DE102020203791A1 - Dual clutch transmission and hybrid powertrain - Google Patents

Abstract

Double clutch transmission for a motor vehicle drive train, with a first shaft (12) for connecting the double clutch transmission to a drive unit (92) of the motor vehicle drive train, the first shaft (12) being assigned to a first sub-transmission (16), and a second shaft ( 14) for connection to the drive unit (92), the second shaft (14) being assigned to a second partial transmission (18), with a third shaft (20) which is connected to a power distribution device (24) which is switchable via a first Wheel pairing (32) can be connected to the first shaft (12) and which can be connected to the second shaft (14) via a second switchable wheel pairing (34), with a fourth shaft (20A) which is connected to the power distribution device (24) and which can be connected to the first shaft (12) via a third switchable wheel pair (36) and which can be connected to the second shaft (14) via a fourth switchable wheel pair (38), the first e to fourth wheel pairing (32-36) form respective direct forward gear stages (2, 3, 4, 5), and with a fifth shaft (30) which is connected or connectable to the first shaft (12) or to the second shaft (14) and which is connectable or connected to the other of the first shaft (12) and second shaft (14) so that the first shaft (12) and the second shaft (14) can be connected to at least one winding forward gear stage (1, 6 ).

Description

The present invention relates to a dual clutch transmission for a motor vehicle drive train, with a first shaft for connecting the dual clutch transmission to a drive unit of the motor vehicle drive train, the first shaft being assigned to a first sub-transmission, and a second shaft for connecting to the drive unit, the second shaft is assigned to a second sub-transmission, with a third shaft which (i) is connected to a power distribution device, which (ii) can be connected to the first shaft via a first switchable gear pair and which (iii) via a second switchable gear pair with the second shaft is connectable, and with a fourth shaft, which (i) is connected to the power distribution device, which (ii) is connectable to the first shaft via a third switchable wheel pair and which (iii) to the second shaft via a fourth switchable wheel pair is connectable, the first to fourth pair of wheels respectively ge form direct forward gear steps.

From the document DE 10 2016 210 712 A1 a transmission for a motor vehicle is known, with a transmission shaft, a first shaft, a first idler gear assigned to the first shaft, a first other idler gear assigned to the first shaft, a second shaft, a second idler gear assigned to the second shaft and one assigned to the second shaft second other idler gear, the transmission shaft being operatively connectable to the first shaft and / or the second shaft, to a transmission output shaft which is operatively connected to the first and second shaft and to a first shifting element which is arranged on the first shaft and by means of it the first idler gear is rotatably connectable to the first other idler gear. When the first shift element is in a closed state, a first forward gear for forward driving operation or a sixth forward gear for forward driving operation can optionally be implemented.

Against this background, it is an object of the invention to specify an improved dual clutch transmission and an improved hybrid drive train.

The above object is achieved by a dual clutch transmission with the features of claim 1, wherein a fifth shaft is connected or connectable to the first shaft or to the second shaft and is connectable or connected to the other of the first shaft and second shaft, so that the first shaft and the second shaft can be connected to establish at least one winding forward gear stage.

Furthermore, the above object is achieved by a drive train for a motor vehicle with such a double clutch transmission, in particular by a hybrid drive train for a motor vehicle, wherein the first and the second shaft can be connected to an internal combustion engine via a double clutch arrangement, and to an electric machine for providing Drive power.

The dual clutch transmission according to the invention enables an axially compact design and can be implemented in a structurally favorable manner.

• Ein Doppelkupplungsgetriebe ist ein Stufengetriebe, insbesondere in Stirnradbauweise, das eingangsseitig mit einer Doppelkupplungsanordnung (s. u.) verbindbar ist. Die Doppelkupplungsanordnung beinhaltet zwei Kupplungen, die insbesondere als Reibkupplungen ausgebildet sind und die alternativ und zeitlich überschneidend betätigbar sind, um wenigstens einen Gangwechsel zugkraftunterbrechungsfrei durchführen zu können. Das Doppelkupplungsgetriebe weist wenigstens drei Vorwärtsgangstufen auf, vorzugsweise vier, fünf, sechs, sieben, acht oder mehr Vorwärtsgangstufen. Das Doppelkupplungsgetriebe beinhaltet vorzugsweise zwei Teilgetriebe, die jeweils einer anderen der zwei Kupplungen zugeordnet sind. Vorzugsweise beinhaltet das eine Teilgetriebe die ungeraden Vorwärtsgangstufen, und das andere beinhaltet die geraden Vorwärtsgangstufen. Bei einer Leistungsübertragung über eine Vorwärtsgangstufe in einem Teilgetriebe kann in dem anderen Teilgetriebe eine Anschlussgangstufe vorgewählt werden. Vorliegend weist das Doppelkupplungsgetriebe vorzugsweise genau sechs Vorwärtsgangstufen und eine Rückwärtsgangstufe auf.

The following terms can be understood in the context of the present disclosure in particular as follows:

• A double clutch transmission is a multi-step transmission, in particular with a spur gear design, which can be connected on the input side to a double clutch arrangement (see below). The double clutch arrangement contains two clutches, which are designed in particular as friction clutches and which can be actuated alternatively and at a time overlapping in order to be able to carry out at least one gear change without interruption of traction. The dual clutch transmission has at least three forward gear stages, preferably four, five, six, seven, eight or more forward gear stages. The dual clutch transmission preferably includes two sub-transmissions which are each assigned to a different one of the two clutches. One sub-transmission preferably includes the odd forward gear stages and the other includes the even forward gear stages. When power is transmitted via a forward gear in one sub-transmission, a connecting gear can be preselected in the other sub-transmission. In the present case, the dual clutch transmission preferably has exactly six forward gear stages and one reverse gear stage.

A double clutch arrangement contains two clutches, each of which is preferably designed as a force-locking friction clutch. The two clutches can be arranged axially next to one another or can be designed to be radially nested one inside the other, with a radially outer and a radially inner clutch. The double clutch arrangement preferably has a common input member that can be connected to a drive unit, as well as two output members that can be connected to a first shaft or a second shaft, which are preferably formed by a hollow shaft and an inner shaft.

A drive unit is an internal combustion engine or a combination of an internal combustion engine and an electric machine, possibly with an intermediate clutch, to provide a P2 To form a hybrid arrangement that enables purely electric driving.

A wheel pairing contains exactly two gears that mesh with one another, in particular mesh with one another. The gearwheels preferably each have a spur toothing, are preferably arranged in a radial plane and are preferably each assigned to a different shaft. The gears of the gear pairing can be two fixed gears (so-called constant gear set). With a switchable gear pairing, the two gears can be a fixed gear and an idler gear (see below), which preferably together define a direct gear stage (see below).

A gear set contains at least two intermeshing (in particular meshing) gears, and can contain one or more gear pairs, which are preferably located in a common radial gear set plane. If a gear set has a fixed gear that meshes with two different idler gears, the gear set can define two direct gear stages; In this case one speaks of a double use of the fixed gear. In general, a gear set can also be a planetary gear set.

A loose wheel is a gear wheel rotatably mounted on a shaft, which can be connected to or decoupled from the shaft by means of a switching element. A fixed gear is a gear that is fixed in a rotationally fixed manner on a shaft.

A shift element is used to connect or disengage links, such as a loose wheel and a shaft, and in the present case is in particular formed by a shift clutch, in particular a form-fit shift clutch, such as a claw clutch. It is particularly preferred if the clutch is formed by a form-fitting synchronous clutch.

A double shift element contains two shift elements, which are preferably assigned to different idler gears on a shaft and which can be switched alternatively by means of a single actuating device in order to connect one of the idler gears to the shaft. The double shift element also has a neutral position in which neither of the two idler gears is connected to the shaft.

A hybrid drive train with a dual clutch transmission can include an electric machine that is connected to an input member of a dual clutch arrangement. Alternatively or additionally, a respective electric machine can be connected to a first and / or a second output member of such a double clutch arrangement or the first shaft and / or the second shaft.

Two members rotatable relative to one another are connected when they are forced to rotate at a proportional speed. The term connected is to be equated with “effectively connected”. A "non-rotatable connection" means that the two links rotate at the same speed. Two links can be connected when they can either be connected to one another or decoupled from one another. The links can preferably be connected to one another by means of a switching element such as a clutch or a brake.

Two elements are axially aligned when they at least partially overlap in the axial direction and / or when they lie in a common radial plane.

In the present case, the first shaft and the second shaft are preferably input shafts which can be connected to a respective output member of a double clutch arrangement and which are each assigned to a partial transmission. The first shaft and the second shaft are preferably arranged coaxially to one another, one shaft being an inner shaft and the other shaft being a hollow shaft. All other shafts are preferably not arranged coaxially to this or to one another, but rather offset parallel to one another.

A direct gear stage is a gear stage that can be set up in a spur gear by engaging a single shift element in order to connect an input shaft and an output shaft to one another.

A winding step is understood to mean that at least two switching elements must be closed in order to connect an input shaft and an output shaft to one another. Furthermore, power flows in a winding gear stage from the first shaft via the first sub-transmission and the second sub-transmission or from the second shaft via the second sub-transmission and the first sub-transmission.

The task is thus completely solved.

According to a preferred embodiment, a fixed gear is fixed on the fifth shaft, which is connected to a fixed gear which is fixed on the second shaft or on that of the first shaft.

Drive power can consequently be exchanged between the fifth shaft and the shaft of the first and second shaft, on which the further fixed gear is fixed, via such a constant gear set. Preferably, the fixed gear is on the second wave set, but can also be set on the first wave.

According to a further preferred embodiment, a loose wheel is rotatably mounted on the fifth shaft, which idler wheel is connected to a fixed wheel which is fixed on the first shaft or on the second shaft.

The idler gear rotatably mounted on the fifth shaft can preferably be connected to or decoupled from the fifth shaft by means of a switching element.

When the switching element is closed, a drive connection can consequently be established between the first shaft and the second shaft. The fixed gear is preferably in engagement with the idler gear rotatably mounted on the fifth shaft or meshes with it and is preferably fixed on the first shaft, but can also be fixed on the second shaft.

Furthermore, it is advantageous overall if the first pair of wheels and the third pair of wheels form a wheel set in a first radial plane and / or if the second pair of wheels and the fourth pair of wheels form a wheel set in a second radial plane.

In this embodiment, it is preferred if the wheel pairings that each form a wheel set share a fixed wheel that is fixed to the first shaft or the second shaft. In other words, such a fixed gear attached to the first or the second shaft can have a double use, namely on the one hand as a fixed gear for, for example, the first gear pair and as a fixed gear for the third gear pair, or as a fixed gear for the second gear pair and as a fixed gear for the fourth Wheel pairing.

Overall, an axially particularly compact design can consequently be achieved.

It is preferred here if a first switching element plane is arranged in the axial direction between the first radial plane and the second radial plane.

Furthermore, it is advantageous here if a second shift element plane is arranged on a side of the first radial plane that is axially opposite the first shift element plane.

The fixed gear fixed on the fifth shaft is preferably arranged in the second radial plane and the idler gear rotatably mounted on the fifth shaft is arranged in a preferred embodiment in the first switching element plane. In a further preferred embodiment, the fixed gear and the idler gear of the fifth shaft are arranged in the first shift element plane or the first radial plane. In a third preferred embodiment, the fixed gear and the idler gear are arranged in the first radial plane or in the first shift element plane.

Overall, it is advantageous if the first switchable gear pair and the second switchable gear pair are assigned to adjacent forward gear stages and / or if the third switchable gear pair and the fourth switchable wheel pair are assigned to adjacent forward gear stages and / or if the first and the second switchable gear pair by means of each other independently controllable switching elements can be actuated and / or if the third and fourth switchable wheel pairing can be actuated by means of respective independently controllable switching elements.

This configuration makes it possible, for example, to assign the shorter or lower direct forward gear stages, for example forward gear stages 2 and 3, to the first shaft and to allocate the longer or higher direct forward gear stages, for example forward gear stages 4 and 5, to the other shaft of the first wave and second wave .

As a result of the measure of assigning adjacent forward gear stages to one of the first and second shafts, it is beneficial for the shift sequence if the associated direct forward gear stages can be actuated by means of independently controllable switching elements. For example, when driving in a direct forward gear, the other forward gear can already be preselected in the other, i.e. the inactive sub-transmission, so that a typical gear change of a dual clutch transmission can then be carried out in which the friction clutches are operated in an overlapping manner.

It is particularly preferred if a gear set in the first radial plane is designed to form the direct forward gear stages 3 and 5, for example. In this first radial plane, all direct forward gear stages of the first sub-transmission are then preferably arranged.

It is also preferred if all direct forward gear stages of the second sub-transmission are arranged in the second radial plane, preferably direct forward gear stages 2 and 4, which share a common fixed gear.

The sub-transmissions are therefore preferably axially one behind the other. The axial order of the Partial transmission can also be interchanged compared to the sequence described above.

According to a further preferred embodiment, the dual clutch transmission has a sixth shaft, which can be connected to the second shaft or the first shaft in order to set up a direct reverse gear and is connected to the power distribution device.

As a result of this measure, a direct reverse gear can also be set up essentially without an axial length increase.

The first shaft and the second shaft are preferably on a first axis. The third shaft is preferably on a second axis. The fourth shaft is preferably on a third axis. The fifth shaft is preferably on a fourth axis. The sixth shaft is preferably on a fifth axis.

It is particularly preferred if a loose wheel is rotatably mounted on the sixth shaft, which idler wheel is in engagement with a loose wheel which is rotatably mounted on the third shaft or on the fourth shaft. It is particularly preferred if this idler gear of the sixth shaft is in engagement with the idler gear that is assigned to the direct forward gear stage 2.

The idler gear of the sixth shaft can preferably be connected to the sixth shaft by means of a switching element.

According to a further preferred embodiment, the third shaft and the fourth shaft are connected to the power distribution device via an output gear set.

Furthermore, the sixth shaft is preferably also connected to the power distribution device via the output gear set.

The output gear set is preferably located in a third radial plane.

Overall, it is also advantageous if the first shaft is an inner shaft, if the second shaft is a hollow shaft and if a lowest forward gear is set up so that drive power is fed into the dual clutch transmission via the first shaft.

The highest forward gear stage is preferably a winding forward gear stage in which the first and second shafts are connected to one another via the fifth shaft.

Through the measure that drive power is fed into the dual clutch transmission via the first shaft in the lowest forward gear, it is possible to assign the lowest forward gear to that shaft of the first shaft and second shaft that is designed as an inner shaft or solid shaft.

In the case of double clutch transmissions of the type according to the invention, which are axially particularly compact, it is preferred if these are connected at their input to a double clutch arrangement which is also axially compact. The axially compact design can be particularly useful for installation in a motor vehicle transversely to the direction of travel.

An axially compact double clutch arrangement generally has a radially outer and a radially inner clutch. In such a double clutch arrangement, the radially outer clutch is usually connected to the inner shaft of a double clutch transmission. Consequently, in the above embodiment it is possible to assign the inner shaft and consequently the lowest forward gear to that clutch which has the larger diameter and is consequently generally suitable for transmitting a higher torque than the radially inner clutch.

According to a further generally preferred embodiment, the dual clutch transmission is set up to set up a plurality of forward gear stages, the plurality of forward gear stages being assigned to the first shaft or the second shaft in such a way that a change in the power flow occurs during all gear changes between two consecutive forward gear stages from the first wave to the second wave or vice versa.

In other words, the dual clutch transmission is set up in such a way that the change between all directly successive forward gear stages can take place by means of a typical dual clutch transmission gear change in which, starting from an active sub-transmission with an engaged output gear, a target gear stage is already engaged in the inactive sub-transmission and then an overlapping actuation of the two friction clutches of the double clutch arrangement takes place.

In the hybrid drive train according to the invention, it is preferred if the electric machine is connected to an input element of the double clutch arrangement and if the input element of the double clutch arrangement can be connected to the internal combustion engine via a separating clutch.

In this case, the electric machine can also be used for a purely electric motor driving mode in which the internal combustion engine is switched off. When the separating clutch is open, the combustion engine does not have to be dragged along.

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination, but also in other combinations or on their own, without departing from the scope of the present invention.

• 1 eine schematische Darstellung einer ersten Ausführungsform eines Doppelkupplungsgetriebes;
• 2 eine Schalttabelle für das Doppelkupplungsgetriebe der 1;
• 3 eine Ausführungsform eines Antriebstranges mit einem Doppelkupplungsgetriebe;
• 4 eine schematische Ansicht einer weiteren Ausführungsform eines Doppelkupplungsgetriebes; und
• 5 eine schematische Ansicht einer weiteren Ausführungsform eines Doppelkupplungsgetriebes.

Exemplary embodiments of the invention are shown in the drawing and are explained in more detail in the following description. Show it:

• 1 a schematic representation of a first embodiment of a dual clutch transmission;
• 2 a shift table for the dual clutch transmission of the 1 ;
• 3 an embodiment of a drive train with a dual clutch transmission;
• 4th a schematic view of a further embodiment of a double clutch transmission; and
• 5 a schematic view of a further embodiment of a double clutch transmission.

In 1 a dual clutch transmission is shown schematically and generally designated 10. The dual clutch transmission 10 has a first wave 12th in the form of an inner shaft and a second shaft 14th in the form of a hollow shaft that is concentric with the first shaft 12th on a first axis A1 is arranged.

The dual clutch transmission 10 includes a first partial transmission 16 and a second partial transmission 18th . The first partial transmission 16 is the first wave 12th assigned. The second partial transmission 18th is the second wave 14th assigned.

The first wave 12th and the second wave 14th are used in a motor vehicle drive train with the output members of a double clutch arrangement (see also 3 ), which has an input member which can be connected to a drive motor such as an internal combustion engine.

The dual clutch transmission 10 also includes a third wave 20th that is on a second axis A2 is arranged, as well as a fourth wave 20A that is on a third axis A3 is arranged.

The third wave 20th is with an output gear 22nd firmly connected. The fourth wave 20A is with an output gear 22A firmly connected. The output gears 22nd , 22A are part of an unspecified output gear set, for example another output gear 23 may have that at the same time an input element of a power distribution device 24 represents. The power distribution facility 24 can for example be a mechanical differential. The power distribution facility 24 serves to drive power to two driven wheels 26L , 26R to distribute a motor vehicle.

Furthermore, the dual clutch transmission 10 a fifth wave 30th on that on a fourth axis A4 lies.

The first partial transmission 16 includes a first switchable pair of wheels 32 who have favourited the first wave 12th with the third wave 20th connects. The second partial transmission 18th includes a second switchable pair of wheels 34 who have favourited the second wave 14th with the third wave 20th connects.

The first partial transmission 16 also includes a third switchable pair of wheels 36 who have favourited the first wave 12th with the fourth wave 20A connects. The second partial transmission 18th includes a fourth switchable pair of wheels 38 who have favourited the second wave 14th with the fourth wave 20A connects.

On the first wave 12th is a fixed gear 40 set, the part of the first switchable wheel pairing 32 and part of the third switchable pair of wheels 36 is. The first switchable wheel pairing 32 is assigned to a direct forward gear stage 3. The third switchable wheel pairing 36 is assigned to a forward gear stage 5. More precisely, it includes the first switchable pair of wheels 32 a loose wheel 42 , the one with the fixed gear 40 is in engagement and that by means of a second switching element B. with the third wave 20th is connectable. The third switchable pair of wheels also includes 36 a loose wheel 46 , the one with the fixed gear 40 engages rotatably on the fourth shaft 20A is stored and that by means of a fourth switching element D. with the fourth wave 20A is connectable.

The second wave 14th is with a fixed gear 48 connected, that of the second switchable pair of wheels 34 and the fourth switchable pair of wheels 38 assigned.

The second switchable pair of wheels 34 includes a loose wheel 50 that on the third wave 20th is rotatably mounted and that with the fixed gear 48 is engaged. The second switchable pair of wheels 34 is assigned to a direct forward gear stage 2.

The fourth switchable pair of wheels 38 includes a loose wheel 54 that on the fourth wave 20A is rotatably mounted and that with the fixed gear 48 is engaged. The fourth switchable pair of wheels 38 is assigned to a direct forward gear stage 4.

The idler wheel 50 is by means of a first switching element A. connectable to the third shaft. The idler wheel 54 is by means of a third switching element C. with the fourth wave 20A connectable.

The first switchable wheel pairing 32 and the third switchable pair of wheels 36 form a wheel set in a first radial plane I. lies. The second switchable pair of wheels 34 and the fourth switchable pair of wheels 38 are part of another set of wheels and lie in a second radial plane II . The output gear set with the output gears 22nd , 22A , 23 lies in a third radial plane III .

The switching elements A. and C. of the second part of the transmission 18th lie in a first switching element level S1 in the axial direction between the first radial plane I. and the second radial plane II is arranged. The switching elements B. and D. lie in a second switching element level S2 in the axial direction on one of the first switching element plane S1 opposite side of the first radial plane II is arranged. The second switching element level S2 lies in the area of one axial end of the double clutch transmission 10 .

The dual clutch transmission 10 also includes a constant gear set 70 holding a fixed gear 72 includes that on the second wave 14th is set, and a fixed gear 74 having that on the fifth shaft 30th is fixed. The constant wheel set 70 lies in the present case in the second radial plane II . The fixed gear 72 is present by the fixed gear 48 of the wheel pairings 34 , 38 educated.

On the fifth wave 30th is also a loose wheel 76 rotatably mounted by means of a fifth switching element W. with the fifth wave 30th is connectable. The idler wheel 76 stands with a fixed gear 77 engaged that on the first shaft 12th is fixed. By closing the fifth switching element W. can consequently the first wave 12th and the second wave 14th are connected to each other to establish at least one winding forward gear.

In the present case, by closing the fifth switching element W. both a winding forward gear stage 1 as the lowest or starting gear and a winding forward gear stage 6 as the highest gear stage can be engaged. To engage the winding forward gear stage 1, the switching element is also used A. closed. To engage the winding forward gear step 6, the switching element is also used D. closed.

The dual clutch transmission 10 is set up to set up a plurality of forward gear stages 1 to 6, including four direct forward gear stages 2 to 4 and two winding forward gear stages 1, 6, with the plurality of forward gear stages 1 to 6 each of the first shaft 12th or the second wave 14th are assigned in such a way that for all gear changes between two consecutive forward gear stages, there is a change in the power flow from the first shaft 12th on the second wave 14th or vice versa.

A first clutch is required to engage the winding forward gear stage 1 K1 that came with the first wave 12th is connected, as well as the switching elements A. and W. closed as it was also out 2 emerges.

Power therefore flows from the first wave 12th via the fixed gear 77 , the idler wheel 76 , the fifth wave 30th as well as the constant wheel set 70 to the second wave 14th , and from the second wave 14th due to the closed switching element A. to the third wave 20th and from there to the driven gear set in the third radial plane III .

The fifth shift element is used to engage direct forward gear 2 W. opened and the clutches K1 and K2 ( K2 is with the second wave 14th connected) are operated in an overlapping manner. As a result, drive power flows from the second shaft 14th via the second switchable pair of wheels 34 to the third wave 20th and from there to the output gear set.

Subsequently, forward gear stage 3 can be preselected in the first partial transmission by activating the shift element B. is closed. A gear change can then be made by using the clutches K1 and K2 again be operated overlapping to engage the direct forward gear 3. In the direct forward gear, power flows from the first shaft 12th via the first switchable pair of wheels 32 to the third wave 20th .

The gear changes to the other gears 4 and 5, which are also designed as direct forward gears, take place in a similar manner.

To engage the winding forward gear stage 6, in addition to the switching element D. again the switching element W. closed, and the clutches K1 and K2 can be operated overlapping.

The dual clutch transmission 10 can be implemented without a mechanical reverse gear. This is especially true when the dual clutch transmission 10 Part of a hybrid drive train is where drive power is, for example, too can be provided by means of an electric machine for reversing.

Here, however, is how it is in 1 shown is the dual clutch transmission 10 with a sixth wave 20B fitted on a fifth axis A5 lies. On the sixth wave 20B is a loose wheel 78 rotatably mounted by means of a switching element R. with the sixth wave 20B is connectable. On the sixth wave 20B is also a fixed gear 79 set that with the output gear 23 is in engagement and consequently part of the output gear set in the third radial plane III is.

The idler wheel 78 is in engagement with the idler gear 50 the second switchable pair of wheels 34 and consequently lies in the second radial plane II .

Like it in 2 is shown, a first reverse gear stage can be engaged as a winding reverse gear stage R1. This is the first clutch K1 closed and the switching elements W. and R. will be closed. Power flows from the first wave 12th about the wheelset 77 , 76 into the fifth wave 30th and from there via the constant wheel set 70 to the second wave 14th , and from there via the second switchable pair of wheels 34 and the idler wheel 78 to the sixth wave 20B and from there into the output gear set.

A direct reverse gear stage R2 can also be engaged. Here is the clutch K2 closed and the switching element R. . Power flows from the second wave 14th via the second switchable pair of wheels 34 and the idler wheel 78 into the sixth wave 20B and from there to the output gear set.

With the dual clutch transmission 10 are on the third wave 20th two idler wheels 50 , 42 rotatably mounted, which are assigned directly to consecutive direct forward gear stages 2, 3. In a corresponding manner are on the fourth wave 20A Idler gears 54 , 46 rotatably mounted, which are assigned directly to consecutive direct forward gear stages 4, 5.

The idler wheels 50 , 42 are controlled by means of independently controllable switching elements A. , B. with the third wave 20th tied together. The idler gears are in a corresponding manner 54 , 56 by means of independently controllable switching elements C. , D. with the fourth wave 20A tied together.

The dual clutch transmission 10 contains only three radial planes I. , II , III , in which axially length-relevant wheel sets or wheel pairs are included. The dual clutch transmission 10 can therefore build very compact axially.

By providing the fifth wave 30th can achieve a more favorable distribution of the direct forward gear ratios on the third shaft 20th and the fourth wave 20A take place in such a way that the respective lower direct forward gear stages of the two subtransmissions 16 , 18th on the third wave 20th lie, and the idler gears of the highest direct forward gear stages of the first and second sub-transmissions 16 , 18th on the fourth wave 20A .

You can also use the dual clutch transmission 10 two winding forward gear stages 1 and 6 can be set up. Finally, with the dual clutch transmission 10 a direct reverse gear stage R2 and a winding reverse gear stage R1 can be set up.

In 3 is in schematic form a powertrain 90 shown for a motor vehicle.

The powertrain 90 includes a drive unit 92 , which can be formed, for example, by an internal combustion engine. It also includes the powertrain 90 a double clutch arrangement 94 with a first clutch K1 and a second clutch K2 . The clutches K1 and K2 are designed as friction clutches, in particular as multi-plate clutches, and preferably not as form-fitting clutches.

The clutches K1 and K2 are nested radially and axially. More precisely is the first clutch K1 a radially outer clutch and the second clutch K2 lies radially inside the first clutch K1 and overlaps with the first coupling K1 at least partially in the axial direction.

The clutches K1 , K2 have a common input link with the drive unit 92 connected is. An output member of the first clutch K1 is with the first wave 12th a dual clutch transmission 10 'connected. An output member of the second clutch K22 is with the second shaft 14th of the dual clutch transmission 10 'connected. The dual clutch transmission 10 'can be the dual clutch transmission 10 the 1 act, or one of the following dual clutch transmissions. The radially outer clutch K1 is the first wave 12th assigned, via which a torque is transmitted when starting up.

The powertrain 90 can be a conventional drive train that has only one internal combustion engine as the drive unit. The powertrain 90 however, it can also be implemented as a hybrid drive train. In this case, the hybrid powertrain includes 90 at least one electric machine 96 that is designed to provide drive power for the vehicle. Presently points an electric machine 96 a stator 98 on, which is connected to an unspecified housing, and a rotor 100 , the one with the common input link of the two clutches K1 , K2 connected is.

Unless the electric machine 96 is only intended to provide additional drive power, this common input element can be connected directly to a crankshaft of an internal combustion engine 92 get connected. Unless the electric machine 96 A separating clutch is intended to enable a purely electric motor-driven driving operation 102 provided which is the input member of the internal combustion engine 92 can separate so that the combustion engine does not have to be dragged along when driving with an electric motor.

In addition to the electric machine 96 or alternatively, the drive train 90 one or more electrical machines 104 include those with output members of the double clutch assembly 94 are connected. The present is an electric machine 104 for example via a spur gear set 106 with the second wave 14th tied together. Furthermore, the electric machine 104 or another electric machine via a spur gear set 108 with the first wave 12th be connected.

In the 4th and 5 further embodiments of double clutch transmissions 10 ″ and 10 ″ ″ are shown, which generally correspond to the double clutch transmission in terms of structure and mode of operation 10 the 1 correspond. The same elements are therefore identified by the same reference symbols. The main differences are explained below.

The double clutch transmission 10 "of the 4th is with regard to the direct forward gear stages 2 to 4 as well as the reverse gear stage R. identical in structure to the dual clutch transmission 10 the 1 . A fifth shaft 30 "is connected to the second shaft via a constant gear set 70" 14th connected, which includes a fixed gear 74 ″ which is fixed to the fifth shaft 30 ″, and a further fixed gear 72 ″, which is separate from the fixed gear 48 on the second wave 14th is fixed. In this embodiment, the constant gear set 70 ″ consequently does not lie in the second radial plane II , but in the first switching element level S1 .

With this variant, the gear ratio series can be set more freely.

In the dual clutch transmission 10 ″, the idler gear 76 ″, which is rotatably mounted on the fifth shaft 30 ″, engages with a further fixed gear 77 ″, which in the present case is the fixed gear 40 of the wheel pairings 32 , 36 is formed, but can also be a separate fixed gear (for example in the plane S2 ).

In 4th is also shown that on the third shaft 20th or on the fourth wave 20A or on the sixth wave 20B a parking lock wheel P. can be set, by means of which a motor vehicle can be immobilized.

In the dual clutch transmission 10 ″ are the first shaft 12th and the second wave 14th with a double clutch arrangement 94 connected, which can be structured as in 3 and its input link via a separating clutch 102 (K0) with an internal combustion engine 92 connected is. The common input link of the two clutches K1 , K2 is connected to a gear which is in mesh with a further gear which is fixed to a shaft of an electrical machine 96 ″. These gears form a spur gear set 102 .

The electric machine 96 ″ has the same function as the electric machine 96 the 3 . However, the electric machine 96 ″ is not coaxial with the first axis A1 arranged, but lies on a separate, unspecified axis offset parallel to this and is with the input member of the double clutch arrangement 94 via a spur gear set 110 tied together.

In 5 a further embodiment of a double clutch transmission 10 '''is shown, which in terms of structure and mode of operation generally corresponds to the double clutch transmission 10''of 4th is equivalent to. The same elements are therefore identified by the same reference symbols. The main differences are explained below.

In the dual clutch transmission 10 ''', the constant gear set 70''' has a fixed gear 74 '''which is attached to the fifth shaft 30th is set and that in the first radial plane I. lies. Furthermore, the constant gear set 70 ″ ″ includes a fixed gear 72 ″ ″, which in the present case consists of the fixed gear 40 is formed, which of the first switchable pair of wheels 32 and the third switchable pair of wheels 36 assigned.

On the fifth wave 30th a loose wheel 76 '''is also rotatably mounted, which is in engagement with a fixed wheel 77''' on the second shaft 14th is fixed. The fixed gear 77 '''is separate from the fixed gear 48 the switchable wheel pairings 34 , 38 formed and lies together with the idler gear 76 '''in the first switching element level S1 .

List of reference symbols

10

Double clutch

12th

first shaft (inner shaft)

14th

second wave

16

first partial transmission

18th

second partial transmission

20th

third wave

20A

fourth wave

20B

sixth wave

22nd

Output gear

22A

Output gear

23

Output gear

24

Power distribution facility

26L / R

Drive wheels

30th

fifth wave

32

first switchable wheel pairing

34

second switchable wheel pairing

36

third switchable wheel pairing

38

fourth switchable wheel pairing

40

Fixed gear direct forward gear stages 3, 5

42

Idler gear direct forward gear 3

46

Idler gear direct forward gear 5

48

Fixed gear direct forward gear stages 4, 2

50

Idler gear direct forward gear 2

54

Idler gear direct forward gear 4

70

Constant wheelset

72

Fixed gear

74

Fixed gear

76

Idler wheel ( 48 )

77

Fixed gear

78

Idler wheel ( 54 )

79

Fixed gear

90

Powertrain

92

Drive unit (VM)

94

Double clutch arrangement

96

Electric machine

98

stator

100

rotor

102

Disconnect clutch

104

Electric machine

106

Spur gear set

108

Spur gear set

110

Spur gear set

A.

first switching element (2)

B.

second switching element (3)

C.

third switching element (4)

D.

fourth switching element (5)

W.

fifth switching element ( W. )

R.

sixth switching element

P.

Parking lock wheel

K1

first clutch

K2

second clutch

I.

first radial plane

II

second radial plane

III

third radial plane

S1

first switching element level

S2

second switching element level

S3

third switching element level

A1

first axis

A2

second axis

A3

third axis

A4

fourth axis

A5

fifth axis

A6

sixth axis

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102016210712 A1 [0002]

Claims (12)

Double clutch transmission for a motor vehicle drive train, with - A first shaft (12) for connecting the dual clutch transmission to a drive unit (92) of the motor vehicle drive train, the first shaft (12) being assigned to a first partial transmission (16), and a second shaft (14) for connecting to the drive unit (92), the second shaft (14) being assigned to a second partial transmission (18), - A third shaft (20) which is connected to a power distribution device (24) which can be connected to the first shaft (12) via a first switchable wheel pair (32) and which can be connected to the second shaft via a second switchable wheel pair (34) (14) is connectable, - A fourth shaft (20A) which is connected to the power distribution device (24) and which can be connected to the first shaft (12) via a third switchable wheel pair (36) and which can be connected to the second shaft via a fourth switchable wheel pair (38) (14) is connectable, - wherein the first to fourth pair of wheels (32-36) form respective direct forward gear stages (2, 3, 4, 5), and - A fifth shaft (30) which is or can be connected to the first shaft (12) or to the second shaft (14) and which is or is connectable to the other of the first shaft (12) and the second shaft (14), so that the first shaft (12) and the second shaft (14) can be connected to establish at least one winding forward gear stage (1, 6). Dual clutch transmission according to Claim 1 wherein a fixed gear (74) is fixed on the fifth shaft (30) and is connected to a fixed gear (72) which is fixed on the second shaft (14) or on that of the first shaft (12). Dual clutch transmission according to Claim 1 or 2 wherein a loose wheel (76) is rotatably mounted on the fifth shaft (30) and is connected to a fixed wheel (77) which is fixed on the first shaft (12) or on the second shaft (14). Dual clutch transmission according to one of the Claims 1 until 3 , wherein the first pair of wheels (32) and the third pair of wheels (36) form a wheel set in a first radial plane (I) and / or wherein the second pair of wheels (34) and the fourth pair of wheels (38) form a wheel set in a second radial plane (II ) form. Dual clutch transmission according to Claim 4 , wherein a first switching element plane (S1) is arranged in the axial direction between the first radial plane (I) and the second radial plane (II). Dual clutch transmission according to one of the Claims 1 - 5 , wherein the first switchable wheel pair (32) and the second switchable wheel pair (34) are assigned to adjacent forward gear stages (3, 2) and / or wherein the third switchable wheel pair (36) and the fourth switchable wheel pair (38) are assigned to adjacent forward gear stages (5, 4) are assigned and / or wherein the first and the second switchable wheel pairing (32, 34) can be actuated by means of respective independently controllable switching elements (B, A) and / or wherein the third and fourth switchable wheel pairing (36, 38) by means of respective independently controllable switching elements (D, C) can be actuated. Dual clutch transmission according to one of the Claims 1 - 6th , with a sixth shaft (20B) which can be connected to the second shaft (14) or the first shaft in order to set up a direct reverse gear stage (R) and is connected to the power distribution device (24). Dual clutch transmission according to one of the Claims 1 - 7th wherein the third shaft (20) and the fourth shaft (20A) are connected to the power distribution device (24) via an output gear set. Dual clutch transmission according to one of the Claims 1 - 8th , wherein the first shaft (12) is an inner shaft, the second shaft (14) is a hollow shaft and wherein a lowest forward gear (1) is set up so that drive power is fed into the dual clutch transmission (10) via the first shaft (12) will. Dual clutch transmission according to one of the Claims 1 - 9 , wherein the dual clutch transmission (10) is set up for the establishment of a plurality of forward gear stages (1-6) and wherein the plurality of forward gear stages (1-6) are respectively assigned to the first shaft (12) or the second shaft (14) in such a way are that with all gear changes between two consecutive forward gear steps, a change in the power flow from the first shaft (12) to the second shaft (14) or vice versa takes place. Hybrid drive train for a motor vehicle, with a dual clutch transmission (10) according to one of the Claims 1 - 10 , wherein the first shaft (12) and the second shaft (14) can be connected to an internal combustion engine (92) via a double clutch arrangement (94), and to an electric machine (96) for providing drive power. Hybrid powertrain according to Claim 11 wherein the electric machine (96) is connected to an input element of the double clutch arrangement (94) and wherein the input element of the double clutch arrangement (94) is connected via a separating clutch (102) can be connected to the internal combustion engine (92).

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