DE19912315C1 - Automobile gearbox has parallel permanently dxriven and intermittently driven drive trains with auxiliary cogwheel stage of intermittently driven drive train switched in during gear changing in lower gear range - Google Patents

Abstract

The gearbox (9) has an input shaft coupled via 2 parallel drive trains to an output shaft, each drive train having at least 2 cogwheel stages, one of the drive train (12) permanently driven by the input shaft, while the other drive train (13) is intermittently driven by the input shaft. An auxiliary cogwheel stage (17) of the intermittently driven drive train is switched in during gear changing in the lower gear range. An Independent claim for a gearbox gear ratio switching method is also included.

Description

The invention relates to a gear change transmission according to the Preamble of claim 1 and method for switching a gear change transmission according to the generic terms of Claims 4 to 16.

Compared to non-generic gear change transmissions, in which both sub-transmissions intermittently one and one each disengageable frictional main clutch can be driven, differs from a generic gear change transmission  not just through a small, compact and above all inexpensive design, but also by a different type the torque transmission during a gear shift.

With a first non-generic gear change transmission with two intermittently via a frictional main clutch driven partial transmissions (US 4,658,663) are one Partial gearbox the gear stages for the 1st gear and the 4th gear, on the other hand, the gear stages for the other sub-transmission II. Gear and V. gear assigned. There are two in particular Gear stages with the same ratio for the III. gear provided, which each belong to one of the sub-transmissions. Because of this gear configuration, all are sequential Load circuits I-II; II-III; III-IV u. IV-V by one respective change of the torque path from the partial transmission of the 1st gear to the partial gear of the 2nd gear and vice versa possible, but the III-IV circuit - because with this sequential order source gear and target gear in and the same sub-transmission (in this case the sub-transmission of the I. Ganges) - initially a so-called zero switching where the torque path from the gear stage of the III. Ganges in the partial transmission of the 1st gear on the Gear stage of the III. Ganges in the gearbox of the 2nd gear placed through the mediation of the two main clutches and therefore a power shift is carried out, the gear ratio is not changed, however, so the translation change is zero  is. After such a zero switching, one can then "real" power shift from III. Gear in the partial transmission of the II. Gear in IV. Gear in the sub gear of I. gear below The two main clutches are switched. With the help of zero circuit explained are still three more Power shifts between gears, the same sub-transmission belong, enables. So a III-I circuit if the Torque path in the steady state of the Gear change transmission on the partial transmission of the 1st gear is through a zero circuit to change the Torque path to the gearbox of the 2nd gear initiated and followed by a "real" Power shift to 1st gear can be completed. A III-II Circuit as well as a II-V circuit are each by a introductory zero switching allows when the torque path in the stationary initial state of the gear change transmission before these gearshifts on the gearbox of the 2nd gear lies. In this known non-generic Gear change gears are counteractive measures regarding the problems with thrust downshifts especially on steep slopes due to its special gearbox configuration cannot occur intended. So one intended for vehicle braking III-I overrun switching may not be completed or not be performed when the torque path in the stationary Initial state of the gear change transmission on the Partial transmission of the 1st gear is because the zero to be initiated Circuit another dangerous acceleration of the Can not prevent the vehicle and a replacement implemented III-II overrun switching possibly only one delivers low braking force.

In a second known non-generic Gear change transmission (DE 197 11 820 A1) with two through each an intermittent friction clutch driven sub-transmissions is initially one conventional gearbox configuration, in which  for the implementation of the sequential load circuits Gears with an even atomic number, the one sub-transmission and the Gears with an odd atomic number to the other sub-transmission assigned. To so-called multiple circuits, i. H. Gearshifts between gears, each one the same Sub-gears are assigned, at least approximately the character to convey a real power shift is one first embodiment of this non-generic Gear change gear the gear stage of the highest Forward gear of the other sub-transmission both at the multiple upshifts as well as the multiple reverse Circuits in phases during the respective switching process turned on in the torque transmission to the Gear clutch of the gear stage of the source gear to disengage to make it torque free, so after syncing the Gear stage of the target gear, the gear clutch of the latter can be indented. With this alien Gear change transmission is however not considered that for multiple downshifts in overrun, especially in in the lower gears the translation of the highest forward gear is unsuitable, as is basically the problem of Thrust circuits in this non-generic Gear change transmission is not addressed. Against it a second embodiment of the non-generic Gear change transmission presented and dealt with which in modification of the conventional Gear configuration the gear stage of the middle gear (IV. Gear) from the partial transmission to which the II. Gear is assigned is, in the other sub-transmission, which the gear stage of I. Ganges listened to, has been relocated. At this Embodiment are still the gearbox of the 1st gear the gear stages of gears III, IV and. V assigned while that other sub-transmissions only the gear stages of gears II and. VI has. This version is said to offer the advantage that the choice of lanes and the mechanical construction of the Actuators for changing gears with only the gears II and VI easier to implement in the other sub-transmission  be. Theoretically, it is also conceivable that gears I to V are one Partial transmission and only the VI. Gear the other sub-transmission assign to the construction of the gearbox further simplify. However, this is said to be due to difficulties bump, then the switching operations in the lower Gears I, II and. III each with phased activation of the VI. Ganges are processed in the torque transmission would have to. This is disadvantageous in that the spread the upper courses are comparatively close together, however there was a significant jump to the lower gears. A shift from first to second gear and from second in the third gear using the sixth - or with a 5-speed gearbox using the fifth gear - is in practice due to the strong Differences in the gear ratio are not possible. Therefore set the second embodiment to be preferred Compromise. In this second embodiment between courses I, II and. III only adjacent (i.e. sequentially) because these are different Belong to part gears. Between gears III, IV and V is switching with phased activation of the VI. Ganges as Auxiliary gear in the torque transmission possible, so that too Gear jumps, for example from third to fifth gear, be made possible. Switching from the second is also direct in fourth gear possible, but no auxiliary gear needed, but the torque path using the frictional main clutches from the partial transmission of the II. Ganges without interrupting the torque transmission to the Partial transmission of the 1st gear can be placed. Also with that switching method used in this version with phased activation of the gear stage of the VI. Ganges are the problems of thrust downshifts, especially the Thrust downshifts from the partial transmission of the 1st gear associated gears in this 1st gear not resolved.  

A generic gear change transmission is from the DE 40 31 851 A1 known. With this gear change transmission is used during a circuit between two Gear stages of the permanently driven sub-transmission associated forward gears in phases one of the gear stages, of the intermittently driven sub-transmission for transmission of the torque activated to quasi the character of a Get load switching. For circuits in train operation the gear stage of the highest forward gear and at Circuits in overrun mode. Gear level of the lowest. Forward gear to maintain torque transmission used. In this way, a gear change in the in most cases without interrupting the torque transmission be performed.

In the known gear change transmission during Circuits in overrun to maintain the Torque transmission always the gear stage of the lowest  Forward gear in the intermittently driven sub-transmission activated. In particular, this is intended to disengage the Source gear a moment-free state on the gear clutch of the gear stage concerned. This measure prepares especially at high vehicle speeds or high speeds of the output shaft significant problems because of the main clutch occur at high speeds compared to the speed of the drive motor by a factor of the maximum the value of the spread can be higher. A Destruction of the main clutch would be the case under these circumstances Episode.

The object underlying the invention is in essential to see in one Gear change transmission of the aforementioned generic type the above in connection with Thrust circuits identified disadvantages of the known Avoid changing gears.

The explained task is according to the invention with the Features of claim 1 in solved advantageously.

In the gear change transmission according to the invention can for maintaining torque transmission as well as for a load-free disengagement of the gear coupling of the gear stage of the Source gear during switching operations on the one hand in train operation the gear stage of the highest forward gear or the Auxiliary gear stage and on the other hand the overrun Gear stage of the lowest forward gear or the Auxiliary gear stage can be activated in phases.  

In one embodiment of a gear change transmission the translation of the auxiliary gear stage is the same the translation of the third forward gear. Thereby there is a possibility even during the circuits between the first and second course - in which in the known generic gear change gear Main clutch must be opened and inevitably the torque transmission is interrupted - even under Full load  a relatively comfortable continuous torque curve on To achieve downforce. Furthermore are with this Embodiment also comfortable gait jumps from the first to the for example, third gear without interrupting the traction realize.

In a further embodiment of the Gear change transmission according to the invention Claim 2 is the lowest on the idler gear Forward gear an additional engages and disengages Gear coupling provided through which a direct Connection of this gear stage with the permanently driven Partial gearbox can be produced. In this way it is achieved that in a circuit for example between the first and second gear no traction interruption occurs and the first Gear in the transmission does not have to be carried out twice.

In the gear change transmission according to the invention in particular in the embodiment according to claim 2 the translation of the auxiliary gear stage is equal to the translation of the second forward gear. With this interpretation takes place - when the arrangement according to claim 2 is made - for circuits between the first and the second Forward gear a direct transition in torque transmission from one sub-transmission to the other and therefore a very comfortable gear change instead. With all other circuits For example, the gear stage of the train operation highest forward gear for bridging traction. In this design of the gear change transmission according to Invention can be used to change from first to third gear the highest gear to be unsuitable for bridging the traction. Then it would be conceivable to choose an optional gear change to the higher ones Restrict gears and between the lowest three gears just switching between two gears with neighboring ones Allow ordinal numbers. This measure is also insofar advantageous than not only the first course, but also the second gear for starting can be used.  

To the gear change transmission according to the invention also Downshifts from the highest forward gear in overrun without interrupting the torque transmission, the arrangement can be provided according to claim 3, at which is the gear stage of the source duct - that is highest gear - and the auxiliary gear stage not in the same Partial gearboxes are located and the latter are therefore also here can be activated in phases for torque transmission.

In the gear change transmission according to the invention, however also an optimization of the translation of the auxiliary gear stage be favorable from various points of view. Here are Criteria such as changing gears as comfortably as possible, in particular the upshift from first to second gear under full load, maximum relative and Absolute speeds in the gearbox etc. are taken into account.

In the gear change transmission according to the invention can Adaptation of different speeds between the idler gears the first and highest gear stage with gear clutches Synchronizers can be provided. Otherwise could for reasons of cost and weight reduction and Smaller installation space only designed as a claw coupling Gear clutches are used. The usage of claws is of course also for everyone Gear clutches conceivable, but will be an active one Synchronization for the intermediate shaft (with constant and Drive plate of the main clutch) of the intermittent driven sub-gear needed. Both are conceivable mechanical as well as assisted Synchronizers.

An advantageous method for starting Switch one of the subject of claim 2 forming Embodiment of the gear change transmission according to the Invention has claim 4 to the subject.  

One that precedes the actual process steps Preparation phase for switching the subject of one of the Claims 1 to 3 forming gear change in Train operation has the method according to claim 5 for Object.

An advantageous method according to claim 6 for switching one the subject of one of claims 1 to 3 forming gear change gear is on those Upshifts in train operation turned off, at which the highest Forward gear is not involved.

An advantageous method according to claim 7 for switching one the subject of one of claims 1 to 3 forming gear change gear is on the downshifts parked in train operation. This procedure eliminates the first two process steps, if that's permanent driven sub-transmission with an additional gear stage Translation of the highest forward gear - like this Claim 3 provides - does not have.

An advantageous method according to claim 8 for switching one the subject of one of claims 1 to 3 forming gear change gear is on a actual process steps when switching in overrun mode preparatory phase.

An advantageous method according to claim 9 for switching one the subject of one of claims 1 to 3 forming gear change gear is on those Upshifts switched off in overrun mode, at which the lowest forward gear is not involved.

An advantageous method according to claim 10 for switching one the subject of one of claims 1 to 3  forming gear change gear is on the upshifts from the lowest forward gear in overrun.

An advantageous method according to claim 11 for switching one forming the subject of claim 1 or 2 Gear change is on those downshifts in the Overrun cut off at which the highest forward gear is not involved.

An advantageous method according to claim 12 for switching one forming the subject of claim 1 or 2 Gear change transmission is a lesson for that Downshifts from the highest forward gear in overrun.

An advantageous embodiment of the method according to Claim 12 has a targeted intervention in that Brake system of the vehicle according to claim 13 for Object.

A further advantageous embodiment of the method according to Claim 12 sees a targeted intervention in the ABS of the Vehicle according to claim 14 before.

A further advantageous embodiment of the method according to Claim 12 provides the use of an additional Gear brake - especially only to compensate for a short time lack of engine braking force or to support the Synchronization designed - according to claim 15 before.

An advantageous method according to claim 16 for switching one forming the subject of claim 3 Gear change transmission gives the procedural steps in a Downshifting from the highest forward gear in overrun in front.  

The advantages achieved by the invention compared to the known generic gear change transmission are thus as follows:

• - No interruption in tractive power when shifting up from first course
• - Traction bridging takes place in train operation with circuits between the lower gears through phased activation an auxiliary gear stage, one with the translation of a middle forward gear matching translation having,
• - Far less decrease in torque on Gearbox output
• - Much higher driving comfort, especially when switching from first to second gear,
• - Lower thermal load on the main clutch
• - Avoidance of larger critical relative speeds that lead to Destruction of the main clutch would result.

Further advantages achieved by the invention are accordingly:

• - With shifting operations in overrun the torque can also be With the help of a corresponding translation Gear stage are bridged; this is particularly the case with Downhill descents important
• - there are no further main clutches (Power shift clutches) required ⇒ inexpensive
• - low power loss at the main coupling ⇒ use of Single-disc dry clutches, even with stronger ones Motorization of the vehicle possible
• - They are only conventional gear parts usable
• - The gear for bridging the moment can be selected. For example, the third gear as an auxiliary gear (or the assigned Gear stages) used, the shift strategy can be such be carried out in train operation only in circuits between the first and second gear, in overrun at Speeds above a translation-specific speed the third gear is used to bypass the moment  
• - without conventional synchronizer rings
• - Shorter switching times due to lower inertia
• - compact design
• - weight reduction
• - using synchronized gear clutches for the gear stages of the first and highest gear or for the Auxiliary gear stage:
• - The process of preselection is not for the driver noticeable,
• - It is not a mechanical "driver" or none Gear brake necessary for synchronization.

The gear change transmission according to the invention is as follows based on two shown schematically in the drawing Embodiments described in more detail. The procedures for switching of the gear change transmission according to the invention are based described in more detail by some essential process steps, for the corresponding gear conditions in the drawing are shown schematically.

Mean in the drawing

Fig. 1 a marked change-speed gearbox according to the invention in a first embodiment in the manner of a longitudinal section,

Fig. 2, the change-speed gearbox of Fig. 1, in a transmission state during a starting gear in I.

Fig. 3, the change-speed gearbox of Fig. 1 in the transmission state of the I. passage after termination of the starting process,

Fig. 4 shows the gear change transmission of Fig. 1 in a transmission state during an upshift between two middle forward gears, for example. Between the III. Gear and the 5th gear,

Figure 5 shows the change-speed gearbox of FIG. 1 in a further time to the transmission state of Fig. 4 subsequent transmission state medium during an upshift between two forward gears, for example.. Between the III. Gear and the 5th gear,

Fig. 6, the change-speed gearbox of FIG. 1 in a transmission state during a downshift between two intermediate forward speeds, eg. Between the V gear and III. Gear,

Fig. 7, the change-speed gearbox of FIG. 1 in a state the transmission of Fig. 6 temporally succeeding transmission state during a downshift between two intermediate forward speeds, eg. Between the fifth gear and ddem III. Gear, and

Fig. 8 shows a gear change transmission according to the invention in a second embodiment.

Referring first to FIG. 1, a gear change transmission 9 has two partial transmissions 12 and 13 which are parallel to one another in the power flow and which have an input shaft 11 - which is arranged coaxially and essentially non-rotatably with respect to the torque output shaft of a drive motor - with a parallel arranged output shaft 14 in drive connection bring.

The sub-transmission 12 has an intermediate shaft 26 designed as a hollow shaft, which can be driven intermittently by the coaxial input shaft 11 via an engaging and disengaging friction clutch main clutch 28 (powershift clutch). The partial transmission 12 driven in this way intermittently has a gear stage 15 for the lowest forward gear = 1st gear, a gear stage 16 for a reverse gear, an auxiliary gear stage 17 and a gear stage 18 for the highest forward gear = VI. Walk on. The idler gears 24 -I, 14; 24 -R; 24 -H and 24 -VI, 12 of these gear stages 15 to 18 are arranged on the output shaft 14 and can optionally be coupled to the latter by interchangeable gear clutches 25 -R / I and 25 -VI / H. While the gearwheels of gear stages 16 to 18 arranged on intermediate shaft 26 are designed as fixed gears, the gearwheel of gear stage 15 of first gear arranged on intermediate shaft 26 is designed as idler gear 24 -I, 26 and by a "normal" gear coupling 25 - I can be coupled to the intermediate shaft 26 of its associated intermittently driven sub-transmission 12 . Finally, the idler gear 24 -R and the fixed gear of the gear stage 16 of the reverse gear seated on the intermediate shaft 26 mesh in a known manner together with an idler gear, which is no longer shown, for generating the reversal of the direction of rotation.

The other partial transmission 13 has an intermediate shaft 27 which passes through the intermediate shaft 26 with play and which is arranged coaxially and in a rotationally fixed manner with respect to the input shaft 11 . The partial transmission 13 , which is permanently driven in this way by the input shaft 11 , has a gear stage 19 for the second gear; a gear stage 20 for the III. Gear; a gear stage 21 for IV gear; a gear stage 22 for V. gear and an additional gear stage 23 for VI. Walk on. The idler gears 24 -II, 24 -III, 24 -IV, 24 -V and 24 -VI, 13 of the gear stages 19 to 23 are concentrically and rotatably seated on the output shaft 14 , with which the idler gears 24 -II and 24 -III alternatively an interchangeable gear coupling 25 -II / III as well as the idler gears 24 -IV and 24 -V can optionally be coupled by an interchangeable gear coupling 25 -IV / V. In contrast, the idler gear 24 -VI / 13 of the additional gear stage 23 can be coupled to the output shaft 14 by a single gear coupling 25 -VI, 13. The gear wheels of the gear stages 19 to 23 arranged on the intermediate shaft 27 are each designed as a fixed gear.

The idler gear 24 -I, 26 of the gear stage 15 of the 1st gear of the intermittently driven sub-transmission 12 is arranged both on the shaft end 29 of the associated intermediate shaft 26 opposite the main clutch 28 and also by an additional gear coupling 25 -Z with the other intermediate shaft 27 of the permanent driven partial transmission 13 detachable.

Referring now also to FIGS. 8, the 9 of FIG. 1 is different variable speed gear transmission shown therein 10 of the embodiment essentially only in that an additional countershaft 14 is provided a, b by a Achsversatztrieb 14 in unison with the output shaft 14 rotatably connected and in their position parallel to the input and output shafts 11 and 14 and in the power flow in series between the output shaft 14 on the one hand and the intermediate shafts 26 and 27 on the other hand, and that the intermediate shaft 26 of the partial transmission 12 through the gear stage 16 of the reverse gear and through the auxiliary gear stage 17 - on the other hand, the intermediate shaft 27 of the partial transmission 13 through the gear stage 19 for the II. gear and through the gear stage 20 for the III. Gear as well as through the additional gear stage 23 for the VI. Gear are each connected to the countershaft 14 a. In this arrangement, the idler gears of the gear shaft connected to the countershaft 14 a are assigned to one another in pairs on this shaft in such a way that the two idler gears 24 -R and 24 -H of the gear stages 16 and 17 optionally by means of an interchangeable gear clutch 25 -H / R the countershaft 14 a can be coupled. This also applies to the two idler gears 24 -II and 24 -III of the gear stages 19 and 20 , which can be coupled to the countershaft 14 a by the interchangeable gear coupling 25 -II / III. Finally, the idler gear 2 4 -VI, 13 of the gear stage 23 can be coupled to the countershaft 14 a by means of a single gear coupling 25 -VI, 13.

In contrast, in accordance with embodiment 9 of FIG. 1, the following measures have been taken in embodiment 10 of FIG. 8:

The intermediate shaft 26 of the partial transmission 12 is driven intermittently by the input shaft 11 via the main clutch 28, which can be engaged and disengaged, and by the gear stage 15 for the 1st gear and through the gear stage 18 for the VI. Gear connected to the output shaft 14 , the associated idler gears 24 -I, 14 and 24 -VI, 12 arranged on the output shaft 14 and optionally selectable with the latter by means of the change gear clutch 25 -I / VI.

All fixed gears of the gear stages 19 to 23 of the partial transmission 13 are seated on the intermediate shaft 27 which passes through the intermediate shaft 26 and which is connected to the input shaft 11 in a rotationally fixed manner and is therefore permanently driven by the latter. The idler gears 24 -IV and 24 -V of the gear stages 21 and 22 seated on the output shaft 14 can optionally be coupled to their shaft 14 by means of the interchangeable gear coupling 25 -IV / V. The fixed gears of the auxiliary gear stage 17 and the gear stage 18 of the partial transmission 12 are assigned to the intermediate shaft 26 .

The gear 24 -I, 26 assigned to the intermediate shaft 26 of the gear stage 15 of the first gear of the intermittently driven sub-transmission 12 is both designed as an idler gear and is arranged on the shaft end 29 of the intermediate shaft 26 facing away from the main clutch 28 . In this way, the idler gear 24 -I, 26 can either by a "normal" gear clutch 25 -I, 26 with the associated intermediate shaft 26 of its partial transmission 12 or by an "additional" gear clutch 25 -Z with the other intermediate shaft 27 of the permanently driven Part gear 13 are coupled.

While embodiment 9 of FIG. 1 is more or less designed for longitudinal installation, embodiment 10 of FIG. 8 is particularly suitable for transverse installation in the vehicle due to its short construction in the longitudinal directions of the shafts. For this purpose, a drive connection 14 c indicated by a dot-dash line to a drive axle of the motor vehicle parallel to the transmission shafts can depart from the output shaft 14 or from the axle offset drive 14 b. This drive connection 14 c could also depart from the countershaft 14 a which then functions as the output shaft, in which case the output shaft 14 would then switch to the function of the countershaft 14 a.

Finally, the embodiment 10 may. also be incorporated in the vehicle longitudinal direction - for this purpose could be from one of the shafts 14 and 14 a a relevant drive connection 14 d and 14 e to leave a drive axle.

With regard to the transmission functions of claims 1 to 3 and the switching operations according to the method of claims 4 to 16, however, embodiments 9 and 10 and the last-mentioned variants are the same, so that only the embodiment of FIG. 1 is referred to below is.

First gear is preferably used for the starting process. For this purpose, initially in accordance with the transmission state of Fig. 2 in the intermittently driven gear train 12, from the gear stage 15 of the I. gear, the idler gear 24 -I, 26 by engagement of the gearwheel clutch 25 -I with the intermediate shaft 26 and the idler gear 24 -I 14 coupled by engaging the change gear clutch 25 -R / I with the output shaft 14 . Subsequently, the main clutch is engaged 28 in the extent that the rotational speeds of the loose wheel 24 -I, 26 and the intermediate shaft 27 of the continuously driven portion of the transmission 13 are at least approximately equal, so that subsequently, in accordance with the transmission state of FIG. 3, the additional gear clutch 25-Z of the idler gear 24 -I, indented 26 and the gear coupling 24 -I, 26 and the main clutch 28 can be disengaged, whereby the final force path from the input shaft 11 via the connected intermediate shaft 27 to the gear clutch 25 -Z and from there via the gear stage 15 to the Output shaft 14 is placed.

In the case of an upshift in train operation in which the highest gear (VI gear) is not involved, for example from III. Gear as a lower source gear in the V. gear as a higher target gear, according to the transmission state of FIG. 4, in which the gear clutch 25 -II / III is engaged for coupling the idler gear 24 -III of the gear stage 20 of the source gear, initially in intermittently driven sub-transmission 12, the idler gear 24 -VI, 12 of the gear stage 18 of the VI. Ganges by engaging the interchangeable gear clutch 25 -VI / H with the output shaft 14 and then engaged the main clutch 28 to the extent that the torque on the interchangeable gear clutch 25 -II / III of the source gear goes to zero and this clutch is disengaged can. Thereafter, the transmission condition of the Fig mutandis. 5 22 of the target gear, the synchronous speed set at the idler gear 24 -V of the gear stage by affecting the transmission capacity of the main clutch 28 and this idler gear coupled by engagement of the change-gear clutch 25 -IV / V with the output shaft 14. Then the main clutch 28 and the change gear clutch 25 -VI / H are disengaged so that the power flow from the input shaft 11 via the connected intermediate shaft 27 to the gear stage 22 of the target gear and thus to the output shaft 14 is laid.

When switching back in train operation from a higher source gear, for example from V. gear, to a lower target gear, for example in III. Transition are initially in accordance with the transmission state of FIG. 6 in the intermittently driven gear train 12, the idler gear 24 -H of the auxiliary gear stage 17 by engaging the exchange gear clutch 25 -VI / H is coupled to the output shaft 14 and then the main clutch 28 is engaged to the extent that the moment at the engaged gear clutch 25 -IV / V of the gear stage 22 of the source gear goes to zero, so that this clutch can be disengaged in accordance with the gear state of FIG. 7. Then the synchronous speed is set on the idler gear 24 -III of the gear stage 20 of the target gear by influencing the transmission capacity of the main clutch 28 - in particular by regulating the speed of the drive motor - so that this idler gear is engaged by engaging the associated interchangeable gear clutch 25 -II / III the output shaft 14 can be coupled. Then the main clutch 28 and the change gear clutch 25 -VI / H are disengaged so that the power flow is finally laid from the input shaft 11 via the connected intermediate shaft 27 to the gear stage 20 of the target gear and thus to the output shaft 14 .

With an upshift in overrun, in which the lowest forward gear (1st gear) is not involved, from a lower source gear, for example from III. Gear, in a higher target gear, for example in V. gear, the idler gear 24 -H of the auxiliary gear stage 17 is first coupled by engaging the change gear clutch 25 -VI / H with the output shaft 14 and then the main clutch 28 is engaged to the extent that the moment at the gear clutch 25 -II / III of the gear stage 20 of the source gear goes to zero and this clutch can be disengaged. Thereafter, the synchronous speed is set on the idler gear 24 -V of the gear stage 22 of the target gear by influencing the transmission capacity of the main clutch 28 and then this idler gear is engaged with the output shaft 14 by engaging the interchangeable gear clutch 25 -IV / V. Finally, the main clutch 28 is disengaged so that the power flow from the input shaft 11 via the connected intermediate shaft 27 to the gear stage 22 of the target gear and thus to the output shaft 14 is laid.

With an upshift in overrun from the lowest forward gear to a higher target gear, for example in III. Gear, the idler gear 24 -I, 26 of the gear stage 15 of the 1st gear is initially coupled in the intermittently driven sub-transmission 12 by engaging the "normal" gear clutch 25-I with the intermediate shaft 26 of this sub-transmission 12 , so that by engaging the main clutch 28 Torque on the additional gear clutch 25 -Z reduced to zero and this clutch can therefore be disengaged. Thereafter, the synchronous speed is set on the idler gear 24 -III of the gear stage 20 of the target gear by influencing the transmission capacity of the main clutch 28 and this idler gear 24 -III is coupled to the output shaft 14 by engaging the interchangeable gear clutch 25 -II / III. The main clutch 28 can thus be disengaged, as a result of which the power flow from the input shaft 11 via the connected intermediate shaft 27 to the gear stage 20 of the target gear and thus to the output shaft 14 is established.

With a downshift in overrun mode from a higher source gear, for example from V. gear, to a lower target gear, for example in III. Gear in which the highest forward gear (VI gear) is not involved, the idler gear 24 -H of the auxiliary gear stage 17 is first coupled to the output shaft 14 by engaging the interchangeable gear clutch 25 -VI / H in the intermittently driven sub-transmission 12 and the main clutch 28 indented to the extent that the torque at the change gear clutch 25 -IV / V of the source gear goes to zero and this clutch can be disengaged. Then the synchronous speed is set on the idler gear 24 -III of the gear stage 20 of the target gear by influencing the transmission capacity of the main clutch 28 - in particular by regulating the speed of the drive motor - so that this idler gear is engaged by engaging the associated interchangeable gear clutch 25 -II / III the output shaft can be coupled. Finally, the main clutch 28 can be disengaged so that the power flow from the input shaft 11 via the connected intermediate shaft 27 to the gear stage 20 of the target gear and thus to the output shaft 14 is laid.

With a downshift from the highest forward gear in overrun mode to a lower target gear, for example in II. Gear - carried out in a gear change transmission according to the invention, in which the permanently driven sub-gear 13 has the additional gear stage 23 for the highest forward gear (VI gear) does not have according to claim 3 - are first in the intermittently driven sub-transmission 12, the main clutch 28 and that of the gear stage 18 of VI. Ganges associated 25 -VI / H gear change clutch disengaged. Subsequently, the "normal" gear clutches 25 -I and 25 -R / I of the gear stage 15 of the 1st gear are engaged in the intermittently driven sub-transmission 12 and then the synchronous speed on the idler gear 24 -II of the gear stage 19 of the target gear in the permanently driven sub-transmission 13 by influencing it the transmission capacity of the main clutch 28 - in particular under control of the speed of the drive motor - adjusted. Then the interchangeable gear clutch 25 -II / III can be engaged to couple the idler gear 24 -II to the output shaft 14 and the main clutch 28 can be disengaged, so that the power flow finally from the input shaft 11 via the connected intermediate shaft 27 to the gear stage 19 of the target gear and is thus laid to the output shaft 14 .

In the shifting process described last, when the main clutch 28 is disengaged for the first time, the torque transmission is briefly interrupted. In order to keep this interruption as short as possible, the synchronization at the gear stage of the target gear can be supported in this switching phase by intervening in the brake system or in the ABS or by actuating a gear brake.

With a downshift from the highest forward gear in overrun to a lower target gear, for example in II gear - carried out in a gear change transmission according to the invention with an additional gear stage for the highest forward gear in the permanently driven sub-transmission according to claim 3 - are initially driven in the intermittent Partial transmission 12 the "normal" gear couplings 25 -I and 25 -R / I of the gear stage 15 of the 1st gear and the main clutch 28 to the extent that in the permanently driven partial transmission 13 the moment at the gear coupling 25 -VI, 13 the additional gear stage 23 of VI. Ganges goes to zero and this clutch can be disengaged. The synchronous speed is then set in the permanently driven sub-transmission 13 on the idler gear 24 -II of the gear stage 19 of the target gear by influencing the transmission capacity of the main clutch - in particular by regulating the speed of the drive motor - and this idler gear 24 -II by engaging the associated interchangeable gear clutch 25 -II / III coupled to the output shaft 14 . As a result, the power flow is finally laid from the input shaft 11 via the connected intermediate shaft 27 to the gear stage 19 of the target gear and thus to the output shaft 14 .

Claims (16)

1. Gear change transmission for a motor vehicle in which an input shaft is connected to an output shaft via two sub-transmissions lying parallel to one another in the power flow and the power flow in the respective sub-transmission having at least two gear stages can be produced by engaging a gear coupling with a shaft that can be coupled to an idler gear of this sub-transmission , and in which the sub-transmissions each have an intermediate shaft that can be effectively connected to the output shaft by the associated gear stages, and the intermediate shaft of one sub-transmission is intermittent via an engaging and disengageable frictional main clutch - whereas the intermediate shaft of the other sub-transmission is permanently driven by the input shaft , and in the gear stages of the permanently driven sub-transmission according to their translation one of the lowest and the highest forward gear middle forward gears are assigned, while of two gear stages of the intermittently driven sub-transmission, in terms of their translations, one gear stage is assigned to the lowest and the other to the highest forward gear, and in which during a gear shift between two forward gears assigned to the permanently driven sub-transmission in gear Traction mode, the gear stage of the highest forward gear of the intermittently driven sub-transmission - on the other hand, in overrun the gear stage of the lowest forward gear of the intermittently driven sub-transmission can be switched into the torque transmission between input and output shaft in phases, characterized in that the intermittently driven sub-transmission ( 12 ) engages one during gear shifting instead of the lowest and the highest forward gear (I. Gear u. VI. Having gear) associated gearwheel stages (15 u. 18) in phases switchable in the torque transmitting additional auxiliary gear stage (17) whose ratio (i _H) equal to or smaller than the ratio (12) of the second lowest forward gear (II. Gear) and equal to or greater than the transmission ratio (i ₃ ) of a medium forward gear (III. gear) is (i ₂ ≧ i _H ≧ i ₃ ), and that the auxiliary gear stage ( 17 ) in the traction mode only in gear shifts between lower forward gears (I gear; II gear; III gear) and in overrun mode both exclusively and inevitably at speeds of the output shaft ( 14 ) greater than a transmission-specific limit speed value can be switched into the torque transmission. 2. Gear change transmission according to claim 1, characterized in that the intermediate shaft ( 26 ) of the intermittently driven sub-transmission ( 12 ) is designed both as a hollow shaft and on its main clutch ( 28 ) opposite shaft end ( 29 ) with the lowest forward gear (1st gear ) associated gear stage ( 15 ) is connected that both gears of the lowest forward gear (1st gear) assigned gear stage ( 15 ) are designed as idler gears ( 24 -I, 14 and 24 -I, 26), each by a normal gear clutch (25 -R / I u. 25 -I) with its shaft (14 u. 26) are connected, and that the the on the permanently driven gear train (13) through which the coaxial intermediate shaft (27) intermediate shaft (26) intermittently driven sub-transmission ( 12 ) seated idler gear ( 24 -I, 26) through an additional engaging and disengaging gear coupling ( 25- Z) with the intermediate shaft ( 27 ) of the permanently driven sub-transmission ( 13 ) is connected. 3. Gear change transmission according to claim 1 or 2, characterized in that the permanently driven sub-transmission ( 13 ) has an additional gear stage ( 23 ) whose translation (i ₂₃ ) is equal to the translation (i ₆ ) of the highest forward gear (VI. Gear) . 4. A method for switching a gear change gear forming the subject of claim 2, characterized in that in a start-up process in one

• - the first process step, the normal gear clutches ( 25 -I and 25 -R / I) of the idler gears ( 24 -I, 26 and 24 -I, 14) of the gear stage ( 15 ) of the lowest forward gear (1st gear) are engaged, that in a subsequent
• - Second method step, the main clutch ( 28 ) is engaged to the extent that the rotational speeds of the idler gear ( 24 -I, 26) associated with the intermediate shaft ( 26 ) of the intermittently driven sub-transmission ( 12 ) of the gear stage ( 15 ) of the lowest forward gear (I. Gear) on the one hand and the intermediate shaft ( 27 ) of the permanently driven sub-transmission ( 13 ) on the other hand are at least approximately the same that in a subsequent one
• - Third process step, the additional gear clutch ( 25 -Z) of the idler gear ( 24 -I, 26) of the gear stage ( 15 ) of the lowest forward gear (1st gear) is engaged, and then
• - The main clutch ( 28 ) and the intermediate shaft ( 26 ) of the intermittently driven sub-transmission ( 12 ) with the associated idler gear ( 24 -I, 26) of the gear stage ( 15 ) of the lowest forward gear (1st gear) connecting normal gear clutch ( 25 - I) be disengaged.

5. The method in particular according to claim 4 for switching a subject of one of claims 1 to 3 forming gear change transmission, characterized in that in one of the procedural steps prior to preparatory phases of shifting operations, the main clutch ( 28 ) disengaged and one of the two gear clutches (change Gear clutch 25 -VI / H) of the gear stage ( 18 ) of the highest forward gear (VI. Gear) and the auxiliary gear stage ( 17 ) are or will be engaged. 6. The method in particular according to claim 5 for switching a gear change gear that is the subject of one of claims 1 to 3, characterized in that when shifting up from a lower source gear (Q. gear) to a higher target gear (Z. gear) in train operation, at which the highest gear (VI gear) is not involved in one

• - First process step, the main clutch ( 28 ) is engaged to the extent that the clutch torque at the gear clutch of the gear stage of the source gear (Q gear) approaches zero, that in a subsequent one
• - Second step of the gear clutch of the source gear (Q. gear) is disengaged that in a subsequent
• - Third method step, the synchronous speed of the idler gear of the gear clutch of the target gear (Z. gear) assigned gear stage by influencing the transmission capacity of the main clutch ( 28 ) is set that in a subsequent
• - fourth method step, the gear clutch of the gear stage assigned to the target gear (Z gear) is engaged, and that finally
• - The main clutch ( 28 ) is disengaged while continuously reducing its transmission capacity.

7. The method in particular according to claim 5 for switching a gear change gear forming the subject of one of claims 1 to 3, characterized in that when shifting down from a higher source gear (Q. gear) to a lower target gear (Z. gear) in train operation in one

• - The first method step, the main clutch ( 28 ) is engaged to the extent that the moment at the gear clutch of the gear stage assigned to the source gear (Q gear) approaches zero, that in a subsequent gear stage
• - Second method step, the gear clutch of the gear stage assigned to the source gear (Q gear) is disengaged in a subsequent gear stage
• - Third method step, the synchronous speed of the idler gear of the target gear (Z. gear) assigned gear stage by influencing the transmission capacity of the main clutch ( 28 ) - in particular under control of the engine speed of a drive motor - that is set in a subsequent
• - fourth method step, the gear clutch of the gear stage assigned to the target gear (Z gear) is engaged, and that
• - Finally, the main clutch ( 28 ) is disengaged while continuously reducing its transmission capacity.

8. The method in particular according to claim 4 for switching a gear change gear forming the subject matter of one of claims 1 to 3, characterized in that in a preparatory phase of the preparatory phase of the process steps for gear shifting in overrun mode, the main clutch ( 28 ) and the additional gear clutch ( 25 -Z) the gear stage ( 15 ) assigned to the lowest forward gear (1st gear) are disengaged, and that in this preparation phase either the normal gear clutches ( 25 -I and 25 -R / I) are assigned to those assigned to the lowest forward gear (1st gear) Gear stage ( 15 ) or the gear coupling ( 25 -VI / H) of the auxiliary gear stage ( 17 ) are or will be engaged. 9. The method in particular according to claim 8 for peeling a gear change gear forming the subject of one of claims 1 to 3, characterized in that when upshifts from a lower source gear (Q. gear) to a higher target gear (Z. gear) in overrun mode, in which the lowest forward gear (1st gear) is not involved in one

• - The first method step, the main clutch ( 28 ) is engaged to the extent that the moment at the gear clutch of the gear stage assigned to the source gear (Q gear) approaches zero, that in a subsequent gear stage
• - Second method step, the gear clutch of the gear stage assigned to the source gear (Q gear) is disengaged in a subsequent gear stage
• - Third method step, the synchronous speed of the idler gear of the target gear (Z. gear) assigned gear stage by influencing the transmission capacity of the main clutch ( 28 ) is set that in a subsequent
• - fourth method step, the gear clutch of the gear stage assigned to the target gear (Z gear) is engaged, and that
• - Finally, the main clutch ( 28 ) is disengaged while continuously reducing its transmission capacity.

10. The method in particular according to claim 8 for switching a gear change gear forming the subject of one of claims 1 to 3, characterized in that when shifting up from the lowest forward gear (1st gear) to a higher target gear (Z. gear) in overrun in one

• - The first step of the intermediate shaft ( 26 ) of the intermittently driven sub-transmission ( 12 ) assigned idler gear ( 24 -I, 26) of the gear stage ( 15 ) of the lowest forward gear (1st gear) through the associated normal gear clutch ( 25 -I) with this Intermediate shaft ( 26 ) is coupled that in a subsequent
• - Second method step, the main clutch ( 28 ) is engaged to the extent that the torque on the additional gear clutch ( 25 -Z) of the idler gear ( 24 -I, 26) of the gear stage assigned to the intermediate shaft ( 26 ) of the intermittently driven sub-transmission ( 12 ) ( 15 ) of the lowest forward gear (1st gear) goes to zero, that in a subsequent
• - Third process step, the additional gear clutch ( 25 -Z) is disengaged, that in a subsequent
• - Fourth step of the process, the synchronous speed of the idler gear of the gear stage assigned to the target gear (Z gear) is adjusted by influencing the transmission capacity of the main clutch ( 28 ), that in a subsequent gear
• - Fifth method step, the gear clutch of the gear stage assigned to the target gear (Z gear) is engaged, and finally
• - The main clutch ( 28 ) is disengaged while continuously reducing its transmission capacity.

11. The method in particular according to claim 8 for switching a gear change gear forming the subject of claim 1 or 2, characterized in that in downshifts from a higher source gear (Q. gear) to a lower target gear (Z. gear) in overrun mode, in which the highest forward gear (VI gear) is not involved in one

• - First process step, the main clutch ( 28 ) is engaged to the extent that the torque of the gear clutch of the gear stage assigned to the source gear (Q gear) is close to zero, that in a subsequent gear stage
• - Second method step, the gear clutch of the gear stage assigned to the source gear (Q gear) is disengaged in a subsequent gear stage
• - Third step of the process, the synchronous speed of the idler gear of the gear stage assigned to the target gear (Z gear) by influencing the transmission capacity of the main clutch ( 28 )
• - in particular by regulating the speed of a drive motor - that is set in a subsequent one
• - fourth method step, the gear clutch of the gear stage assigned to the target gear (Z gear) is engaged, and that finally
• - The main clutch ( 28 ) is disengaged while continuously reducing its transmission capacity.

12. A method for switching a gear change gear forming the subject matter of claim 1 or 2, characterized in that with a downshift from the highest forward gear (VI. Gear) to a lower target gear (Z. gear) in overrun in one

• - The first process step, the main clutch ( 28 ) and the gear clutch ( 25 -VI / H) of the highest forward gear (VI. gear) associated gear stage ( 18 ) are disengaged, that in a subsequent
• - Second process step either the normal gear clutches ( 25 -I and 25 -R / I) of the gear stage ( 15 ) assigned to the lowest forward gear (1st gear) or the gear clutch ( 25 -VI / H) of the auxiliary gear stage ( 17 ) are engaged that in a subsequent
• - Third method step, the synchronous speed of the idler gear of the gear stage assigned to the target gear (Z gear) by influencing the transmission capacity of the main clutch ( 28 )
• - In particular by regulating the speed of a drive motor - is set that in a subsequent
• - fourth method step, the gear clutch of the gear stage assigned to the target gear (Z gear) is engaged, and that finally
• - The main clutch ( 28 ) is disengaged while continuously reducing its transmission capacity.

13. The method according to claim 12, characterized, that in the first step an additional intervention in a braking system of the vehicle to compensate for a short time missing braking force of a drive motor takes place. 14. The method according to claim 12, characterized, that in the first step an additional intervention in an ABS of the vehicle to compensate for a short time missing braking force of a drive motor takes place.   15. The method according to claim 12, characterized, that in the first step an additional Gear brake to compensate for the short-term missing Braking force of a drive motor can be put into operation.   16. The method in particular according to claim 8 for switching a gear change gear forming the subject of claim 3, characterized in that when shifting down from the highest forward gear (VI gear) to a lower target gear (Z gear) in overrun in one

• - First process step, the main clutch ( 28 ) is engaged to the extent that the auxiliary gear stage ( 17 ) or the gear stage ( 15 ) of the lowest forward gear (1st gear) transmits the full torque that in a subsequent one
• - Second process step, the torque-free gear coupling ( 25 -VI / 13) of the gear stage ( 23 ) belonging to the permanently driven sub-transmission ( 13 ) of the highest forward gear (VI gear) is disengaged, that in a subsequent one
• - Third step of the process, the synchronous speed of the idler gear of the gear stage assigned to the target gear (Z gear) by influencing the transmission capacity of the main clutch ( 28 )
• - in particular by regulating the speed of a drive motor - that is set in a subsequent one
• - fourth method step, the gear clutch of the gear stage assigned to the target gear (Z gear) is engaged, and that finally
• - The main clutch ( 28 ) is disengaged while continuously reducing its transmission capacity.