DE102012222117A1 - Motor car gear box has hollow shaft which is connected to jackshafts through respective translation stages, while input shaft of the partial gear box is connected to one translation stage - Google Patents

Abstract

The gear box has two partial gear boxes (1,2) attached with respective input shafts (EW1,EW2). Two reduction gears (4,5) are arranged parallel to input shafts. A first hollow shaft (HW1) is connected to jackshafts (VW1,VW2) of reduction gears through a translation stage (B). The input shaft (EW1) of the partial gear box (1) is connected to second hollow shaft (HW2) via a translation stage (D). The third hollow shaft (HW3) is connected to jackshafts through translation stages (G,H). The input shaft (EW2) of the second partial gear box (2) is connected to translation stage (H). The flow of power through reduction gears and translation stages (A-H) is switched between partial gear boxes by actuating the switching elements (S1-S10).

Description

The invention relates to a motor vehicle transmission, comprising two partial transmissions, which have coaxially arranged input shafts and each alternately by connecting the respective associated input shaft with a drive side in a power flow to at least one output side are einbindbar, being provided parallel to the input shafts two countershaft and a Rotary movement of the drive side of the at least one output side with one of a plurality of discrete and according to a sequence alternately divided on the two partial transmissions gears can be translated, each by operating at least one per associated switching element and an associated guiding the power flow via at least one of the countershaft and at least one translation stage under change between the partial transmissions are displayed under load switchable.

Such motor vehicle transmissions are designed, inter alia, as so-called dual-clutch transmissions in which the input shafts of the two partial transmissions can be connected to a drive side via a respective load switching element, wherein the two power shift elements are usually combined in a double clutch. The switchable via such a motor vehicle transmission gears are in this case alternately divided between the two partial transmissions, so that the one partial transmission, the odd gears and the other partial transmission represents the even gears. Usually, the individual gears are defined by one or more translation stages, each with discrete ratios, these gear ratios can then be integrated by associated switching elements targeted in the power flow, so that a corresponding ratio between the drive side and at least one output side of the motor vehicle transmission is shown.

By alternately splitting the gears on the two partial transmissions, it is possible when driving in one, the one sub-transmission associated gear in the other sub-transmission by appropriate operation of the associated switching elements already select a subsequent gear, with a final change in the following Gear by opening the power shift element of a sub-transmission and shortly thereafter following closing of the load switching element of the other sub-transmission is feasible. As a result, the gears of the motor vehicle transmission can be switched under load, which improves an acceleration capacity of the motor vehicle due to the almost traction interruption-free gear change and allows more comfortable switching operations. Among other things, dual-clutch transmissions are in this case carried out with off-axis to each other driving and driven sides, as well as two parallel Vorgelegen, so that in the axial direction, a compact design can be achieved. The two parallel countershaft are often coupled via a respective output stage with a common output side of the transmission and can each be connected to the input shafts to represent a particular gear.

From the DE 10 2009 002 358 A1 goes out such a motor vehicle transmission, which is designed as a double-clutch transmission and comprises two partial transmission with coaxially arranged input shafts. By connecting the respective associated input shaft via a respective load switching element with a drive side, the two partial transmissions can be alternately incorporated into a power flow from the drive side to an output side, the input shaft of a subtransmission being designed as a transmission central shaft and the input shaft of the other subtransmission as a hollow shaft transmission , Axially offset to the two input shafts an output side of both partial transmission forming output shaft is provided, wherein a rotational movement of the drive side with one of several discrete gears on the output side is translatable by the power flow over at least one of two Vorgelegen is performed, which parallel to the input shafts and the output shaft run. In this case, the countershaft are each connected via output stages to the output shaft, wherein in the case of a counter-decoupling the output stage is given by a countershaft of the intermediate gear via an intermediate switching element. To represent a gear, at least one respective associated gear ratio, each with a discrete ratio by actuation of a respective associated switching element in the power flow is switched. In this case, at least one gear is designed as a so-called Windungsgang, in which the power flow of one of the input shafts translated via one of the countershaft back to the input shaft axis and then transferred from there via the respective other countershaft on the output side. Here the gear ratios of other gears are used. Overall, the gear ratios are the two sub-transmissions assigned in such a way that when switching along a gear sequence is always a change between the sub-transmissions, whereby these circuits can be performed under load.

Based on the above-described prior art, it is now the object of the present invention to provide a motor vehicle transmission, wherein in a compact as possible in the axial direction and using less gear ratios a large number of powershift gears is displayed.

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

According to the invention, a motor vehicle transmission comprises two partial transmissions which have input shafts arranged coaxially with respect to one another and in each case can be connected alternately by connecting the respective associated input shaft to a drive side into a force flow to at least one output side. In this case, two countershaft are provided parallel to the input shafts, wherein a rotational movement of the drive side can be translated to the at least one output side translated from one of several discrete and alternately divided according to a sequence of gears to the two partial transmissions gears. The gears are each represented by actuation of at least one respective associated switching element and an associated guiding the power flow over at least one of the countershaft and at least one gear ratio, with a change between the partial transmissions can be performed under load.

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

According to the invention, the input shaft of the first partial transmission is designed as a transmission central shaft or as a hollow gear shaft of the coaxial input shafts, in which case the input shaft of the second partial transmission is provided as a coaxial hollow shaft or as a transmission central shaft. In other words, therefore, the input shaft of a partial transmission is designed either as a transmission central shaft or as a hollow shaft transmission and the input shaft of the other sub-transmission exactly opposite formed as a coaxial extending hollow shaft or transmission central shaft.

Furthermore, the at least one output side of both partial transmissions is formed, in particular, by a respective shaft end of an output shaft which is offset in the axial direction with respect to the input shafts and with which the countershaft each communicate via an output stage. These output stages are then arranged in particular in a common gear plane by a fixed gear from the output shaft with a fixed gear on the part of the first and on the side of the second Vorgeleges, wherein the output stages arranged here in the axial direction either between the gear ratios or in an end region of the countershaft are. The arrangement of the output stages in a gear plane in this case has the advantage that thus an extremely compact in the axial direction output from the Vorgelegen is possible on the output shaft, since the gears of the two output stages thus lie in an axial plane. In this arrangement Doppelradebene in an end region of the countershaft, the meshing gears are also placed very close to each bearing points of the countershaft, so that deflections of waves of the countershaft can be kept low. Apart from that, however, a placement between the gear ratios is also conceivable, in particular when bearing lugs of the countershafts are arranged in the respective region, so that deflections occurring as a result of the output also placed close to a bearing can be limited. In addition, the output shaft can each form an output of the motor vehicle transmission at both ends, so that a plurality of drive axles of a motor vehicle can be driven by appropriate connection. Likewise, one or more output sides can also be configured on one or both countershaft, wherein the two countershaft must then be coupled together accordingly.

The invention comprises the technical teaching that a first hollow shaft is provided coaxially with the input shafts, which can be connected in a rotationally fixed manner to the input shaft of the first partial transmission and is connected via a first transmission stage to a second hollow shaft, which is coaxial with a countershaft of the first or arranged on the second countershaft and thereby rotatably connected to this countershaft of the first and the second Vorgeleges connectable. In addition, the first hollow shaft can be brought on the one hand via a second gear ratio with a countershaft of the other, second or first countershaft and on the other hand by means of a third gear ratio with the countershaft of the second or first counter gear in combination. The input shaft of the first partial transmission is further coupled by means of a fourth gear stage with the second hollow shaft and on the other via a fifth gear stage with the countershaft of the first or the second Vorgeleges. Furthermore, the input shaft of the second partial transmission by means of a sixth gear stage and by means of a seventh gear ratio in each case be brought into connection with a third hollow shaft, which is provided coaxially with the countershaft of the second or the first countershaft and rotatably connected to this countershaft of the second or first countershaft. In this case, the third hollow shaft can also be brought in conjunction with the seventh gear ratio and an eighth gear stage with the countershaft of the other, first or second counter gear in conjunction, with which the input shaft of the second sub-transmission can also be coupled via the eighth gear stage.

In other words, the motor vehicle transmission according to the invention thus has a first hollow shaft, which is placed coaxially with the two input shafts and can be connected in a rotationally fixed manner to the input shaft of the first partial transmission. This first hollow shaft is now coupled by means of a first transmission stage with a second hollow shaft, which is placed coaxially with a, the first or the second countershaft associated countershaft and can be rotatably connected to this countershaft. Furthermore, the first hollow shaft can be brought into contact with a countershaft by means of a second transmission stage, which is associated with the respective other countershaft, ie the second or the first countershaft, with respect to the countershaft supporting the second hollow shaft, while the first hollow shaft on the other hand via a third gear ratio with the countershaft one of the two countershaft, so the second or the first countershaft, can be coupled. The input shaft of the first partial transmission can, in addition to the rotationally fixed connection with the first hollow shaft, also via a fourth gear stage with the second hollow shaft and by means of a fifth gear stage with the countershaft of one of the two countershaft, i. coupled with the first or the second countershaft.

By contrast, the input shaft of the second partial transmission via a sixth gear ratio and by means of a seventh gear ratio each with a third hollow shaft can be coupled, which is coaxial with the countershaft one of the two countershaft, so the second or the first countershaft, placed and rotatably connected to this countershaft can be. In addition, the third hollow shaft can still be brought into connection with the off-axis countershaft of the respective other countershaft, that is to say the first or second countershaft, by a rotational movement of the third hollow shaft through interaction of the seventh gear stage and an eighth gear stage Rotary movement of the off-axis countershaft is coupled. Finally, via the eighth transmission stage, the input shaft of the second partial transmission can also be brought into connection with the countershaft of the first or second countershaft which is displaced axially with respect to the third hollow shaft.

By means of the inventive design of a motor vehicle transmission, it is possible, on the one hand by the permanent coupling of the first and second hollow shaft, and on the other by the interaction of the third hollow shaft with the seventh and the eighth gear stage to perform individual courses as so-called Windungsgänge. In these Windungsgängen each of the power flow is translated from the one input shaft translated to one of the two countershaft and then transmitted back to the input shaft axis, in which case finally takes place guiding the power flow again via one of the countershaft to at least one output side. In this case, a plurality of gear ratios are correspondingly used in the presentation of these Windungsgänge. As a result, a higher number of gears can be represented with the present eight gear ratios with constant axial length. In this case, a first and an eighth forward gear, as well as a second reverse gear of the motor vehicle transmission, are in each case designed as a winding, whereby a mechanical spreading of the transmission and thus speed losses can be reduced. In addition, at least with regard to the first forward gear efficiency deterioration, each caused by the multiple, located in the power flow tooth engagement, only small, since respective driving ratios of the first forward gear over the life are low. By means of the aforementioned representation of the individual gears as Windungsgänge can be realized with the eight gear ratios a total of nine forward gears, and two reverse gears, which can also be changed when switching along a gear sequence under load between the forward gears.

In particular, the first gear stage is a gear set of a ninth forward gear and the second gear stage is a gear set of a fifth forward gear while the third gear stage is a gear wheel of a reverse gear. Furthermore, the fourth gear stage is preferably formed by a gear set of a third forward gear and the fifth gear stage by a gear set of a seventh forward gear, whereas the sixth gear stage is designed as a gear set a fourth forward gear. Finally, the seventh gear ratio is, in particular, a gear set of a second forward gear, and the eighth gear stage is a gear set of a sixth forward gear.

According to one embodiment of the invention, a switching element, which couples the input shaft of the second partial transmission with the third hollow shaft when actuated by means of the sixth transmission stage with a switching element in a switching device, via which the input shaft of the second partial transmission via the seventh transmission stage with the third hollow shaft can be associated. In this case, the switching device is provided on the input shaft of the second partial transmission. The combination of the two switching elements has the advantage that with the aid of an actuator actuation of both the one and the other switching element can be made, so that a total of a compact design and simplification of a transmission control is possible. This results in the placement of the switching device on the input shaft of the second sub-transmission depending on the ratio of the involved in the power flow translation stages in a reduction of applied switching forces upon actuation of the respective associated switching element. Accordingly, the common actuator and thus also the switching device can optionally be made smaller.

According to an alternative or supplementary embodiment of the invention, a switching element which rotatably on actuation connects the third hollow shaft with the countershaft of the second or the first countershaft, combined in a switching device with a switching element, are integrated via the fifth gear stage in the power flow can. Alternatively, a switching element which couples the third hollow shaft by interaction of the seventh gear stage and the eighth gear stage with the countershaft of the other, the first and second counter gear when actuated, combined in a switching device with a switching element, via which the fifth gear stage in the Force flow can be integrated. In this case, the respectively configured switching device is arranged on the countershaft of the first and the second Vorgeleges.

In both cases, accordingly, these two switching elements can be actuated by a common actuator, which in turn a compact design and simplification of the transmission control is possible. In addition, the placement of the switching elements on the countershaft of the respective countershaft depending on the respective gear ratio of the switching elements associated gear ratios leads to a reduction of a moment of inertia on the input shafts. Finally, can be prevented by the given Abkoppelungsmöglichkeiten the gear ratios of the countershaft of the respective Vorgeleges a co-rotation of idler gears of the associated gear ratios, if at other courses of the power flow is performed on the respective countershaft.

Further alternatively or additionally, a switching element, via which the second hollow shaft is coupled by means of the fourth gear stage with the input shaft of the first gear, combined with a switching element in a switching device which rotatably connects the first hollow shaft with the input shaft of the first gear when actuated. This switching device is placed on the input shaft of the first sub-transmission. The merging of the two switching elements in this case again has the advantage that thus with the aid of an actuator actuation of both one and the other switching element can be made, so that a compact design and simplification of a transmission control can be achieved. In addition, is reduced by the arrangement of the switching device on the input shaft of the first sub-transmission and depending on the defined translation of each einzubindenden gear ratios, actuated each switching force, so that the switching device designed to be smaller and thus smaller construction can be performed.

According to a further, alternative or supplementary embodiment of the invention, a switching element, which couples the first hollow shaft via the second transmission stage with the countershaft of the second or the first countershaft, with a switching element in a switching device, via which the first hollow shaft can be brought by means of the third gear ratio with the countershaft of the second and the first Vorgeleges in combination. Alternatively, a switching element which rotatably on actuation connects the second hollow shaft with the countershaft of the second or the first countershaft, combined with a switching element in a switching device, via which the first hollow shaft by means of the third gear ratio with the countershaft of the second or first Vorgeleges is coupled. The respectively configured switching device is then provided on the countershaft of the second and the first countershaft.

Owing to the combination of the respective switching elements, actuation of both the one and the other switching element can again be carried out with the aid of a common actuator, which correspondingly reduces the space requirement and the manufacturing outlay, and simplifies the structure of the control. Due to the placement of the respectively configured switching device on the countershaft of the respective countershaft can also, depending on the ratio of the associated gear ratios, a Mass moment of inertia reduced to the input shaft of the first partial transmission, as well as by the given Abkoppelungsmöglichkeiten co-rotation of the corresponding idler gears are prevented when other gears are represented on the respective countershaft.

In the case of a motor vehicle transmission according to the invention, all possibilities with regard to a combination of shifting elements are preferably realized, so that all shifting activities can be represented by a total of five actuators.

According to an advantageous embodiment of the invention, the seventh gear ratio and the eighth gear stage are arranged together in a gear plane by a rotatably mounted on the input shaft of the second gear part gear for a rotatably provided on the third hollow shaft gear of the seventh gear ratio and on the other with a rotatably provided on the countershaft of the first and the second counter gear provided the eighth gear stage is in each case in communication. By merging the seventh and the eighth gear stage in a gear plane axial length of the transmission can be reduced, since the two gear ratios are thereby at an axial height.

According to an alternative or additional embodiment of the invention, the first gear ratio and the second gear ratio are arranged together in a gear plane by a rotatably mounted on the first hollow shaft gear for a rotatably provided on the second hollow shaft gear of the first gear ratio and on the other is in communication with a rotatably mounted on the countershaft of the second or the first intermediate gear of the second gear stage. By merging the two gear ratios in a common gear plane can also be built according compact in the axial direction.

Next alternatively or in addition to the two aforementioned variants, the fourth gear stage and the fifth gear stage are arranged together in a gear plane by a rotatably mounted on the input shaft of the first gear part gear for a rotatably provided on the second hollow shaft gear of the fourth gear stage and on the other hand with a rotatably mounted on the countershaft of the second or the first intermediate gear of the fifth gear stage is in each case in communication. Accordingly, the fourth and the fifth gear stage are at an axial height, resulting in a compact construction of the motor vehicle transmission according to the invention in the axial direction.

In particular, all three aforementioned variants are realized together, so that six of the total of eight gear ratios are each arranged in pairs in wheel planes. As a result, a placement of all gear ratios in only five wheel planes is possible, which allows a particularly compact structure in the axial direction.

According to one embodiment of the invention, a connection of the input shafts of the two partial transmissions to the drive side is carried out in a variant via respectively assigned load switching elements, which are preferably combined in a double clutch. A dual clutch is designed in particular as a wet-running double clutch, but can also be designed dry running at low torques to be transmitted. Apart from two power shift elements, in such an alternative variant such connection of the input shafts may also be represented by a single load switching element coupling the input side to the input side of the drive and a coupling between both input shafts, with the gear change and the associated transition from one input to the other Other partial transmission the load switching element separates the drive-side connection to a drive unit of the motor vehicle and a drive torque during the gear change is represented by a likewise provided electric machine. For this purpose, the electric machine is drivingly connected to the other input shaft during the shifting and engagement of the other sub-transmission. In addition, however, a planetary gear can be provided so that a common provision of a drive torque by an electric machine and the drive unit of the vehicle when changing gear is possible. In this case, a double switching element may also be provided in the region of the input shafts in order to be able to switch between the two aforementioned possibilities for providing a drive torque.

In a further development of the invention, a gear of the sixth gear ratio is rotatably connected to a coaxially extending drive shaft of an electric machine, so that a hybridization of the motor vehicle transmission according to the invention can be realized. Because of the existing Abkoppelungsmöglichkeiten of the gear of the sixth gear ratio on the one hand from the drive side and on the other by the at least one output side can be generated via the tethered electric machine on the one hand targeted electrical energy without repercussion on the output side and on the other hand supports or a drive movement purely electric driving without connection to the drive side are shown.

By means of a decoupling on the output side, a charging of an electrical store can be carried out at standstill of the vehicle by the electric machine being connected to the drive unit of the motor vehicle via the sixth gear ratio, while no rotational movement is transmitted to the output side. On the other hand, when the connection to the drive side is interrupted, purely electric driving can be represented without causing drag losses on a double clutch provided on the drive side. However, apart from the sixth gear ratio, an electrical machine can also be connected to one of the other gear ratios. In addition, in addition to the coaxial connection to the loose wheel, the electric machine can also be provided coaxially with one of the hollow shafts or can be connected via a separate toothed wheel to one of the toothed wheels of the respective gear stage. Furthermore, it is possible according to the invention to provide a total of only one electric machine in the range of one of the transmission stages or one of the hollow shafts or else in each case an electric machine in the transmission stages and the hollow shafts.

Apart from that, it is also generally conceivable within the scope of the invention to arrange at least one electric machine in the region of one of the shafts of the transmission, directly on each fixed gear of the gear ratios, directly on each idler gear of the gear ratios or on an additional fixed gear. At the respective positions, either energy is recuperated or assisted by the at least one electric machine or a purely electric driving, i. a pure operation of the motor vehicle via the at least one electric machine allows.

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

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

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

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

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

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

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

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

7 an exemplary circuit diagram of a motor vehicle transmission according to the invention according to the 1 to 6 ,

Out 1 is a schematic view of a motor vehicle transmission according to the invention according to a first preferred embodiment of the invention, it is in this motor vehicle transmission is preferably a transmission of a car. In the present case, the motor vehicle transmission comprises two partial transmissions 1 and 2 , which in each case an input shaft EW1 and EW2 is assigned. In this case, the input shaft EW1 of the first partial transmission 1 designed as a transmission central shaft, to which the hollow shaft designed as a transmission input shaft EW2 of the second partial transmission 2 runs coaxially. The two partial transmissions 1 and 2 can now each be alternately in a power flow from a drive side AN of the motor vehicle transmission, which is in the installed state of the transmission with a drive unit of the motor vehicle in connection to output sides AB1 and AB2 are integrated by either the input shaft EW1 of the first sub-transmission 1 via an associated load switching element K1 or the input shaft EW2 of the second partial transmission 2 is coupled via an associated load switching element K2 with the drive side AN. The two load switching elements K1 and K2 are in a double clutch 3 summarized, which is in particular a wet-running double clutch.

The two output sides AB1 and AB2 are presently formed by shaft ends of an output shaft AW, which offset the axis to the both input shaft EW1 and EW2 runs and is indicated only by dashed lines due to the course in another plane. On the two output sides AB1 and AB2 can then be made in each case a connection to each driven axle of the motor vehicle. Parallel to the two input shafts EW1 and EW2 and also the output shaft AW are also two countershaft 4 and 5 arranged, which each have an associated countershaft VW1 and VW2. Furthermore, three hollow shafts HW1, HW2 and HW3 are provided, wherein a first hollow shaft HW1 is placed coaxially with the two input shafts EW1 and EW2 by running on the input shaft EW1, while a second hollow shaft HW2 coaxial with the countershaft VW1 of the first countershaft 4 and a third hollow shaft HW3 coaxial with the countershaft VW2 of the second countershaft 5 is arranged.

A rotational movement of the drive side AN can now be on one of the two partial transmission 1 or 2 translated to the output shaft AW and thus to the output sides AB1 and AB2 are transmitted by the power flow from the input shaft EW1 and the input shaft EW2 via one of several translation stages A to H on one of the countershaft 4 respectively. 5 and starting from this via a respective associated output stage RA1 or RA2 is guided on the output shaft AW. In this case, each of the gear ratios A to H in interaction with the respective output stage RA1 or RA2 each defines an associated gear of the motor vehicle transmission. which is switchable by incorporating the respective translation stage A to H in the power flow.

The gear ratios A to H are hereby constituted by sets of wheels R2 to R7 and R9 of a second to seventh, and ninth forward gear and a gear set RR of a reverse gear, wherein the wheelsets R2 to R7 and R9 each consist of a, by one of the two to be coupled gear shafts placed gear and a, with this permanently meshing and provided on the other gear shaft gear together. In this case, at least one of these two gears rotatably mounted on the respective transmission shaft and can be specifically set to the involvement of the respective wheelset R2 to R7 and R9 to the respective transmission shaft.

In the case of the wheelset RR, which when incorporated into a power flow from the drive side AN to the output sides AB1 and AB2 ensures a reversal of direction compared to a circuit of the remaining wheelsets R2 to R7 and R9 is provided between a rotationally fixed on the first hollow shaft HW1 Gear Z1 and one rotatably mounted on the countershaft VW2 of the second Vorgeleges 5 mounted gear Z2 of the wheelset RR also provided an intermediate gear Z3, said gear Z3 is rotatably mounted on a parallel to the countershaft VW2 and the input shaft EW2 extending intermediate shaft ZW and is on the one hand with the gear Z1 and on the other hand with the gear Z2 in meshing engagement , Thus, when the power flow is conducted via the wheel set RR, the said direction of rotation reversal is displayed.

On the other hand, a first forward gear and an eighth forward gear, and a second reverse gear of the motor vehicle transmission can each be represented as a winding course. In the case of the first forward gear, the power flow, starting from the input shaft EW1 via the wheel R3 on the second hollow shaft HW2 and from there by means of the wheel R9 in interaction with the wheel R5 on the first hollow shaft HW1 on the countershaft VW2 of the second Vorgeleges 5 guided, with a final translation takes place on the output shaft AW, starting from the countershaft VW2 via the output stage RA2. In the eighth forward gear, however, there is a translation of a rotational movement of the input shaft EW2 on the third hollow shaft HW3 via the wheelset R4, wherein the power flow then passed through the interaction of the wheelsets R2 and R6 on the countershaft VW1 and finally on the output shaft via the output stage RA1 AW is headed. The further, second reverse gear is largely represented as the first forward gear, with a difference taking place on the countershaft VW2 via the wheels RR as the difference starting from the first hollow shaft HW1.

As further out 1 it can be seen, the gear ratios A to H in a total of five wheel planes I to V arranged, of which in the wheel planes I and V one of the translation stages A to H is arranged individually, while the wheel planes II . III and IV are designed as Doppelradebenen, in each of which two of the translation stages A to H are placed in pairs.

In the present case, the translation stage F is arranged in a first gear plane, which is formed by the wheelset R4. This has a rotatably mounted on the input shaft EW2 gear Z4, with a rotatably on the third hollow shaft HW3 of the first countershaft 4 provided gear Z5 is constantly in meshing engagement. When incorporated into the power flow, a fourth forward gear of the motor vehicle transmission is represented by the gear set R4 by the rotatably mounted on the input shaft EW2 gear Z4 set via a switching element S1 on the input shaft EW2 and also the third hollow shaft HW3 by means of a switching element S2 rotatably with the countershaft VW2 is connected. As a result, a rotational movement of the input shaft EW2 via the Wheels R4 on the countershaft VW2 and from there via the output stage RA2 to the output shaft AW translated. Furthermore, a translation of a rotational movement of the input shaft EW2 to the third hollow shaft HW3 is carried out by means of the wheel set R4 when representing the eighth forward gear, for which purpose the switching element S1 is actuated.

As further out 1 is apparent, follows the first wheel plane I in the axial direction, designed as a double wheel level, second gear plane II in which the gear ratios G and H are arranged together. In the present case, the gear ratio G is formed by the wheelset R2 and the gear ratio H by the wheelset R6. The wheelsets R2 and R6 are thereby axially placed at the same height that a rotatably mounted on the input shaft EW1 gear Z6 on the one hand with a rotatable on the countershaft VW1 of the first countershaft 4 mounted gear Z7 of the wheel R6 is in meshing engagement and on the other with a rotatably provided on the third hollow shaft HW3 gear Z8 of the wheel R2 meshes. When incorporated into the power flow, a second forward gear of the motor vehicle transmission is represented by the gear set R2 by the toothed wheel Z6 being fixed to the input shaft EW2 via a switching element S3 and at the same time the third hollow shaft HW3 being rotationally fixed to the countershaft VW2 of the second idler gear by actuation of the shifting element S2 5 is connected, so that in the sequence a rotational movement of the input shaft EW2 of the second partial transmission 2 is translated via the wheelset R2 on the countershaft VW2, and in the following by means of the output stage RA2 to the output shaft AW. On the other hand can be represented by the gear R6 a sixth forward gear, characterized in that in turn set the gear Z6 by means of the switching element S3 to the input shaft EW2 and also the gear Z7 via a switching element S4 rotatably with the countershaft VW1 of the first Vorgeleges 4 is connected. As a result of this, the wheel set R6, together with the output stage RA2, translates a rotational movement of the input shaft EW2 to the output shaft AW. Furthermore, the wheelsets R2 and R6 are still jointly involved in the presentation of the eighth forward gear by the wheelsets R2 and R6 in interaction a rotational movement of the third hollow shaft HW3 on the countershaft VW1 of the first countershaft 4 for this purpose, the gear Z7 of the wheelset R6 is fixed by means of the switching element S4, while the intermediate gear Z6 rotates relative to the two input shafts EW1 and EW2.

Axially adjacent to the second wheel plane II is a third wheel plane III provided, in which the gear ratios D and E are arranged, of which the gear ratio D is formed by the wheelset R3 and the gear ratio E by the wheel set R7. How out 1 can be seen, the wheelsets R3 and R7 are now axially placed at the same height, that a gear Z9, which is rotatably mounted on the input shaft EW1, with a rotatably provided on the second hollow shaft HW2 gear Z10 of the wheel R3 meshes and at the same time is meshed with a gear Z11 of the wheel set R7, which in this case rotatably on the countershaft VW2 of the second Vorgeleges 5 is stored. By way of the wheel set R3, a third forward gear of the motor vehicle transmission can now be defined by the gear Z9 being fixed to the input shaft EW1 by means of a switching element S5 and also the second hollow shaft HW2 carrying the gear Z10 being non-rotatably connected to the countershaft VW1 via a shifting element S6 of the first gear 4 is connected. In this case, a rotational movement of the input shaft EW1 is transmitted to the output shaft AW with a gear ratio defined by the wheel set R3 on the countershaft VW1 and in the further course by means of the output stage RA1. On the other hand, the wheel set R3 participates in the representation of the first forward gear and the second reverse gear, that a rotational movement of the input shaft EW1 is translated by the wheel R3 under control of the switching element S5 on the second hollow shaft HW2, said rotational movement then in the further course by means of Wheelsets R9 and R5, as well as the output stage RA2 is transmitted to the output shaft AW.

For switching a seventh forward gear of the motor vehicle transmission, however, the wheel set R7 is involved in the power flow by the gear Z9 set again by means of the switching element S5 on the input shaft EW1 and additionally the gear Z11 by driving a switching element S7 rotatably with the countershaft VW2 of the second Vorgeleges 5 is connected. As a result, a rotational movement of the input shaft EW1 is translated via the wheel R7 on the countershaft VW2 and in the further course by means of the output stage RA2 to the output shaft AW.

On the third wheel plane III follows a, also executed as a double wheel level fourth wheel plane IV , in which the transmission stages A and B are arranged, wherein the wheel R9 thereby forms the transmission stage A and the wheel R5 the transmission stage B. The two sets of wheels R5 and R9 are now thereby placed in a common axial plane by a on the first hollow shaft HW1 rotatably provided gear Z12 next to a rotatably provided on the second hollow shaft HW2 gear Z13 of the wheel R9 also with a gear Z14 of the wheel R5 meshes, which rotatably on the countershaft VW2 of the second Vorgeleges 5 is stored. Consequently, the two wheelsets R5 and R9 share the common, on the first hollow shaft HW1 seated gear Z12, wherein the wheelset R9 the two hollow shafts HW1 and HW2 constantly coupled with each other.

When incorporated into the power flow, a ninth forward gear of the motor vehicle transmission is represented by the wheel set R9, while a fifth forward gear results when switching the wheelset R5. To illustrate the ninth forward gear while the first hollow shaft HW1 via a switching element S8 on the input shaft EW1 and the other the second hollow shaft HW2 fixed by means of the switching element S6 on the countershaft VW1, so that a rotational movement of the input shaft EW1 on the wheel R9 on the countershaft VW1 can be translated. With regard to the wheelset R5, this can be done on the countershaft VW2 of the second countershaft 5 rotatably mounted gear Z14 are set via a switching element S9 on the countershaft VW2, whereby with simultaneous control of the switching element S8, a rotational movement of the input shaft EW1 via the wheel R5 accordingly with a movement of the countershaft VW2 and in the further course on the output stage RA2 with a rotational movement the output shaft AW is coupled.

Further, the wheelsets R9 and R5 are jointly involved in the representation of the first forward gear by the wheelsets R9 and R5 in interaction the power flow from the second hollow shaft HW2 with simultaneous activation of the switching element S9 on the countershaft VW2 of the second Vorgeleges 5 to lead. Due to the constant coupling of the two hollow shafts HW1 and HW2 by means of the wheel set R9 also the second, second reverse gear is switchable, in which case the adjacent wheel set RR is to be integrated into the power flow, so that a further translation by the wheel set R9 on the first Hollow shaft HW1 transmitted rotary motion is performed on the countershaft VW2. Both in representation of the first forward gear and the further reverse gear, the first hollow shaft HW1 rotates relative to the input shaft EW1.

Axially adjacent to the gear ratios A and B and in a fifth gear plane V lying the translation stage C is arranged, which is formed by the wheel RR. To represent a first reverse gear then both the first hollow shaft HW1 by means of the switching element S8 rotatably connected to the input shaft EW1 to connect as well as a switching element S10 to drive, so that rotatably mounted on the countershaft VW2 of the second Vorgeleges 5 stored gear Z2 is fixed. As a result, in this case a rotational movement of the input shaft EW1 via the wheelset RR on the countershaft VW2 and in the further course by means of the downstream output stage RA2 transmitted to the output shaft AW, in which case in comparison to the forward gears an opposite direction of rotation of the countershaft VW2 and also the output shaft AW is displayed. Furthermore, the wheel set RR also participates in the representation of the further, second reverse gear by a, by the wheel set R9 of the second hollow shaft HW2 on the first hollow shaft HW1 translated rotational movement through the wheel RR, again showing an opposite direction of rotation of the countershaft VW2 , on the countershaft VW2 of the second gear 5 is transmitted.

How out 1 it can be seen that the wheelsets R2 to R7 and R9 forming the gear ratios A, B and D to H are in such a way dependent on the two partial transmissions 1 and 2 distributed that the first partial transmission 1 are associated with the wheelsets R3, R5, R7 and R9 sets of wheels that define odd gears, while in the second partial transmission 2 are provided with the wheelsets R2, R4 and R6 wheelsets over which even gears of the motor vehicle transmission are shown. In combination with the previously described representation of the two other, designed as Windungsgänge forward gears is always at a successive circuit according to a sequence of gears between the two partial transmissions 1 and 2 is changed back and forth so that the circuits can be performed under load.

In the present case, the switching elements S1 to S10 are each designed as synchronizers. In the case of the switching elements S1, S3, S4, S5, S7, S9 and S10, a respective associated toothed wheel Z2 or Z4 or Z6 or Z7 or Z9 or Z11 or Z14 is at their operation in each case with previous reduction of speed differences coupled to the respective shaft EW1 or EW2 or VW1 or VW2. On actuation of the switching elements S2, S6 and S8, however, in each case the respective hollow shaft HW1 or HW2 or HW3 and the respective coaxially extending shaft EW1 or VW1 or VW2 are positively connected to each other from reaching a speed equality.

As well as out 1 is apparent, are now the switching element S1 and the switching element S3 to a first switching device SE1, the switching element S2 and the switching element S7 to a second switching device SE2, the switching element S5 and the switching element S8 to a third switching device SE3, and the switching element S9 and Switching element S10 to a fourth switching device SE4 each summarized. Here, the second switching device SE2 and the fourth switching device SE4 are each on the countershaft VW2 of the second Vorgeleges 5 provided while the first switching device SE1 on the input shaft EW2 of the second partial transmission 2 and the third switching device SE3 on the input shaft EW1 of first sub-transmission 1 are placed. In the present case, the switching devices SE1 to SE4 are each configured as double synchronizers, in which the respective associated switching elements S1 and S3 or S2 and S7 or S5 and S8 or S9 and S10 each have a common shift sleeve, which from a respective neutral position via a respective associated actuator can be selectively moved either in an operating position of the respective one switching element S1 or S2 or S5 or S9 or in an operating position of the respective other switching element S3 or S7 or S8 or S10. On the other hand, the switching elements S4 and S6 are each designed as individual switching elements which are mounted on the countershaft VW1 of the first countershaft 4 are provided and have a respective associated shift sleeve.

Furthermore, the output stage RA1 and the output stage RA2 are likewise placed in a double-wheel plane, in which a toothed wheel Z15 meshes with the output shaft AW with one toothed wheel Z16 or Z17 on the countershafts VW1 and VW2, respectively. This Doppelradebene is in the axial direction to the fifth gear plane V arranged following, being provided in this area bearings of the countershafts VW1 and VW2, so that by a close placement at these bearings deflections in transmission of high torques on the output shaft AW can be kept low.

As an optional further feature, an electric machine EM is provided coaxially with the input shafts EW1 and EW2, the rotor of which - not shown here - is connected to the wheel set R4 via a drive shaft AnW connected to the gearwheel Z4. As a result, a rotational movement of the gear Z4 of the wheelset R4 is coupled to a rotational movement of the rotor of the electric machine EM, wherein the electric machine EM either act as a generator and can feed electrical energy into a - not shown here - electrical memory, or as electric motor is operable, which acts on current acting on the gear Z4. The electric machine EM can therefore either be driven via the wheelset R4 or else drive the wheelset R4 and in this case either support a rotational movement or initiate a corresponding drive movement.

The connection of the electric machine EM to the wheelset R4 here has the advantage that the electric machine EM thus on the switching elements S1 and S3 each one of the dual clutch 3 and can be decoupled via the switching elements S2 and S4 to the other in each case from the output sides AB1 and AB2. In the latter case, it is possible to operate the electric machine EM via the wheelset R4 without transmitting a rotational movement to the driven sides AB1 and AB2, so that the electric machine EM can also be operated to charge an electrical store when the vehicle is stationary. In the other case, a purely electric driving can be represented by the electric machine EM, by these of the double clutch 3 and thus also decoupled from the drive side AN, which due to this decoupling drag losses of the dual clutch 3 can be prevented.

Out 2 shows a second preferred embodiment of a motor vehicle transmission according to the invention. Different from the variant after 1 is that the gear ratios D and E within the third wheel plane III , as well as the gear ratios A and B within the fourth gear plane IV have exchanged positions. Here are the gear ratios A and D in the form of wheelsets R3 and R9 now between the input shaft EW1 and the second countershaft 5 provided, while on the translation stages B and E forming wheelsets R5 and R7, the input shaft EW1 each with the countershaft VW1 of the first countershaft 4 can be coupled. Together with the wheelsets R3 and R9 is also the second hollow shaft HW2 on the second countershaft 5 migrated, so that the second hollow shaft HW2 now coaxial with the countershaft VW2 of the second Vorgeleges 5 is placed. In addition, as a result of the change of position, the switching elements S6, S7 and S9 are arranged elsewhere, wherein the switching element S7, via which the wheelset R7 is einbindbar in the power flow, with the switching element S4 in a second switching device SE2 'is summarized, whereas that, at Actuation of the second hollow shaft HW2 now forming on the countershaft VW2 switching element S6 together with the switching element S10 a fourth switching device SE4 'forms. Furthermore, the switching elements S2 and S9 are now designed as individual switching elements. Overall, the arrangement of the wheel sets R3, R5, R7 and R9 corresponds to 2 Therefore, a reflection of the wheelsets R3, R5, R7 and R9 according to 1 on one, by the input shafts EW1 and EW2 spanned axial axis.

Another difference compared to the variant 1 The output sides AB1 and AB2 are each formed by a respective shaft end of the countershafts VW1 and VW2, wherein the two countershafts VW1 and VW2 are coupled to each other here via the output stages RA1 and RA2. In this case, the toothed wheels Z16 and Z17 connecting gear Z15 is placed in a different plane and therefore only indicated by dashed lines. Finally, the electric machine EM is provided coaxially with the countershaft VW1 and connected to the wheelset R6. Here is also one appropriate decoupling on the one hand of the double clutch 3 and on the other hand given by the output sides AB1 and AB2. Incidentally, the embodiment corresponds to 2 according to the variant 1 ,

Furthermore, it is off 3 a third preferred embodiment of a motor vehicle transmission according to the invention can be seen. In contrast to the variant according to 1 have the translation stages A to E with each other their positions in the wheel planes III to V changed. Thus, the gear ratio RR forming the gear ratio stage C R are in the third gear plane III and the gear sets R5 and R9 representing the gear ratios A and B in the fourth gear plane IV placed, while the gear ratios D and E in the form of the wheelsets R3 and R7 now together in the fifth wheel plane V are arranged. Due to the change of position, the switching elements S5 to S10 have changed their positions, in which case the respective associated switching elements S5 and S8 or S9 and S10 are interchanged within the switching devices SE3 and SE4. Furthermore, the switching elements S4 and S7 are now due to the placement of the wheelset R7 in the fifth wheel plane V , as a single switching elements before, which in each case on the countershaft VW2 of the second Vorgeleges 5 are provided. In addition, the electric machine EM in this case is coaxial with the countershaft VW2 of the second countershaft 5 arranged and connected to the third hollow shaft HW3. Here are on the switching elements S1 to S4 corresponding Abkoppelungsmöglichkeiten on the one hand of the dual clutch 3 and on the other hand, from the driven side AB1 and AB2. Incidentally, the embodiment corresponds to 3 according to the variant 1 ,

Furthermore, in 4 an embodiment of a motor vehicle transmission according to a fourth embodiment of the invention shown. Unlike the variant after 1 are the gear ratios F and G and thus the wheelsets R2 and R4 between the input shaft EW2 and the countershaft VW1 of the first countershaft 4 arranged, while on the translation stage H forming wheel set R6 now a coupling of the input shaft EW2 with the countershaft VW2 of the second Vorgeleges 5 can be produced. Together with the wheelsets R2 and R4 and the third hollow shaft HW3 has changed their positions by now this coaxial with the countershaft VW1 of the first Vorgeleges 4 is arranged and can be rotatably connected to the countershaft VW1 by actuation of the switching element S2. Because of this position change, the switching element S2 is present as a single switching element, while the switching element S4, via which the gear Z7 of the wheelset R6 can be fixed to the countershaft VW2, now with the switching element S7 to a second switching device SE2 'is summarized. This switching device SE2 'is on the countershaft VW2 of the second Vorgeleges 5 intended. Incidentally, the embodiment corresponds to 4 but then the variant 1 ,

Out 5 Furthermore, a fifth preferred embodiment of a motor vehicle transmission according to the invention emerges. Different from the variant after 1 is that the translation stages F to H have exchanged positions with each other. Thus, the gear ratios G and H in the form of the wheelsets R2 and R6 are common in the first wheel plane I placed during the, the translation stage F forming wheelset R4 alone in the second wheel plane II is arranged. The wheelsets R2, R4 and R6 are so compared to the variant after 1 arranged vertically mirrored. In the course of this new arrangement, the switching elements S1 to S4 are otherwise placed in the axial direction, wherein the switching elements S1 and S3 have thereby changed positions within the first switching device SE1. In addition, the switching element S2 is now, as well as the switching element S4 as a single switching element. Finally, the electric machine EM is connected to the gear Z6, which meshes with both the gear Z7 of the wheelset R6 and the gear Z8 of the wheel R2. Here is also a corresponding Abkoppelbarkeit on the one hand of the double clutch 3 and on the other hand given by the output sides AB1 and AB2. Incidentally, the embodiment corresponds to 5 according to the variant 1 ,

Finally is off 6 a sixth preferred embodiment of a motor vehicle transmission according to the invention can be seen. In contrast to the variant according to 1 are the two partial transmissions 1 and 2 reversed in terms of their arrangement in the axial direction, so that in the sequence, the input shaft EW1 of the first sub-transmission is designed as a hollow shaft transmission, while the input shaft EW2 of the second sub-transmission 2 is designed as a coaxially extending transmission central shaft. Likewise, the load switching elements K1 and K2 have their arrangement within the dual clutch 3 changed. Also, an arrangement of the gear ratios A to H and thus also the wheelsets R2 to R7 and R9, and RR in the wheel planes I to V is subsequently changed by the gear train RR forming the gear ratio C in the first gear plane I , the gear sets R5 and R9 forming the gear ratios A and B in the second gear plane II , as well as the gear set R3 executed gear ratio D and designed as a wheel set R7 gear stage E in the third gear plane III are arranged. The gear ratios G and H, which are formed by the wheelsets R2 and R6, are now further in the fourth gear plane IV placed, while the translation stage F in the form of the wheelset R4 in the fifth wheel plane V is provided. Together with this, the switching devices SE1 to SE4 and the individual switching elements S4 and S6 have changed their positions. Incidentally, the embodiment corresponds to 5 according to the variant 1 ,

In 7 Now, an exemplary circuit diagram is shown, which extends through each of the transmission variants according to the 1 to 6 can be realized. In total, nine powershift forward gears and two reverse gears can be displayed. The load switching between the forward gears is achieved by driving in one gear and guiding the power flow through one of the two partial transmissions 1 or 2 in the respective other partial transmission 2 or 1 already those involved in the representation of a subsequent passage of the switching elements S1 to S10 are preselected and the eventual switching only the load switching element K1 or K2 of a partial transmission 1 respectively. 2 opened and immediately thereafter the load switching element K2 or K1 of the other sub-transmission 2 respectively. 1 is closed. As a result, a virtually traction-free driving is possible.

In the present case, the first forward gear is represented by the fact that the load switching element K1 is closed and thus the input shaft EW1 connected to the drive side AN, and the switching elements S5 and S9 are actuated. For switching to the second forward gear then the switching elements S2 and S3 are to be actuated, wherein the final gear change then switching between the load switching elements K1 and K2 is made by the load switching element K1 is opened and the load switching element K2 is closed. After the change, the switching elements S5 and S9 are then turn off. In the following, the third forward gear can be passed under renewed change between the load switching elements K1 and K2, in advance to operate the switching elements S5 and S6 and switch off after switching the switching elements S2 and S3. The fourth forward speed results from driving the switching element S1 and the switching element S2, as well as renewed change between the load switching elements K1 and K2, wherein the switching elements S5 and S6 are to be transferred after a successful change to an unactuated state. In the fifth forward gear, the input shaft EW1 is coupled by the switching elements S8 and S9 to the output sides AB1 and AB2, in which case final shift element K2 is to be opened and load switching element K1 is to be closed for final gear shifting. In addition, after completed gear change, the switching elements S1 and S2 off. The sixth forward speed is obtained by operating the switching elements S3 and S4, as well as a renewed change between the load switching elements K1 and K2. In addition, the switching elements S8 and S9 are to be transferred after switching between the load switching elements K1 and K2 in an unactuated state. In the case of the seventh forward gear, the switching elements S5 and S7 are to be controlled, wherein after switching gear shift elements S3 and S4 are turned off. Here, the load switching element K2 is to open and close the load switching element K1 to carry out the gear change. The eighth forward gear is switched starting from the seventh forward gear by first actuating the shift elements S1 and S4 and, after a successful switchover between the load shift elements K1 and K2, the shift elements S5 and S7 are switched off. Following the eighth forward gear finally results in the ninth forward gear by the switching elements S6 and S8 actuated and then the load switching element K2 open, and shortly thereafter the load switching element K1 is closed.

The first reverse speed is switched by operating the switching elements S8 and S10, and by connecting the input shaft EW1 to the drive side AN by closing the load switching element K1. In the other, second reverse gear can then be switched by in addition to switching element S10 nor the switching element S5 is actuated. Since both reverse gears here on the first part transmission 1 are shown by guiding the power flow through the input shaft EW1, a change between the two reverse gears is possible only with interim opening of the load switching element K1 and thus an interruption of the traction.

In general, the individual transmission variants can be combined with each other in terms of their individual design features. Furthermore, the existing of the two load switching elements K1 and K2 double clutch 3 be replaced by an electric machine, which provides in combination with a single load switching element alone during the circuits for a corresponding support or in combination with the drive unit and an additional planetary gear nachfühlet the characteristic of a double clutch. Optionally, in these variants, an additional double switching element is then provided, by which the two aforementioned variants can be switched over.

By means of the individual embodiments of a motor vehicle transmission according to the invention, it is thus possible to present a very compact design with a small number of wheelsets and a large number of powershift gears.

LIST OF REFERENCE NUMBERS

1

first partial transmission

2

second partial transmission

3

Double coupling

4

first stop

5

second counter

I

first wheel plane

II

second wheel plane

III

third wheel plane

IV

fourth wheel plane

V

fifth wheel plane

AT

driving side

AB1

output side

STARTING AT 2

output side

EW1

input shaft

DR2

input shaft

VW1

Countershaft

VW2

Countershaft

HW1

first hollow shaft

HW2

second hollow shaft

HW3

third hollow shaft

AW

output shaft

ZW

intermediate shaft

Z1

gear

Z2

gear

Z3

gear

Z4

gear

Z5

gear

Z6

gear

Z7

gear

Z8

gear

Z9

gear

Z10

gear

Z11

gear

Z12

gear

Z13

gear

Z14

gear

Z15

gear

Z16

gear

Z17

gear

S1

switching element

S2

switching element

S3

switching element

S4

switching element

S5

switching element

S6

switching element

S7

switching element

S8

switching element

S9

switching element

S10

switching element

SE1

switching device

SE2

switching device

SE3

switching device

SE4

switching device

SE5

switching device

SE2 '

switching device

SE4 '

switching device

AH

 translation stages

R2

Wheelset second forward gear

R3

Wheelset third forward gear

R4

Wheels fourth forward speed

R5

Wheels fifth forward gear

R6

Wheel set sixth forward gear

R7

Wheel set seventh forward gear

R9

Wheelset ninth forward gear

RR

Wheel set reverse

RA1

output stage

RA2

output stage

K1

Load switching element

K2

Load switching element

EM

electric machine

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 102009002358 A1 [0004]

Claims (12)

Motor vehicle transmission, comprising two partial transmissions ( 1 . 2 ), which have coaxially arranged input shafts (EW1, EW2) and each alternately by connecting the respective associated input shaft (EW1, EW2) with a drive side (AN) in a power flow to at least one output side (AB1, AB2) are einbindbar, wherein parallel to the input shafts (EW1, EW2) two countershafts ( 4 . 5 ) are provided and a rotational movement of the drive side (AN) on the at least one output side (AB1, AB2) with one of a plurality of discrete and according to a sequence of turns alternately to the two partial transmission ( 1 . 2 ) is divided, which in each case by actuation of at least one respective associated switching element (S1 to S10) and an associated guiding the power flow over at least one of the countershaft ( 4 . 5 ) and at least one translation stage (A to H) with change between the partial transmissions ( 1 . 2 ) are load-shiftable represented, characterized in that coaxial with the input shafts (EW1, EW2) a first hollow shaft (HW1) is provided which non-rotatably with the input shaft (EW1) of the first partial transmission ( 1 ) is connectable and via a first translation stage (A) with a second hollow shaft (HW2) is in communication, which is coaxial with a countershaft (VW1, VW2) of the first ( 4 ) or the second counterpart ( 5 ) and rotationally fixed with this countershaft (VW1; VW2) of the first ( 4 ) and the second counterpart ( 5 ), wherein the first hollow shaft (HW1) on the one hand via a second translation stage (B) with a countershaft (VW2; VW1) of the other, second ( 5 ) or first counterpart ( 4 ) and on the other hand by means of a third gear stage (C) with the countershaft (VW2, VW1) of the second ( 5 ) or the first submission ( 4 ), and wherein the input shaft (EW1) of the first sub-transmission ( 1 ) on the one hand by means of a fourth gear stage (D) with the second hollow shaft (HW2) and on the other hand via a fifth gear stage (E) with the countershaft (VW2, VW1) of the second ( 5 ) or the first submission ( 4 ) can be coupled, that the input shaft (EW2) of the second partial transmission ( 2 ) by means of a sixth gear stage (F) and by means of a seventh gear stage (G) in each case with a third hollow shaft (HW3) is brought into connection, coaxial with the countershaft (VW2, VW1) of the second 5 ) or the first submission ( 4 ) and with this countershaft (VW2, VW1) of the second ( 5 ) or first counterpart ( 4 ) is rotatably connected, wherein the third hollow shaft (HW3) also in the interaction of the seventh gear stage (G) and an eighth gear stage (H) with the countershaft (VW1, VW2) of the other, first ( 4 ) or second counterweight ( 5 ) is brought into connection, with which the input shaft (EW2) of the second partial transmission ( 2 ) can also be coupled via the eighth gear stage (H). Motor vehicle transmission according to claim 1, characterized in that a switching element (S1), which upon actuation of the input shaft (EW2) of the second partial transmission ( 2 ) is coupled to the third hollow shaft (HW3) by means of the sixth transmission stage (F), is combined with a switching element (S3) in a switching device (SE1) via which the input shaft (EW2) of the second partial transmission ( 2 ) can be brought into connection with the third hollow shaft (HW3) via the seventh transmission stage (G), wherein the switching device (SE1) on the input shaft (EW2) of the second partial transmission ( 2 ) is provided. Motor vehicle transmission according to claim 1, characterized in that a switching element (S2), which upon actuation the third hollow shaft (HW3) rotatably with the countershaft (VW2; VW1) of the second ( 5 ) or the first counterpart ( 4 ), is combined with a switching element (S7) in a switching device (SE2), via which the fifth gear stage (E) is einbindbar in the power flow, wherein the switching device (SE2) on the countershaft (VW2, VW1) of the second ( 5 ) or the first counterpart ( 4 ) is arranged. Motor vehicle transmission according to claim 1, characterized in that a switching element (S4) which upon actuation of the third hollow shaft (HW3) by interaction of the seventh gear ratio (G) and the eighth gear stage (H) with the countershaft (VW1, VW2) of the other , first ( 4 ) or second counterweight ( 5 ) is combined with a switching element (S7) in a switching device (SE2 '), via which the fifth gear ratio (E) is einbindbar in the power flow, wherein the switching device (SE2') on the countershaft (VW1, VW2) of the first ( 4 ) and the second counterpart ( 5 ) is arranged. Motor vehicle transmission according to claim 1, characterized in that a switching element (S5) via which the second hollow shaft (HW2) by means of the fourth gear stage (D) with the input shaft (EW1) of the first partial transmission ( 1 ) is coupled with a switching element (S8) in a switching device (SE3), which upon actuation the first hollow shaft (HW1) rotationally fixed to the input shaft (EW1) of the first partial transmission ( 1 ), wherein the switching device (SE3) on the input shaft (EW1) of the first partial transmission ( 1 ) is placed. Motor vehicle transmission according to claim 1, characterized in that a switching element (S9), the first hollow shaft (HW1) via the second transmission stage (B) with the control Countershaft (VW2, VW1) of the second ( 5 ) or the first counterpart ( 4 ) is combined with a switching element (S10) in a switching device (SE4), via which the first hollow shaft (HW1) by means of the third gear stage (C) with the countershaft (VW2, VW1) of the second ( 5 ) or the first counterpart ( 4 ) can be brought into connection, wherein the switching device (SE4) on the countershaft (VW2, VW1) of the second ( 5 ) or the first counterpart ( 4 ) is provided. Motor vehicle transmission according to claim 1, characterized in that a switching element (S6), which upon actuation the second hollow shaft (HW2) rotatably with the countershaft (VW2; VW1) of the second ( 5 ) or the first counterpart ( 4 ) is combined with a switching element (S10) in a switching device (SE4 '), via which the first hollow shaft (HW1) by means of the third translation stage (C) with the countershaft (VW2, VW1) of the second 5 ) or the first counterpart ( 4 ), wherein the switching device (SE4 ') on the countershaft (VW2, VW1) of the second ( 5 ) or the first counterpart ( 4 ) is provided. Motor vehicle transmission according to claim 1, characterized in that the seventh transmission stage (G) and the eighth transmission stage (H) together in a wheel plane ( II ; I ; IV ) are arranged by a rotatably mounted on the input shaft (EW2) of the second partial transmission ( 2 ) mounted gear (Z6) on the one hand with a rotationally fixed on the third hollow shaft (HW3) provided gear (Z8) of the seventh gear ratio (G) and on the other with a rotatably mounted on the countershaft (VW1, VW2) of the first ( 4 ) and the second counterpart ( 5 ) provided gear ( Z7 ) of the eighth gear stage (H) are each in communication. Motor vehicle transmission according to claim 1, characterized in that the first transmission stage (A) and the second transmission stage (B) together in a wheel plane ( IV ; II ) are arranged by a rotationally fixed on the first hollow shaft (HW1) placed gear (Z12) on the one hand with a rotatably on the second hollow shaft (HW2) provided gear (Z13) of the first gear ratio (A) and on the other with a rotatable on the Countershaft (VW2, VW1) of the second ( 5 ) or the first counterpart ( 4 ) mounted gear (Z14) of the second gear ratio (B) is in each case in communication. Motor vehicle transmission according to claim 1, characterized in that the fourth gear stage (D) and the fifth gear stage (E) together in a wheel plane ( III ; V ) are arranged by a rotatably mounted on the input shaft (EW1) of the first partial transmission ( 1 ) mounted gear (Z9) on the one hand with a rotatably on the second hollow shaft (HW2) provided gear (Z10) of the fourth gear stage (D) and on the other with a rotatably on the countershaft (VW2, VW1) of the second 5 ) or the first counterpart ( 4 ) Gear (Z11) of the fifth gear ratio (E) is in each case in communication. Motor vehicle transmission according to claim 1, characterized in that the input shafts (EW1, EW2) in each case via an associated load switching element (K1, K2) of a double clutch ( 3 ) or via a power shift element and an electric machine with the drive ( 3 ) are connectable. Motor vehicle transmission according to claim 1, characterized in that a gear (Z4) of the sixth gear stage (F) rotatably connected to a coaxially extending drive shaft (AnW) of an electric machine (EM) is connected.

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