DE102016218781A1 - Transmission for a motor vehicle - Google Patents

Abstract

The invention relates to a transmission (1), in particular a dual clutch transmission, for a motor vehicle, comprising a main transmission (HG) comprising at least a first partial transmission (2) with a first input shaft (EW1) and a second partial transmission (3) with a second Input shaft (EW2), wherein the first and the second input shaft (EW1, EW2) on a drive side (AN) of the transmission (1) and on a common input shaft axis (4) are arranged, and a planetary gear (GP), which as a range group the main transmission (HG) connects, wherein the main transmission (HG) seven wheel planes (I-VII) and at least five switching device (SE1 SE5) has. In this case, all switching devices (SE1, SE2, SE3, SE4, SE5) of the main transmission (1) are arranged on the input shaft axis (4). It is further provided that the second input shaft (EW2) is selectively connected to the countershaft (13) by means of the first or the second switching device (SE1, SE2) via the first, the second, the third or the fourth gear plane (I, II, III, IV). VW1) is connectable.

Description

The invention relates to a transmission, in particular a dual-clutch transmission for a motor vehicle, according to the preamble of claim 1.

Gearboxes for motor vehicles are designed, inter alia, as a so-called dual-clutch transmission, in which an input shaft is assigned to a partial transmission and in which the two input shafts of the two partial transmissions can each be connected via an associated power shift element to a drive, for example an internal combustion engine or an electric motor, wherein the two power shift elements or clutches are combined in the form of a double clutch. The representable about such a gear ratios are then alternately divided between the two partial transmissions, so that, for example, a partial transmission, the odd gears and the corresponding other partial transmission represents the even gears. It is also known to represent the individual gear stages by one or more wheel planes or wheel stages, each having different translations. With the aid of the wheel planes, two shafts of the transmission lying parallel to one another can be connected to each other, for example an input shaft with a countershaft. By means of corresponding switching devices and switching elements, the said gear planes in the force or torque flow between the drive and output are einbindbar, so that in each case a corresponding desired ratio between the drive and output of the transmission is shown.

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

Such dual-clutch transmission can also be carried out with a second countershaft, so that a compact design is made possible in the axial direction.

From the DE 10 2012 218 395 A1 a transmission for a motor vehicle in the form of a dual-clutch transmission has become known. The dual-clutch transmission in this case comprises two partial transmissions, each having an input shaft, which are both arranged on a common input shaft axis. By connecting the respective input shaft via a respective load switching element, the two partial transmissions can alternately be integrated into a force or torque flow from a drive to an output, wherein the input shaft of the first sub-transmission is designed as Getriebezentral- and the input shaft of the second sub-transmission as a hollow shaft transmission. Furthermore, an output shaft as the output shaft of both partial transmissions is also arranged on the input shaft axis, wherein a rotational movement of the drive over several translation stages is translatable to the output, in which the force and torque flow is passed over at least one countershaft. In this case, for example, two wheel planes can be switched by means of actuation of associated switching elements in the force and torque flow to switch by combining the actuation of the switching elements and the corresponding force and torque flow over different gear levels several gear ratios. Likewise, an untranslated transmission of the rotational movement of the drive to an output shaft of the output by operating corresponding switching elements is possible. In each case one or two switching elements are arranged in a switching device. The DE 10 2012 218 395 A1 shows embodiments in which all switching devices and thus all switching elements are arranged on the input shaft axis. Furthermore, this transmission has a planetary gear, which is arranged as a range group according to a main transmission and connectable to the output shaft.

An object of the present invention is to provide a transmission for a motor vehicle, which has a high number of gear stages, a compact structure and a good load switching capability. Moreover, it is an object of the present invention to provide a transmission for a motor vehicle, which is easier and less expensive to produce and at the same time allows reliable transmission of torque between the drive and output. Another object of the present invention is to provide an alternative transmission for a motor vehicle.

The present invention solves the problem with a transmission according to claim 1. Further advantageous embodiments, features and advantages of the invention are described in the subclaims.

Accordingly, the invention relates to a transmission, in particular a dual-clutch transmission for a motor vehicle, comprising a main transmission with two input shafts, at least one countershaft, a follower to the main transmission planetary gear and an output shaft. The main transmission consists of at least a first partial transmission with a first input shaft and a second partial transmission with a second input shaft. The first and the second input shaft are arranged on a drive side of the transmission and on a common input shaft axis. This means that the input shafts are arranged coaxially to each other, wherein, for example, a first input shaft is designed as a solid shaft and a second input shaft as a hollow shaft.

Furthermore, the transmission comprises at least one countershaft, which is arranged on a parallel to the input shaft axis extending countershaft axis, and a planetary gear, which connects as a range group to the main transmission. The planetary gear is connectable to a arranged on an output side of the transmission output shaft. The output shaft is disposed on the input shaft axis.

At least one of the two input shafts can be connected to the output shaft via at least one gear plane and / or at least one switching element as well as via the planetary gear so as to be able to transmit torque and rotational movement through the transmission. In the proposed transmission seven wheel planes and six switching devices are arranged. The main transmission accordingly has a first, a second, a third, a fourth, a fifth, a sixth and a seventh gear plane and a first, a second, a third, a fourth and a fifth switching device. All switching devices of the main transmission are arranged on the input shaft axis.

According to the invention it is provided that the second input shaft is selectively connectable to the countershaft via the first, the second, the third or the fourth gear plane by means of the first or the second switching device.

One of the advantages achieved with this is that the transmission has a very good load switching capability, even with shifts in the range group. Another advantage is the compact design of a transmission constructed in this way, wherein at the same time a high number of gear stages can be displayed. Due to the high number of gear ratios relatively small incremental steps between the gears, in particular a relatively short first gear ratio are possible with a high spread of the translation. These properties make it advantageous to use the proposed transmission in many commercial vehicle applications.

The term "wheel stage" or "wheel plane" is essentially to be understood as meaning two or more mutually interacting toothed wheels for transmitting torques from one toothed wheel to the other toothed wheel, which is preferably a lower or a gear ratio for shafts, in particular, interacting with the toothed wheels provide. Gears may preferably be formed as helical spur gears. Gears are designed in particular as fixed wheels or as loose wheels. If a gear is designed as a loose wheel, so this is arranged on a coaxial with the idler gear shaft and coupled by means of a switching element with this shaft and decoupled from this shaft.

The term "switching element" is to be understood to mean a device which has at least one open and one closed state, wherein the device has no torque in the open state and wherein the device in the closed state has a torque between two devices interacting with this device or the switching element can transfer. Under a switching element is therefore to be understood a switchable connection between two elements of the transmission, wherein the torque to be transmitted between these two elements is transmitted by frictional connection or by positive engagement. Are both elements of the switchable connection rotatable in the transmission, the switching element is referred to as a clutch. Such a switching element may in particular be designed as a form-locking switching element, for example as a dog clutch. If only one of the two elements of the switchable connection is rotatable, then the switching element can be called a brake.

The term "switching device" is to be understood as meaning at least one switching element and at least one switching element actuating device for actuating the at least one switching element. A typical switching device comprises a sliding sleeve, which is arranged rotationally and axially displaceable on a shaft. By axial displacement in the direction of an adjacent idler gear arranged a coupling teeth of the sliding sleeve can be brought into engagement with a coupling toothing of the idler gear, so that the idler gear is held rotationally to said shaft. The fact that all switching devices of the transmission are arranged on the input shaft axis is achieved that the countershaft comprises no switching elements or switching devices, so that a simple and reliable power division by means of the countershaft with two countershafts is possible. In addition, larger torques can be transmitted from the drive to the output side in this way. Another advantage is that the gearbox is compact in the radial direction can be, since no switching elements are arranged on the countershaft axis.

With such a transmission, at least thirteen forward gears and at least two reverse gears can be represented or realized. In this way, the transmission can provide a high number of forward gear ratios and reverse gear ratios for a variety of vehicles, especially for both passenger cars and trucks. Advantageously, at least the said thirteen forward gears can all be power-shiftable, that is to say that each gear change between two forward gears can be carried out as a load circuit. Under load circuit - also called overlapping circuit - is to be understood without interrupting the traction gear change. In a dual-clutch transmission, this is achieved essentially by the overlapping separation of one power-shift element and firing of the other power-shift element of the dual-clutch.

The first, the second, the third, the fourth and the fifth switching means are preferably arranged in this order in the axial direction from the drive side to the output side one behind the other. Further, the first input shaft by means of the fourth switching device with a sun gear of the planetary gear can be directly connected. Immediately means here that the power flow or the drive power is transmitted in accordance with actuated fourth switching device directly from the input shaft via the fourth switching device on the sun gear of the planetary gear and is passed in between no other wave or no other switching element.

In the proposed transmission, a direct gear is actuated by the first input shaft is directly connected by means of the fourth switching device with the sun gear of the planetary gear and by two shafts, such as a ring gear and a planet carrier shaft of the planetary gear are rotatably connected to each other by means of a sixth switching device. In this way, a more direct connection compared to a connection via a countershaft or intermediate shaft of the transmission with the planetary gear is possible, so that rotational movement and torque can be transmitted directly to the planetary gear.

Furthermore, it is preferably provided that the first, the second, the third, the fourth, the fifth, the sixth and the seventh gear plane are arranged in this order in the axial direction from the drive side to the output side one behind the other, and that the first gear plane as Reverse gear is formed. The reverse gear stage usually has an intermediate gear for reversing the direction of rotation.

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

The arrangement of the reverse gear in the first gear plane, for example, allows the multiple use of a main transmission module, which includes only the forward gears associated gear planes. Such a main transmission module can now be assembled with either a dual clutch module comprising a double clutch and at least a first gear plane as a reverse gear to the above-described transmission or with an electric motor module to a hybrid transmission. The electric motor module does not require a reverse gear because the electric motor can reverse by reversing its driving direction. The said basic transmission module therefore comprises only gear planes for forward gears and can be built by the multiple use in larger quantities and thus manufactured more cheaply.

An advantageous arrangement provides that the first switching device for actuating the reverse gear is also provided for actuating the highest forward gear in the main transmission. Thus, for example, a fifth forward gear can be realized as the highest forward gear stage in said dual clutch module. Such a dual-clutch module can be easily combined with a basic transmission module, which already comprises four forward gear stages.

A sixth switching device can be arranged for actuation of the planetary gear, so that the entire transmission preferably comprises exactly six switching devices. The sixth switching device for actuating the planetary gear comprises at least one switching element, wherein by means of the at least one switching element, a ring gear of the planetary gear with a housing of the transmission is rotatably connected. One of the advantages achieved with this is that the ring gear of the planetary gear can be both rotationally fixed and freewheeling, which further increases the number of possible gear ratios and gear ratios. In addition, a translation into fast is possible.

Preferably, the sixth switching device for actuating the planetary gear comprises two switching elements, wherein by means of the one Switching element, the ring gear with the housing of the transmission is rotatably connected and by means of the other switching element, the ring gear with a planet carrier of the planetary gear rotatably connected. The advantage here is that it allows a block circulation of the planetary gear. This embodiment allows the use of the planetary gear as a range gearbox with said greater number of gear stages.

The planet carrier shaft of the planetary gear may be formed as an output shaft of the transmission. The advantage here is that a particularly simple arrangement and a simple output by means of the planetary gear in the transmission is made possible. Further components or parts for connecting planet carrier or web of the planetary gear, planet carrier shaft and output shaft are therefore not necessary. However, embodiments are also possible in which a separate output shaft is rotationally connected to the planet carrier shaft of the planetary gear.

The transmission may comprise two countershafts arranged parallel to one another, thereby permitting a compact construction of the transmission in the axial direction. This provides advantages in a space-saving arrangement of the transmission in the drive train of a vehicle.

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

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

A preferred embodiment of the invention is illustrated in the drawings and will be explained in more detail in the following description.

This show in a schematic form

1 a transmission according to an embodiment of the present invention in a schematic representation and

2 a switching matrix for a transmission according to the in 1 shown embodiment of the present invention.

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

Furthermore, the transmission includes 1 two partial transmissions 2 . 3 , The first partial transmission 2 is coupled or connected to the first input shaft EW1. The second partial transmission can be coupled or connected to the second input shaft EW2. The first partial transmission 2 are assigned a fifth gear plane V and a sixth gear plane VI, the second sub-transmission 3 are assigned a first, second, third and fourth wheel plane I, II, III, IV. That means that in each of the two partial transmissions 2 respectively. 3 the power flow from the respective input shaft can be selectively directed by means of a switching element to one of the said gearwheel planes associated with said input shaft.

Next includes the transmission 1 an input shaft axis 4 on which the two input shafts EW1, EW2 are arranged. On the input shaft axis 4 is further downstream of the two input shafts EW1, EW2 arranged a sun gear SW, which is coupled to at least one of the input shafts EW1, EW2. The sun gear shaft SW is further connected to a planetary gear GP, more specifically to a sun gear SR of the planetary gear GP. The planetary gear GP is further connected to an output shaft AW.

Torque and power flow downstream of the drive side AN of the transmission 1 starting from the two clutches K1, K2, the transmission includes 1 First, a first gear plane I in the form of a reverse gear and further a second gear plane II, a third gear plane III, a fourth gear plane IV, a fifth gear plane V, a sixth gear plane VI, a seventh gear plane VII and the planetary gear GP. In other words, the aforementioned gear planes I to VII are arranged in this order in the axial direction from the drive side AN to the output side AB in succession, and the first gear plane I is formed as a reverse gear.

Each of the said wheel planes I, II, III, IV, V, VI and VII has gears, in particular in the form of helical gears, which each with a shaft of the transmission 1 are connected. The first gear plane I and the second gear plane II can be part of a dual clutch module, which can be produced as a separate unit and adapted to a basic transmission module with the other wheel planes III, IV, V, VI and VII and the planetary gear GP to a transmission 1 can be combined.

Furthermore, the gearbox has 1 a first switching element S1, a second switching element S2, a third switching element S3, a fourth switching element S4, a fifth switching element S5, a sixth switching element S6, a seventh switching element S7, an eighth switching element S8, a ninth switching element S9, a tenth switching element S10 and an eleventh switching element S11, which are arranged in this order in the axial direction from the drive side AN to the output side AB in succession.

Parallel to the input shaft axis 4 is a countershaft axle 5 and another countershaft axis 6 arranged on each of which designed as a solid shaft first countershaft VW1 and second countershaft VW2 are rotatably arranged. Between the input shaft axis 4 and the countershaft axes 5 respectively. 6 the first gear plane I each have an intermediate gear ZR1, ZR2 for reversing the direction of rotation, so that by means of the output shaft AW with the same direction of rotation of one of the input shafts EW1, EW2 a reverse direction of rotation is provided for providing at least one reverse gear. The first wheel plane I is thus designed as a reverse gear. The mounted on the respective countershaft VW1, VW2 gears are also referred to as fixed wheels and form part of the respective associated wheel plane I, II, III, IV, V, VI and VII. Such fixed wheels can also be integral with the respective associated countershaft VW1, VW2 be executed.

The planetary gear GP is constructed essentially in the usual way and comprises a central sun gear SR, which engages in at least one planet gear PR on the radial outer side. The planetary gears PR are rotatably mounted in a planet carrier PT, also called a web. Radially outside the planetary gears PR, in turn, a ring gear HR of the planetary gear GP is arranged, in which engage the planetary gears PR. The planet carrier PT is connected to a planet carrier shaft PTW both on the side of the planetary gear GP adjacent to the drive side AN and to the side of the planetary gear GP adjacent to the output side AB. The planet carrier shaft PTW on the side adjacent to the output side AB of the transmission 1 is designed as a full and output shaft AW. The planet carrier shaft PTW on the side adjacent to the drive side AN is designed as a hollow shaft. The ring gear HR is connected to a ring gear formed as a hollow shaft HW, which is arranged on the output side AB adjacent side of the planetary gear GP.

The eleven switching elements S1, S2, S3, S4, S5, S6, S7, S8, S9, S10 and S11 will now be described below. Each of these switching elements S1 to S11 has at least one open and one closed state, wherein in the open state no torque and wherein in the closed state, a torque between two interacting with this switching element elements of the transmission can be transmitted.

The following respective switching element is connected to two shafts, a shaft and a gear, or two gears of the transmission and, when actuated, establishes a connection for transmitting force and torques between the respective shafts and / or gears. All switching elements S1 to S11 of the described embodiment are on the input shaft axis 4 arranged so that no switching elements on one of the countershaft axes 5 or 6 are arranged. This is particularly advantageous in terms of the small space required in the radial direction.

The first switching element S1 is connected on the one hand to the second input shaft EW2, on the other hand to a loose wheel of the first gear plane I, which cooperates with a respective intermediate gear ZW and a fixed gear on the two countershafts VW1 and VW2 to form the first gear plane I. As a fixed gear is understood to be a non-detachably connected to the associated shaft gear. A loose wheel is either rotatable relative to its associated shaft or the idler gear is rotatably connected to the associated shaft. With the help of the respective switching element, the idler gear can therefore be selectively coupled to the associated shaft or decoupled from it.

The second switching element S2 is connected on the one hand to the second input shaft EW2, on the other hand to a loose wheel of the second wheel plane II, which cooperates with a fixed gear on the two countershafts VW1 and VW2 to form the second wheel plane II.

The first switching element S1 and the second switching element S2 are arranged combined in a first switching device SE1 and actuated by means of a common switching element actuation device.

The third switching element S3 is connected on the one hand to the second input shaft EW2, on the other hand to a loose wheel of the third wheel plane III, which cooperates with a respective fixed wheel on the two countershafts VW1 and VW2 to form the third wheel plane III. The fourth switching element S4 is on the one hand connected to a loose wheel of the fourth gear plane IV, which cooperates with a fixed gear on the two countershafts VW1 and VW2 to form the fourth gear plane IV.

The third switching element S3 and the fourth switching element S4 are combined in a second switching device SE2 arranged and actuated by means of a common switching element actuation device.

The fifth switching element S5 is connected on the one hand to the first input shaft EW1, on the other hand to a loose wheel of the fifth gear plane V, which cooperates with a fixed gear on the two countershafts VW1 and VW2 to form the fifth gear plane V. The fifth switching element S5 is not combined with another switching element to a common switching device, but a third switching device SE3 assigned as a single switching element and individually operable by a corresponding switching element actuator.

The sixth switching element S6 is connected on the one hand to the first input shaft EW1, on the other hand to a loose wheel of the sixth wheel plane VI, which cooperates with one fixed wheel on one of the two countershafts VW1 and VW2 to form the sixth wheel plane VI. The seventh switching element S7 is connected on the one hand to the first input shaft EW1, on the other hand to the sun gear SW. By thus adjustable direct connection between the first input shaft EW1 and the sun gear SW of the planetary gear GP is a direct gear actuated when in addition two shafts of the planetary gear GP are rotationally connected to each other, so that the planetary operations locked blocks.

The sixth switching element S6 and the seventh switching element S7 are arranged summarized in a fourth switching device SE4 and actuated by means of a common switching element actuation device.

The eighth switching element S8 is on the one hand with a loose wheel of the seventh wheel plane VII on the input shaft axis 4 on the other hand connected to the sun gear SW of the planetary gear GP. The idler gear of the seventh wheel plane VII on the input shaft axis 4 acts with one fixed wheel on the first and the second countershaft VW1 and VW2 to form the seventh wheel plane VII together. The ninth switching element S9 is on the one hand also with the idler gear of the seventh gear plane VII on the input shaft axis 4 connected and on the other hand, the ninth switching element S9 is connected to the planet carrier PTW shaft on the side adjacent to the drive side AN of the planetary gear GP, which is formed there as a hollow shaft and coaxial with the sun gear SW. The seventh wheel plane VII forms an output constant in the proposed transmission. By means of this output constant, the drive power coming from the main transmission can optionally be supplied to the sun gear shaft SW or the planet carrier PTW shaft. This choice can be made by means of a fifth switching device SE5, in which the eighth and the ninth switching element S8 and S9 are combined.

The tenth switching element S10 is connected on the one hand to the ring gear HW of the planetary gear GP, on the other hand to the housing G of the transmission. The eleventh switching element S11 is connected, on the one hand, to the ring gear shaft HW of the planetary gear GP, and on the other hand to the planet carrier shaft PTW, which is designed as the output shaft AW. The ring gear HW is designed as a hollow shaft and arranged coaxially with the output shaft AW formed as a planet carrier shaft PTW of the planetary gear GP on the radial outer side. The eleventh switching element S11 thus produces a rotationally fixed connection between the ring gear HR and planet carrier / web PT of the planetary gear GP.

The tenth switching element S10 and the eleventh switching element S11 are combined in a sixth switching device SE6 and can be actuated by means of a common switching element actuating device.

Overall, the gearbox has 1 according to 1 two input shafts EW1, EW2 on the input shaft axis 4 on, wherein the first input shaft EW1 as a solid shaft and the second input shaft EW2 coaxially arranged on this and is designed as a hollow shaft. On the to the input shaft axis 4 parallel countershaft axis 5 is designed as a solid shaft first countershaft VW1 arranged. On the to the input shaft axis 4 parallel countershaft axis 6 is designed as a solid shaft second countershaft VW2 arranged. Towards the output shaft AW is on the input shaft axis 4 next to the two input shafts EW1, EW2 further arranged a sun gear SW, which is connected to the sun gear SR of the planetary gear GP. The planetary gear GP is further connected to the output shaft AW, which also on the input shaft axis 4 is arranged. The planet carrier PTW shaft of the planetary gear GP is formed as an output shaft AW.

The gear 1 according to 1 comprises seven wheel planes I, II, III, IV, V, VI and VII wherein the first gear plane I is designed as a reverse gear. The wheel planes II-VII are designed in particular as spur gears with discrete translations. Per gear plane II, III, IV, V, VI and VII are each two gears, each arranged in the form of a loose wheel and a fixed wheel. The reverse gear I includes between input shaft axis 4 and countershaft axes 5 and 6 in each case an intermediate gear ZR1 or ZR2 for reversing the direction of rotation. Thus, a total of 7 loose wheels, 14 fixed wheels and two intermediate wheels are arranged in the main transmission. In addition, the transmission comprises a planetary gear GP, which is on the one hand connected to one of the input shafts EW1, EW2, on the other hand connected to the output shaft AW.

The gear 1 according to 1 thus comprises a planetary gear GP, which by a switching device comprising two switching elements, two different translations i ₁ = 1 and i ₂ ≠ 1 can represent and thus acts as a range group. Next are the gearbox 1 according to 1 the first gear plane I, the second gear plane II, the third gear plane III and the fourth gear plane IV respectively by means of at least one switching element with the second input shaft EW2 coupled, that is rotationally connected.

The fifth gear plane V and the sixth gear plane VI can each be coupled by means of at least one switching element to the first input shaft EW1. The first input shaft EW1, which is designed as a solid shaft, can be coupled to the sun gear shaft SW of the planetary gear GP by means of at least one switching element. The fifth gear plane V can be coupled by means of at least one switching element to the sun gear shaft SW and also to the planet carrier PTW shaft. The Hohlradwelle HW, ie the shaft which is connected to the ring gear HR of the planetary gear GP, by means of at least one switching element both to the housing G of the transmission 1 as well as with the planet carrier PTW coupled. The planet carrier PTW shaft is designed as output shaft AW.

Overall, by means of the transmission 1 of the 1 at least thirteen forward gears (V1, V2, V3, V4, V5, V6, V7, V8, V9, V10, V11, V12, V13) and at least two reverse gears (R1, R2) are provided.

In 2 is a switching matrix for a transmission 1 according to the 1 shown. In this case, the respective gear ratio is entered in the first vertical column, wherein the sign V each one forward gear and the sign R each indicates a reverse gear. Each of the following columns of the switching matrix is assigned to one of the two clutches K1, K2 or one of the switching elements S1 to S11 in order to indicate in the respective cells the state of the corresponding switching element in the corresponding gear stage. The released in the switching matrix entries indicate that the corresponding switching element or the corresponding coupling is open, ie that the switching element or the clutch here no forces or no torque from the connected to the switching element or to the clutch or with this or transmits associated with these respective shafts or gears. An entry in the switching matrix provided with a cross designates a correspondingly actuated or closed switching element or coupling, which then transmits forces and torques between the shafts or toothed wheels connected to the switching element or to the coupling. In the top line, the switching devices are additionally indicated, with each of which one or two associated switching elements are actuated.

Unless otherwise described below, all clutches K1 and K2 and all switching elements S1, S2, S3, S4, S5, S6, S7, S8, S9, S10 and S11 are each open.

The first forward gear V1 comprises the wheel planes III and VII and for the representation of the first forward gear V1, the clutch K2 and the switching elements S3, S8 and S10 are closed. The second forward gear V2 comprises the wheel planes V and VII and for the representation of the second forward gear V2, the clutch K1 and the switching elements S5, S8 and S10 are closed. The third forward gear V3 comprises the wheel planes IV and VII and for the representation of the third forward gear V3, the clutch K2 and the switching elements S4, S8 and S10 are closed. The fourth forward gear V4 includes the wheel planes VI and VII and for the representation of the fourth forward gear V4, the clutch K1 and the switching elements S6, S8 and S10 are closed. The fifth forward gear V5 includes the wheel planes II and VII and for representing the fifth forward gear V5, the clutch K2 and the switching elements S2, S8 and S10 are closed.

In the sixth forward gear V6, the power flow does not extend via a countershaft but directly from the first input shaft EW1 to the sun gear shaft SW of the planetary gear GP. To illustrate the sixth forward gear V6, the clutch K1 and the switching elements S7 and S10 are closed.

The seventh forward gear V7 includes the wheel planes III and VII, and to represent the seventh forward gear V7, the clutch K2 and the switching elements S3 and S9 are closed. The eighth forward gear V8 includes the gear planes V and VII, and the eighth forward gear V8 is the clutch K1 and the shifting elements S5, S9 and S11 closed. The ninth forward gear V9 includes the wheel planes IV and VII and for the representation of the ninth forward gear V9, the clutch K2 and the switching elements S4, S9 and S11 are closed. The tenth forward gear V10 includes the wheel planes VI and VII, and to represent the tenth forward gear V10, the clutch K1 and the switching elements S6, S9 and S11 are closed. The eleventh forward gear V11 includes the wheel planes II and VII, and for displaying the eleventh forward gear V11, the clutch K2 and the shifting elements S2, S9 and S11 are closed.

The twelfth forward V12 is designed as a direct gear. In the twelfth forward gear V12 of the power flow via no countershaft but directly from the first input shaft EW1 to the sun gear SW of the planetary gear GP and without translation to the output shaft AW. To illustrate the twelfth forward gear V12, the clutch K1 and the switching elements S7 and S11 are closed. The closed switching element S11 interlocks the planetary gear GP by the ring gear HR and the planet carrier PT are rotatably connected to each other.

The first reverse gear R1 comprises the wheel planes I and VII and for the representation of the first reverse gear R1 the clutch K2 and the shifting elements S1, S8 and S10 are closed. The second reverse gear R2 includes the wheel planes I and VII and the second reverse gear R2, the clutch K2 and the switching elements S8 and S11 are closed.

Overall, the switching matrix of the 2 through the transmission 1 thirteen forward gears V1 to V13 and two reverse gears R1 to R2 can be displayed. The forward gears V1 to V13 and the reverse gears R1 to R2 are in each case assigned to a region of the planetary gear GP functioning as a range gear or range gearbox, wherein the forward gear stages V1 to V6 and the first reverse gear R1 a slow range and a slow group and the forward gear V7 to V13 and the second reverse gear R2 are assigned to a fast range or a fast group of the range transmission.

The switching elements S1 to S11 in the transmission 1 according to the 1 can also be referred to as coupling devices and in principle also be designed as synchronizers. Preferably, however, it is provided that the switching elements S1 to S9 are formed as positive, unsynchronized switching elements and only the switching element S10 and S11 of the range gear are formed as synchronizers or synchronized switching elements.

The gears may be formed in particular in the form of gears, preferably as spur gears, so that the wheel planes I, II, III, IV, V, VI and VII represent spur gears. To provide various forward and reverse gears, so different translations, the spur gears, in particular their gears, correspondingly include different translations. In the transmission 1 according to the 1 For example, the first switching element S1 of the first gear plane I, the second switching element S2 of the second gear plane II, the third switching element S3 of the third gear plane III, the fourth switching element S4 of the fourth gear plane IV, the fifth switching element S5 the fifth switching level V, the sixth switching element S6 the sixth gear plane VI, the seventh shifting element S7 of the first input shaft EW1 and the sun gear shaft SW, the eighth shifting element S8 of the seventh wheel plane VII, the ninth shifting element S9 of the planet carrier shaft PTW, the tenth shifting element S10 the housing G and the ring gear shaft HW, and the eleventh shifting element S11 the Hohlradwelle HW and the planet carrier PTW are assigned.

In summary, the present invention provides, inter alia, the advantage that a load-switchable group change in the planetary gear between the forward gears V1 to V6 of the above-mentioned slow group and the forward gears V7 to V13 of the fast group, is made possible. The invention also makes possible a modular construction in which a basic transmission module having only forward gear stages can be combined with either a dual clutch module to form a dual clutch transmission or with an electric motor module to form a hybrid transmission. Another advantage is that all the switching devices on the input shaft axis, which acts as the central axis of the transmission, are arranged, and thus a possibility of power division by use of two countershafts is possible. Another advantage is that with a total of seven wheel planes and a planetary gear at least thirteen forward gears and at least two reverse gears are provided. Another advantage is that a twelfth forward gear allows a direct drive in the form of a direct gear and thus relatively small increments between the courses, in particular a relatively short first gear ratio are made possible and in addition to the thirteenth gear overdrivegangle with a very long, translation available stands.

LIST OF REFERENCE NUMBERS

1

transmission

2

first partial transmission

3

second partial transmission

4

Input shaft axis

5

Countershaft axis

6

Countershaft axis

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

wheel plane

EW1, EW2

input shaft

SW

sun

PT

planet carrier

PTW

Planetary carrier shaft

HW

ring gear

AW

output shaft

SR

sun

PR

planet

MR

ring gear

DK

Double coupling

K1, K2

first / second load switching element

S1, S2, S3, S4, S5, S6, S7, S8, S9, S10, S11

switching element

SE1, SE2, SE3, SE4, SE5, SE6

switching device

VW1, VW2

Countershaft

ZR1, ZR2

idler

AT

driving side

FROM

output side

EM

electric machine

G

casing

V1, V2, V3, V4, V5, V6, V7, V8, V9, V10, V11, V12, V13

 forward gear

R1, R2

reverse gear

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102012218395 A1 [0005, 0005]

Claims (10)

Transmission ( 1 ), in particular dual-clutch transmission, for a motor vehicle, comprising a main transmission (HG) consisting of at least a first partial transmission ( 2 ) with a first input shaft (EW1) and a second partial transmission ( 3 ) with a second input shaft (EW2), wherein the first and the second input shaft (EW1, EW2) on a drive side (AN) of the transmission (EW) 1 ) and on a common input shaft axis ( 4 ) are arranged, at least one countershaft (VW1), which on a parallel to the input shaft axis ( 4 ) countershaft axis ( 5 ), and a planetary gear (GP), which connects as a range group to the main transmission (HG) and with one on an output side (AB) of the transmission ( 1 ) arranged output shaft (AW) is connectable, wherein the output shaft (AW) on the input shaft axis ( 4 ), wherein at least one of the two input shafts (EW1, EW2) via at least one wheel plane (I, II, III, IV, V, VI, VII) and / or at least one switching element (S1, S2, S3, S4, S5 , S6, S7, S8, S9, S10, S11) and via the planetary gear (GP) to the output shaft (AW) is connectable, wherein the main transmission (HG) a first (I), a second (II), a third (H) III), a fourth (IV), a fifth (V), a sixth (VI) and a seventh wheel plane (VII) and a first (SE1), a second (SE2), a third (SE3), a fourth (SE4 ) and a fifth (SE5) switching device, wherein all the switching devices (SE1, SE2, SE3, SE4, SE5) of the main transmission ( 1 ) on the input shaft axis ( 4 ) are arranged, characterized in that the second input shaft (EW2) either by means of the first or the second switching means (SE1, SE2) on the first, the second, the third or the fourth gear plane (I, II, III, IV) the countershaft (VW1) is connectable. Transmission according to claim 1, characterized in that by means of the transmission ( 1 ) at least thirteen forward gears (V1, V2, V3, V4, V5, V6, V7, V8, V9, V10, V11, V12, V13) and at least two reverse gears (R1, R2) can be displayed. Transmission according to one of claims 1 or 2, characterized in that the first (SE1), the second (SE2), the third (SE3), the fourth (SE4) and the fifth (SE5) switching device in this order in the axial direction of the drive side (AN) to the output side (AB) are arranged one behind the other, and that the first input shaft (EW1) by means of the fourth switching device (SE4) with a Sonnenradwelle (SW) of the planetary gear (GP) is connectable. A transmission according to claim 3, characterized in that a direct gear can be actuated by the first input shaft (EW1) by means of the fourth switching device (SE4) with the sun gear (SW) of the planetary gear (GP) is connected and by means of a sixth switching device (SE6) two shafts (PTW, HR) of the planetary gear (GP) are rotationally connected to each other. Transmission according to one of the preceding claims, characterized in that the first (I), the second (II), the third (III), the fourth (IV), the fifth (V), the sixth (VI) and the seventh wheel plane (VII) are arranged in this order in the axial direction from the drive side (AN) to the output side (AB) in succession, and that the first gear plane (I) is formed as a reverse gear stage. Transmission according to claim 5, characterized in that the first switching device (SE1) for actuating the reverse gear (I) is also provided for actuating the highest forward gear in the main transmission (HG). Transmission according to one of the preceding claims, characterized in that a sixth switching device (SE6) for actuating the planetary gear (GP) is arranged, which comprises at least one switching element (S10), wherein by means of the at least one switching element (S10) a ring gear (HR) of the planetary gear (GP) with a housing (G) of the transmission ( 1 ) is rotatably connected. Transmission according to claim 7, characterized in that the sixth switching device (SE6) for actuating the planetary gear (GP) comprises two switching elements (S10, S11), wherein by means of the one switching element (S10) the ring gear (HR) with the housing (GP) of the gearbox ( 1 ) is rotatably connected and by means of the other switching element (S11), the ring gear (HR) with a planet carrier (PT) of the planetary gear (GP) is rotatably connected. Transmission according to one of the preceding claims, characterized in that a planet carrier shaft (PTW) of the planetary gear (GP) as the output shaft (AW) of the transmission ( 1 ) is trained. Transmission according to one of the preceding claims, characterized in that the transmission comprises two parallel arranged countershafts (VW1, VW2).

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