranged. The reverse gear stage VIII comprises an additional gear in the form of an intermediate gear ZR between the input shaft axis 4 and countershaft axis 5 , Overall, 17 transmission elements, in particular in the form of gears, are thus arranged.

In 1 For example, one of the clutches K1 or K2 can be connected via the input shaft EW1, EW2 connected to the corresponding clutch K1, K2 to the third wheel plane III, the third wheel plane III to the sixth wheel plane VI, and the sixth wheel plane VI to the seventh wheel plane VII. The seventh wheel plane VII can then be coupled to the output shaft AW in the form of the first countershaft VW1, so that a transmission is made possible which corresponds to a first forward gear V1. Furthermore, one of the clutches K1 or K2 can be further coupled to the first gear plane I via the input shaft EW1, EW2 connected to the corresponding clutch K1, K2 with the fifth gear plane V, the fifth gear plane V to the fourth gear plane IV and the fourth gear plane IV become. The first gear plane I can then be connected to the output shaft AW, so that a translation can be made possible, which corresponds to an eighth forward gear V8. Furthermore, one of the clutches K1 or K2 can be connected via the input shaft EW1, EW2 connected to the corresponding clutch K1, K2 to the third wheel plane III, the third wheel plane III to the sixth wheel plane VI, and further the sixth wheel plane VI to the eighth wheel plane VIII in FIG Form of the reverse gear can be coupled. The eighth gear plane VIII can then be connected to the output shaft AW, thus enabling a gear ratio corresponding to a first reverse gear R1.

In 1 the first and second wheel plane I, II can be coupled by means of at least one switching element with one of the input shafts EW1, EW2. The seventh wheel plane VII and the eighth wheel plane VIII in the form of the reverse gear stage can be coupled by means of at least one switching element with the first countershaft VW1, which is designed as an output shaft AW. The third gear plane III, the fourth gear plane IV, the fifth gear plane V and the sixth gear plane VI can be coupled by means of at least one switching element both with one of the input shafts EW1, EW2 and with the first countershaft VW1, which is designed as an output shaft AW. The transmission elements of the third gear plane III, the fourth gear plane IV, the fifth gear plane V, and the sixth gear plane VI on the countershaft axis 5 are with the coaxial with the first countershaft VW1, which is designed as a hollow shaft and output shaft AW, mounted second countershaft VW2, which is designed as a hollow shaft, fixedly connected and by means of at least one switching element (in 1 Switching element S9) to the first countershaft VW1 coupled.

Overall, by the embodiment of the 1 at least nine forward gears and at least two reverse gears are provided.

2 shows a shift matrix for a transmission according to the first embodiment of the present invention.

In 2 is a switching matrix for a transmission 1 according to 1 shown. Horizontal columns are shown in each case for a switching element S1 to S9 and for the two clutches K1 and K2. Perpendicular to this down are first the nine forward gear stages, designated by the reference symbols V1 to V9 and two reverse gear stages, designated R1 and R2. The released in the switching matrix entries, so for example in the forward gear V1 in the switching elements S2, S3, S6, S7, S8 and S9 or the clutch K2 indicate that the corresponding switching element or clutch is open, ie that the switching element or the clutch in this case no forces or no torque of which connected to the switching element or the clutch or transmits connected to this or this respective waves. An entry in the writing matrix provided with a cross designates a correspondingly actuated or closed switching element or clutch, that is, in the switching matrix in the forward gear stage V1 in the case of the switching elements S1, S4 and S5 and in the clutch K1.

To the first forward gear V1 by means of the transmission 1 according to the 1 represent, the clutch K1 are closed and the clutch K2 open and the switching elements S2, S3, S6, S7, S8 and S9 open and the switching elements S1, S4 and S5 closed. To represent the second forward gear V2, the clutch K1 are open and the clutch K2 closed and the switching elements S2, S3, S4, S5, S6, S7, S8 and S9 open and the switching element S1 is closed. To represent the third forward gear V3, the clutch K1 are closed and the clutch K2 is opened and the switching elements S1, S2, S3, S4, S6, S7 and S8 open and the switching elements S5 and S9 closed. To represent the fourth forward gear V4, the clutch K1 are opened and the clutch K2 is closed and the switching elements S1, S2, S3, S5, S6, S7 and S8 open and the switching elements S4 and S9 closed. To represent the fifth forward gear V5, the clutch K1 are closed and the clutch K2 is opened and the switching elements S1, S2, S3, S4, S5, S6, S7 and S9 open and the switching element S8 closed. In order to represent the sixth forward gear V6, the clutch K1 are opened and the clutch K2 is closed and the shifting elements S1, S2, S4, S5, S6, S7 and S8 are opened and the shifting elements S3 and S9 are closed. To represent the seventh forward gear V7, the clutch K1 are closed and the clutch K2 is opened and the switching elements S1, S2, S3, S4, S5, S7 and S8 open and the switching elements S6 and S9 closed. To represent the eighth forward speed V8, the clutch K1 are opened and the clutch K2 is closed and the shifting elements S1, S2, S4, S5, S8 and S9 are opened and the shifting elements S3, S6 and S7 are closed. To represent the ninth forward gear V9, the clutch K1 are closed and the clutch K2 is opened and the switching elements S1, S2, S3, S4, S5, S6, S8 and S9 open and the switching element S7 is closed. To represent the first reverse gear R1, the clutch K1 are closed and the clutch K2 is opened and the shifting elements S1, S3, S6, S7, S8 and S9 are opened and the shifting elements S2, S4 and S5 are closed. To represent the second reverse gear R2, the clutch K1 are open and the clutch K2 is closed and the switching elements S1, S3, S4, S5, S6, S7, S8 and S9 open and the switching element S2 is closed.

Thus, by means of the switching matrix according to the 2 at least nine forward gears V1 to V9 and at least two reverse gears R1, R2 by means of the transmission S1 according to the 1 to provide.

3a shows a transmission according to a second embodiment of the present invention.

In 3a is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 3a the fifth switching device SE5 instead of on the countershaft axis 4 now on the countershaft axis 5 arranged. The seventh switching element S7 is now connected on the one hand to the first countershaft VW1, on the other hand to a fifth countershaft VW5 and, when actuated, establishes a connection for transmitting force and torques between the first countershaft VW1 and the fifth countershaft VW5. The fifth countershaft VW5 is formed as a hollow shaft and arranged parallel and coaxial with the first countershaft VW1 on the radial outer side. The eighth shifting element S8 is now connected on the one hand to the first countershaft VW1, on the other hand to a sixth countershaft VW6 and, when actuated, establishes a connection for transmitting power and torques between the first countershaft VW1 and the sixth countershaft VW6. The sixth countershaft VW6 is designed as a hollow shaft and arranged parallel and coaxial with the first countershaft VW1 on the radial outer side. On the sixth countershaft VW6, a transmission element is arranged, which interacts with a transmission element on the first input shaft EW1 to form the second wheel plane II.

The seventh switching element S7 and the eighth switching element S8 are further combined in the fifth switching device SE5 and actuated by means of the fifth switching element actuating device SB5. The sequence of wheel planes and switching elements on the input shaft axis 4 is starting from the drive side AN as follows: first gear plane I, second gear plane II, third gear plane III, fifth switching element S5, sixth switching element S6, fourth gear plane IV, fifth gear plane V, third switching element S3, fourth switching element S4, sixth gear plane VI, seventh wheel plane VII and eighth wheel plane VIII in the form of reverse gear. The sequence of wheel planes and shift elements on the countershaft axle 5 is starting from the drive side AN as follows: first gear plane I, seventh switching element S7, eighth switching element S8, second gear plane II, ninth switching element S9, third gear plane III, fourth gear plane IV, fifth gear plane V, sixth gear plane VI, seventh gear plane VII, first switching element S1, second switching element S2, and eighth gear plane VIII in the form of the reverse gear.

3b shows a transmission according to a third embodiment of the present invention.

In 3b is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 3b the first switching device SE1 instead of on the countershaft axis 5 now on the input shaft axis 4 arranged. The first switching element S1 is now connected on the one hand to the second input shaft EW2, on the other hand with a seventh hollow shaft H7 and, when actuated, establishes a connection for transmitting force and torques between the second input shaft EW2 and the seventh hollow shaft H7. The seventh hollow shaft H7 is arranged parallel and coaxial with the second input shaft EW2 on the radial outer side. On the seventh hollow shaft H7 a transmission element is arranged, which cooperates with a transmission element on the first countershaft VW1, which is designed as an output shaft AB, to form the seventh wheel plane VII. The second switching element S2 is now connected on the one hand to the second input shaft EW2, on the other hand with an eighth hollow shaft H8 and, when actuated, establishes a connection for transmitting force and torques between the second input shaft EW2 and the eighth hollow shaft H8. The eighth hollow shaft H8 is arranged parallel and coaxial with the second input shaft EW2 on the radial outer side thereof. On the eighth hollow shaft H8, a transmission element is arranged, which with the intermediate gear ZR between input shaft axis 4 and countershaft axis 5 and a transmission element on the first countershaft VW1, which is designed as an output shaft AW, cooperating to form the eighth gear plane VIII in the form of the reverse gear stage.

The first switching element S1 and the second switching element S2 are further combined in the first switching device SE1 and actuated by means of the first switching element actuator SB1.

The sequence of wheel planes and switching elements on the input shaft axis 4 is starting from the drive side AN as follows: first gear plane I, seventh switching element S7, eighth switching element S8, second gear plane II, third gear plane III, fifth switching element S5, sixth switching element S6, fourth gear plane IV, fifth gear plane V, third switching element S3, fourth shift element S4, sixth wheel plane VI, seventh wheel plane VII, first shift element S1, second shift element S2, eighth wheel plane VIII in the form of the reverse gear. The sequence of wheel planes and shift elements on the countershaft axle 5 is starting from the drive side AN as follows: first gear plane I, second gear plane II, ninth switching element S9, third gear plane III, fourth gear plane IV, fifth gear plane V, sixth gear plane VI, seventh gear plane VII, and eighth gear plane VIII in the form of reverse gear ,

3c shows a transmission according to a fourth embodiment of the present invention.

In 3c is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 3c the third switching device SE3 instead of the input shaft axis 4 now on the countershaft axis 5 arranged. The fifth switching element S5 is now connected on the one hand to the second countershaft VW2, on the other hand to a third countershaft VW3 and, when actuated, establishes a connection for transmitting force and torques between the second countershaft VW2 and the third countershaft VW3. The third countershaft VW3 is formed as a hollow shaft and arranged coaxially and parallel to the second countershaft VW2 on the radial outer side. On the third countershaft VW3, a transmission element is arranged, which cooperates with a transmission element on the first input shaft EW1 to form the third wheel plane III. The sixth switching element S6 is now connected on the one hand to the second countershaft VW2, on the other hand to a fourth countershaft VW4 and, when actuated, establishes a connection for transmitting force and torques between the second countershaft VW2 and the fourth countershaft VW4. The fourth countershaft VW4 is formed as a hollow shaft and arranged parallel and coaxial with the second countershaft VW2 on the radial outer side. On the fourth countershaft VW4 a transmission element is arranged, which cooperates with a transmission element on the first input shaft EW1 to form the fourth gear plane IV.

The fifth switching element S5 and the sixth switching element S6 are further summarized in the third switching device SE3 and actuated by means of the third switching element actuator SB3. The sequence of wheel planes and switching elements on the input shaft axis 4 is starting from the drive side AN as follows: first gear plane I, seventh switching element S7, eighth switching element S8, second gear plane II, third gear plane III, fourth gear plane IV, fifth gear plane V, third switching element S3, fourth switching element S4, sixth gear plane VI, seventh wheel plane VII, and eighth wheel plane VIII in the form of the reverse gear. The sequence of wheel planes and shift elements on the countershaft axle 5 is starting from the drive input shaft AN as follows: first gear plane I, second gear plane II, ninth gear element S9, third gear plane III, fifth gear element S5, sixth gear element S6, fourth gear plane IV, fifth gear plane V, sixth gear plane VI, seventh gear plane VII, first switching element S1, second switching element S2, and eighth gear plane VIII in the form of the reverse gear.

3d shows a transmission according to a fifth embodiment of the present invention.

In 3d is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 3d the second switching device SE2 instead of the input shaft axis 4 now on the countershaft axis 5 arranged. The third switching element S3 is now connected on the one hand to the second countershaft VW2, on the other hand with a third countershaft VW3 and, when actuated, establishes a connection for transmitting force and torques between the second countershaft VW2 and the third countershaft VW3. The third countershaft VW3 is formed as a hollow shaft and arranged parallel and coaxial with the second countershaft VW2 on the radial outer side. On the third countershaft VW3, a transmission element is arranged which cooperates with a transmission element on the second input shaft EW2 to form the fifth gear plane V. The fourth switching element S4 is now connected on the one hand to the second countershaft VW2, on the other hand to a fourth countershaft VW4 and, when actuated, establishes a connection for transmitting force and torques between the second countershaft VW2 and the fourth countershaft VW4. The fourth countershaft VW4 is formed as a hollow shaft and arranged parallel and coaxial with the second countershaft VW2 on the radial outer side. On the fourth countershaft VW4 a transmission element is arranged, which cooperates with a transmission element on the second input shaft EW2 to form the sixth wheel plane VI.

The third switching element S3 and the fourth switching element S4 are further combined in the second switching device SE2 and actuated by means of the second switching element actuator SB2. The sequence of wheel planes and switching elements on the input shaft axis 4 is starting from the drive side AN as follows: first gear plane I, seventh switching element S7, eighth switching element S8, second gear plane II, third gear plane III, fifth gear element S5, sixth gear element S6, fourth gear plane IV, fifth gear plane V, sixth gear plane VI, seventh wheel plane VII and eighth wheel plane VIII in the form of the reverse gear. The sequence of wheel planes and shift elements on the countershaft axle 5 is starting from the drive shaft AN as follows: first gear plane I, second gear plane II, ninth switching element S9, third gear plane III, fourth gear plane IV, fifth gear plane V, third switching element S3, fourth switching element S4, sixth gear plane VI, seventh gear plane VII, first switching element S1, second switching element S2, and eighth gear plane VIII in the form of the reverse gear.

4a shows a transmission according to a sixth embodiment of the present invention.

In 4a is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 are at the transmission 1 according to 4a the first gear plane I and the second gear plane II and the seventh switching element S7 and the eighth switching element S8 with respect to their position along the input shaft axis 4 or the countershaft axis 5 arranged reversed. The seventh switching element S7 is now connected on the one hand to the first input shaft EW1, on the other hand to the second hollow shaft H2 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the second hollow shaft H2. On the second hollow shaft H2, the transmission element is arranged, which cooperates with the corresponding transmission element on the first countershaft VW1 to form the first gear plane. The eighth switching element S8 is now connected on the one hand to the first input shaft EW1, on the other hand to the first hollow shaft H1 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the first hollow shaft H1. On the first hollow shaft H1, the transmission element is arranged, which cooperates with the transmission element on the first countershaft VW1 to form the second wheel plane II.

The eighth switching element S8 and the seventh switching element S7 are further arranged summarized in the fifth switching device SE5 and actuated by means of the fifth switching element actuator SB5. The sequence of wheel planes and switching elements on the input shaft axis 4 is starting from the drive side AN as follows: second gear plane II, eighth switching element S8, seventh switching element S7, first gear plane I, third gear plane III, fifth switching element S5, sixth switching element S6, fourth gear plane IV, fifth gear plane V, third switching element S3, fourth shift element S4, sixth wheel plane VI, seventh wheel plane VII and eighth wheel plane VIII in the form of the reverse gear. The sequence of wheel planes and shift elements on the countershaft axle 5 is starting from the drive side AN as follows: second gear plane II, first gear plane I, ninth switching element S9, third gear plane III, fourth gear plane IV, fifth gear plane V, sixth gear plane VI, seventh gear plane VII, first switching element S1, second switching element S2, and eighth wheel plane VIII in the form of the reverse gear.

4b shows a transmission according to a seventh embodiment of the present invention.

In 4b is essentially a transmission 1 according to 1 shown. In contrast to transmission 1 according to 1 are at the transmission 1 according to 4b the third gear plane III and the fourth gear plane IV and the fifth switching element S5 and the sixth switching element S6 with respect to their position along the input shaft axis 4 or the countershaft axis 5 arranged reversed. The fifth switching element S5 is now connected on the one hand to the first input shaft EW1, on the other hand to the fourth hollow shaft H4 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the fourth hollow shaft H4. On the fourth hollow shaft H4, the transmission element is arranged, which cooperates with the corresponding transmission element on the second countershaft VW2 to form the third wheel plane III. The sixth switching element S6 is now connected on the one hand to the first input shaft EW1, on the other hand to the third hollow shaft H3 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the third hollow shaft H3. On the third hollow shaft H3, the transmission element is arranged, which cooperates with the transmission element on the second countershaft VW2 to form the fourth gear plane IV.

The sixth switching element S6 and the fifth switching element S5 are further arranged summarized in the third switching device SE3 and actuated by means of the third switching element actuator SB3. The sequence of wheel planes and switching elements on the input shaft axis 4 is starting from the drive side AN as follows: first gear plane I, seventh switching element S7, eighth switching element S8, second gear plane II, fourth gear plane IV, sixth switching element S6, fifth switching element S5, third gear plane III, fifth gear plane V, third switching element S3, fourth shift element S4, sixth wheel plane VI, seventh wheel plane VII and eighth wheel plane VIII in the form of the reverse gear. The sequence of wheel planes and shift elements on the countershaft shaft axis 5 is starting from the drive side AN as follows: first gear plane I, second gear plane II, ninth switching element S9, fourth gear plane IV, third gear plane III, fifth gear plane V, sixth gear plane VI, seventh gear plane VII, first switching element S1, second switching element S1 and eighth wheel plane VIII in the form of the reverse gear.

4c shows a transmission according to an eighth embodiment of the present invention.

In 4c is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 are at the transmission 1 according to 4c the fifth gear plane V and the sixth gear plane VI and the third switching element S3 and the fourth switching element S4 with respect to their position along the input shaft axis 4 or the countershaft axis 5 arranged reversed. The third switching element S3 is now connected on the one hand to the second input shaft EW2, on the other hand to the sixth hollow shaft H6 and, when actuated, establishes a connection for transmitting force and torques between the second input shaft EW2 and the sixth hollow shaft H6. On the sixth hollow shaft H6, the transmission element is arranged, which cooperates with the corresponding transmission element on the second countershaft VW2 to form the fifth gear plane V. The fourth switching element S4 is now connected on the one hand to the second input shaft EW2, on the other hand to the fifth hollow shaft H5 and, when actuated, establishes a connection for transmitting force and torques between the second input shaft EW2 and the fifth hollow shaft H5. On the fifth hollow shaft H5, the transmission element is arranged, which cooperates with the transmission element on the second countershaft VW2 to form the sixth wheel plane VI.

The fourth switching element S4 and the third switching element S3 are further arranged summarized in the second switching device SE2 and actuated by means of the second switching element actuator SB2. The sequence of wheel planes and switching elements on the input shaft axis 4 is starting from the drive side AN as follows: first gear plane I, seventh switching element S7, eighth switching element S8, second gear plane II, third gear plane III, fifth switching element S5, sixth switching element S6, fourth gear plane IV, sixth gear plane VI, fourth switching element S4, third shift element S3, fifth wheel plane V, seventh wheel plane VII and eighth wheel plane VIII in the form of reverse gear. The sequence of wheel planes and shift elements on the countershaft shaft axis 5 is starting from the drive side AN as follows: first gear plane I, second gear plane II, ninth switching element S9, third gear plane III, fourth gear plane IV, sixth gear plane VI, fifth gear plane V, seventh gear plane VII, first switching element S1, second switching element S2, eighth wheel plane VIII in the form of the reverse gear.

4d shows a transmission according to a ninth embodiment of the present invention.

In 4d is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 are at the transmission 1 according to 4d the seventh wheel plane VII and the eighth wheel plane VIII and the first switching element S1 and the second switching element S2 with respect to their position along input shaft axis 4 or countershaft axis 5 arranged reversed. The first switching element S1 is now on the one hand with the first Countershaft VW1 connected, on the other hand with the fourth countershaft VW4 and, when actuated, establishes a connection for transmission between force and torques between the first countershaft VW1 and the fourth countershaft VW4. On the fourth countershaft VW4, the transmission element is arranged, which cooperates with the transmission element on the second input shaft EW2 to form the seventh wheel plane VII. The second switching element S2 is now connected on the one hand to the first countershaft VW1, on the other hand to the third countershaft VW3 and, when actuated, establishes a connection between force and torques between the first countershaft VW1 and the third countershaft VW3. On the third countershaft VW3, the transmission element is arranged, which with the intermediate gear ZR between input shaft axis 4 and countershaft axis 5 and the transmission element on the second input shaft EW2 cooperating to form the eighth gear plane VIII in the form of the reverse gear.

The sequence of wheel planes and switching elements on the input shaft axis 4 is starting from the drive side AN as follows: first gear plane I, seventh switching element S7, eighth switching element S8, second gear plane II, third gear plane III, fifth switching element S5, sixth switching element S6, fourth gear plane IV, fifth gear plane V, third switching element S3, fourth shift element S4, sixth wheel plane VI, eighth wheel plane VIII in the form of the reverse gear and seventh wheel plane VII. The sequence of wheel planes and shift elements on the countershaft axis 5 is starting from the drive side AN as follows: first gear plane I, second gear plane II, ninth switching element S9, third gear plane III, fourth gear plane IV, fifth gear plane V, sixth gear plane VI, eighth gear plane VIII in the form of reverse gear, second switching element S2, first switching element S1 and seventh gear plane VII.

5 shows a transmission according to a tenth embodiment of the present invention.

In 5 is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 5 the fourth switching device SE4 on the countershaft axis 5 instead of the position between the second wheel plane II and the third wheel plane III now arranged between the sixth wheel plane VI and the seventh wheel plane VII. The sequence of wheel planes and shift elements on the countershaft axle 5 starting from the drive side AN is now as follows: first gear plane I, second gear plane II, third gear plane III, fourth gear plane IV, fifth gear plane V, sixth gear plane VI, ninth switching element S9, seventh gear plane VII, first switching element S1, second switching element S2 , as well as eighth wheel plane VIII in the form of the reverse gear. The ninth switching element S9 is also further connected to the first countershaft VW1 on the one hand and on the other hand to the second countershaft VW2 and, when actuated, establishes a connection for transmitting power and torques between the first countershaft VW1 and the second countershaft VW2. The ninth switching element S9 is also further arranged in the fourth switching device SE4 and actuated by means of the fourth switching element actuator SB4.

6 shows a transmission according to an eleventh embodiment of the present invention.

In 6 is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 are at the transmission 1 according to 6 the two partial transmissions 2 and 3 with regard to their assignment to the two input shafts EW1 and EW2 now reversed: the second partial transmission 3 is unlike the gearbox 1 according to 1 instead of the second input shaft EW2 now connected to the first input shaft EW1 and the first partial transmission 2 is now connected to the second input shaft EW2 instead of the first input shaft EW1. The transmission elements of the second partial transmission 3 on the input shaft axis 4 of the eighth gear plane VIII and the seventh gear plane VII are now connected to the first input shaft EW1. The transmission elements of the sixth gear plane VI and the fifth gear plane V are now coupled to the first input shaft EW1 by means of the third switching element S3 and the fourth switching element S4. The transmission elements of the first sub-transmission 2 on the input shaft axis 4 the fourth gear plane IV, the third gear plane III, the second gear plane II and the first gear plane I are now by means of the fifth switching element S5, the sixth switching element S6, the seventh switching element S7 and the eighth switching element S8 coupled to the second input shaft EW2. Overall, therefore, the sequence of wheel planes and switching elements on the input shaft axis 4 starting from the drive side AN as follows: eighth gear plane VIII, seventh gear plane VII, sixth gear plane VI, fourth gear element S4, third gear element S3, fifth gear plane V, fourth gear plane IV, sixth gear element S6, fifth gear element S5, third gear plane III, second Gear plane II, eighth switching element S8, seventh switching element S7 and first gear plane I. The sequence of wheel planes and switching elements on the countershaft axis 5 is now starting from the drive side AN as follows: eighth gear plane VIII, second switching element S2, first switching element S1, seventh gear plane VII, sixth gear plane VI, fifth gear plane V, fourth gear plane IV, third gear plane III, ninth switching element S9, second gear plane II and first wheel plane I.

Overall, therefore, were essentially the two partial transmission 2 . 3 with their associated transmission elements, shafts and switching elements on an imaginary line between the fourth gear plane IV and the fifth gear plane V, which are perpendicular to the input shaft axis 4 and countershaft axis 5 runs, mirrored and the respective associated input shaft EW1, EW2 for the two partial transmissions, 2 . 3 reversed.

7a shows a transmission according to a twelfth embodiment of the present invention.

In 7a is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 7a a ninth gear plane IX on the side of the eighth gear plane VIII, which faces the output side AB arranged. The transmission element of the ninth gear plane IX on the input shaft axis 4 is at a storage 7 arranged. In storage 7 is the second input shaft EW2 rotatably mounted and terminal. Warehousing 7 is further arranged with a coaxial and parallel to the second input shaft EW2 arranged output shaft AW on the input shaft axis 4 connected. The transmission element of the ninth gear plane IX on the input shaft axis 4 acts with a corresponding transmission element on the first countershaft VW1 on the countershaft axis 5 together. The ninth wheel plane IX is thus designed as output constant and allows a coaxial output for the transmission 1 , Torque and power flow downstream of the drive side AN starting from the two clutches K1 and K2 includes the transmission 1 according to 7a the first wheel plane I, the seventh shift element S7, the eighth shift element S8, the second wheel plane II, the third wheel plane III, the fifth shift element S5, the sixth shift element S6, the fourth wheel plane IV, the fifth wheel plane V, the third shift element S3, the fourth shift element S4, the sixth wheel plane VI, the seventh wheel plane VII and the eighth wheel plane VIII in the form of a reverse gear. Starting from the drive side AN, the countershaft points 5 First, the first wheel plane I, and further the second wheel plane II, the ninth switching element S9, the third wheel plane III, the fourth gear plane IV, the fifth gear plane V, the sixth gear plane VI, the seventh gear plane VII, the first switching element S1, the second switching element S2 and the eighth gear plane VIII in the form of the reverse gear.

7b shows a transmission according to a thirteenth embodiment of the present invention.

In 7b is essentially a transmission 1 according to 7a shown. Unlike the gearbox 1 according to 7a is now an off-axis output for the transmission instead of the coaxial output by means of the ninth gear plane IX 1 shown. The off-axis output takes place via an output shaft AW, which on one to the input shaft axis 4 and countershaft axis 5 parallel further countershaft or output shaft axis 5 ' is arranged. The output shaft AW has a transmission element on the output shaft axis 5 ' on, which with the transmission element of the first gear plane I or the second gear plane II on the countershaft axis 5 interacts. These two variants are in 3b shown. The first wheel plane I or the second wheel plane II according to 7b now includes a total of three transmission elements, one on the input shaft axis 4 , another on the countershaft axle 5 and finally another transmission element on the further countershaft or output shaft axis 5 ' ,

7c shows a transmission according to a fourteenth embodiment of the present invention.

In 7c is essentially a transmission 1 according to 7a shown. Unlike the gearbox 1 according to 7a is now an off-axis output for the transmission instead of the coaxial output by means of the ninth gear plane IX 1 shown. The off-axis output takes place via an output shaft AW, which on one to the input shaft axis 4 and countershaft axis 5 parallel further countershaft or output shaft axis 5 ' is arranged. The ninth wheel plane IX has on the one hand a transmission element on the countershaft axis 5 on, which is fixedly connected to the first countershaft VW1 and on the other hand a corresponding fixedly arranged on the output shaft AW transmission element, which with the corresponding transmission element on the countershaft axis 5 cooperates to form the ninth wheel plane IX. The ninth wheel plane IX can be arranged on the side of the first wheel plane I adjacent to the drive side AN, between the sixth wheel plane VI and the seventh wheel plane VII, or on the side of the eighth wheel plane VIII adjacent to the output side AB.

The ninth wheel plane IX thus has two transmission elements, one with the output shaft AW on the further countershaft or output shaft axis 5 ' and one with the first countershaft VW1 on the countershaft axis 5 is firmly connected. The ninth wheel plane IX is thus designed as output constant. In 7c the above three different possible positions for the ninth wheel plane IX are shown.

8th shows a transmission according to a fifteenth embodiment of the present invention.

In 8th is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 includes the gearbox 1 according to 8th an electric machine EM for hybridization of the transmission 1 , The electric machine EM is connected to the transmission element of the sixth gear plane VI on the countershaft axis via a shaft and a transmission element connected to the shaft 5 connected. In this way, the electric machine EM can transmit power and torques to the transmission element of the sixth gear plane VI and thus further to the second countershaft VW2 and by means of the ninth switching element S9 to the first countershaft VW1, which is designed as output shaft AW, and hybridize the transmission 1 according to 1 provide. The connection or coupling of the electric machine EM to the transmission can also take place on the transmission elements of the third gear plane III, the fourth gear plane IV and the fifth gear plane V, ie on those transmission elements on the countershaft axis 5 which are fixedly connected to the second countershaft VW2 and by means of the ninth switching element S9 to the first countershaft VW1, are connected.

Overall, the switching elements S1 to S9 in the transmission 1 according to the 1 to 8th Also referred to as coupling devices and be designed in particular as synchronizers. The switching devices SE1 to SE5 or the switching element actuators SB1 to SB5 can be designed as double synchronizers in the case of two switching elements or in the case of a switching element as a single synchronization. The transmission elements can in particular in the transmission 1 according to the 1 to 8th be designed both in terms of a fixed wheel as well as in the sense of a loose wheel. So are, for example, the transmission 1 according to 1 Transmission elements of the seventh wheel plane VII and the eighth wheel plane VIII on the input shaft axis 4 firmly connected to this, so are fixed wheels, whereas the corresponding transmission elements of the seventh wheel plane VII and the eighth wheel plane VIII on the countershaft axis 5 are formed in the sense of idler gears for the first countershaft VW1, since these can be coupled by means of the first shift element S1 and the second shift element S2 to the first countershaft VW1.

The transmission elements can be designed in particular in the form of gears, preferably as spur gears, so that the wheel planes I, II, III, IV, V, VII, VIII and IX represent spur gears. To provide various forward and reverse gears, so different translations, the spur gears, in particular their gears, correspondingly comprise different translations. In the transmission 1 according to the 1 to 8th can the first switching element S1 of the seventh wheel plane VII, the second switching element S2 of the eighth wheel plane VIII in the form of reverse gear, the third switching element S3 of the fifth gear plane V, the fourth switching element S4 the sixth gear plane VI, the fifth switching element S5 the third gear plane III , the sixth shifting element S6 of the fourth wheel plane IV, the seventh shifting element S7 of the first wheel plane I, the eighth shifting element S8 of the second wheel plane II, and the ninth shifting element S9 of the third wheel plane III, the fourth wheel plane IV, the fifth wheel plane V and the sixth Wheel plane VI can be assigned.

In summary, the present invention provides, inter alia, the advantage that a reduction of the mechanical spread by winding the first forward gear is made possible and thus speed losses are reduced. Another advantage is that the transmission has a good hybridisability. A further advantage is that at a total of eight wheel planes I to VIII at least nine forward gears V1 to V9 and at least two reverse gears R1, R2 are provided, only 9 Switching elements S1 to S9 and / or five actuators in the form of the switching devices SE1 to SE5 and the switching element actuators SB1 to SB5 for actuating the nine switching elements S1 to S9.

Although the present invention has been described above with reference to preferred embodiments, it is not limited thereto, but modifiable in many ways.

The gear 1 according to the 1 to 8th can be transformed functionally identical by different positions of the wheel planes and / or the switching elements. For this purpose, the switching elements, in particular designed as synchronizers, as mentioned above, the wheel planes or the waves are assigned. The switching matrix according to the 2 thus does not change by a rearrangement of the wheel planes and / or the switching elements and / or the switching devices.

LIST OF REFERENCE NUMBERS

1

transmission

2

first partial transmission

3

second partial transmission

4

Input shaft axis

5

Countershaft axis

5 '

Output shaft axis

6

countershaft

7

storage

I, II, III, IV, V, VI, VII, VIII, IX

 wheel plane

AW

 output shaft

EW1, EW2

input shaft

H1, H2, H3, H4, H5, H6, H7, H8

hollow shaft

K1, K2

clutch

S1, S2, S3, S4, S5, S6, S7, S8, S9

switching element

SB1, SB2, SB3, SB4, SB5

Switching element actuator

SE1, SE2, SE3, SE4, SE5

switching device

VW1, VW2, VW3, VW4, VW5, VW6

Countershaft

ZR

idler

AT

driving side

FROM

output side

EM

electric machine

R1

reverse gear

V1, V2, V3, V4, V5, V6, V7, V8, V9

forward gear

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 [0005]
• DE 102007049267 A1 [0006]
• DE 102010030569 A1 [0028]

Claims (24)

Transmission ( 1 ), in particular dual-clutch transmission, for a motor vehicle, comprising at least two partial transmissions ( 2 . 3 ), each of the partial transmissions ( 2 . 3 ) comprises at least one input shaft (EW1, EW2), and wherein an output shaft as the output shaft (AW) of both partial transmissions ( 2 . 3 ), wherein the at least one input shaft (EW1, EW2) on an input shaft axis ( 4 ) and the output shaft (AW) on the input shaft axis ( 4 ) or on one, in particular to the input shaft axis ( 4 ) parallel, countershaft axis ( 5 ) or output shaft axis ( 5 ' ), and wherein a countershaft ( 6 ) is arranged with at least one countershaft (VW1, VW2, VW3, VW4, VW5, VW6), wherein the at least one countershaft (VW1, VW2, VW3, VW4, VW5, VW6) on the countershaft axis ( 5 ' ), and wherein at least one of the input shafts (EW1, EW2) by means of at least one wheel plane (I, II, III, IV, V, VI, VII, VIII) and / or at least one switching element (S1, S2, S3, S4 , S5, S6, S7, S8, S9) is connectable to the output shaft (AW), characterized in that N switching devices (SE1, SE2, SE3, SE4, SE5) and at least two wheel planes (I, II, III, IV, V, VI, VII, VIII), wherein N is an integer greater than or equal to two, and that one (SE4) of the at least N switching devices (SE1, SE2, SE3, SE4, SE5) on the countershaft axis ( 5 ) is arranged and that at least two wheel planes (III, IV, V, VI) are arranged, which by means of a single switching device (SE4) on the countershaft axis ( 5 ) of the at least one countershaft (VW1) are completely decoupled, wherein the at least two wheel planes (III, IV, V, VI) in a ( 2 ; 3 ) of the at least two partial transmissions ( 2 . 3 ) are arranged. Transmission according to claim 1, characterized in that the majority of the N switching devices (SE1, SE2, SE3, SE4, SE5) on the input shaft axis ( 4 ) of the transmission ( 1 ) are arranged. Transmission according to one of claims 1-2, characterized in that at least two of the input shafts (EW1, EW2) coaxial with each other and / or at least one of the input sources and at least one hollow shaft and / or coaxial with each other and / or at least two of the countershafts (VW1, VW2, VW3, VW4, VW5, VW6) are arranged coaxially with each other. Transmission according to one of claims 1-3, characterized in that the number N is equal to five. Transmission according to one of claims 1-4, characterized in that at least one of the input shafts (EW1, EW2) and / or at least one of the countershafts (VW1, VW2, VW3, VW4, VW5, VW6) as a hollow shaft and the respective other shaft as Solid shaft is formed. Transmission according to one of claims 1-5, characterized in that the number of wheel planes (I, II, III, IV), which the first partial transmission ( 2 ), the number of wheel planes (V, VI, VII, VIII) corresponding to the second partial transmission ( 3 ) assigned. Transmission according to one of claims 1-6, characterized in that at least one wheel plane (VIII) is designed as a reverse gear. A transmission according to claim 7, characterized in that the reverse gear (VIII) is actuated by means of at least one of the N switching devices (SE1, SE2, SE3, SE4, SE5), wherein the at least one switching device (SE1) is the first switching device, which is upstream of the Output side (AB) in the gearbox (AB) 1 ) is arranged. Transmission according to one of claims 7-8, characterized in that the at least one switching device (SE1) for actuating the reverse gear stage (VIII) on the countershaft axis ( 5 ) is arranged. Transmission according to one of claims 1-9, characterized in that an electric machine (EM) on at least one transmission element of a wheel plane (I, II, III, IV, V, VI, VII, VIII) and / or on at least one countershaft ( VW1, VW2, VW3, VW4, VW5, VW6) and / or on at least one of the input shafts (EW1, EW2) for hybridizing the transmission ( 1 ), in particular by means of an additional switching device and / or an associated transmission element is arranged. Transmission according to claim 10, characterized in that the electric machine (EM) is arranged on a transmission element of at least one of the wheel planes (III, IV, V, VI) which are connected to a countershaft (VW2) designed as a hollow shaft. Transmission according to one of claims 1-11, characterized in that at least two gear stages (V1, V2, V3, V4, V5, V6, V7, V8, V9, R1, R2), in particular at least three gear ratios (V1, V2, V3 , V4, V5, V6, V7, V8, V9, R1, R2) can be represented by means of three wheel planes (III, VI, VIII, V, IV, I, III, VI, VIII). Transmission according to claim 12, characterized in that the at least three gear stages (V1, V2, V3, V4, V5, V6, V7, V8, V9, R1, R2) at least two forward gear stages (V1, V2, V3, V4, V5, V6, V7, V8, V9) and at least one reverse gear (R1, R2). Transmission according to one of Claims 1-13, characterized in that the respective first switching device (SE5, SE2) of the respective partial transmission (SE5, SE2) arranged downstream of the drive side (AN) is ( 2 . 3 ) on the input shaft axis ( 4 ) is arranged. Transmission according to one of claims 1-14, characterized in that a switching device (SE5), which is arranged adjacent to the drive side (AN), and a switching device (SE1), which is arranged adjacent to the output side (AB), respectively on the input shaft axis ( 4 ) or on the countershaft axis ( 5 ) are arranged. Transmission according to one of claims 1-15, characterized in that one, in particular designed as a solid shaft, countershaft (VW1) is designed as an output shaft (AW). Transmission according to one of claims 1-15, characterized in that an additional gear plane (IX) is arranged as the output constant. Transmission according to Claim 17, characterized in that the transmission elements of the additional gear plane (IX) are coaxial with the input shaft axis (IX). 4 ) and countershaft axis ( 5 ) or off-axis to input shaft axis ( 4 ) and countershaft axis ( 5 ) are arranged. Transmission according to claim 18, characterized in that the transmission elements of the additional gear plane (IX), which are arranged offset in the axial direction, between two wheel planes (VI, VII) of the transmission ( 1 ) or adjacent to the drive side (AN) and / or the output side (AB) are arranged. Transmission according to one of claims 1-19, characterized in that the N switching devices (SE1, SE2, SE3, SE4, SE5) and the at least two wheel planes (I, II, III, IV, V, VI, VII, VIII), preferably eight wheel planes (I, II, III, IV, V, VI, VII, VIII) are arranged so that at least nine forward gears (V1, V2, V3, V4, V5, V6, V7, V8, V9) and at least two Reverse gears (R1, R2) through the transmission ( 1 ) are representable. Transmission according to one of claims 1-20, characterized in that the switching devices (SE1, SE2, SE3, SE4, SE5) at least one sub-transmission ( 2 . 3 ) symmetrically and / or periodically alternating with respect to their position on input shaft axis ( 4 ) and countershaft axis ( 5 ) are arranged. Transmission according to one of claims 1-21, characterized in that the switching devices (SE1, SE2, SE3, SE4, SE5) symmetrically and / or periodically alternately with respect to their position on input shaft axis ( 4 ) and countershaft axis ( 5 ) in the transmission ( 1 ) are arranged. Transmission according to one of claims 1-22, characterized in that the partial transmission ( 2 . 3 ) of the at least two partial transmissions ( 2 . 3 ) disposed adjacent to the driving side (AN) having the plurality of switching means (SE3, SE4, SE5). Motor vehicle, in particular a passenger or a truck, with a transmission ( 1 ) according to any one of claims 1-23.

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