DE102015118390A1 - Motor vehicle transmission - Google Patents

Abstract

Motor vehicle transmission (24) having an input shaft (26) which is connectable to a drive unit (12), a first output shaft (36) which is arranged parallel to the input shaft (26), a second output shaft (38) parallel to the Input shaft (26) is arranged, a plurality of Vorwärtsgangradsätzen (46, 50, 69) connecting the input shaft (26) and the first output shaft (36) and / or the input shaft (26) and the second output shaft (38) and respectively adapted to establish at least one base forward gear stage of a plurality of basic forward gear stages (2, 3, 4, 5, 6), and an output gearset (40) comprising the first output shaft (36) and the second output shaft (38) an output (28) connects. In this case, at least one coupling forward gear stage (1) via a coupling shaft (80) can be set up with a coupling fixed gear (48) on the input shaft (26) and with a coupling-Losradanordnung (60) on the input shaft (26) so is coupled that power at the coupled forward gear stage (1) from the coupling fixed gear (48) on the input shaft (26) to the coupling shaft (80), from the coupling shaft (80) back to the coupling-Losradanordnung (60) the input shaft (26) and from there to one (36) of the output shafts (36, 38) flows.

Description

The present invention relates to a motor vehicle transmission having an input shaft which is connectable to a drive unit having a first output shaft which is arranged parallel to the input shaft, with a second output shaft which is arranged parallel to the input shaft, with a plurality of forward gear sets connect the input shaft and the first output shaft and / or the input shaft and the second output shaft and which are respectively adapted to establish at least one base forward stage of a plurality of basic forward gear ratios, and with an output shaft gearset comprising the first output shaft and the second output shaft connects to a downforce.

Such a motor vehicle transmission is generally known and can be operated, for example, as a manual transmission with a manual shifting arrangement or by means of an actuator arrangement which switches the forward gear sets, as a rule by means of switching clutches provided for this purpose, which can be designed, for example, as synchronous clutches.

Motor vehicle transmission of this type are designed as a stepped transmission in so-called countershaft design. In such motor vehicle transmissions, a distinction is made between those transmissions which are installed longitudinally in a motor vehicle and those which are installed transversely in a motor vehicle. In the gearboxes, which are intended for longitudinal installation, an input shaft, a parallel countershaft and a generally coaxial with the input shaft arranged output shaft are provided. Switchable wheelsets are arranged between the input shaft and the countershaft and / or between the countershaft and the output shaft. Each forward gear step is usually assigned a separate wheelset here. Such transmissions therefore have a relatively large axial length.

In transverse gearboxes, on the other hand, an axially compact design is important, as there is generally less space available in the transverse direction. Therefore, so-called 3-shaft constructions are known for this type of motor vehicle transmissions, in which an input shaft associated with two output shafts parallel thereto, wherein the output shaft are connected via an output shaft with an output, for example, drives a differential. Here Vorderwärtsgangradsätze can be arranged in axial overlap with each other to shorten the axial length. Furthermore, in this type of transmission so-called "dual usages" are known in which a fixed gear on the input shaft is engaged both with a loose wheel on the first output shaft for establishing a forward gear and with a loose gear on the other output shaft for establishing a further gear.

In motor vehicle transmissions, there is generally a need to increase the number of forward gear ratios, as a generally associated with this spread usually lower fuel consumption can be realized. In electric vehicles, the number of required gear ratios is usually lower.

In so-called hybrid drives, in which in addition to a drive motor, an electric motor is used as the drive source, often arise even greater restrictions on the axially available space for the motor vehicle transmission, as usually requires the electric motor a certain axial space.

From the document DE 33 20 494 A1 is a change gear with synchronized reverse gear, wherein on a secondary shaft, two idler gears are arranged, which can be coupled to each other by means of a clutch for establishing a reverse gear, so that no additional wheels for the reverse gear are required on a drive shaft and on an output shaft. This can lead to a reduction of the axial length.

The document DE 44 17 372 A1 discloses a manual transmission for longitudinal installation, wherein a terrain reduction stage at the transmission output is realized in that a loose wheel is formed on the input shaft as a double gear and serves as a countershaft for the Reduzierstufe.

From the document DE 10 2009 053 961 A1 It is known to achieve a compact design by combining a spur gear design with a planetary gear.

In so-called dual-clutch transmissions, which include a first part gearbox with even gear ratios and a second part gearbox with odd gear ratios and an upstream dual clutch arrangement, due to the fact that two parallel power transmission branches are present, it is generally possible to set up so-called winding gear stages. Power flows through both partial transmissions of the transmission. This can lead to a very compact axial design, or to a very high number of gear ratios, but usually requires that two clutches are inserted simultaneously for the insertion of such Windungsgangstufe. An example of such a transmission is from the document DE 10 2012 219 450 A1 known.

From the documents DE 10 2004 001 961 A1 and DE 10 2005 028 532 A1 Modular dual-clutch transmission are known in which additional gear ratios in the form of Windungsgangstufen can be realized by a gear of a sub-transmission is directly connected to a gear of another sub-transmission, ie independent of the associated shaft.

Against the above background, it is an object of the invention to provide an improved motor vehicle transmission which can be realized as a manual or automated manual transmission with a plurality of forward gears and preferably has a particularly compact construction, in particular in the axial direction.

The above object is achieved in the motor vehicle transmission mentioned above in that at least one coupling forward gear can be set via a coupling shaft, which is coupled to a coupling fixed gear on the input shaft and a coupling Losradanordnung to the input shaft so that performance at arranged coupling forward gear from the coupling fixed gear on the input shaft to the coupling shaft, from the coupling shaft back to the coupling Losradanordnung on the input shaft and from there on to one of the output shafts flows.

The motor vehicle transmission according to the invention consequently has an input shaft and two output shafts arranged offset in parallel therewith and a further shaft offset in parallel therewith in the form of a coupling shaft. The coupling shaft is used to establish a coupled forward gear stage, which is provided in addition to the basic forward gear ratios. The coupled forward gear is preferably the gear 1, d. H. the starting gear, or the gear stage 2. The basic forward gear ratios are therefore preferably gear stages 2, 3, 4, 5, and possibly further forward gear stages. Overall, the motor vehicle transmission preferably has between four and eight forward speed stages, which include the basic forward gear ratios and the coupled forward gear stage, in particular five to seven forward gear stages, preferably exactly six forward gear stages.

Basic forward gear ratios are understood to mean those forward gear stages which can be set up using the input shaft and one of the output shafts, ie without power flow via the coupling shaft. The coupled forward gear is a gear that is set up using the coupling shaft.

The coupling shaft overlaps in the axial direction with the output shafts and the input shaft. The coupling shaft is preferably axially shorter than the input shaft.

It is particularly preferred if four basic forward gear ratios can be set by two forward gear sets, each having a fixed gear on the input shaft and two idler gears each, which are in engagement with the fixed gear and are rotatably mounted on the first output shaft or on the second output shaft ,

Further, it is particularly advantageous if these four basic forward gear ratios can be established via two clutch packs which are arranged axially between the two forward gear sets and intersect in the axial direction.

One of the fixed gears of these two forward gear sets is preferably the coupling fixed gear, which allows a coupling between the input shaft and the coupling shaft.

In addition to the forward speeds including the base forward speeds and the coupled forward speed, the automotive transmission preferably includes a reverse speed step. This can be set up using a separate reverse shaft to realize a reversal of direction. It is preferred, however, if the reverse gear can also be set up via the coupling shaft, wherein preferably a connection to one of the forward gear sets takes place in order to realize a reversal of the direction of rotation.

The task is thus completely solved.

In general, it is conceivable that the coupling fixed gear at the input shaft with a fixed gear on the coupling shaft is engaged, such that the input shaft and the coupling shaft are forcibly coupled rotationally.

Of particular preference, however, it is when the coupling fixed gear on the input shaft with a coupling shaft idler gear is engaged, which is rotatably mounted on the coupling shaft, wherein a coupling shaft clutch on the coupling shaft is adapted to the coupling shaft idler gear with the Coupling shaft to connect to set the coupling forward gear.

In this embodiment, the coupling shaft is not necessarily rotationally coupled to the input shaft. The coupling shaft idler gear is forcibly coupled in rotation with the input shaft, wherein the coupling shaft is driven by the input shaft only when the coupling shaft clutch is closed.

If this is spoken of clutches, they may be formed as jaw clutches, but are designed in particular as synchronized clutches.

To set up the coupling forward gear stage, preferably only the coupling shaft clutch is closed. In contrast to Windungs gear ratios, it is preferably not necessary to close another clutch for setting up the coupling forward gear.

According to a further preferred embodiment, the coupled idler gear assembly engages with an output shaft fixed gear fixed to one of the output shafts, and is connectable to the input shaft for establishing a basic forward gear step by means of a base clutch.

In this embodiment, the coupling idler gear assembly on the input shaft is not only adapted to receive power from the coupling shaft and to pass it on to one of the output shafts. Rather, the coupling-Losradanordnung on the input shaft also serves to establish a base forward gear by the base clutch is closed. It is understood that when closed base clutch a coupling shaft clutch is open. Overall, the motor vehicle transmission is designed so that preferably only one of a plurality of provided clutches including the basic clutch and the coupling shaft clutch is closed.

According to a further preferred embodiment, a coupling shaft fixed gear is fixed to the coupling shaft, which is in engagement with the coupling-Losradanordnung.

Preferably, only a single fixed gear is fixed to the coupling shaft, which engages with the coupling Losradanordnung on the input shaft.

The coupling-shaft fixed gear is preferably via the coupling Losradanordnung and thus engaged with output shaft fixed gear with the output shaft in forced rotational coupling, so that the coupling shaft fixed wheel rotates when the vehicle is moving in proportion to the vehicle speed, in the same way as the output shafts connected via the output shaft gear to the output.

According to a further preferred embodiment, the coupling idler gear is arranged at an opposite end of a transmission input of the motor vehicle transmission.

The transmission input is preferably that axial side of the motor vehicle transmission on which the input shaft can be connected to a drive unit. It is preferable if the output shaft gearset is arranged adjacent to the transmission input, such that a plurality of the forward gear sets are preferably arranged in the axial direction between the output shaft gearset and the coupling idler gear arrangement.

According to a further preferred embodiment, the coupling-Losradanordnung is connectable by means of a base clutch to the input shaft, wherein the base clutch is disposed on an opposite side of the transmission input axial side of the coupling-Losradanordnung.

The base clutch is in this embodiment, preferably axially in front of all wheelsets of the motor vehicle transmission, in a direction away from the transmission input.

By this measure, the axial length in the region of the output shafts and in the region of the coupling shaft can preferably be kept short so that the wheel sets mounted thereon do not come into conflict with the space required with a so-called side member and / or with a so-called Subframe.

The base clutch, which is used to connect the coupling-Losradanordnung with the input shaft is in this embodiment, preferably radially seen between the side member and the sub-frame, which are preferably components that are rigidly mounted in the engine compartment of the motor vehicle. Preferably, this base clutch overlaps in the axial direction with the sub-frame and / or with the side member, such that the motor vehicle transmission can be arranged in the axial direction close to these components, so that the space inside the engine compartment can be optimally utilized.

The invention can also be directed in this embodiment to a motor vehicle, which is at least partially axially overlapping hereby incorporated in an engine compartment in which a side member and a subframe are arranged, a motor vehicle transmission of the type according to the invention.

The base clutch, by means of which the coupling Losradanordnung is connectable to the input shaft, in the arrangement on the opposite side of the transmission input axial side of the coupling Losradanordnung preferably be designed so operable that the closing of this base clutch in the opposite axial direction to the axial direction takes place, in which the coupling shaft clutch for setting up the coupling forward gear stage is closed.

The coupled forward gear stage and the base forward gear set up by means of this basic clutch can consequently preferably be adjacent gear stages, in particular those adjacent gear stages lying in an H-pattern in the same shift gate. In any case, the mechanical complexity of this can be optionally reduced by this preferred embodiment.

In general, it is possible for a coupling-shaft fixed wheel, which is fixedly connected to the coupling shaft, to engage directly with a loose wheel of the coupling idler gear arrangement which is used to set up a basic forward gear stage.

Of particular preference, however, it is when the coupling idler gear is a Doppellosrad with a first gear and a second gear axially offset therefrom, wherein the first gear is in engagement with an output shaft fixed gear and wherein the second gear with a coupling shaft fixed in Intervention is.

The first gear is used in this embodiment, in particular for setting up the base forward gear, which is so far preferably independent of the number of teeth of the second gear.

Through the engagement of the second gear with the coupling shaft fixed gear, the ratio of the coupling forward gear can be adjusted within wide limits, so that an optimal gradation to other base-forward gear ratios is made possible.

Furthermore, it is altogether advantageous if the coupling fixed gear is in engagement with a loose wheel on the first output shaft and with a loose wheel on the second output shaft, so that the coupling fixed wheel transmits driving power in three forward gears.

The coupling fixed gear is thus a fixed gear of a basic forward gear set, which uses both output shafts (so-called double use). In addition, the coupling fixed gear serves to transmit drive power to set up the coupling forward gear on the coupling shaft.

This integration of several functions in a fixed wheel ultimately also an axially compact design can be realized.

The coupling shaft may in one embodiment be used exclusively to establish a single coupled forward gear.

In a preferred variant, however, a further coupling shaft idler gear is rotatably mounted on the coupling shaft, which is connectable by means of a further coupling shaft clutch with the coupling shaft.

The first and the further coupling shaft clutch are preferably integrated in a clutch pack, which can be actuated by means of a single shift sleeve.

The further coupling shaft idler gear can be used to set up another coupling forward gear.

Of particular preference, however, it is when the further coupling shaft idler gear is used to set up a reverse gear of the motor vehicle transmission.

In this case, it is particularly preferred if the further coupling shaft idler gear is engaged with an output shaft idler gear assembly of one of the forward gear sets.

In this embodiment, consequently, a reversal of the direction of rotation for establishing the reverse gear stage can be realized via the coupling shaft and the connection to a loose-wheel arrangement on one of the output shafts.

The output shaft idler assembly may include a single idler gear that is also used to establish a forward gear stage. Preferably, however, the output shaft idler gear assembly is formed as a double idler gear, wherein a first gear thereof is engaged with the further coupling shaft idler gear, and wherein the second gear wheel is part of a forward gear set for establishing a basic forward gear ratio. In this embodiment, the gear ratio of the reverse gear can be variably realized widely.

It is particularly preferred if both such output shaft, which is engaged with the further coupling shaft idler gear, and an input shaft Losradanordnung which is in engagement with the coupling shaft fixed gear, formed as Doppellosrad. Here, the coupling forward gear and the further coupling gear ratio can be optimally adapted to the translation of the other gear ratios (basic gear ratios). In particular, when the first coupled forward gear is the gear 1 and when the further coupling gear is a reverse gear, good starting ratios can be set for these grades, which are in particular largely independent of the translations of the base forward gears.

The motor vehicle transmission can either be an automated manual transmission in which the clutches are actuated by actuators of electrical or hydraulic design. In an automated operation, the individual clutch packs may optionally be operated independently of each other, so that the assignment of gear ratios to the clutch packs is not very important, as is the case regularly for dual-clutch transmissions.

Of particular preference, however, it is when the motor vehicle transmission is designed as a manual transmission, such that it can be implemented both in a variant as a manual switch, as well as in a further variant as an automated manual transmission.

In the embodiment as a manual transmission, the motor vehicle transmission preferably has a manual shifting arrangement, in which a gear lever, which is preferably arranged in a passenger compartment, in an H-scheme with a plurality of shift gates and a transverse thereto aligned selector gate is movable, wherein the coupled forward gear stage by means of a Coupling shaft clutch is einrichtbar and wherein the coupling forward gear and an adjustable via the coupling Losradanordnung and the base clutch base base forward gear are assigned the same shift gate, wherein the manual shift assembly comprises a mechanical connection device comprising the base clutch and the coupling shaft clutch mechanically coupled with each other.

In conventional manual transmissions, gear stages which are assigned to the same shift gate can generally be actuated by means of one and the same clutch clutch package into which the shift clutches for these adjacent gear stages are integrated. In the preferred embodiment, however, these clutches are arranged on different shafts, namely on the coupling shaft on the one hand and on the input shaft on the other. Therefore, it is preferred in this embodiment, when these clutches are mechanically coupled to each other via a connecting device, which makes it possible to operate these two clutches so by means of a gear lever, as if they were integrated into a clutch pack.

The connecting device preferably further includes a decoupling device, which decouples the further coupling shaft clutch from the coupling shaft clutch in the event that the coupling shaft clutch is integrated with another coupling shaft clutch in a clutch pack. This can be avoided that when actuated in the direction of the further coupling shaft clutch this is operated simultaneously with the base clutch, which serves to set up the base forward gear, which is arranged in the same shift gate as the coupled forward gear.

The drive unit to which the input shaft is connectable may include a drive motor and a conventional startup clutch. However, the drive unit may also include a hybrid module including, for example, a crankshaft starter generator. In this way, for example, a hybridized Anschaltgetriebe can be realized.

Preferably, at least one of the following advantages and / or one of the following features is realized with the motor vehicle transmission according to the invention.

Any base gear having any number of forward gear ratios may be combined with a coupling shaft. The coupling shaft preferably has a clutch on both sides in the form of a synchronized clutch pack. The coupling shaft is preferably via spur gears in rolling contact with spur gears on an input shaft and / or an output shaft, specifically for the realization of preferably two gear ratios, which are preferably start gear ratios, in particular about the gear ratios 1 and R.

A loose-wheel arrangement (in particular in the form of a double-helical wheel) is preferably arranged on the input shaft, which serves to convert the gear stages generated by means of the coupling shaft, in particular by redirecting the power flow to one of the output shafts.

Such an embodiment of the power flow could also be referred to as the provision of a winding step. In contrast to this, however, preferably only one individual clutch is closed in the gear ratios established according to the invention via the coupling shaft.

At the axial end opposite the transmission input, a clutch of the input shaft assembly is preferably provided, so that space advantages can be realized in front transverse applications between the side member and the subframe.

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

Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description. Show it:

1 a schematic layout of an embodiment of a motor vehicle transmission according to the invention;

2 the layout of the 1 with a representation of the power flows in different gear ratios; and

3 to 17 further schematic layout illustrations of embodiments of a motor vehicle transmission according to the invention.

In 1 is a schematic layout of a drive train for a motor vehicle shown generally with 10 is designated. The drive train has a drive unit 12 on. The drive unit 12 can be a drive motor 14 like a combustion engine, as well as a starting unit 16 , for example, a start-up clutch 18 may include. The starting unit 16 can also be an electrical machine 20 include, which may be formed, for example, as a crankshaft starter generator.

An output of the drive unit 12 is with an input shaft 26 a motor vehicle transmission 24 connected.

The motor vehicle transmission 24 has a plurality of six forward speed stages and one reverse speed stage, such that power input into the input shaft 26 is fed via one of these gears to a downforce 28 can be directed, for example, with a differential 30 connected by means of its drive power to driven wheels 32L . 32R is distributable.

The motor vehicle transmission 24 is preferably installed in a motor vehicle in front-transverse construction.

The motor vehicle transmission 24 has parallel offset to the input shaft 26 a first output shaft 36 and a second output shaft 38 on, which are also arranged offset parallel to each other. An output shaft gear set 40 connects the output shafts 36 . 38 with the downforce 28 , More specifically, the output shaft set includes 40 one with the first output shaft 36 firmly connected fixed gear and one with the second output shaft 38 firmly connected fixed gear, each with a drive wheel 42 engage that with the output 28 is coupled. In schematic representation of 1 is the output gear 42 set on a shaft that is the differential 30 drives. This can be done for example via a bevel gear and the like.

The motor vehicle transmission 24 also has a first forward gear set 46 for setting up the forward gears 3 and 5. The first forward gear set 46 includes a first fixed wheel 48 , the rotation with the input shaft 26 is connected, as well as one at the first output shaft 36 rotatably mounted idler gear for setting up the forward gear 3 and one at the second output shaft 38 rotatably mounted idler gear for setting up the forward gear stage 5.

Furthermore, the motor vehicle transmission 24 a second forward gear set 50 for setting up the forward gears 4 and 6. The second forward gear set 50 includes a second fixed wheel 52 , the rotation with the input shaft 26 and a first idler gear engaged therewith for establishing the forward speed stage 4 connected to the first output shaft 36 is rotatably mounted, as well as another hereby engaged idler gear for setting up the forward gear 6, which at the second output shaft 38 is rotatably mounted.

Between the idler gears to set up the forward gears 3 and 4 is a first clutch pack 54 arranged, at the first output shaft 36 , Between the idler gears to set up the forward gears 5 and 6 is a second clutch pack 56 at the second output shaft 38 arranged. The clutch packs 54 . 56 are aligned axially with each other.

The first forward gear set 46 lies in the axial direction between the output shaft gear 40 and the first clutch pack 54 which in turn is axially between the two forward gear sets 46 . 50 is arranged.

The motor vehicle transmission 24 further includes an input shaft idler assembly 60 , The input shaft idler gear assembly 60 is on the transmission input axially opposite side of the second forward gear set 50 arranged, preferably adjacent to the second fixed gear 52 , The input shaft idler gear assembly 60 serves to set up a further forward gear stage, namely the forward gear stage 2. For this purpose, the input shaft Losradanordnung 60 have a single idler gear. The present invention is the input shaft idler assembly 60 However, designed as Doppellosrad, with a first gear 62 which is adjacent to the second fixed wheel 52 , And with a rotatably connected thereto second gear 64 ,

The input shaft idler gear assembly 60 is by means of a clutch 66 with the input shaft 26 connectable, wherein the clutch 66 on the transmission input axially opposite side of the input shaft Losradanordnung 60 is arranged.

The first gear 62 the input shaft idler gear assembly 60 engages with an output shaft fixed gear 68 at the first output shaft 36 is fixed. The first gear 62 and the output shaft fixed gear 68 form another forward gear set 69 for setting up a basic forward gear, preferably for setting up the forward gear 2.

The transmission input opposite axial end is in 1 schematically at 70 shown.

In 1 It can also be seen that the clutch 66 in the radial direction between a side member 72 and a subframe 74 is arranged, which are components inside the engine compartment of a motor vehicle. Due to the at least partial axial alignment of the clutch 66 With these components, an axially compact design can be realized, since these components at least partially axially overlapping with the motor vehicle transmission 24 can be arranged.

The wheelsets described above are used to set up so-called forward forward gear stages 2, 3, 4, 5, 6. Here, forward gear ratios are respectively using the input shaft and one of the two output shafts 36 . 38 set up. In other words, at each of these base forward speeds, power flows from the input shaft via a forward gear set and an associated shift clutch to one of the output shafts 36 . 38 , and from there via the output shaft gear set 40 down to the downforce 28 ,

In the motor vehicle transmission 24 the forward gear 1 and the reverse gear are via a coupling shaft 80 set up. The coupling shaft 80 is offset parallel to the input shaft 26 and to the output shafts 36 . 38 arranged and includes a coupling shaft idler gear 82 in that the forward gear stage 1 is associated and which directly engages the first fixed gear 48 of the first forward gear set 46 ,

Furthermore, on the coupling shaft 80 a coupling shaft clutch 48 arranged, which serves the coupling shaft idler gear 82 for setting up the forward gear 1 with the coupling shaft 80 rotatably connect.

At the coupling shaft 80 is also a coupling wave fixed wheel 86 established. The coupling wave fixed wheel 86 engages with the input shaft idler gear assembly 60 , If this consisted of a single idler gear, this single idler gear would mesh with both the output shaft fixed gear 68 engaged as well as with this coupling shaft fixed gear 86 , In the present case stands the coupling-wave fixed gear 86 but with the second gear 64 the input shaft idler gear assembly 60 engaged, so that the translation of the forward gear 1 is adaptable to the base forward gear stages.

The coupling shaft clutch 84 is in the axial direction between the coupling shaft idler gear 82 and the coupling-wave fixed gear 86 arranged. The coupling shaft idler gear 82 is axial with the first forward gear set 46 aligned. The coupling wave fixed wheel 86 is with the second gear 64 the input shaft idler gear assembly 60 aligned and is, therefore, seen axially between the first gear 62 and the clutch 66 arranged.

The coupling wave fixed wheel 84 is also axially offset from the components 72 . 74 , so that the axially compact drive train construction in the engine compartment of the motor vehicle can be realized (ie in the transverse direction of the motor vehicle).

To set up the coupled forward gear stage 1, power therefore flows from the input shaft 26 and the fixed wheel 48 towards the coupling shaft idler gear 82 from where the power with closed coupling shaft clutch 84 in the coupling shaft 80 flows, and from there via the engagement of the coupling shaft fixed wheel 86 and the input shaft idler gear assembly 60 towards the output shaft fixed gear 68 , and from there via the output shaft gear set 40 down to the downforce 28 ,

At the coupling shaft 80 is another coupling shaft idler gear 88 rotatably mounted. The further coupling shaft idler gear 88 is by means of another coupling shaft clutch 90 with the coupling shaft 80 rotatably connected. The further coupling shaft clutch 90 is with the first coupling shaft clutch 84 in a clutch pack 92 integrated, in the axial direction between the clutch packs 54 . 56 and the further coupling shaft idler gear 88 is arranged.

The further coupling shaft idler gear 88 engages with an output shaft idler gear assembly 94 , The output shaft idler gear assembly 94 is rotatable on the second output shaft 38 stored. The output shaft idler gear assembly 94 could include a single idler gear that is part of one of the forward gear sets 46 . 50 is. In the present case, the output shaft idler assembly includes 94 however, a Doppellosrad, the first gear 96 and a second axially offset thereto gear 98 includes. The first gear 96 is the idler gear of the second forward gear set 50 , which serves to set up the forward gear stage 6. The second gear 98 is engaged with the further coupling shaft idler gear 88 , By this configuration, the coupling shaft clutch pack 92 axially at least overlapping or aligned with the second forward gear set 50 can be arranged to realize an axially compact design.

To set up the reverse gear, power flows from the input shaft 26 over the second forward gear set 50 namely the second fixed wheel 52 and the first gear 96 the output shaft idler gear assembly 94 , and from there via the second gear 98 towards the further coupling shaft idler gear 88 from where the power at closed another coupling shaft clutch 90 in the coupling shaft 80 flows, and from there via the coupling shaft fixed wheel 86 and the input shaft idler gear assembly 60 towards the first output shaft 36 , and from there to the downforce 28 , via the output shaft gear set 40 ,

The power flows for setting up the coupling forward gear stage 1, for establishing the coupling reverse gear R and for setting the base forward gear 2 are in 2 shown schematically.

To set up all the gear ratios of the motor vehicle transmission 24 In each case only a single clutch is switched.

The motor vehicle transmission 24 further includes a handshift assembly 102 holding a gear shift 104 that is within an H-backdrop 106 is movable, which has in a conventional manner a plurality of shift gates and a selection gate connecting these shift gates.

In conventional motor vehicle transmissions, the gear ratios 1 and 2 are arranged in a shift gate, the gear stages 3 and 4 in a further shift gate and further forward gear stages in further shift gates. A reverse gear may be located in a separate shift gate, or combined with a forward gear.

In conventional manual transmissions, the wheelset assemblies are chosen so that such forward gear stages, which are arranged in the same shift gate (such as forward gears 1 and 2), are generally operable via the same clutch pack.

In the present case, however, the forward gear stages 1 and 2 are actuated via different clutch clutch packages, which are also arranged on different shafts.

The gear stick 104 is in itself in a known manner via a switching device 108 with the clutch packs 54 (shown at A), 56 (shown at B). Furthermore, the switching device connects 108 the gear stick 104 with the clutch pack 92 and with the clutch 66 , Here are the clutch pack 92 and the clutch 66 however via a connection device 110 coupled together, such that the base clutch 66 and the clutch pack 92 are operable so that a driver does not notice that the forward gears 1 and 2 are not assigned to the same clutch pack.

In the 3 to 17 further embodiments of motor vehicle transmissions according to the invention are shown, which in terms of structure and operation generally the structure and function of the motor vehicle 24 of the 1 and 2 correspond. The same elements are therefore identified by the same reference numerals. The following section essentially explains the differences.

In the motor vehicle transmission 24 ' of the 3 are at the coupling shaft a coupling shaft idler gear 82 to set up the forward gear stage 1 and another coupling shaft idler gear 88 ' arranged to set up the forward gear 2. The coupling wave fixed wheel 86 engages directly with a single input shaft idler gear 60 to set up a forward gear, here the forward gear stage 4. The two clutch packs 54 ' . 56 ' serve to set up the forward gears 5, R and 6, 3rd

This in 4 shown motor vehicle transmission 24 '' corresponds in terms of design and operation of the motor vehicle transmission 24 ' of the 3 , While in the motor vehicle transmission 24 ' for the further coupling shaft idler gear 88 ' a separate fixed wheel on the input shaft 26 is provided, is used in the motor vehicle transmission 24 '' the second fixed wheel 52 for driving the further flywheel 88 '' where the input shaft idler gear 60 '' the forward gear stage 3 is assigned. Accordingly, the clutch packs serve 54 '' . 56 '' for setting up the forward gear stages 5, R or 6, 4.

This in 5 shown motor vehicle transmission 24 '' based on the construction of the motor vehicle transmission 24 '' of the 4 , Here, however, to set up a reverse gear is a separate reverse shaft 112 provided parallel to the input shaft 26 , to the output shafts and the coupling shaft 80 is arranged.

This in 6 shown motor vehicle transmission 24 ^IV is based on the construction of the Motor vehicle transmission 24 ' of the 3 , The coupling fixed wheel 48 ^IV is formed as a double-fixed gear, wherein a first gear with a loose gear for the forward gear stage 3 is engaged, and wherein a second gear with the coupling shaft idler gear 82 engaged.

In the motor vehicle transmissions of 3 to 6 is the clutch 66 ' each between the input shaft Losradanordnung 60 ' and a shift sleeve provided so that the shift direction for engaging this base forward gear stage compared to 1 is reversed. However, in all cases, as in the cases below, this arrangement may be reversed. In a corresponding manner, the arrangement 66 ' of the 3 also on the motor vehicle transmission 24 of the 1 and 2 be applied.

In the motor vehicle transmission 24 ^V the 7 are the coupling shaft 80 in turn assigned to the gear ratios 1 and R, as in the embodiment of 1 , The remaining structure, however, is similar to the motor vehicle transmission 24 '' of the 4 However, wherein the gear 1 is arranged on the side facing away from the transmission input side. Accordingly, the first fixed wheel 48 ^V assigned to the reverse gear R, and the second fixed gear 52 is assigned to the forward gear stage 1 in the form of the coupling forward gear. Further, the input shaft idler gear is 60 the forward gear 5 assigned. The first clutch pack 54 ^V is assigned to the forward gears 2, 4. The second clutch pack 56 ^V is assigned to the forward gears 6, 3.

The motor vehicle transmission 24 ^VI the 8th corresponds to the motor vehicle transmission 24 ^V the 7 wherein the arrangement of the forward gear stages 3 and 4 is reversed, and wherein the input shaft idler gear 60 is designed as Doppellosrad.

The motor vehicle transmission of 9 based on the motor vehicle transmission 24 ^V the 7 wherein the input shaft idler gear assembly 60 here the forward gear 6 is assigned and is designed as Doppellosrad. The first clutch pack 54 ^VII is assigned to the forward gears 3, 2. The second clutch pack 56 ^{VII assigned to} the forward gear stages 5, 4.

The motor vehicle transmission 24 ^{VIII of} the 10 based on the motor vehicle transmission 24 ^{VII of} the 9 , wherein the arrangement of the forward gear stages 3 and 4 is reversed.

The motor vehicle transmission 24 ^{IX of} the 11 based on the motor vehicle transmission 24 of the 1 and 2 , with the difference that the coupling shaft idler gear 82 and the further coupling shaft idler gear 88 are axially reversed. The reverse gear assigned further coupling shaft idler gear 88 ^IX is directly in engagement with the idler gear assigned to forward gear stage 5. The second fixed wheel 52 ^IX is directly engaged with the coupling shaft idler gear 82 ^IX .

The motor vehicle transmission 24 ^X the 12 based on the motor vehicle transmission 24 of the 1 and 2 , The input shaft idler gear assembly 60 ^{However, X} is here designed as a single idler gear, on the one hand with the coupling shaft fixed gear 86 is engaged and on the other hand with the associated output shaft fixed gear 68 ,

This in 13 shown motor vehicle transmission 24 ^XI is based on the motor vehicle transmission 24 of the 1 and 2 , Here are the wheelset 69 ^IX and the reverse gear R associated wheelset axially aligned exactly with each other.

This in 14 shown motor vehicle transmission 24 ^XII is a kind of reflection around a radial plane of the motor vehicle transmission 24 ^XI the 13 , Here is the wheelset with the other coupling shaft idler gear 88 ^XII , which is associated with the reverse gear, closest to the output shaft gear 40 arranged. The axial arrangement of the forward gear stages 3, 4 and 5, 6 is compared to the embodiment of 13 reversed. The forward gear stage 1 associated coupling shaft idler gear 82 is directly in engagement with the second fixed gear 52 ^XII , wherein the wheel set formed thereby axially adjacent to the wheelset 69 ^XII for forward gear 2.

This in 15 shown motor vehicle transmission is based on the motor vehicle transmission 24 ' of the 3 , wherein the coupling shaft 80 the forward gears 1 and 2 are assigned. The input shaft idler gear assembly 60 ^XIII is used in this embodiment also for the establishment of the reverse gear R, which is associated with a fixed gear on the second output shaft. The clutch packs 54 ^XIII , 56 ^XIII serve to set up the forward gear stages 4, 3 and 6, 5.

This in 16 shown motor vehicle transmission 24 ^XIV is based on the motor vehicle transmission 24 ^V the 7 , Here, however, is the input shaft idler assembly 60 assigned in the form of a single idler gear of the forward gear stage 2, and the clutch packs 54 ^XIV , 56 ^XIV are used to set up the forward gears 3, 4 or 5, 6.

This in 17 shown motor vehicle transmission 24 ^XV is based on the motor vehicle transmission 24 ^XIV the 16 , In both cases, the second fixed wheel 52 ^XIV , 52 ^{XV formed} as a double-fixed gear, wherein one of the fixed gears with the idler gear for the forward gear stage 5 is engaged. In the embodiment of the 16 stands this first gear of the double wheel 52 ^XIV also engaged with the idler gear for forward gear stage 3, and the second gear of the Doppelfestrades is engaged with the coupling shaft idler gear 82 for the forward gear stage 1.

In the 17 is the first gear of Doppelfestrades engaged with the idler gear of the forward gear stage 5, and the second gear of the double wheel 52 ^XV engages both the idler gear of forward gear 3 and the coupling shaft idler gear 82 ,

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 3320494 A1 [0007]
• DE 4417372 A1 [0008]
• DE 102009053961 A1 [0009]
• DE 102012219450 A1 [0010]
• DE 102004001961 A1 [0011]
• DE 102005028532 A1 [0011]

Claims (11)

Motor vehicle transmission ( 24 ) with: - an input shaft ( 26 ) equipped with a drive unit ( 12 ) is connectable, - a first output shaft ( 36 ), which are parallel to the input shaft ( 26 ) is arranged, - a second output shaft ( 38 ), which are parallel to the input shaft ( 26 ), - a plurality of forward gear sets ( 46 . 50 . 69 ), which the input shaft ( 26 ) and the first output shaft ( 36 ) and / or the input shaft ( 26 ) and the second output shaft ( 38 ) and are respectively adapted to establish at least one base forward gear stage of a plurality of basic forward gear ratios (2, 3, 4, 5, 6), and - an output shaft gear set ( 40 ), which is the first output shaft ( 36 ) and the second output shaft ( 38 ) with an output ( 28 ), characterized in that at least one coupling forward gear stage (1) via a coupling shaft ( 80 ) which can be set up with a coupling fixed wheel ( 48 ) on the input shaft ( 26 ) and with a coupling-idler arrangement ( 60 ) on the input shaft ( 26 ) is coupled in such a way that power when the coupled forward gear stage (1) is set up by the coupling fixed gear ( 48 ) on the input shaft ( 26 ) to the coupling shaft ( 80 ), from the coupling shaft ( 80 ) back to the coupling-idler arrangement ( 60 ) on the input shaft ( 26 ) and from there on to a ( 36 ) of the output shafts ( 36 . 38 ) flows. Motor vehicle transmission according to claim 1, characterized in that the coupling fixed wheel ( 48 ) with a coupling shaft idler gear ( 82 ) is engaged on the coupling shaft ( 80 ) is rotatably mounted, wherein a coupling shaft clutch ( 84 ) on the coupling shaft ( 80 ) is adapted to the coupling shaft idler gear ( 82 ) with the coupling shaft ( 80 ) to establish the coupled forward gear stage (1). Motor vehicle transmission according to claim 1 or 2, characterized in that the coupling Losradanordnung ( 60 ) with one on one ( 36 ) of the output shafts ( 36 . 38 ) fixed output shaft fixed wheel ( 68 ) and for establishing a base forward gear stage (2) by means of a base clutch ( 66 ) with the input shaft ( 26 ) is connectable. Motor vehicle transmission according to one of claims 1 to 3, characterized in that on the coupling shaft ( 80 ) a coupling wave fixed wheel ( 86 ) is fixed, which with the coupling-Losradanordnung ( 60 ) is engaged. Motor vehicle transmission according to one of claims 1 to 4, characterized in that the coupling Losradanordnung ( 60 ) at an end opposite a transmission input ( 70 ) of the motor vehicle transmission ( 24 ) is arranged. Motor vehicle transmission according to one of claims 1 to 5, characterized in that the coupling Losradanordnung ( 60 ) by means of a base clutch ( 66 ) with the input shaft ( 26 ) is connectable, wherein the base clutch ( 66 ) on an opposite side of the transmission input axial side of the coupling Losradanordnung ( 60 ) is arranged. Motor vehicle transmission according to one of claims 1 to 6, characterized in that the coupling Losradanordnung ( 60 ) a Doppellosrad with a first gear ( 62 ) and an axially offset second gear ( 64 ), wherein the first gear ( 62 ) with an output shaft fixed wheel ( 68 ) and wherein the second gear ( 64 ) with a coupling wave fixed wheel ( 86 ) is engaged. Motor vehicle transmission according to one of claims 1 to 7, characterized in that the coupling fixed wheel ( 48 ) with a loose wheel on the first output shaft ( 36 ) and with a loose wheel on the second output shaft ( 38 ) is engaged, so that the coupling fixed wheel ( 48 ) transmits drive power in three forward gears (1, 3, 5). Motor vehicle transmission according to one of claims 1 to 8, characterized in that on the coupling shaft ( 80 ) another coupling shaft idler gear ( 88 ) is rotatably mounted, which by means of another coupling shaft clutch ( 90 ) with the coupling shaft ( 80 ) is connectable. Motor vehicle transmission according to claim 9, characterized in that the further coupling shaft idler gear ( 88 ) with an output shaft idler arrangement ( 94 ) of a ( 50 ) of the forward gear sets ( 46 . 50 . 69 ) is engaged. Motor vehicle transmission according to one of claims 1 to 10, characterized in that the motor vehicle transmission ( 24 ) a manual switching arrangement ( 102 ), in which a shift lever 104 in an H-scheme ( 106 ) is movable with a plurality of shift gates and a transverse thereto aligned selection gate, wherein the coupling forward gear (1) by means of a coupling shaft clutch ( 84 ) and wherein the coupling forward gear stage (1) and one via the coupling Losradanordnung ( 60 ) and its base clutch ( 66 ) einrichtbare forward gear stage (2) are assigned to the same shift gate, wherein the hand shift arrangement ( 102 ) a mechanical connection device ( 110 ), which is the basic clutch ( 66 ) and the coupling shaft coupling ( 84 ) mechanically coupled with each other.

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