DE102012221144A1 - Transmission e.g. dual clutch transmission in for use in countershaft design, has thirteenth gear that is rotatably connected with input shafts, and two countershafts that are rotatably connected with each other - Google Patents

Abstract

The transmission (9) comprises third, fourth, fifth and sixth gears (Z3-Z6) that are rotatably arranged on a left countershaft (VW2) and connected with the eleventh, twelfth, thirteenth and fourteenth gears (Z11-Z14) of the transmission input shafts (EW1,EW2). The first, second, seventh and eighth gears (Z1,Z2,Z7,Z8) are arranged on a right countershaft (VW1) and connected with the ninth, tenth, fifteenth and sixteenth gears (Z9,Z10,Z15,Z16). The thirteenth gear is rotatably connected with the input shafts and two countershafts are rotatably connected with each other.

Description

The present invention relates to a transmission in countershaft design according to the preamble of claim 1. In particular, the invention relates to a dual clutch transmission in countershaft design.

Essentially, a dual-clutch transmission consists of two trains or partial transmissions with different gear pairs, two power shift clutches, which are each associated with a partial transmission, a drive shaft and an output shaft and, depending on the number of gears from positive clutches. Here, the gears are arranged alternately in the two partial transmissions, so that it is possible to preselect a gear in the load-free partial transmission, while the torque is transmitted from the other partial transmission.

A gear shift is realized by transferring the torque to be transmitted from one power shift clutch to the other, so that the gears can be switched without load and without interruption of traction and without distortion of the shiftable gears. As a rule, the odd gears with one partial transmission and the even gears and the reverse gear are switchable with the other partial transmission.

The advantages of the dual-clutch transmission consist in an efficiency advantage over gearboxes in planetary design, a freer translation choice of the gears by the sub-transmission, the high speed suitability and in a sporty driving.

From the DE 10 2010 040 660 A1 the Applicant is a dual clutch transmission in countershaft design shows with a transmission central shaft and a concentric hollow shaft, with exactly one countershaft and two load switching elements, both load switching elements on the drive side can be brought into operative connection with a drive unit, one of the load switching elements output side is connected to the transmission central shaft, wherein the other of the two switching elements is connected to the transmission hollow shaft, wherein the transmission central shaft and the hollow shaft gear for representing a gear ratio via gear stages which are switched on switching means in the power flow and can be switched off, connected to the countershaft and wherein a plurality of switching devices each at least two gear stages assigned.

In the known transmission is provided that on the countershaft two coaxial arranged hollow shafts are provided which are each rotatably coupled via one of the switching devices with the countershaft and rotatably connected to the respective at least two gears of gear stages, and that on the transmission central shaft or the hollow shaft transmission shaft is provided a further hollow shaft arranged coaxially thereto, which is connectable via one of the switching devices with the transmission central shaft or the hollow shaft gear and rotatably connected to the at least two further gears of gear stages.

In this case, at least three translations by switching element-side connection of three of the gear stages in the power flow can be represented, on the at least partially by each switching element-side switching in the power flow in each case a translation can be displayed.

Furthermore, from the DE 10 2007 049 267 A1 the applicant a dual-clutch transmission with two clutches known whose input sides are connected to a drive shaft and the output sides, each with one of two coaxially arranged transmission input shafts, rotatably mounted on at least two countershafts on which designed as idler gear gears, with rotatably on the two transmission input shafts arranged and designed as fixed gears gear wheels, which are at least partially engaged with the idler gears, with a plurality of coupling devices for non-rotatable connection of a loose wheel with a countershaft, each having a fixed to the two countershaft driven gear, which is respectively coupled to a toothing of an output shaft , The known transmission has at least one switching element for coupling the two transmission input shafts, wherein at least six powershift forward gears and at least one reverse gear are switchable and wherein three wheel planes or four wheel planes are arranged such that at least one lastschaltbarer Windungsgang switchable via the switching element for coupling the two transmission input shafts is.

An essential goal of the transmission development is the reduction of fuel consumption, it being known to use for this purpose hybrid powertrains. It makes sense not to use a special hybrid transmission, but a conventional gearbox on the modular principle to expand a hybrid component.

From the DE 10 2010 030 569 A1 the applicant is a hybrid drive of a motor vehicle is known, comprising an internal combustion engine with a drive shaft, an operable as a motor and a generator electric machine with a rotor and a multi-stage transmission with two coaxially arranged input shafts and a common output shaft, wherein the first input shaft centrally within the as Hollow shaft formed second Input shaft is arranged and at least the first input shaft via an associated separating clutch with the drive shaft of the internal combustion engine is connectable. In the known hybrid drive is provided that the second input shaft is in drive connection with the rotor of the electric machine and that both input shafts selectively via a plurality of gear sets with different gear ratio and each of a shiftable speed clutch can be selectively brought into drive connection with the output shaft, wherein only the first input shaft via the associated separating clutch is connectable to the drive shaft of the internal combustion engine, and wherein the first input shaft and the second input shaft can be coupled to each other via a positive and disengageable interlocking clutch.

The present invention has for its object to provide a transmission in countershaft design, which has a high number of forward gears with low component cost. Furthermore, the transmission according to the invention should be able to be hybridized without high design complexity.

This object is achieved by the features of claim 1. Further advantages and advantageous embodiments will become apparent from the dependent claims.

Accordingly, a transmission is proposed in Vorgelegebauweise, comprising a first, designed as a solid shaft transmission input shaft which is associated with a first partial transmission, a second, designed as a hollow shaft transmission input shaft which is associated with a second partial transmission and through which the first transmission input shaft is guided and two countershafts, wherein the first countershaft is designed as a solid shaft, which is guided by the designed as a hollow shaft second countershaft and forms the output shaft of the transmission.

Here, a third, a fourth, a fifth and a sixth gear rotatably disposed on the second countershaft, which is formed to form a gear of the transmission wheel each with a designed as a switchable idler eleventh and twelfth gear of the second transmission input shaft and a switchable idler gear executed thirteenth and fourteenth gear on the first transmission input shaft are operatively connected.

Further, a first, second, seventh and eighth gear are arranged on the first countershaft, which are designed as switchable idler gears, each having a designed as a fixed gear ninth and tenth gear of the second transmission input shaft and a fifteenth to form a gear of the gear wheel and sixteenth gear of the first transmission input shaft are operatively connected, wherein the thirteenth gear with two transmission input shafts rotatably connected and the second countershaft with the first countershaft is rotatably connected.

In this case, a solid shaft may also have openings, for example longitudinal and / or transverse bores, in particular for lubrication and / or for cooling and / or for actuating the switching elements arranged thereon.

In the transmission according to the invention, the two transmission input shafts may each be connected to the output side of a power shift clutch, wherein the power shift clutches on the drive side with a drive unit, for example with an internal combustion engine, and are preferably combined to form a double clutch.

As an alternative to the design as a dual-clutch transmission, the dual clutch can be eliminated while maintaining the structure of the transmission, wherein a transmission input shaft is driven via a power-shift clutch and the other transmission input shaft via the rotor of an electric machine.

The invention will be explained in more detail below by way of example with reference to the attached figures with reference to an embodiment of the transmission as a dual-clutch transmission. These are:

1 a schematic representation of a first embodiment of a dual clutch transmission according to the invention in countershaft design, which has nine forward gears and one reverse gear;

2 : an exemplary circuit diagram for the in 1 illustrated transmission;

3 a table to illustrate the assignment of the switching elements of the transmission to the wheel stages;

4 : A schematic representation of the principle of generating possible functionally identical variants of the transmission according to 1 by a shift of double switching elements between the main axis and the countershaft axis;

5 : a schematic representation of the principle of generating possible functionally identical Variants of the transmission according to 1 by an axial interchange of wheel stages;

6 : A schematic representation of the principle of generating possible functionally identical variants of the transmission according to 1 by a different packaging of switching elements;

7 : A schematic representation of the principle of generating possible functionally identical variants of the transmission according to 1 by an axial permutation of the partial transmission;

8th : A schematic representation of the principle of generating possible functionally identical variants of the transmission according to 1 by a different packaging of switching elements;

9 : a schematic representation of a variant of the embodiment of the output of a transmission according to the invention, in which the output is coaxial with the drive;

10 : a schematic representation of a variant of the embodiment of the output of a transmission according to the invention, in which the output is off-axis to the drive; and

11 : A schematic representation of a development of the transmission according to 1 in which an electric machine is integrated in the gearbox.

The construction of dual clutch transmissions in countershaft design is well known to those skilled in the art, so that only the invention relevant components are described and explained in detail within the scope of the figure description. Like reference numerals designate like components.

In 1 is a designed as a dual clutch transmission 9 in countershaft design with nine forward gears and one reverse gear shown. It comprises a first, connected to the output side of a first power-shift clutch K1 and designed as a solid shaft transmission input shaft EW1 for the first partial transmission 10 in which the straight gears are generated, and a second, connected to the output side of a second power shift clutch K2 and designed as a hollow shaft transmission input shaft EW2 for the second partial transmission 11 in which odd gears are generated, wherein the first transmission input shaft EW1 is guided by the second transmission input shaft EW2. The first and the second transmission input shaft EW1, EW2 define the main axis 12 of the transmission 9 , The power shift clutches K1, K2 are the drive side connected to a drive unit, for example with an internal combustion engine, and preferably combined to form a double clutch. By closing the first power-shift clutch K1, the first transmission input shaft EW1 is switched into the power flow, wherein a closing of the second power-shift clutch K2 causes a switching of the second transmission input shaft EW2 in the power flow.

The gearbox designed as a dual-clutch transmission 9 according to 1 has a first countershaft VW1 and a second countershaft VW2, wherein the first countershaft VW1 is designed as a solid shaft, which is guided by the designed as a hollow shaft second countershaft VW2 and the output shaft of the transmission 9 forms. The countershaft axis of the transmission 9 is in 1 With 13 designated.

The gear 9 has eight wheel planes, ie wheel steps with discrete translations.

On the second countershaft VW2, a third, a fourth, a fifth and a sixth gear Z3, Z4, Z5, Z6 are rotatably arranged, each having a configured as a switchable idler eleventh and twelfth gear Z11 to form a gear of the gear wheel , Z12 of the second transmission input shaft EW2 and a thirteenth and fourteenth gear Z13, Z14, which are designed as a switchable idler gear, are operatively connected to the first transmission input shaft EW1, the second countershaft VW2 being releasably rotatably connectable to the first countershaft VW1 by means of a third shifting element S3.

The third and eleventh gear Z3, Z11 form the wheel step in the example shown 7 for generating the seventh forward gear, wherein the fourth and twelfth gear Z4, Z12, the wheel stage 5 for generating the fifth forward gear, the fifth and thirteenth gear Z5, Z13 the wheel stage 4 for generating the fourth forward gear and the sixth and fourteenth gear Z6, Z14 the wheel stage 6 to form the sixth forward speed.

Further, on the first countershaft VW1, a first, second, seventh and eighth gear Z1, Z2, Z7, Z8 are arranged, which are designed as switchable idler gears, the formation of a gear of a gear wheel associated with each wheel designed as a fixed wheel ninth and Tenth gear Z9, Z10 of the second transmission input shaft EW2 and a fifteenth and sixteenth gear Z15, Z16 of the first transmission input shaft EW1 are operatively connected. The first and the ninth gears Z1, Z9 in the example shown in combination with an intermediate gear designated as seventeenth gear Z17 for the purpose of reversing the direction of rotation form the wheel stage R for generating a reverse gear of the transmission 9 , wherein the second and tenth gear Z2, Z10 the wheel stage 3 for generating the third forward gear, the seventh and fifteenth gear Z7, Z15 the wheel stage 8th for generating the eighth forward speed and the eighth and sixteenth gear Z8, Z16 the wheel stage 2 to form the second forward gear.

The wheel stages with discrete ratios are preferably viewed axially in the order of R, 3 . 7 . 5 . 4 . 6 . 8th . 2 arranged, wherein the wheel stages R, 3 . 5 . 7 the second partial transmission 11 and the wheel steps 2 . 4 . 6 . 8th the first partial transmission 10 assigned. The wheel step R corresponds to the first wheel plane and the wheel step 2 the last, eighth gear plane of the transmission 9 ,

The gear 9 has ten positive and / or frictional switching elements, which are preferably designed as synchronizers and hereinafter referred to as first switching element S1, second switching element S2, third switching element S3, fourth switching element S4, fifth switching element S5, sixth switching element S6, seventh switching element S7, eighth switching element S8, ninth switching element S9 and tenth switching element S10 are designated.

By means of the first switching element S1, the first gear Z1 with the first countershaft VW1 releasably rotatably connected, wherein by means of the second switching element S2, the second gear Z2 with the first countershaft VW1 releasably rotatably connected. Preferably, the first and second switching element S1, S2 are combined to form a double switching element SE1 with common actuator.

By means of the third switching element S3, the second countershaft VW2 and thus arranged on the second countershaft VW2 fixed wheels Z3, Z4, Z5, Z6 releasably rotatably connected to the first countershaft VW1, wherein by means of the fourth switching element S4, the eleventh gear Z11 with the second transmission input shaft EW2 releasably rotatable is connectable. Further, the twelfth gear Z12 with the second transmission input shaft EW2 releasably rotatably connected by means of the fifth switching element S5. Preferably, the fourth and fifth switching element S4, S5 are combined to form a double switching element SE2 with common actuator.

Referring to 1 is by means of the sixth switching element S6, the thirteenth gear Z13 with the second transmission input shaft EW2 releasably rotatably connected, wherein by means of the seventh switching element S7, the thirteenth gear Z13 with the first transmission input shaft EW1 releasably rotatably connected. Thus, according to the invention, the thirteenth gear Z13 of the wheel stage 4 to generate the fourth forward gear by means of the seventh switching element S7 with the first transmission input shaft EW1 or by means of the sixth switching element S6 with the second transmission input shaft EW2 rotatably connected.

Further, by means of the eighth switching element S8, the fourteenth gear Z14 with the first transmission input shaft EW1 releasably rotatably connected, wherein the seventh and eighth switching element S7, S8 are preferably combined to form a double switching element SE3 with common actuator.

Furthermore, by means of the ninth switching element S9, the seventh gear Z7 releasably connected to the first countershaft VW1 rotatably connected, wherein the eighth gear Z8 with the first countershaft VW1 releasably rotatably connected by means of the tenth switching element S10. Preferably, the ninth and tenth switching element S9, S10 are combined to a double switching element SE4 with common actuator.

According to the invention, the third and sixth switching elements S3, S6 can be actuated by an actuator without affecting the load switching capability of the transmission.

Referring to the circuit diagram according to 2 , becomes in the in 1 shown gear 9 the first forward gear by switching the second power shift clutch K2, that is connected in the power flow switched second transmission input shaft EW2, and the sixth, eighth and tenth switching element S6, S8 and S10.

Here, the first forward gear is realized as Windungsgang, in the gears of both partial transmission 10 . 11 be coupled with each other to a power flow through both partial transmissions 10 . 11 to realize. In the example shown, the power flows from the second transmission input shaft EW2 via the closed when the sixth switching element S6 in the power flow wheel stage 4 for generating the fourth forward gear to the second countershaft VW2 and via the switched when the eighth switching element S8 in the power flow wheel stage 6 for generating the sixth forward gear to the first transmission input shaft EW1 and from the first transmission input shaft EW1 via the gear stage connected by closing the tenth switching element S10 in the power flow 2 for generating the second forward gear to the output shaft of the transmission 9 serving first countershaft VW1.

Under a Windungsgang is generally understood in particular a translation stage of the transmission, in which wheel stages of several or both partial transmissions of the transmission are coupled together to thereby realize a power flow through both partial transmissions. In this case, each of the partial transmissions is assigned in each case in particular to one of the input shafts of the transmission.

When the first power-shift clutch K1 is closed, ie when the first transmission input shaft EW1 is switched into the power flow, the second forward gear is switched by closing the tenth shifting element S10, as a result of which the gear stage 2 to Generation of the second forward gear is switched into the power flow. Further, the third forward speed is switched when the second power shift clutch K2 is closed by closing the second shift element S2, whereby the wheel step 3 is switched to generate the third forward gear in the power flow.

The fourth forward gear is switched when the first power-shift clutch K1 is closed by closing the third and seventh shifting element S3, S7, whereby the wheel step 4 is switched to generate the fourth forward gear in the power flow. According to the invention, the fifth forward gear is closed by closing the third and fifth shifting element S3, S5 when the second power-shift clutch K2 is closed, whereby the wheel step 5 is switched to generate the fifth forward gear in the power flow.

Further, the sixth forward gear is closed by closing the third and eighth switching element S3, S8 when the first power-shift clutch K1 is closed, whereby the wheel stage 6 is switched to generate the sixth forward gear in the power flow. The seventh forward speed is switched by closing the third and fourth switching element S3, S4 when the second power-shift clutch K2 is closed, as a result of which the wheel stage 7 is switched to generate the seventh forward gear in the power flow. For switching the fourth, fifth, sixth and seventh forward gear two switching elements are required, which is due to the fact that the wheel stages have only switchable idler gears to produce these gears.

The eighth forward gear is switched when the first power-shift clutch K1 is closed by closing the ninth shift element S9, whereby the wheel step 8th is switched to the production of the eighth forward gear in the power flow.

According to the ninth forward gear is realized as Windungsgang and is switched when the second power shift clutch K2 closed by closing the fifth, seventh and ninth switching element S5, S7, S9.

In this case, the power flows from the second transmission input shaft EW2 via the gear stage which is switched into the power flow when the fifth shifting element S5 is closed 5 for generating the fifth forward gear to the second countershaft VW2 and via the switched when the seventh shift element S7 in the power flow wheel stage 4 for generating the fourth forward gear on the first transmission input shaft EW1 and of the first transmission input shaft EW1 via the switched by closing the ninth switching element S9 in the power flow wheel 8th for generating the eighth forward gear to the output shaft of the transmission 9 serving first countershaft VW1.

When the second power-shift clutch K2 is closed, the reverse gear is engaged by closing the first shift element S1, whereby the gear stage R is switched into the power flow to produce a reverse gear.

By making the first and ninth (i.e., last) forward speeds as turns, the mechanical spread is reduced, resulting in lower speed losses.

As a result of the concept according to the invention, at least nine forward gears and at least one reverse gear are realized by only eight wheel planes, wherein ten shift elements with five actuators are advantageously required, as a result of which the component outlay is considerably reduced. By using only eight wheel planes, the axial length of the transmission is kept low.

According to the invention, the switching elements S1, S2, S3, S4, S5, S6, S7, S8, S9, S10 of the transmission are the wheel stages 2 . 3 . 4 . 5 . 6 . 7 . 8th , R assigned to the gearbox, according to the table according to 3 is illustrated. This can be done in 1 illustrated gear 9 be functionally reshaped by different positioning of the wheel stages and / or the switching elements, without causing a change in the circuit diagram. Due to the different possibilities of arranging the wheel stages and the switching elements for the transmission according to 1 arise several transmission variants, as explained below.

By arranging the double switching element SE1 for switching the wheel stages 3 , R for the realization of the third forward gear and the reverse gear in the power flow on the countershaft axis 13 or on the main axis 12 and / or by the arrangement of the double switching element SE4 for switching the wheel stages 2 . 8th for generating the second and fourth forward gear in the power flow on the main axis 12 or on the countershaft axis 13 are several functionally identical variants feasible. This is based on 4 The arrows illustrate the possible displacement of these switching elements between the main axis 12 and the countershaft axis 13 suggest.

Other functionally identical variants result from axial interchange of the wheel stages 3 , R for generating the third forward gear and the reverse gear and / or by axial interchange of the wheel stages 2 . 8th for generating the second and fourth forward gear with each other, as shown by 5 illustrated. In case that the wheel steps 3 , R are reversed to produce the third forward speed and the reverse speed with each other, the first and third switching element S1, S3 can be combined into a double switching element, wherein the second switching element S2 is designed as a single switching element. This possibility of arrangement and packaging of the switching elements is in 6 indicated by the arrow.

Furthermore, there are two more functionally identical transmission variants by an axial reversal of the partial transmission 10 . 11 as based on 7 represented and indicated by the arrow.

In a further embodiment of the invention, the double switching element SE2, which comprises the fourth and fifth switching element S4, S5, are separated, in which case the fifth and sixth switching element S5, S6 are combined to form a double switching element. This possibility of packaging is based on 8th illustrated by the arrow.

According to the invention, different variants of the design of the output of the transmission according to 1 or according to one of the described functionally identical variants possible, as based on 9 and 10 illustrated.

Subject of the 9 is a development of the transmission according to 1 in which on the first countershaft VW1 an eighteenth, designed as a fixed gear Z18 is arranged, which with a nineteenth gear Z19 on the transmission input shaft axis (main axis 12 ) and forms together with the nineteenth gear Z19 a Abtriebskonstantenradpaar. This concept creates a drive that is coaxial with the drive.

At the in 10 shown embodiment, an off-axis output is realized, for this purpose on the first countershaft VW1 an additional, designed as a fixed gear twentieth gear Z20 is arranged, which meshes with another off-axis to the twentieth gear Z20 arranged twenty-first gear Z21, which forms the output of the transmission , The gears Z20 and Z21 form a driven constant wheel pair. The twentieth gear Z20 can, viewed axially, be arranged at different points of the first countershaft VW1, which is represented by the variants A, B, C in FIG 10 is indicated.

The transmission according to the invention has a good hybridizability. In this case, at least one electric machine can be connected to one of the shafts of the transmission, to an already existing fixed gear of the transmission, to an already present idler gear of the transmission or to an additional fixed gear of the transmission.

Preferably, the at least one electric machine can be detachably connected to the transmission drive and / or to the transmission output by means of a respective switching element of the transmission. In this way, the battery can be charged in the state of a generator operation of the electric machine. Furthermore, a purely electric driving can be realized without drag losses.

In the context of a particularly advantageous embodiment of the invention, an electric machine to the wheel stages 4 . 5 . 6 or 7 be connected. Subject of the 11 is the connection of an electric machine EM to the wheel 4 for generating the fourth forward gear of the transmission 9 , Here is the rotor 14 the electric machine EM with the fifth gear wheel Z5 Z5 4 directly connected. The rotor 14 the electric machine EM can be operatively connected to the gear Z5 via a gear stage, a belt drive or other suitable means.

At the in 1 . 4 . 5 . 6 . 7 . 8th . 9 . 10 and 11 shown embodiments of the transmission according to the invention 9 the output can be made on both sides, whereby the drive of at least two axles of the vehicle is made possible.

In a further development of the invention, while maintaining the structure of the transmission, the dual clutch, comprising the first and the second power shift clutch K1, K2 omitted, wherein a transmission input shaft is driven via a friction clutch and the other transmission input shaft via the rotor of an electric machine. The circuit diagram according to 2 remains unchanged, with a transmission input shaft is switched by closing the friction clutch in the power flow and the other transmission input shaft is switched by appropriate control of the electric machine in the power flow.

Such an embodiment is described in the context of the applicant's 10 2010 030 569 A1, which is intended to be the subject of this description in its entirety.

Here, a transmission input shaft, preferably the first transmission input shaft via a friction clutch with the drive unit, for example, be connected to an internal combustion engine. This transmission input shaft is connected to the other transmission input shaft connected to the rotor of an electric machine via an interlocking and disengageable positive clutch Coupled with each other. Alternatively, the drive unit-side part of the friction clutch can be coupled to the other transmission input shaft via an engageable and disengageable positive clutch.

A further embodiment, in which a transmission input shaft is driven via a friction clutch and the other transmission input shaft via the rotor of an electric machine, is in the context of DE 10 2010 061 824 the applicant, which is intended to be the subject of this description in full.

Here, the electric machine is coupled via a planetary gear to the first transmission input shaft and to the second transmission input shaft, wherein the drive unit is coupled via a separating clutch to the second transmission input shaft and coupled with the clutch disconnected via the planetary gear to the first transmission input shaft. It is further provided that with the planetary gear a bridging switching element cooperates such that when the lock-up switching element a rotationally fixed connection between the electric machine and the two transmission input shafts and thus compelling speed equality between the same, whereas with open bridging switching element this rotationally fixed connection and thus the speed equality does not exist.

Furthermore, analogous to the DE 10 2010 063 582 the applicant, which is intended to be the subject of this description, be provided a planetary gear, wherein a first element of the planetary gear of the fixed connection of the first transmission input shaft is used, and wherein a second element of the planetary gear of the fixed connection of an electric machine is used. Further, a first additional switching element is provided, via which a third element of the planetary gear in a first switching position to a second transmission input shaft of a second partial transmission of the transmission, to which further a drive unit, preferably an internal combustion engine can be coupled, and in a second switching position on the housing side or stator side is attachable. According to the DE 10 2010 063 582 a second additional switching element is provided, via which both transmission input shafts of both partial transmissions can be coupled to one another when the second switching element is closed and when the second switching element is open, both transmission input shafts of both partial transmissions can be separated from one another.

LIST OF REFERENCE NUMBERS

2

Wheel stage for generating the second forward gear

3

Wheel stage for generating the third forward gear

4

Wheel stage for generating the fourth forward gear

5

Wheel stage for generating the fifth forward gear

6

Wheel stage for generating the sixth forward gear

7

Wheel stage to produce the seventh forward gear

8th

Wheel stage for generating the eighth forward gear

9

Transmission, dual-clutch transmission

10

first partial transmission

11

second partial transmission

12

main axis

13

Countershaft axis

14

rotor

A

Variant of the axial arrangement of the twentieth gear Z20

B

Variant of the axial arrangement of the twentieth gear Z20

C

Variant of the axial arrangement of the twentieth gear Z20

EM

electric machine

EW1

first transmission input shaft

DR2

second transmission input shaft

K1

first power shift clutch

K2

second power shift clutch

R

Wheel stage for generating a reverse gear

S1

first switching element

S2

second switching element

S3

third switching element

S4

fourth switching element

S5

fifth switching element

S6

sixth switching element

S7

seventh switching element

S8

eighth switching element

S9

ninth switching element

S10

tenth switching element

SE1

Contact set

SE2

Contact set

SE3

Contact set

SE4

Contact set

VW1

first countershaft

VW2

second countershaft

Z1

first gear

Z2

second gear

Z3

third gear

Z4

fourth gear

Z5

fifth gear

Z6

sixth gear

Z7

seventh gear

Z8

eighth gear

Z9

ninth gear

Z10

tenth gear

Z11

eleventh gear

Z12

twelfth gear

Z13

thirteenth gear

Z14

fourteenth gear

Z15

fifteenth gear

Z16

sixteenth gear

Z17

Intermediate gear, seventeenth gear

Z18

eighteenth gear

Z19

nineteenth gear

Z20

twentieth gear

Z21

twenty-first 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 102010040660 A1 [0005]
• DE 102007049267 A1 [0008]
• DE 102010030569 A1 [0010]
• DE 102010061824 [0073]
• DE 102010063582 [0075, 0075]

Claims (21)

Transmission ( 9 ) in Vorgelegebauweise, comprising a first, designed as a solid shaft transmission input shaft (EW1), the first partial transmission ( 10 ) is assigned, a second, designed as a hollow shaft transmission input shaft (EW2), the second partial transmission ( 11 ) is assigned and through which the first transmission input shaft (EW1) is guided and two countershafts (VW1, VW2), wherein the first countershaft (VW1) is designed as a solid shaft, which is guided by the hollow shaft designed as a second countershaft (VW2) and the Output shaft of the gearbox ( 9 ), wherein on the second countershaft (VW2), a third, a fourth, a fifth and a sixth gear (Z3, Z4, Z5, Z6) are arranged rotationally fixed, which in each case with a as a switchable idler gear executed eleventh and twelfth gear (Z11, Z12) of the second transmission input shaft (EW2) and designed as a switchable idler gear thirteenth and fourteenth gear (Z13, Z14) on the first transmission input shaft (EW1) are operatively connected, wherein on the first countershaft (VW1 ) a first, second, seventh and eighth gear (Z1, Z2, Z7, Z8) are arranged, which are designed as switchable idler gears, which are each formed with a fixed gear designed as a ninth and tenth gear to form a gear of the gear Z9, Z10) of the second transmission input shaft (EW2) and a fifteenth and sixteenth gear (Z15, Z16) of the first transmission input shaft (EW1) are operatively connected u nd wherein the thirteenth gear (Z13) with two transmission input shafts (EW1, EW2) is rotatably connected and the second countershaft (VW2) with the first countershaft (VW1) rotatably connected. Transmission ( 9 ) in countershaft design according to claim 1, characterized in that the third and eleventh gear (Z3, Z11) the wheel stage ( 7 ) to produce the seventh forward gear, the fourth and twelfth gear (Z4, Z12) the wheel stage ( 5 ) for generating the fifth forward gear, the fifth and thirteenth gear (Z5, Z13) the wheel stage ( 4 ) for generating the fourth forward gear and the sixth and fourteenth gear (Z6, Z14) the wheel stage ( 6 and the first and ninth gears (Z1, Z9) in combination with an intermediate gear (Z17), the wheel stage (R) for generating a reverse gear, the second and tenth gear (Z2, Z10) the wheel stage (Z) 3 ) to produce the third forward gear, the seventh and fifteenth gear (Z7, Z15) the wheel stage ( 8th ) to produce the eighth forward gear and the eighth and sixteenth gear (Z8, Z16) the wheel ( 2 ) to generate the second forward speed. Transmission ( 9 ) in Vorgelegebauweise according to claim 1, characterized in that it comprises ten positive and / or frictional switching elements (S1, S2, S3, S4, S5, S6, S7, S8, S9, S10), wherein by means of the first switching element (S1) the first gear (Z1) with the first countershaft (VW1) releasably rotatably connected, wherein by means of the second switching element (S2), the second gear (Z2) with the first countershaft (VW1) releasably rotatably connected, by means of the third switching element (S3 ), the second countershaft (VW2) and thus on the second countershaft (VW2) arranged fixed wheels (Z3, Z4, Z5, Z6) with the first countershaft (VW1) releasably rotatably connectable, said means of the fourth switching element (S4) the eleventh Gear (Z11) with the second transmission input shaft (EW2) releasably rotatably connected, wherein by means of the fifth switching element (S5) the twelfth gear (Z12) with the second transmission input shaft (EW2) releasably rotatably connected, wherein by means of the sixth switching element (S6), the thirteenth gear (Z13) with the second transmission input shaft (EW2) releasably rotatably connected, wherein by means of the seventh switching element (S7) the thirteenth gear (Z13) with the first transmission input shaft (EW1) releasably rotatably connected is, by means of the eighth switching element (S8) the fourteenth gear (Z14) with the first transmission input shaft (EW1) releasably rotatably connected, wherein by means of the ninth switching element (S9), the seventh gear (Z7) with the first countershaft (VW1) solvable rotatably connected and wherein by means of the tenth switching element (S10), the eighth gear (Z8) with the first countershaft (VW1) releasably rotatably connected. Transmission ( 9 ) in countershaft design according to claim 3, characterized in that the first and second switching element (S1, S2), the fourth and fifth switching element (S4, S5), the seventh and eighth switching element (S7, S8) and the ninth and tenth switching element ( S9, S10) are each combined to a double switching element (SE1, SE2, SE3, SE4) with common actuator. Transmission ( 9 ) in Vorgelegebauweise according to claim 1, characterized in that the first transmission input shaft (EW1) with the output side of a first power shift clutch (K1) is connected and that the second transmission input shaft (EW2) with the output side of a second power shift clutch (K2) is connected, wherein the Powershift clutches (K1, K2) are connected on the drive side with a drive unit and are combined to form a double clutch. Transmission ( 9 ) in countershaft design according to claim 5, characterized in that at least one electric machine (EM) to one of the shafts of the transmission ( 9 ), to an already existing one Fixed gear of the gearbox ( 9 ), to an already existing idler gear of the transmission ( 9 ) or to an additional fixed gear of the transmission ( 9 ) is attached. Transmission ( 9 ) in Vorgelegebauweise according to claim 6, characterized in that the at least one electric machine (EM) by means of a respective switching element of the transmission ( 9 ) Is releasably connectable to the transmission drive and / or with the transmission output. Transmission ( 9 ) in countershaft design according to claim 6, characterized in that an electric machine (EM) to one of the wheel stages ( 4 . 5 . 6 . 7 ) is connected to produce the fourth, fifth, sixth and seventh forward gear. Transmission ( 9 ) in countershaft design according to claim 8, characterized in that the rotor ( 14 ) of an electric machine (EM) with the fifth gear (Z5) of the wheel stage ( 4 ) is connected to generate the fourth forward gear directly or via a gear stage or a belt drive. Transmission ( 9 ) in Vorgelegebauweise according to claim 1, characterized in that a transmission input shaft via a friction clutch and the other transmission input shaft via the rotor of an electric machine is driven. Transmission ( 9 ) in Vorgelegebauweise according to claim 10, characterized in that a transmission input shaft via a friction clutch with a drive unit is detachably connectable and via an engageable and disengageable positive clutch with the other transmission input shaft which is connected to the rotor, an electric machine, coupled or that a transmission input shaft via a friction clutch with a drive unit is detachably connectable and the drive unit side part of the friction clutch with the other transmission input shaft which is connected to the rotor an electric machine, coupled via an engageable and disengageable positive clutch coupling. Transmission ( 9 ) in Vorgelegebauweise according to claim 10, characterized in that the electric machine is coupled via a planetary gear to the first transmission input shaft and to the second transmission input shaft, wherein the drive unit via a separating clutch to the second transmission input shaft coupled and closed clutch via the planetary gear to the first Transmission input shaft coupled to the planetary gear a bridging switching element cooperates such that when the lock-up switching element a rotationally fixed connection between the electric machine and the transmission input shafts and thus compelling speed equality between the same, whereas with open bridging switching element this rotationally fixed connection so that the speed equality does not exist. Transmission ( 9 ) in Vorgelegebauweise according to claim 10, characterized in that a planetary gear is provided, wherein a first element of the planetary gear of the fixed connection of the first transmission input shaft is used, wherein a second element of the planetary gear of the fixed connection of an electrical machine is used, wherein a first additional switching element provided is, via which a third element of the planetary gear in a first switching position to the second transmission input shaft to which a drive unit is further coupled, and in a second switching position on the housing side or stator side is attachable and wherein a second additional switching element is provided, via which when closed second switching element both transmission input shafts coupled to one another and with open second switching element both transmission input shafts are separable from each other. Transmission ( 9 ) in Vorgelegebauweise according to any one of the preceding claims, characterized in that nine forward gears and one reverse gear can be realized that designed as Windungsgang first forward gear in the power flow switched second transmission input shaft (EW2) by closing the sixth, eighth and tenth switching element (S6, S8, S10) is switched, that the second forward speed is switched by closing the tenth switching element (S10) when switched to the power flow of the first transmission input shaft (EW1) that the third forward speed in the power flow connected second transmission input shaft (EW2) by closing the second Switching element (S2) is switched, that the fourth forward gear is switched at closing in the power flow switched first transmission input shaft (EW1) by closing the third and seventh switching element (S3, S7), that the fifth forward gear in the power flow connected second transmission input shaft ( EW2) by closing the third and fifth switching element (S3, S5) is switched, that the sixth forward speed is switched in the power flow switched first transmission input shaft (EW1) by closing the third and eighth switching element (S3, S8) that the seventh forward speed when switched in the power flow second transmission input shaft (EW2) by closing the third and fourth switching element (S3, S4) is switched that the eighth forward speed is switched in the power flow switched first transmission input shaft (EW1) by closing the ninth switching element (S9), that the ninth forward gear is realized as Windungsgang and connected in the power flow second Transmission input shaft (EW2) by closing the fifth, seventh and ninth switching element (S5, S7, S9) is switched and that the reverse gear is switched when connected in the power flow second transmission input shaft (EW2) by closing the first switching element (S1). Transmission ( 9 ) in countershaft design according to claim 3, characterized in that the switching elements (S1, S2, S3, S4, S5, S6, S7, S8, S9, S10) of the transmission ( 9 ) the wheel steps ( 2 . 3 . 4 . 5 . 6 . 7 . 8th , R) of the transmission ( 9 ), whereby the transmission ( 9 ) can be functionally reshaped by different positioning of the wheel stages and / or the switching elements, without causing a change in the circuit diagram. Transmission ( 9 ) in Vorgelegebauweise according to claim 15, characterized in that by arranging the double switching element (SE1) for switching the wheel stages ( 3 , R) for realizing the third forward gear and the reverse gear in the power flow on the countershaft axis ( 13 ) or on the main axis ( 12 ) and / or by the arrangement of the double switching element (SE4) for switching the wheel stages ( 2 . 8th ) for generating the second and fourth forward gear in the power flow on the main axis ( 12 ) or on the countershaft axis ( 13 ) result in functionally identical transmission variants. Transmission ( 9 ) in Vorgelegebauweise according to claim 15, characterized in that two functionally identical transmission variants by an axial reversal of the partial transmission ( 10 . 11 ). Transmission ( 9 ) in Vorgelegebauweise according to claim 15, characterized in that by axial interchange of the wheel stages ( 3 , R) for generating the third forward gear and the reverse gear and / or by axial interchange of the wheel stages ( 2 . 8th ) to produce the second and fourth forward gear mutually functionally identical transmission variants. Transmission ( 9 ) in countershaft design according to claim 18, characterized in that in the event that the wheel stages ( 3 , R) are reversed to produce the third forward gear and the reverse gear, the first and third switching element (S1, S3) are combined into a double switching element, wherein the second switching element (S2) is designed as a single switching element. Transmission ( 9 ) in countershaft design according to claim 1, characterized in that on the first countershaft (VW1) an eighteenth, designed as a fixed gear (Z18) is arranged, which meshes with a nineteenth gear (Z19) on the transmission input shaft axis and together with the nineteenth gear ( Z19) forms an output constant-gear pair, whereby a drive coaxial output is provided. Transmission ( 9 ) in Vorgelegebauweise according to claim 1, characterized in that on the first countershaft (VW1) an additional, designed as a fixed gear twentieth gear (Z20) is arranged, which meshes with another off-axis to the twentieth gear (Z20) arranged twenty-first gear (Z21) , which forms the output of the transmission, whereby an off-set output is realized.

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