DE102020214540A1 - Compact powershift transmission - Google Patents

Abstract

The present invention relates to a transmission (18) for a motor vehicle drive train (12) of a motor vehicle (10), having: a transmission drive shaft (34) which is designed to be drivingly connected to an internal combustion engine (16) of the motor vehicle; a first transmission input shaft (22) for a first partial transmission; a second transmission input shaft (24) for a second partial transmission; a first countershaft (26) with a first output for the first partial transmission and/or the second partial transmission; a second countershaft (28) with a second output for the first partial transmission and/or the second partial transmission; loose wheels and fixed wheels arranged in several wheelset planes to form gear steps (V1, V2, V3, V4, V5, V6, V7; V8, R1, R2); and a plurality of gear shifting devices with shifting elements (W, R, A, B, C, D, E) for engaging the gear stages, the first output comprising a first output pinion (Ab1); the second output includes a second output pinion (Ab2); the first and/or second output pinion meshes with a gear-forming gear; and the highest gear (V8) is designed as a direct gear. The present invention also relates to a motor vehicle drive train with such a transmission and a motor vehicle (10) with such a motor vehicle drive train.

Description

The present invention relates to a transmission, a motor vehicle drive train with such a transmission and a motor vehicle with such a motor vehicle drive train.

Power-shift transmissions are mostly designed as dual-clutch transmissions. The dual-clutch transmissions known in the prior art have two transmission input shafts and two drive shafts or countershafts. Several gear wheels are arranged in mesh between the transmission input shafts and the countershafts. In particular, some of the gears are designed as idler gears and other gears as fixed gears, with a respective gear stage, for example the first, second, third gear stage, etc., being formed by two meshing gears. This structure allows a first and second sub-transmission to be formed, with one sub-transmission being able to transmit drive power by means of a clutch assigned to the sub-transmission. The other sub-transmission is preferably load-free. As a result, a gear can be engaged in the other sub-transmission. By appropriately engaging and disengaging the two individual clutches or the double clutch, one sub-transmission can be shifted load-free, while the other sub-transmission transmits drive power using the engaged gear. It can be switched under load. There is no loss of traction. A disadvantage of such dual clutch transmissions is the large amount of space required.

Dual clutch transmissions are also known, in which the gears that mesh with one another are arranged in such a way that so-called “double gear planes” are formed within the dual clutch transmission. A double gear plane is formed in particular by a gear wheel arranged on a transmission input shaft, which meshes in particular with one gear wheel of each of the two countershafts, ie with two gear wheels at the same time. Although the space requirement can be reduced as a result, dual clutch transmissions of this type nevertheless have an increased space requirement, in particular because of the two countershafts.

In addition, vehicles are equipped with hybrid drives, ie with at least two different drive sources. Hybrid drives can help reduce fuel consumption and pollutant emissions. Drive trains with an internal combustion engine and one or more electric motors as parallel hybrids or as mixed hybrids have largely become established. Such hybrid drives have a substantially parallel arrangement of the internal combustion engine and the electric drive in the power flow. Here, both a superimposition of the drive torques and control with a purely internal combustion engine drive or purely electric motor drive are made possible. Since the drive torques of the electric drive and the internal combustion engine can add up depending on the activation, a comparatively smaller design of the internal combustion engine and/or its temporary shutdown is possible. In this way, a significant reduction in CO ₂ emissions can be achieved without significant losses in performance or comfort. The possibilities and advantages of an electric drive can thus be combined with the range, performance and cost advantages of internal combustion engines.

From the pamphlet DE 10 2016 210 713 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 loose wheel. The transmission shaft can be operatively connected to the first shaft and/or the second shaft. The transmission includes a transmission output shaft, which is operatively connected to the first and second shafts, and a first switching element, by means of which the first loose wheel can be connected in a rotationally fixed manner to the first other loose wheel. When the first switching element is in a closed state, either a first forward gear for forward driving or a sixth forward gear for forward driving can be implemented.

From the pamphlet DE 10 2015 205 307 A1 a double clutch transmission with two clutches is known, the input sides of which are connected to a drive shaft and the output sides of which are connected to one of two coaxially arranged transmission input shafts. Furthermore, at least two countershafts are provided, on which loose wheels are rotatably mounted. The double-clutch transmission comprises fixed gears which are arranged in a rotationally fixed manner on the two transmission input shafts and which mesh with the idler gears, and an output gear wheel which is provided on the two countershafts and which is coupled to a toothing of an output shaft, with the output shaft not being arranged coaxially with the input shaft. In addition, several shifting elements are provided, so that at least six power-shiftable forward gears and at least one reverse gear can be shifted. Only three double-acting shifting elements are provided, with each double-acting shifting element being assigned two loose wheels of the countershaft, one of the shifting elements connecting a loose wheel to the assigned countershaft in a first effective direction and in a second effective direction, the two associated idler gears are connected to one another, and two switching elements each connect the associated idler gears to the associated countershafts in a torque-proof manner.

Against this background, a person skilled in the art is faced with the task of creating a compact transmission. In particular, the transmission should be short axially and advantageously be combinable with an electric drive machine. It should preferably be possible to shift all gears under load.

• einer Getriebeantriebswelle, die dazu ausgebildet ist antriebswirksam mit einer Verbrennungsmaschine des Kraftfahrzeugs verbunden zu werden;
• einer ersten Getriebeeingangswelle für ein erstes Teilgetriebe;
• einer zweiten Getriebeeingangswelle für ein zweites Teilgetriebe;
• einer ersten Vorgelegewelle mit einem ersten Abtrieb für das erste Teilgetriebe und/oder das zweite Teilgetriebe;
• einer zweiten Vorgelegewelle mit einem zweiten Abtrieb für das erste Teilgetriebe und/oder das zweite Teilgetriebe;
• in mehreren Radsatzebenen angeordneten Losrädern und Festrädern zum Bilden von Gangstufen; und
• mehreren Gangschaltvorrichtungen mit Schaltelementen zum Einlegen der Gangstufen, wobei
• der erste Abtrieb ein erstes Abtriebsritzel umfasst;
• der zweite Abtrieb ein zweites Abtriebsritzel umfasst;
• das erste Abtriebsritzel und/oder das zweite Abtriebsritzel mit einem gangbildenden Zahnrad kämmt, und
• die höchste Gangstufe als Direktgangstufe ausgebildet ist.

This object is achieved by a transmission for a motor vehicle drive train of a motor vehicle, with:

• a transmission input shaft which is designed to be drivingly connected to an internal combustion engine of the motor vehicle;
• a first transmission input shaft for a first partial transmission;
• a second transmission input shaft for a second partial transmission;
• a first countershaft with a first output for the first partial transmission and/or the second partial transmission;
• a second countershaft with a second output for the first partial transmission and/or the second partial transmission;
• loose wheels and fixed wheels arranged in several wheelset planes to form gear steps; and
• multiple gear shifting devices with switching elements for engaging the gears, wherein
• the first output includes a first output gear;
• the second output includes a second output gear;
• the first output pinion and/or the second output pinion meshes with a gear-forming gear, and
• the highest gear is designed as a direct gear.

• einem Getriebe wie zuvor definiert; und
• einer Verbrennungsmaschine, die mit der Getriebeantriebswelle verbindbar ist.

The above object is also achieved by a motor vehicle drive train for a motor vehicle, with:

• a gearbox as previously defined; and
• an internal combustion engine connectable to the transmission input shaft.

• einem Kraftfahrzeug-Antriebsstrang wie zuvor definiert; und
• einem Energiespeicher zum Speichern von Energie zum Versorgen der elektrischen Antriebsmaschine.

The above task is finally solved by a motor vehicle with:

• an automotive powertrain as previously defined; and
• an energy store for storing energy for supplying the electric drive machine.

Preferred developments of the invention are described in the dependent claims. It goes without saying that the features mentioned above and those still to be explained below can be used not only in the combination specified in each case, but also in other combinations or on their own, without departing from the scope of the present invention. In particular, the motor vehicle drive train and the motor vehicle can be designed in accordance with the configurations described for the transmission in the dependent claims.

A first and second transmission input shaft for a first and second sub-transmission allows a compact and variable transmission to be created which, in particular, has a large number of gears. Preferably, the gears can be shifted under load. An axial compactness of the transmission can be further improved by a first and second countershaft. A first output pinion and/or a second output pinion, which meshes with a gear-forming gearwheel, can also create a highly variable and axially short, ie compact, transmission. The transmission is particularly suitable for front-transverse or rear-transverse installation with a lateral output. By designing the eighth combustion gear, ie the highest combustion gear, as a direct gear, efficient driving operation can be set up in the highest gear.

In an advantageous embodiment, a connecting shifting element of the shifting elements is designed for drivingly connecting the first partial transmission and the second partial transmission. As a result, a compact and highly variable transmission can be created. Winding gear steps can be set up by the connecting switching element. It goes without saying that the winding gear stages can preferably also be shifted under load. Winding gears can preferably be set up by drivingly connecting two gear-forming idler gears to one another without establishing a drive-effective connection to the shaft on which the gear-forming idler gears are arranged.

In a further advantageous embodiment, the switching elements are in the form of positive-locking switching elements, in particular as claw switching elements. Additionally or alternatively, at least two of the switching elements are designed as double switching elements and can be actuated by a double-acting actuator. In this way, a highly efficient transmission can be created, since fewer transmission losses occur due to positive-locking shifting elements. A double shift element allows the transmission to be constructed with fewer components, since two shift elements can be actuated with just one actuator. Furthermore, the actuation of the transmission is simplified since only one actuator has to be actuated for two shifting elements. In addition, the transmission can be constructed in a technically simpler and more economical manner, since fewer parts have to be assembled and therefore fewer steps have to be carried out when constructing the transmission.

In a further advantageous embodiment, the second transmission input shaft is designed as a hollow shaft and surrounds the first transmission input shaft at least in sections. The first transmission input shaft and the second transmission input shaft are arranged axially parallel to the first countershaft and the second countershaft. The first countershaft and the second countershaft define a countershaft plane. In addition, the first transmission input shaft and the second transmission input shaft are arranged radially between the first and second countershafts in a plan view of the countershaft plane. As a result, the compactness of the transmission can be further improved. In addition, the transmission can have a large range of functions with a high degree of compactness. It goes without saying that the first transmission input shaft and the second transmission input shaft form a triangle with the first countershaft and the second countershaft in an axial plan view.

In a further advantageous embodiment, the transmission input shaft, the first transmission input shaft and/or the second transmission input shaft are designed to be connected to an electric drive machine in a drivingly effective manner. Additionally or alternatively, the transmission input shaft is designed to be connected to a dual clutch device, the dual clutch device comprising a first clutch to detachably drive-connect the transmission drive shaft to the first transmission input shaft, and a second clutch to detachably connect the transmission drive shaft to the second transmission input shaft to connect drivingly. In this way, it can be achieved in particular that all gears can also be shifted for the electric drive machine under load, since the electric drive machine is preferably arranged in front of the double clutch device in the power flow direction. An external starter for the internal combustion engine can be dispensed with. The transmission can be converted to a hybrid transmission in a technically simple manner and with minor structural changes. The electric drive machine can be connected to the transmission both as a coaxial machine and as an electric drive machine parallel to the axis. An internal combustion engine clutch makes it possible to prevent the internal combustion engine from being dragged along unnecessarily, preferably if the vehicle is to be driven purely electrically. The internal combustion engine clutch can preferably be designed to be friction-locked and/or form-locked. In the case of a positive-locking internal combustion engine clutch, the transmission should preferably be synchronized by means of the electric drive unit before the internal combustion engine is coupled. In the case of a frictionally engaged internal combustion engine clutch, there is no need to synchronize the transmission. Furthermore, a so-called momentum start of the internal combustion engine is possible by means of a frictional internal combustion engine clutch, ie tow-starting the internal combustion engine during purely electric driving in order to switch on the internal combustion engine.

In a further advantageous embodiment, the loose wheels and fixed wheels form six pairs of gears for forming gear steps, which are arranged in four wheel set planes. In addition, the first sub-transmission has three gear pairs, of which two gear pairs can be drivingly connected to the first countershaft and one gear pair can be drivingly connected to the second countershaft. The second partial transmission has three further pairs of gearwheels, of which two pairs of gearwheels can be connected to the second countershaft in a drivingly effective manner and one pair of gearwheels can be connected in a drivingly effective manner to the first countershaft. Furthermore, in addition or as an alternative, the loose wheels and fixed wheels are designed to form eight power-shiftable forward gears and two reverse gears. A compact transmission with a wide range of functions can be created by arranging the idler gears and fixed gears to form the gear steps in four wheel set levels. By setting up what is known as a double gear plane, drive power can be transmitted to the first countershaft or to the second countershaft by means of a gear. A transmission can therefore be created with fewer components, which nevertheless has a large range of functions. By forming the idler gears and fixed gears to form eight power-shiftable forward gears and two reverse gears, an advantageous gear ratio series can be set up with the transmission. In particular, a transmission can be created that has good gearing efficiency and few transmission losses with low component loads and a compact design. in particular dere, a reverse gear can be set up by a reverse gear which meshes with a gear-forming pair of gears. For example, an idler gear arranged on the second countershaft can mesh with the reverse gear to form the third gear in order to achieve a reversal of the direction of rotation.

In a further advantageous embodiment, of the gears, the second reverse gear, the first forward gear, the sixth forward gear and/or the seventh forward gear is designed as a winding gear. In this way, an advantageous gear ratio series can be set up in the transmission. In particular, the transmission can still be operated efficiently with a large range of functions, since the gears that are preferably used most frequently during operation are designed as direct gears. Consequently, a preferred compromise between finely graded gear ratios, compactness of the transmission and efficiency of the transmission can be achieved.

In a further advantageous embodiment, the transmission can be connected to an internal combustion engine at a transmission input. In addition, the first output and the second output are arranged on the same side of the transmission as the transmission input. In this way, a transmission can be created that is radially compact, particularly on the side opposite the dual clutch device. Such a transmission is particularly suitable for front-transverse and rear-transverse installation.

In a further advantageous embodiment, starting from the connection side of the internal combustion engine, the first gear wheel pair is arranged in the first wheelset plane and can be shifted in a drive-effective manner by inserting a fifth shifting element. The second pair of gears and the third pair of gears are arranged in the second wheel set plane, wherein the second pair of gears can be shifted in a drive-effective manner by inserting a third shifting element and the third pair of gears by inserting a first shifting element. In addition, the fourth pair of gears and the fifth pair of gears are arranged in the third wheel set plane, the fourth pair of gears being switchable in a drive-effective manner by engaging a second shifting element and the fifth pair of gears by engaging a reverse gear shifting element. In addition, the sixth gear wheel pair is arranged in the fourth wheel set plane and can be shifted in a drive-effective manner by inserting a fourth shifting element. This arrangement of the gear pairs in the wheelset planes allows a compact transmission to be created with an advantageous range of gear ratios, a large spread and few tooth engagements, in which all gears can be shifted under load.

In a further advantageous embodiment, a first forward gear can be set up by closing the connecting shifting element and the first shifting element. A second forward gear can be set up by closing the first shifting element. In addition, a third forward gear can be set up by closing the second shifting element. A fourth forward gear can be set up by closing the third shifting element. Furthermore, a fifth forward gear can be set up by closing the fourth shifting element. A sixth forward gear can be set up by closing the connecting switching element and the fourth switching element. A seventh forward gear can be set up by closing the connecting switching element and the fifth switching element. Furthermore, an eighth forward gear can be set up by closing the fifth shifting element. A first reverse gear stage can be set up by closing the reverse gear shifting element. In addition, a second reverse gear can be set up by engaging the connecting shifting element and the reverse gear shifting element. Of the gears, a first forward gear, a sixth forward gear and a seventh forward gear are designed as winding gears. In addition, one of the reverse gears is designed as a winding gear. As a result, a functionality of the transmission can be expanded without increasing the space required for the transmission. In particular, the gears that are used less frequently during operation are designed as winding gears, so that a high level of variability and a sufficiently high level of efficiency can be achieved with a high compactness of the transmission.

In a further advantageous embodiment, the motor vehicle drive train has a previously defined transmission, in which the transmission drive shaft is designed to be connected to an electric drive machine and an electric drive machine that can be effectively connected to the transmission drive shaft. As a result, a hybrid transmission can be created in a technically simple manner.

In a further advantageous embodiment, the electric drive machine can be controlled as a starter generator for starting the internal combustion engine. In addition or as an alternative, the electric drive machine can be controlled as a charging generator for charging an energy store. The motor vehicle drive train can be operated in a highly efficient manner by controlling the electric drive machine as a starter generator and/or as a charging generator. Fuel consumption can be reduced. In addition, an additional starter for the internal combustion engine can be dispensed with. It can be a cost efficient hybrid be created drive train, which has in particular a high range of functions.

In a further advantageous embodiment, the electric drive machine is arranged axially parallel to the transmission input shaft and is connected to the transmission input shaft in a drivingly effective manner by means of a traction mechanism and/or a wheel set. Alternatively, the electric drive machine is designed as a coaxial machine and the dual clutch device and/or the internal combustion engine clutch is arranged at least in sections radially and/or axially inside the electric drive machine. By arranging the electric drive machine parallel to the axis, the installation space for the dual clutch device and the internal combustion engine clutch is not determined by the electric drive machine. The gear can be made shorter axially. Furthermore, more design freedom can be created for arranging the internal combustion engine clutch and the double clutch device. By designing the electric drive machine as a coaxial machine, a radially compact transmission can be created, since the internal combustion engine clutch and/or the double clutch device can preferably be arranged radially and/or axially within the electric drive machine. It is particularly advantageous that a traction mechanism and/or a gear chain, ie further components, can be dispensed with. The transmission can be designed to be weight-optimized.

To shift a so-called winding gear, two partial transmissions are preferably coupled to one another. For example, a switching element can be provided that enables a non-rotatable connection between two idler gears of a countershaft without connecting the idler gears themselves to the countershaft.

In the present case, an actuator is in particular a component that converts an electrical signal into a mechanical movement. Preferably, actuators used with double switching elements perform movements in two opposite directions in order to switch one switching element of the double switching element in the first direction and to switch the other switching element in the second direction.

A gear step change takes place in particular by disengaging a shifting element and/or a clutch and simultaneously engaging the shifting element and/or the clutch for the next higher or lower gear step. The second shifting element and/or the second clutch thus gradually takes over the torque from the first shifting element and/or the first clutch until, at the end of the gear stage change, the entire torque is taken over by the second shifting element and/or the second clutch. With prior synchronization, a gear change can take place more quickly, and positive-locking shifting elements can preferably be used.

An internal combustion engine can be, in particular, any machine that can generate a rotary movement by burning a drive medium, such as gasoline, diesel, kerosene, ethanol, liquid gas, LPG, etc. An internal combustion engine can be, for example, an Otto engine, a diesel engine, a Wankel engine or a two-stroke engine.

• 1 eine schematische Draufsicht auf ein Kraftfahrzeug mit einem erfindungsgemäßen Kraftfahrzeug-Antriebsstrang;
• 2 eine Variante eines erfindungsgemäßen Getriebes;
• 3 eine weitere Variante eines erfindungsgemäßen Getriebes;
• 4 eine Schaltmatrix der Getriebe gemäß der 2 und 3;
• 5 eine weitere Variante eines erfindungsgemäßen Getriebes;
• 6 eine weitere Variante eines erfindungsgemäßen Getriebes;
• 7 eine Schaltmatrix der Getriebe gemäß der 5 und 6;
• 8 eine weitere Variante eines erfindungsgemäßen Getriebes;
• 9 eine weitere Variante eines erfindungsgemäßen Getriebes.

The invention is described and explained in more detail below using a few selected exemplary embodiments in connection with the accompanying drawings. Show it:

• 1 a schematic plan view of a motor vehicle with a motor vehicle drive train according to the invention;
• 2 a variant of a transmission according to the invention;
• 3 another variant of a transmission according to the invention;
• 4 a switching matrix of the transmission according to the 2 and 3 ;
• 5 another variant of a transmission according to the invention;
• 6 another variant of a transmission according to the invention;
• 7 a switching matrix of the transmission according to the 5 and 6 ;
• 8th another variant of a transmission according to the invention;
• 9 another variant of a transmission according to the invention.

In 1 a motor vehicle 10 with a motor vehicle drive train 12 is shown schematically. The motor vehicle drive train 12 has an optional electric drive motor 14 and an internal combustion engine 16 which are connected to a front axle of the motor vehicle 10 by means of a transmission 18 . It goes without saying that a connection to a rear axle of motor vehicle 10 is also possible. Drive power from internal combustion engine 16 and/or optional electric drive machine 14 is supplied to the wheels of motor vehicle 10 by means of motor vehicle drive train 12 .

The motor vehicle 10 also has an energy store 20 to store energy to supply the optional electric Prime mover 14 is used. It goes without saying that a motor vehicle drive train 12 without an electric drive machine 14 can also be created in the present case. In the case of a purely internal combustion engine motor vehicle drive train 12 , the energy store 20 is preferably a fuel tank and/or a motor vehicle battery, in particular a starter battery, in order to start the internal combustion engine 16 .

2 shows a first variant of a transmission 18 according to the invention. The transmission 18 comprises a first transmission input shaft 22 and a second transmission input shaft 24. The first transmission input shaft 22 is designed as a solid shaft. The second transmission input shaft 24 is designed as a hollow shaft and surrounds the first transmission input shaft 22 at least in sections.

The transmission 18 further includes a first countershaft 26 and a second countershaft 28 . A loose wheel for forming the seventh and eighth forward gear stage is arranged on the second transmission input shaft 24 . The idler gear of the seventh and eighth forward gear is in engagement with an output pinion Ab2 of the second output, which is arranged on the second countershaft 28 and is also in engagement with a fixed gear arranged on a differential of an output 30 . The loose wheel of the seventh and eighth forward gear stage can be drivingly connected to the second transmission input shaft 24 by engaging a fifth shifting element E. A first output pinion Ab1 is arranged on the first countershaft 26, which is designed as a fixed wheel and is also in engagement with the fixed wheel, which is drivingly connected to the differential of the output 30. The output pinion Ab1 is arranged in the same wheel set plane as the loose wheel of the seventh and eighth forward gear and the second output pinion Ab2.

A fixed wheel is also arranged on the second transmission input shaft 24 and is in mesh with the loose wheel of the first and second forward gear and the loose wheel of the fourth forward gear. This fixed gear is therefore part of a dual gear plane. The loose wheel of the first and second forward gear stage is arranged on the first countershaft 26 and can be connected to the first countershaft 26 in a drivingly effective manner by engaging a first shifting element A. The loose wheel of the fourth forward gear stage is arranged on the second countershaft 28 and can be connected in a drivingly effective manner to the second countershaft 28 by shifting a third shifting element C.

A fixed wheel is arranged on the first transmission input shaft 22 and meshes with a loose wheel of the third forward gear. This fixed wheel is also drivingly connected to a loose wheel to form the first and second reverse gear. It goes without saying that a reversal of the direction of rotation is set up for this drive-effective connection. This can be achieved, for example, by means of an additional gear.

The loose wheel of the third forward gear stage is arranged on the second countershaft 28 and can be connected to the second countershaft 28 in a drivingly effective manner by shifting a second shifting element B. The idler wheel of the first and second reverse gear stage is arranged on the first countershaft 26 and can be connected in a drivingly effective manner to the first countershaft 26 by shifting a reverse gear shifting element R.

Also arranged on the first transmission input shaft 22 is a loose wheel for the fifth and sixth forward gear, which meshes with a fixed wheel arranged on the first countershaft 26 . The idler wheel of the fifth and sixth forward gear stage, which is arranged on the first transmission input shaft 22, can be connected to the first transmission input shaft 22 in a drivingly effective manner by engaging a fourth shifting element D.

The third switching element C can be combined with the fifth switching element E to form a double switching element. The first switching element A is combined with the reverse gear switching element R to form a double switching element. The fourth switching element D is designed as a single switching element. The second switching element B is combined with a connecting switching element W to form a double switching element.

By engaging the connecting switching element W, the idler gear of the third forward gear arranged on the second countershaft 28 can be drivingly connected to the idler gear of the fourth forward gear arranged on the second countershaft 28 without setting up a driving connection to the second countershaft 28.

On the gear wheels of the first and second countershaft 26, 28, the gear steps that can be set up by means of the gear wheels are designated for better understanding. The first transmission input shaft 22 and the second transmission input shaft 24 are arranged on a transmission axis A1. The first countershaft 26 is arranged on a transmission axis A2. The second countershaft 28 is arranged on a transmission axis A3. The output 30 and in particular the differential of the output 30 are arranged on a transmission axis A4.

On the first countershaft 26 is also between the first output pinion Ab1 and the Loose wheel of the first and second forward gear arranged a parking lock wheel, which is shown in phantom and labeled P.

In addition, the gear pairs are numbered with Z1 to Z6. The first pair of gears Z1 is arranged in the first wheel set plane as seen from a connection side of the internal combustion engine 16 (not shown) and is designed to set up the seventh and eighth forward gears V7, V8.

The second pair of gears Z2 and the third pair of gears Z3 are arranged in the second wheel set plane, as seen from a connection side of the internal combustion engine 16 (not shown). The second pair of gears Z2 is designed to set up the fourth forward gear V4. The third pair of gears Z3 is designed to set up the first and second forward gears V1, V2.

The fourth pair of gears Z4 and the fifth pair of gears Z5 are arranged in the third wheel set plane as seen from a connection side of the internal combustion engine 16 (not shown). The fourth pair of gears Z4 is designed to set up the third forward gear V3. The fifth pair of gears Z5 is designed to set up the first and second reverse gears R1, R2, the fifth pair of gears Z5 comprising two gears which are arranged on the countershafts 26, 28 in order to set up a reversal of the direction of rotation.

The sixth pair of gears Z6 is arranged in the fourth wheel set plane, viewed from a connection side of the internal combustion engine 16 (not shown), and is designed to set up the fifth and sixth forward gears V5, V6.

In 3 a further variant of a transmission 18 according to the invention is shown. In contrast to the in 2 shown embodiment of a transmission 18, the fourth switching element D on the first countershaft 26 is arranged. Consequently, the loose wheel of the fifth and sixth forward gear is also arranged on the first countershaft 26 . The fixed wheel of the fifth and sixth forward gear is therefore arranged on the first transmission input shaft 22 . In the representation of 3 and in the other figures, the same reference symbols refer to the same features and will not be explained again.

In 4 is a switching matrix 32 of the transmission 18 according to FIG 2 and 3 shown. The switching states of the transmission 18 can be described in the switching matrix 32 . For this purpose, the combustion stages V1 to V8 as well as R1 and R2 are named in the first column. The shifting states of the connecting shifting element W, the reverse shifting element R and the first to fifth shifting elements A to E are shown in the second to eighth columns, with an "X" meaning that the respective shifting element is closed, i.e. drivingly connects the transmission components assigned to the shifting element with one another . It goes without saying that if there is no “X” in the switching matrix 32, the clutch or the corresponding switching element is to be regarded as open, ie not transmitting any drive power.

To set up the first reverse gear stage R1, the reverse gear shifting element R must be closed.

The first forward gear stage V1 can be set up by closing the connecting switching element W and the first switching element A.

The third forward gear V3 can be set up by closing the second switching element B.

The fifth forward gear V5 is set up by closing the fourth switching element D.

Closing the connecting switching element W and the fifth switching element E sets up the seventh forward gear.

The gear steps referred to above can be set up by means of the first transmission input shaft 22 . The gears that now follow can be set up by means of the second transmission input shaft 24 .

To set up the second reverse gear stage R2, the connecting switching element W and the reverse gear switching element R must be closed.

The second forward gear V2 can be set up by closing the first switching element A.

The fourth forward gear V4 can be set up by closing the third switching element C. To set up the sixth forward gear stage V6, the connecting shifting element W and the fourth shifting element D must be engaged.

The eighth forward gear V8 can be set up by closing the fifth switching element E.

The first, sixth and seventh forward gear stage V1, V6, V7 and the second reverse gear stage R2 are consequently designed as winding gear stages.

In 5 a further variant of a transmission 18 according to the invention is shown. In contrast to the in 2 embodiment shown, the transmission 18 of 5 a transmission input shaft 34, which is preferably designed to be connected to the internal combustion engine 16, not shown. Furthermore, the transmission 18 according to the 5 a dual clutch device 36 comprising a first clutch K1 and a second clutch K2. By closing the first clutch K1, the transmission drive shaft 34 can be connected to the first transmission input shaft 22 in a drivingly effective manner. Closing the second clutch K2 drivingly connects the second transmission input shaft 24 to the transmission input shaft 34.

In 6 a further variant of a transmission 18 according to the invention is shown. In contrast to the in 3 shown variant, the gear 18 of 6 a double clutch device 36, comprising a first clutch K1 and a second clutch K2. The double clutch device 36 is drivingly connected to the transmission input shaft 34 and can, as already mentioned 5 described, the first transmission input shaft 22 and the second transmission input shaft 24 by closing the corresponding clutches K1, K2 drivingly connect to the transmission input shaft 34.

In 7 is a switching matrix 38 of the transmission 18 according to the 5 and 6 shown. In contrast to the in 4 The switching matrix 32 shown includes the switching states of the first clutch K1 and the second clutch K2. Furthermore, the gear steps are shown in ascending order. The forward gears V1 to V8 as well as the two reverse gears R1 and R2 shift in the same way as in FIG 3 switching states shown. The first clutch K1 is also to be closed for the odd forward gears and the first reverse gear R1. For the even forward gears and the second reverse gear R2, the second clutch K2 must also be closed.

In 8th a further variant of a transmission 18 according to the invention is shown. In contrast to the in 5 shown embodiment of a transmission 18 is arranged on the transmission input shaft 34, an internal combustion engine clutch K0. Furthermore, an electric drive machine 14 is connected to the transmission 18 after the internal combustion engine clutch K0 in the power flow direction. The electric drive machine 14 is designed as a coaxial machine, so that the internal combustion engine clutch K0 and the double clutch device 36 are arranged radially and axially inside the electric drive machine 14 at least in sections. An internal combustion engine 16 arranged on the transmission input shaft 34 can be decoupled from the transmission 18 by the internal combustion engine clutch K0. As a result, the transmission 18 can be operated purely electrically by the electric drive machine 14 . The forward gears V1 to V8 and the reverse gears can consequently be used as pure electric gears.

In 9 a further variant of a transmission 18 according to the invention is shown. In the 9 The illustrated embodiment of a transmission 18 essentially corresponds to that in 8th illustrated embodiment, in which case the internal combustion engine clutch K0 and the electric drive machine 14 are connected to the transmission.

In contrast to the in 8th In the embodiment shown, the electric drive machine 14 is designed as an axis-parallel electric drive machine and is connected to the gearbox 18 by means of a traction drive, a gear chain or another type of connection known in principle from the prior art. Consequently, the transmission 18 corresponds to 9 functional to the in 8th gear shown. The electric drive machine 14 is arranged on a transmission axis A5.

An arrangement of the electric drive machine 14 according to the 8th and 9 corresponds to a so-called P1 or P2 arrangement. For a P1 arrangement, the internal combustion engine clutch K0 would be dispensed with. In this respect, the figures show a P2 arrangement, that is to say with an internal combustion engine clutch K0. The internal combustion engine clutch K0 allows an internal combustion engine 16 arranged on the transmission drive shaft 34 in front of the internal combustion engine clutch K0 in the direction of power flow to be decoupled from the transmission 18 when driving purely electrically. Consequently, in the decoupled state, all gears of the transmission 18 can be used purely electrically. The internal combustion engine clutch K0 can optionally be designed as a frictional and/or positive clutch.

The invention has been comprehensively described and explained with reference to the drawings and the description. The description and explanation are intended to be exemplary and not limiting. The invention is not limited to the disclosed embodiments. Other embodiments or variations will become apparent to those skilled in the art upon use of the present invention upon a study of the drawings, the disclosure, and the claims that follow.

In the claims, the words "comprising" and "having" do not exclude the presence of other elements or steps. The undefined article "a" or "an" does not exclude the presence of a plural. A single element or unit can perform the functions of several of the units recited in the claims. The mere naming of some measures in several different dependent patent claims should not be understood to mean that a combination of these measures cannot also be used to advantage. Reference signs in the claims are not to be understood as restrictive.

Reference List

10

motor vehicle

12

automotive powertrain

14

electric drive machine

16

combustion engine

18

transmission

20

energy storage

22

first transmission input shaft

24

second transmission input shaft

26

first countershaft

28

second countershaft

30

downforce

32

switching matrix

34

transmission drive shaft

36

dual clutch device

38

switching matrix

A1 to A5

gear axles

A to F

switching elements

W

connection switching element

R

reverse gear shift element

K0

internal combustion engine clutch

K1

first clutch

K2

second clutch

Ab1

first output gear

Starting at 2

second output gear

Z1-Z6

gear pairs

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited 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 102016210713 A1 [0005]
• DE 102015205307 A1 [0006]

Claims (15)

Transmission (18) for a motor vehicle drive train (12) of a motor vehicle (10), with: a transmission input shaft (34) adapted to be drivingly connected to an internal combustion engine (16) of the motor vehicle; a first transmission input shaft (22) for a first partial transmission; a second transmission input shaft (24) for a second partial transmission; a first countershaft (26) with a first output for the first partial transmission and/or the second partial transmission; a second countershaft (28) with a second output for the first partial transmission and/or the second partial transmission; loose wheels and fixed wheels arranged in several wheelset planes to form gear steps (V1, V2, V3, V4, V5, V6, V7; V8, R1, R2); and several gear shifting devices with shifting elements (W, R, A, B, C, D, E) for engaging the gear stages, wherein the first output includes a first output pinion (Ab1); the second output includes a second output pinion (Ab2); the first output pinion and/or the second output pinion meshes with a gear-forming gear; and the highest gear (V8) is designed as a direct gear. Gear (18) after claim 1 , wherein a connecting shifting element (W) of the shifting elements is designed for drivingly connecting the first partial transmission and the second partial transmission. Transmission (18) according to any one of the preceding claims, wherein the shifting elements (W, R, A, B, C, D, E) are designed as positive shifting elements, in particular as claw shifting elements; and or at least two of the switching elements are designed as a double switching element and can be actuated by a double-acting actuator. Transmission (18) according to any one of the preceding claims, wherein the second transmission input shaft (24) is designed as a hollow shaft and at least partially surrounds the first transmission input shaft (22); the first transmission input shaft and the second transmission input shaft are arranged axially parallel to the first countershaft (26) and the second countershaft (28); the first countershaft and the second countershaft define a countershaft plane; and the first transmission input shaft and the second transmission input shaft are arranged radially between the first and second countershafts in a plan view of the countershaft plane. Transmission (18) according to one of the preceding claims, wherein the transmission input shaft (34), the first transmission input shaft (22) and/or the second transmission input shaft (24) are designed to be drivingly connected to an electric drive machine (14) and/or the transmission input shaft is designed to be connected to a dual clutch device (36), the dual clutch device comprising a first clutch (K1) to detachably drivingly connect the transmission input shaft to the first transmission input shaft, and a second clutch (K2) to comprise the Transmission input shaft to be detachably connected to the second transmission input shaft in a drivingly effective manner. Transmission (18) according to any one of the preceding claims, wherein the idler gears and fixed gears for forming gears (V1, V2, V3, V4, V5, V6, V7; V8, R1, R2) form six pairs of gears (Z1, Z2, Z3, Z4, Z5, Z6), which are divided into four wheel set levels are arranged; the first partial transmission has three gear pairs, of which two gear pairs can be drivingly connected to the first countershaft (26) and one gear pair can be drivingly connected to the second countershaft (28); the second sub-transmission has three further pairs of gearwheels, of which two pairs of gearwheels can be drive-connected to the second countershaft and one pair of gearwheels can be drive-connected to the first countershaft; and or the loose wheels and fixed wheels are designed to form eight power-shiftable forward gears and two reverse gears. Transmission (18) according to one of the preceding claims, wherein the second reverse gear (R2), the first forward gear (V1), the sixth forward gear (V6) and/or the seventh forward gear (V7) of the gears is designed as a winding gear. Transmission (18) according to any one of the preceding claims, wherein the transmission can be connected to an internal combustion engine (16) at a transmission input; and the first output and the second output are arranged on the same transmission side as the transmission input. Transmission (18) according to one of the preceding claims, wherein starting from the connection side of the internal combustion engine (16), the first pair of gears (Z1) in the first wheel set is arranged level and by inserting a fifth switching element (E) can be switched in a drive-effective manner; the second pair of gears (Z2) and the third pair of gears (Z3) are arranged in the second wheel set plane, wherein the second pair of gears can be shifted in a drive-effective manner by engaging a third shifting element (C) and the third pair of gears by engaging a first shifting element (A); the fourth pair of gears (Z4) and the fifth pair of gears (Z5) are arranged in the third wheel set plane, the fourth pair of gears being able to be shifted in a drive-effective manner by engaging a second shifting element (B) and the fifth pair of gears being able to be engaged by engaging a reverse gear shifting element (R); and the sixth pair of gears (Z6) is arranged in the fourth wheel set plane and can be shifted in a drive-effective manner by inserting a fourth shifting element (D). Transmission (18) according to any one of the preceding claims, wherein a first forward gear stage (V1) can be set up by closing the connecting switching element (W) and the first switching element (A); a second forward gear stage (V2) can be set up by closing the first switching element (A); a third forward gear stage (V3) can be set up by closing the second switching element (B); a fourth forward gear stage (V4) can be set up by closing the third switching element (C); a fifth forward gear stage (V5) can be set up by closing the fourth switching element (D); a sixth forward gear stage (V6) can be set up by closing the connecting switching element (W) and the fourth switching element (D); a seventh forward gear stage (V7) can be set up by closing the connecting switching element (W) and the fifth switching element (E); an eighth forward gear stage (V8) can be set up by closing the fifth switching element; a first reverse gear stage (R1) can be set up by closing the reverse gear switching element (R); and a second reverse gear stage (R2) can be set up by closing the connecting switching element (W) and the reverse gear switching element (R). Motor vehicle drive train (12) for a motor vehicle (10), with: a transmission (18) according to any one of the preceding claims; and an internal combustion engine (16) which can be connected to the transmission input shaft (34). Motor vehicle drive train (12) after claim 11 , with a gear (18) after claim 5 ; and an electric drive machine (14) which can be drivingly connected to the transmission input shaft (34). Motor vehicle drive train (12) after claim 12 , wherein the electric drive machine (14) can be controlled as a starter generator for starting the internal combustion engine (16); and/or can be controlled as a charging generator for charging an energy store (20). Motor vehicle drive train (12) according to one of Claims 12 or 13 , wherein the electric drive machine (14) is arranged axially parallel to the transmission input shaft (22) and is drivingly connected to the transmission input shaft (34) by means of a traction mechanism and/or a wheel set; or the electric drive machine (14) is designed as a coaxial machine and the double clutch device (36) and/or the internal combustion engine clutch (K0) is arranged at least in sections radially and/or axially inside the electric drive machine. Motor vehicle (10) comprising: a motor vehicle powertrain (12) according to any one of Claims 12 until 14 ; and an energy store (20) for storing energy for supplying the electric drive machine (14).

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