DE102012221151A1 - Gear box used in hybrid power trains, has gearwheel that is rotatably connected with two transmission input shafts, and second countershaft is connected with first countershaft - Google Patents

Abstract

The gear box (9) has gearwheel (Z2-Z4) that are arranged on a countershaft (VW2) to form a gear stage each with gearwheel (Z6, Z7) of a transmission input shaft (EW2). A gearwheel (Z8) is arranged on a transmission input shaft (EW1). The gearwheels (Z9-Z10) are arranged on a countershaft (VW1) to the form of a gear stage with a gearwheel (Z13-Z16). The gearwheel (Z7) is rotatably connected with the two transmission input shafts (EW1,EW2) and countershaft (VW2) is connected with the countershaft (VW1).

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 second, a third and a fourth gear are rotatably mounted on the second countershaft, which arranged to form a gear of the transmission associated gear each with a designed as a switchable idler sixth and seventh gear of the second transmission input shaft and one on the first transmission input shaft, eighth gear designed as a switchable idler gear are operatively connected, a first gear designed as a switchable idler gear on the first countershaft and a fifth gear rotatably connected to the second transmission input shaft forming a further gear stage associated with the gearbox.

Further, on the first countershaft, a ninth and a tenth gear, which are designed as fixed wheels and an eleventh and a twelfth gear, which are designed as loose wheels, arranged to form a gear of a gear wheel associated with each step as a switchable idler gear executed thirteenth and fourteenth gear or designed as a fixed gear fifteenth and sixteenth gear of the first transmission input shaft are operatively connected, and wherein the seventh 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 two reverse gears;

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 a binomial distribution of the wheel stages in the first partial transmission;

6 : 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;

7 : 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;

8th : 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;

9 a schematic representation of a further 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

10 : 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 construction with nine forward gears and two reverse gears. 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 second, a third and a fourth gear Z2, Z3, Z4 are rotatably arranged, each having a designed as a switchable idler gear sixth and seventh gear Z6, Z7 of the second transmission input shaft to form a gear of the transmission EW2 and arranged on the first transmission input shaft EW1 arranged as a switchable idler gear eighth gear Z8 are operatively connected, wherein the second countershaft VW2 by means of a second switching element S2 with the first countershaft VW1 releasably rotatably connected.

The second and sixth gear Z2, Z6 form the wheel stage in the example shown 5 for generating the fifth forward gear, wherein the third and seventh gear Z3, Z7, the wheel stage 7 for generating the seventh forward gear and the fourth and eighth gears Z4, Z8 the wheel stage 6 to form the sixth forward speed. Furthermore, a first gearwheel Z1 designed as a switchable idler gear forms a further gearwheel stage assigned to a gear of the gearbox on the first countershaft VW1 and a fifth gearwheel Z5 rotationally fixedly connected to the second gearbox input shaft EW2. In the example shown, the first and fifth gears become the wheel step 3 formed to produce the third forward speed.

Further, on the first countershaft VW1, a ninth and a tenth gear Z9, Z10, which are designed as fixed wheels and an eleventh and a twelfth gear Z11, Z12, which are designed as loose wheels, arranged to form a gear of a gear associated Wheel stage are each operatively connected to a designed as a switchable idler gear thirteenth and fourteenth gear Z13, Z14 or designed as a fixed gear fifteenth and sixteenth gear Z15, Z16 of the first transmission input shaft EW1. The ninth and the thirteenth gear Z9, Z13 form the wheel step in the example shown 8th for generating the eighth forward speed, wherein the tenth and fourteenth gear Z10, Z14 the wheel step 4 for generating the fourth forward gear and the eleventh and fifteenth gear Z11, Z15 the wheel stage 2 to form the second forward gear. The twelfth and sixteenth gears Z12, Z16 in combination with an intermediate gear designated as a 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 ,

The gear stages with discrete ratios are preferably in order in axial order 3 . 5 . 7 . 6 . 8th . 4 . 2 , R arranged, with the wheel steps 3 . 5 . 7 the second partial transmission 11 and the wheel steps 2 . 4 . 6 . 8th , R the first partial transmission 10 assigned. The wheel step 3 corresponds to the first gear plane and the wheel R of 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 countershaft VW2 and thus arranged on the second countershaft VW2 fixed wheels Z2, Z3, Z4 with the first countershaft VW1 solvable are rotatably connected. Preferably, the first and the 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 sixth gear Z6 with the second transmission input shaft EW2 releasably rotatably connected, wherein the seventh gear Z7 by means of the fourth switching element S4 with the second transmission input shaft EW2 releasably rotatably connected. Preferably, the third and the fourth switching element S3, S4 are combined to a double switching element SE2 with common actuator.

Further, by switching the fifth shift element S5, the seventh gear Z7 of the second transmission input shaft EW2 is releasably connected non-rotatably to the first transmission input shaft EW1; Accordingly, according to the invention, the seventh gear Z7 of the wheel 7 to generate the seventh forward gear by means of the fifth switching element S5 with the first transmission input shaft EW1 or by means of the fourth switching element S4 with the second transmission input shaft EW2 rotatably connected. Further, the eighth gear Z8 by means of the sixth switching element S6 with the first transmission input shaft EW1 releasably rotatably connected. Preferably, the fifth and the sixth switching element S5, S6 are combined to form a double switching element SE3 with common actuator.

Furthermore, by switching the seventh switching element S7, the thirteenth gear Z13 is detachably connected non-rotatably to the first transmission input shaft EW1, wherein the fourteenth gear Z14 is releasably connected non-rotatably to the first transmission input shaft EW1 by switching the eighth shifting element S8. Preferably, the seventh and the eighth switching element S7, S8 are combined to a double switching element SE4 with common actuator.

How out 1 can be seen by switching the ninth switching element S9, the eleventh gear Z11 releasably rotatably connected to the first countershaft VW1, wherein by switching the tenth switching element S10, the twelfth gear Z12 with the first countershaft VW1 releasably rotatably connected. Preferably, the ninth and the tenth switching element S9, S10 are combined to a double switching element SE5 with common actuator.

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 switched when connected in the power flow second transmission input shaft EW2 and the third, fifth and ninth switching element S3, S5 and S9.

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 third switching element S3 in the power flow wheel stage 5 for generating the fifth forward gear to the second countershaft VW2 and via the switched when the fifth switching element S5 in the power flow wheel 7 for generating the seventh forward gear to the first transmission input shaft EW1 and from the first transmission input shaft EW1 via the wheel stage connected by closing the ninth switching element S9 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 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.

The second forward gear is switched when the first power-shift clutch K1 is closed, ie when the first transmission input shaft EW1 is switched into the power flow, by closing the ninth switching element S9, as a result of which the wheel stage 2 is switched to generate the second forward gear in the power flow. Further, the third forward speed is switched when the second power shift clutch K2 is closed by closing the first switching element S1, 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 eighth shifting element S8, 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 when the second power-shift clutch K2 is closed by closing the second and third shifting elements S2, S3, whereby the wheel stage 5 is switched to generate the fifth forward gear in the power flow.

Further, the sixth forward gear is closed by closing the second and the sixth switching element S2, S6 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 when the second power-shift clutch K2 is closed by closing the second and the fourth shifting element S2, S4, whereby the wheel step 7 is switched to generate the seventh forward gear in the power flow. For switching the fifth, sixth and seventh forward gear each two switching elements are required, which is due to the fact that the wheel stages for generating these gears have only switchable idler gears.

The eighth forward speed is switched when the first power-shift clutch K1 is closed by closing the seventh shifting element S7, as a result of which the wheel stage 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 fourth, sixth and seventh switching element S4, S6, S7.

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 fourth shifting element S4 is closed 7 for generating the seventh forward gear and the gear stage connected in the power flow when the sixth switching element S6 is closed 6 for generating the sixth forward gear on the first transmission input shaft EW1 and of the first transmission input shaft EW1 via the switched by closing the seventh switching element S7 in the power flow wheel 8th for generating the eighth forward gear to the output shaft of the transmission 9 serving first countershaft VW1.

Furthermore, the first reverse gear R1 is also designed as Windungsgang and is switched with the second closed power shift clutch K2 by closing the third, fifth and tenth switching element S3, S5, S10. 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 third shift element S3 is closed 5 for generating the fifth forward gear and via the switched when the fifth switching element S5 in the power flow wheel stage 7 for generating the seventh forward gear on the first transmission input shaft EW1 and of the first transmission input shaft EW1 via the closing of the tenth switching element S10 in the power flow switched wheel stage R for generating a reverse gear to the output shaft of the transmission 9 serving first countershaft VW1.

The second reverse gear R2 is switched when the first power-shift clutch K1 is closed by closing the tenth shifting element S10, whereby the gearwheel 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 two reverse gears 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 a total of 4! × 4 × 2 transmission variants, as explained below.

By arranging the double switching element SE4 for switching the wheel stages 4 . 8th to realize the fourth and eighth forward gear in the power flow on the countershaft axis 13 and / or by the arrangement of the double switching element SE5 for switching the wheel stages 2 , R for generating the second forward gear and a reverse gear in the power flow on the main axis 12 are starting from the embodiment according to 1 three more functionally identical variants feasible. This is based on 4 The arrows illustrate the possible displacement of these double switching elements between the main axis 12 and the countershaft axis 13 suggest.

4! further functionally identical variants result from binomial distribution of the wheel stages 4 . 8th for generating the fourth and eighth forward speeds and the wheel stages 2 , R for generating the second forward gear and a reverse gear in the first partial transmission 10 as based 5 illustrated. These variants result from the possibilities of assigning the wheel stages of the sub-transmission in each case different gears. Thus, the aforementioned wheel stages 2 . 4 . 8th R, while maintaining the assignment of the seventh, eighth, ninth and tenth switching element S7, S8, S9, S10 to the respective wheel stage 2 . 4 . 8th , R arbitrary with each other or interchangeable. Thus, the wheel steps 2 . 4 . 8th , R are exchanged not only in the axial direction with each other, but also the assignment of the respective switching element S7, S8, S9, S10 to the main axis 12 and the countershaft axis 13 at each of the wheel steps 2 . 4 . 8th , R be reversed.

Furthermore, two additional functionally equivalent alternative or cumulative transmission variants result from an axial exchange of the partial transmissions 10 . 11 as based on 6 represented and indicated 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 7 . 8th and 9 illustrated.

Subject of the 7 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 8th 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.

Instead of an additional twentieth gear Z20 can be used as a gear of the output constant gear for realizing an off-axis output an already present on the first countershaft VW1 fixed wheel. Referring to the in 9 As shown, the tenth gear Z10 in conjunction with the twenty-first gear Z21 or the ninth gear Z9 in conjunction with a twenty-second gear Z22 may form the output constant gear pair required to realize an off-axis output.

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 5 . 6 or 7 be connected. Subject of the 10 is the connection of an electric machine EM to the wheel 5 for generating the fifth forward gear of the transmission 9 , Here is the rotor 14 the electric machine EM with the second gear Z2 of the wheel 5 directly connected. The rotor 14 the electric machine EM can with the gear Z2 also via a Gear stage, a belt drive or be operatively connected via other suitable means.

At the in 1 . 4 . 5 . 6 . 7 . 8th . 9 and 10 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 in the context of 10 2010 030 569 A1 described in the applicant, which should be the subject of this description in full.

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 can be coupled to one another by means of the other transmission input shaft connected to the rotor of an electric machine via an interlocking and disengageable positive clutch. 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

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

R1

first reverse

R2

second reverse

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

SE5

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

Z22

Twenty-second 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, 0069]
• DE 102010061824 [0071]
• DE 102010063582 [0073, 0073]

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 second, a third and a fourth gear (Z2, Z3, Z4) are arranged rotationally fixed, each of which designed to form a gear of a gear wheel stage with a designed as a switchable idler sixth and seventh gear (Z6, Z7) of the second transmission input shaft (EW2) and arranged on the first transmission input shaft (EW1) arranged as a switchable idler gear eighth gear (Z8) are operatively connected, wherein designed as a switchable idler gear first gear (Z1) on the first countershaft (VW1) and one with the second transmission input shaft (EW2) rotatably connected fifth gear (Z5) form another one gear of the transmission associated gear, wherein on the first countershaft (VW1) a ninth and a tenth gear (Z9, Z10) are designed as fixed wheels and an eleventh and a twelfth gear (Z11, Z12), which are designed as loose wheels, are arranged, the formation e in gear associated with a gear of the gear each with a designed as a switchable idler gear thirteenth and fourteenth gear (Z13, Z14) and designed as a fixed gear fifteenth and sixteenth gear (Z15, Z16) of the first transmission input shaft EW1 are operatively connected, and wherein the seventh gear (Z7) is rotatably connected to both transmission input shafts (EW1, EW2) 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 second and sixth gear (Z2, Z6) the wheel stage ( 5 ) for generating the fifth forward gear, that the third and seventh gear (Z3, Z7) the wheel stage ( 7 ) to produce the seventh forward gear and the fourth and eighth gear (Z4, Z8) the wheel stage ( 6 ) for generating the sixth forward gear that the first gear (Z1) and the fifth gear (Z5) the wheel stage ( 3 ) to produce the third forward gear and that the ninth and the thirteenth gear (Z9, Z13) the wheel stage ( 8th ) to produce the eighth forward gear, the tenth and fourteenth gear (Z10, Z14) the wheel stage ( 4 ) to produce the fourth forward gear and the eleventh and fifteenth gear (Z11, Z15) the wheel stage ( 2 ) to produce the second forward gear, wherein the twelfth and sixteenth gear (Z12, Z16) in combination with an intermediate gear (Z17), the wheel stage (R) for generating a reverse gear of the transmission (Z) 9 ) form. 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 countershaft (VW2) with the first countershaft (VW1) releasably rotatably connected, wherein by means of the third switching element ( S3), the sixth gear (Z6) with the second transmission input shaft (EW2) releasably rotatably connected, wherein by means of the fourth switching element (S4) the seventh gear (Z7) with the second transmission input shaft (EW2) releasably rotatably connected, wherein means of the fifth Switching element (S5) the seventh gear (Z7) with the first transmission input shaft (EW1) releasably rotatably connected, wherein by means of the sixth switching element (S6), the eighth gear (Z8) with the first n transmission input shaft (EW1) releasably rotatably connected, by means of the seventh switching element (S7) the thirteenth gear (Z13) with the first transmission input shaft (EW1) releasably rotatably connected, said 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 eleventh gear (Z11) with the first countershaft (VW1) releasably rotatably connected and wherein by means of the tenth switching element (S10) the twelfth gear ( Z12) 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 third and fourth switching element (S3, S4), the fifth and sixth switching element (S5, S6), 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, SE5) 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) to the output side of a second power shift clutch (K2) is connected, wherein the Powershift clutches (K1, K2) on the drive side with a Drive unit are connected and 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 fixed gear of the transmission ( 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 or 7, characterized in that an electric machine (EM) to one of the wheel stages ( 5 . 6 . 7 ) is connected to produce the 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 second gear (Z2) of the wheel stage ( 5 ) is connected to generate the fifth 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 two reverse gears can be realized that designed as Windungsgang first forward gear in the power flow switched second transmission input shaft (EW2) by closing the third, fifth and ninth switching element (S3, S5, S9) is switched, that the second forward speed is switched at closing in the power flow switched first transmission input shaft (EW1) by closing the ninth switching element (S9) that the third forward speed in the power flow connected second transmission input shaft (EW2) by closing the first Switching element (S1) is switched, that the fourth forward speed is switched at closing in the power flow switched first transmission input shaft (EW1) by closing the eighth switching element (S8) that the fifth forward speed in the power flow connected second transmission input shaft (EW2) by Schli eßen of the second and third switching element (S2, S3) is switched, that the sixth forward speed is switched in the power flow switched first transmission input shaft (EW1) by closing the second and sixth switching element (S2, S6) that the seventh forward speed at in the power flow switched second transmission input shaft (EW2) by Closing of the second and fourth switching element (S2, S4) is switched, that the eighth forward speed is switched at closing in the power flow of the first transmission input shaft (EW1) by closing the seventh switching element (S7), that the ninth forward gear is realized as Windungsgang and at in the power flow switched second transmission input shaft (EW2) by closing the fourth, sixth and seventh switching element (S4, S6, S7) is switched, that the first reverse gear is designed as Windungsgang and connected in the power flow second transmission input shaft (EW2) by closing the third, fifth and tenth switching element (S3, S5, S10) is switched and that the second reverse gear is switched at closing in the power flow of the first transmission input shaft (EW1) by closing the tenth switching element (S10). 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 binomial distribution of the wheel stages ( 4 . 8th ) for generating the fourth and eighth forward gears and the wheel stages ( 2 , R) for generating the second forward gear and one reverse gear in the first partial transmission ( 10 ) 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 arranging the double switching element (SE4) for switching the wheel stages ( 4 . 8th ) for generating the fourth and eighth forward 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 (SE5) for switching the wheel stages ( 2 , R) for generating the second forward gear and a reverse gear in the power flow on the main axis ( 12 ) or the countershaft axis ( 13 ) result in four functionally identical transmission variants. 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. Transmission ( 9 ) in Vorgelegebauweise according to claim 1, characterized in that for the realization of an off-axis output on the first countershaft (VW1) existing fixed wheel is used, which meshes with a the output of the transmission further axially offset arranged twenty-first gear (Z21).

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