EP2061979A1

EP2061979A1 - Dual clutch transmission

Info

Publication number: EP2061979A1
Application number: EP07803167A
Authority: EP
Inventors: Gerhard Gumpoltsberger
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2006-09-14
Filing date: 2007-09-03
Publication date: 2009-05-27
Also published as: DE102006043046B4; JP2010503805A; DE102006043046A1; US20100037718A1; WO2008031737A1; CN101535682A

Abstract

The invention relates to a dual clutch transmission, for example for a motor vehicle, with a dual clutch (1) consisting of two starting clutches (K1, K2) via which a drive motor can be connected respectively to one of two drive input shafts (3, 4) arranged coaxially to one another, each of the two drive input shafts (3, 4) being assigned a group of gears (G1, G2, G3, G4, G5, G6, G7, RG). To achieve as compact a construction as possible, in particular a small axial construction length, in the dual clutch transmission, the groups of gears are constructed as partial transmissions (T1, T1', T1'', T2, T2') mounted to the side of the dual clutch (1), which each have a counter shaft (11, 12) and a main shaft (15, 16) constructed as a transmission output shaft, wherein each partial transmission (T1, T1', T1'', T2, T2') can be driven via exactly one effective partial transmission link (5, 5', 6, 6') between the associated drive input shaft (3, 4) and the counter shaft (11, 12) of the partial transmission (T1, T1', T1'', T2, T2').

Description

Doppeikuppiunqsqetriebe

The invention relates to a Doppelkuppiungsgetriebe according to the preamble of patent claim 1.

Doppelkuppiungsgetriebe are known as a shaft gear for motor vehicles with almost traction interruption-free gear changes and have already proven themselves, traction interruption-free switching operations avoid Lasf- change and speed drops, so that a more comfortable ride and improved acceleration capacity can be achieved. In one described in the generic DE 198 21 164 A1 common construction, a dual clutch with two, for example, designed as wet multi-plate clutches, starting clutches are provided which are each connected to a transmission input shaft. The two Getπebeein- input shafts are arranged coaxially with each other, wherein the one input shaft is formed as a Hohlweile, in which the other input shaft as an inner central or volswelie, which emerges from the hollow shaft, is mounted. Each input shaft is associated with the gear sets for a group of gears, preferably the even gears of one group and the odd gears of the other group. A reverse gear can be arranged depending on the number of gears in one or the other partial transmission.

The circuit via the Eiπgangswellen occurs sequentially. In this case, the respective next gear is preselected in the currently not torque-transmitting transmission part and carried out by a superimposed opening and closing of the two clutches of the gear change virtually without interruption of traction. The change of the connection of the internal combustion engine from one to the other Getriebeeingangswelie and thus from the current gear to the next gear is thus practically without interruption of the drive. In general, dual-clutch transmission are designed as automated transmission in which the switching operations are not automatically initiated via a clutch pedal but by a shift request of the driver via a Wählhebet or a rocker switch or by a Schaitprogramm and a hydraulic and / or electrical control of the clutch and the respective shank and Synchronisierpakete the individual courses are performed.

To increase their efficiency and to reduce fuel consumption and pollutant emissions of internal combustion engines in motor vehicles, manual transmissions, especially dual-clutch transmissions, increasingly with higher gear ratios, ie with six or even seven forward gears, designed. Such transmissions have a relatively large length. The axial length of conventional Doppeikuppiungsge- gearbox arises from the juxtaposition of the double clutch in wet or dry design and the respective gear sets. Since Doppeikupp- gearboxes are mainly intended for the front-transverse installation, where they are usually installed in the engine compartment between the engine and a left wheel arch, the axial length is an important design feature of this transmission, the available space in the engine compartment, however Specifications in design and design and already limited by an increasing number and size of ancillaries already, so that even today six-speed Doppetkupplungsgetriebe achieve critical axial Bauiängen and even longer seven-speed Doppelkupp- gearboxes in front-transverse installation are hardly accommodated in the specified installation space of the vehicle ,

DE 103 05 241 A1 shows a six- or seven-speed transmission structure, in which the gear groups on two axially parallel to the input shafts mounted Vorgelegeweifen are arranged. In this case, loose wheels are rotatably mounted on the countershaft, while on one of the two input shafts two fixed wheels and on the other input shaft at least one further fixed wheel are arranged to drive two loose wheels each. With six gears, this transmission structure has a comparatively shorter overall length and, with seven gears, a comparable overall length compared to the generic type DE 198 21 164 A1.

The given in DE 103 05 241 A1 and DE 198 21 164 A1 axial Verbeitebaulängen could at best be further reduced by Baufeiloptimierungen on gears, synchronizers or bearings even further. In addition, in order to open up a significant potential for shortening the length of the construction, other types of construction are necessary.

A possible different arrangement of the gear sets of a dual-clutch transmission is known from EP 1 455 116 A1. A first partial transmission or a gear group can be driven by the hollow shaft via an intermediate gear or a chain drive and laterally displaced next to the coupling installation space. The solid shaft emerging from the hollow shaft carries a plurality of gears and synchronizations of a second partial transmission or the other gear group. A comparable gear arrangement is also known from DE 10 2005 016 588 A1.

Although this achieves a further shortening of the overall axial length, the achievable shortening is limited by the relatively large length of the driving part of the solid shaft and therefore tends to be too low for many applications.

Finally, DE 102 32 831 A1 shows a Doppelkuppluπgsgetriebe in a group design. Two axes parallel to a central driving gear arranged arranged partial transmission. For this purpose, each partial transmission has an input shaft with a clutch, wherein the clutch is connected to a loose wheel, which meshes with the fixed gear of the drive shaft and can be coupled by closing the clutch with the input shaft. The sub-transmissions are in turn divided into individual groups, whereby the construction of an increased Gangzahi, for example, a 12-speed transmission for commercial vehicles, can be realized.

The focus of this document is the improvement of the synchronization, in particular in the reduction of the inertial masses to be synchronized. For this purpose, several synchronizer clutches are provided in the partial transmissions. Furthermore, the two starting clutches of the partial transmissions can each be used to synchronize the rotational speed of the input shaft and an associated toothing, for which purpose they can be actuated temporarily with a partial force.

Although this transmission structure has a shortened axial length. The disadvantage of this, however, is that it uses two spatially separate couplings, creating an increased design and cost. In addition, this results in an increased space requirement for housing the individual clutches and a higher weight. For a front-transverse installation, especially for a six- or seven-speed passenger car dual-clutch transmission, this group construction of the partial transmission in conjunction with the omission of a compact double clutch is therefore rather less advantageous.

Against this background, the present invention seeks to provide a dual-clutch transmission, which has a compact design, especially a small axial length, while having a high efficiency and at the same time is inexpensive to produce. The solution of this problem arises from the features of the main claim, while advantageous embodiments and further developments of the invention are the dependent claims can be removed.

The invention is based on the finding that a cost-effective Doppefkuppfungsgetriebe can be achieved with a very short axial Bauiänge and improved space utilization by a consistent shift of the gear sets laterally of the transmission input, while maintaining the conventional compact design Doppeikuppiung with coaxial zueinender arranged transmission input shafts.

Accordingly, the invention is based on a dual-clutch transmission, for example for a motor vehicle, with a double clutch consisting of two starting clutches, via which a drive motor can be connected to one of two coaxially arranged transmission inputs, wherein each of the two transmission input shafts is assigned a group of gears.

To achieve the object, the invention also provides that the gear groups are formed as laterally mounted from the double clutch part gear, each having a countershaft and designed as a transmission output shaft main shaft, each sub-transmission via exactly one between the associated Getriebeeingangsweile and the Countershaft of the sub-transmission effective sub-transmission connection is admissible.

This arrangement has the advantage that only a single toothing is seated on the two transmission input shafts; otherwise no further transmission drive elements on the transmission input shafts are required. The transmission input sometimes can thus in their total length be made considerably shortened compared to other dual clutch transmissions. The advantageous concept of nested Doppelkuppiung with the output side of an outer hollow shaft and an inner solid shaft is maintained. Since, in addition, due to the consistent displacement of both partial transmissions away from the transmission input shafts, on both sides of the double clutch, the voile overall depth of the double clutch can be used as axial installation space for the gear groups, the invention provides a particularly short construction, for example for the front transverse drive. Installation in a motor vehicle advantageous dual-clutch transmission with a very effective space utilization allows.

The drive of the partial transmission via the transmission input can be realized particularly simply by the fact that the Teiigetriebeverbindungen between the transmission input shafts and the partial transmissions are each formed as an intermediate, which meshes drive side with a single arranged on the Gefriebeeingangswelle fixed wheel and the output side with a arranged on the countershaft fixed gear ,

The power flow through the dual-clutch transmission for driving the vehicle between the crankshaft of an internal combustion engine and the vehicle wheels to be driven in each forward gear, starting with the crankshaft and an optional torsional vibration damping element, via the corresponding gear associated clutch of the dual clutch to the corresponding formed as a drive shaft Getriebeeingangswelie. This is preferably formed in the even gears, the outer ais hollow shaft and in the odd gears, the inner designed as a central or full gear Getriebeeingangsweile. From there, the force flow runs through the partial transmission connection according to the invention, that is to say via a fixed gear of the transmission input gear to an intermediate gear which engages in a further fixed gear on the countershaft. From the respective countershaft goes the power flow continue, either via the fixed gear on a meshing idler gear and a Kupplungseinricbtung (synchronization or Kiauenkupplung) on the main white of Teiigetriebes, or via a seated on the Vorgeiegeweiie coupling device on another idler gear and further on a hereby meshing fixed gear on the main line of this sub-transmission , From the main shaft it then goes via a fixed gear on a standard fixed gear of the differential compensation and after the differential on the left and right drive output to the vehicle wheels.

In order to keep the space requirement and the weight as well as the cost of manufacture of the gearbox as low as possible, it is also advantageous to minimize the number of gears required to realize a planned number of gears. This is realized particularly effectively in the inventive arrangement by a double or multiple use of different gears.

In particular, it may be provided that in at least one of the two partial gear meshing with the intermediate gear fixed gear of the countershaft is simultaneously effective as a gear fixed gear of a forward gear through which a arranged on the associated main shaft gear idler gear of the gear is drivable. In principle, however, the intermediate wheels can also drive additional solid gears on the countershafts.

Furthermore, it can be provided that in one of the two part of the gear meshing with the intermediate gear of Vorgeiegeweiie is simultaneously effective as a gear fixed gear of a reverse gear over which a arranged on the associated main shaft gear idler gear of the reverse gear is driven, wherein between the gear -Festrad and the gear idler gear a reverse idler gear is rotatably mounted. in principle The reverse idler gear can also be driven in one stage directly from the intermediate gear of Teiigetriebeverbindung.

It can also be provided that, in at least one of the two partial transmissions, a Gaπg fixed wheel which is seated on the main shaft and meshes with a gear idler gear mounted on the forward shaft, is simultaneously effective as a driven wheel, via which the differential locking wheel of the eccentric wheel gfeichsifferenziellen each is drivable.

A further reduction of the installation space requirement can be achieved by arranging the driven wheels seated on the main white lines for the sequential drive of the differential over the two partial gears in a common output plane of the main gears.

The inventive arrangement is particularly advantageous for the construction of Doppefkuppfungsgetrieben with six or seven forward gears suitable. A particularly compact design can be achieved in that the wheelsets are distributed as evenly as possible to the partial transmission, the reverse gear is preferably assigned to the partial transmission with the straight gears, so that both in a six-speed transmission as well as a seven-speed transmission on the one gear side, the gears two, four, six and backward and on the other side of the transmission gears one, three, five and possibly seven are arranged.

It is advantageous that the Teiigetriebe can be driven with the even gears on the designed as an external hollow gear transmission Teiigetriebe, while on the formed as an inner solid shaft transmission input shaft Teiigetriebe is driven with the odd gears, so that always the reverse gear with the hollow and the first Gang with the Voliwelie is connectable. The gear fixed gears of reverse gear and first gear are preferably arranged on the Vorgelegeweifen and the associated gear idler gears on the Hauptwelien.

Finally, it makes sense to adhere as little as possible to the number of conventional synchronizing elements (friction elements) or jaw clutches for shifting the individual gears or to use them as effectively as possible. For this purpose, two gears can be acted upon by a common synchronization device according to the number of gears of the transmission, wherein suitable combinations are formed depending on the arrangement of the gear sets. Accordingly, in a six- or seven-speed transmission, four synchronization packages are required, with one side of one of the synchronization package side remaining unoccupied in the six-speed version.

To illustrate the invention, the description of a drawing of an embodiment is attached, in this shows

1 is a schematic representation of a six-speed double-cuspidor,

2 shows a second embodiment of the six-speed double clutch transmission,

3 is a schematic representation of a seven-speed double-clutch transmission,

Fig. 4 is a schematic side view of a first shaft assembly of a dual clutch transmission and

5, a schematic side view of a Doppelkuppiungsge- gear drive with a second shaft arrangement.

1 is a transmission diagram of a six-speed double-stop transmission. clutch transmission for the front-transverse installation shown in a motor vehicle. In this drives a two-start coupling K1, K2 existing double-1, either directly or for vibration damping vorteiihaft via a torsional Schwingυngsdämpfer or a two-mass flywheel with a crankshaft 2 of an internal combustion engine (not shown) is connected, two coaxial Transmission input times 3 and 4, according to a sequential control of the two clutches K1 and K2, on. In this case, the input shaft 4 designed as an internal solid shaft drives a group of odd gears G1, G3, G5 and the transmission input shaft 3 designed as an external hollow shaft a group of even gears G2, G4, G6 and one reverse gear RG. The reverse gear RG is advantageously always assigned to the group of straight gears G2, G4, G6 and can be driven by the hollow shaft 3. The two gear groups G1 / G3 / G5 or G2 / G4 / G6 / RG each form a partial transmission T1 or T2, which is connected via a partial transmission connection 5, 6 with the associated transmission input shaft 3, 4.

In FIGS. 1 and 2, two variants of the Doppelkuppluπgsgetriebes with the two partial transmissions T1 and T2 or with varied in their gear set arrangement Teiigetrieben T1 ', T2' are shown. The Teiigetrieben T1, TV, T2, T2 'are assigned for synchronization and switching of the individual gears in each case two pairwise effective synchronization means 33, 34, 35, 36. In this case, preferably as synchronization packets S {n / m), with n and m for the respective axially adjacent gear, the first gear and the third gear G1 + G3, the second gear and the reverse gear G2 + RG and the fourth gear and the sixth Gang G4 + G6 combined. The fifth gear G5 associated synchronizer 33 is effective only on one side.

In a further Sechsgaπg Variaπte not shown, the third gear and the fifth gear G3 + G5 can be summarized, where then the corresponding synchronization device 34 is effective only on one side to the first gear G1.

3 shows a seven-speed dual-clutch transmission with the straight partial transmission T2 and an odd partial transmission T1. "In the seven-speed variant, the summation G5 + G7 of the fifth gear G5 with the newly added seventh gear G7 all four synchronization devices 33, 34, 35, 36. Otherwise, the seven-speed variant corresponds to the six-speed variant of FIG.

In Figs. 1 and 2, the synchronizers 33, 34 and the synchronization packets S (n / m) and gear sets G1, G3, G5 of the odd partial transmission T1, T1 'of the six-speed transmission in the following sequence, as seen from the (left Engine side out, arranged: Partial gearbox T1: S (- / 5) - 5th gear - I. Gear - S (1/3) - S.Gang (Fig. 1) or Teiigetriebe TT: S (- / 5) - δ.gang - 3rd gear - S (3/1) - 1st gear (Fig. 2).

As an alternative to this, the following sequences (not shown) of element levels of the odd partial transmission can be realized:

δ.Gang - S (5 / -) - I .Gang - S (1/3) - 3rd gear, or δ.Gang - S (5 / -) - 3rd gear - S (3/1) - 1 .Gang, or δ.Gang - S (5/3) - S.Gaπg - S (- / 1) - 1st gear, or 3rd gear - S (3/5) - δ.Gang - S (- / 1) - 1 gear, or δ.Gang - S (5/3) - 3rd gear - I. Gear - S {1 / -), or 3rd gear - S (3/5) - δ.Gang ~ I .Gang - S (1 / -).

In Fig. 3 with the seven-speed Doppelkuppiungsgetriebe the synchronizers 33, 34 and gear sets Gi ₁ G3, Gδ, G7 of the odd partial transmission TT 'arranged in the following sequence, again from the left side of the engine:

Partial transmission T1 ": 7th gear - S (7/5) - δ.Gang - I. Gear - S (1/3) - 3rd gear.

As alternatives (not shown) are possible here;

5th gear - S (5/7) - T.Gang - 1st gear - S (1/3) - 3rd gear, or S.Gang - S (5/7) - 7th gear - 3, gear - S (3/1) - 1st gear, or 7th gear - S (7/5) - δ.gang - 3rd gear - S (3/1) - 1st gear.

For the elemental planes of the straight partial transmission T2, T2 ', the following arrangements result:

Partial gearbox T2: 4th gear - S (4/6) - 6th gear - 2nd gear -S (2 / R) - R.Gang (Fig.

1 +3) or

Partial transmission T2 ¹ : 4th gear - S (4/6) - δ.gang - R.Gang - S (R / 2) - 2nd gear (Fig. 2)

or as alternatives (not shown)

Partial gearbox T2: 6th gear - S (6/4) - 4th gear - 2nd gear -S (2 / R) - R.Gang, or partial gearbox T2 ': β.Gang - S (β / 4) - 4 .Gang - R.Gang -S (R / 2) - 2nd.

To realize the said sub-transmission connections 5, 5 ', 6, 6' sitting on the two transmission input times 3, 4 according to Erftndungsgemäß only one toothing, which is formed as a fixed gear 7, 7 'and 8, 8'. The fixed wheels 7, 7 ', 8, 8' drive via a respective intermediate gear 9, 9 ', 10, 10' each have a countershaft 11, 12 of the even or the odd partial transmission T2, T2 ', T1, T1 \ T1 "at A fixed wheel 13, 14, 37, 38, driven in each case by the intermediate gear 9, 9, 10, 10 'on the respective Vorgelegeweüe 11 or 12 advantageously serves simultaneously as a driving gear for a gear idler gear of any gear of the respective Teiigetriebes 1, these are the gear-less wheels 19 and 17 of the first and the second gear G1 and G2, while in FIG. 2, the gear-idler gears 20, 18 of the third gear G3 and the reverse gear RG are When driving the reverse idler gear 18 via the fixed gear 37, a further intermediate gear 32 is additionally interposed in terms of drive technology for direction reversal.

On the main shafts 15, 16 of the two partial transmissions are also the fixed wheels 21, 22, 23 for the fourth, the fifth and the sixth gear G4, G5, G6 and in the case of a seven-speed dual-clutch transmission as in Fig. 3, a fixed gear 24 of a seventh gear Gl arranged. The fixed wheels 21 to 24 come according to the invention for a double use into consideration, the gears both as a gear teeth of said gears G4-G7 with their gear-idler gears 27, 28, 29, 30 and as an output gear to a differential gear 25 on a differential compensation - Ziai 26 can serve.

The fixed gear 22 of the sixth gear G6 met in the overhead Teii- gear T2, T2 'of Figures 1 to 3, the function of the differential output and transmits the output torque of the engine to the (shown in Figures 1 to 3 below) differential gear 25, wherein the drive of the fixed wheel 22 takes place with the sixth gear G6 engaged by the idler gear 28 of the sixth gear G6 arranged on the main shaft 15 and via the main shaft 15 in the other gears G2, G4, RG. Alternatively, in the Teiigetriebe T2, T2 'parts of the fixed gear 22 of the sixth gear G6 and the fixed gear 21 of the fourth gear G4 can be used as a driven gear.

For driving the Differenziairades 25 of the underlying in Figures 1 to 3 partial transmission T1, T1 \ TT ', however, an additional fixed gear 31 is provided as a driven gear on the main shaft 16. The output gear 31 of the first subtransmission T1, T1 ', T1 "and the output gear 22 of the second subtransmission T2, T2 ^! Are advantageously arranged in a common transmission output plane.

In the case of the possible transmission variants, a number of boundary conditions are fundamentally advantageous, which are taken into account in the figures and are summarized below for clarity; In the gear rim G1 of the first gear, the fixed gear 14 is preferably arranged on the Vorgelegeweile 12 and the idler gear 19 on the main shaft 16.

In the gear set G3 of the third gear, depending on the connection to the respective synchronizing isierungseinrichtung 33 or 34, the fixed gear 38 and the idler gear 20 can be arranged on the Vorgeiegeweiie 12 and the Hauptwelie 16, in the Faiie the synchronization packet S (1/3) However, the fixed wheel 38 is preferably arranged on the Vorgeiegeweiie 12 and the idler gear 20 on the Hauptwelie 20.

In the gear sets G5 and G7 of the fifth gear and the seventh gear, the idler gears 29, 30 are preferably arranged on the countershaft 12 and the fixed gears 23, 24 on the main shaft 16.

In the gear sets G2 and RG of the second gear and the reverse gear, the fixed wheels 13, 37 are preferably arranged on the Vorgeiegeweiie 11 and the idler gears 17, 18 on the main shaft 15.

In the gear sets G4 and G6 of the fourth gear and the sixth gear, the idler gears 27, 28 are preferably arranged on the countershaft 11 and the fixed gears 21, 22 on the main shaft 15.

The differential gear 25 can from the odd Teiigetriebe T1, T1 \ T1 "preferably by an existing Fesfverzahnung 23, 24 of the gears three and seven G5, G7 on the main shaft 16 or the gear G3, if its fixed teeth 38 is arranged on the Hauptwelie 16, or Alternatively, be driven by an arbitrarily positionable additional Fesfverzahnung 31 on the main shaft 16. The differential gear 25 can be driven by the straight partial transmission T2, T2 'preferably by an existing fixed teeth 21 and 22 of the gears G4 or G6 on the main shaft 15 or alternatively by an arbitrarily positionable additional fixed teeth on the main shaft 15.

The functioning as output gears for differential gear fixed wheels of the two Teiigetriebe T1, TT ₁ T1 ", T2, T2 'are preferably arranged in a common transmission plane.

Figs. 1 to 3 show the Doppeikuppiungsgetriebe in a folded representation. To illustrate the lateral displacement of the Teiigetriebe T1, TT, TT ', T2, T2' and the active compounds of the waves involved, Figs. 4 and 5, the dual clutch transmission in a side view. The two representations show two possible arrangements of the gear units, wherein it can be seen that the individual components are largely distributed in lateral, ie in the radial direction away from the transmission input shafts 3 and 4, and not as in conventional double clutch transmissions in large parts in the axial direction on the Axis of the two coaxial transmission input shafts are positioned one behind the other.

The operation of a dual-clutch transmission is known per se. In this case, the individual gears are sequentially switched through, each of which is preselected to the next in the one gear currently engaged gear next next gear in the other Teiigetriebe, and the gear change is carried out by an intersecting opening and closing the two clutches largely traction interruption.

In the following, therefore, only closer to the Krafffluss the Doppelkuppiungsgetriebes invention of Fig. 1 to 3 in a forward gear will be discussed: An engine torque of the internal combustion engine is transmitted from the crankshaft 2 via the double clutch 1 and the engaged gear assigned to the closed clutch K1 and K2 to the corresponding Getriebeeingangsweile 3 and 4 respectively. The fixed gear 7, T, 8, 8 ^{1 of} the input shaft 3, 4 drives an intermediate 9, 9 ', 10, 10', which engages in a further fixed gear 13, 14, 38 on the countershaft 11 and 12 respectively. The torque of the countershaft 11, 12 is transmitted either via the fixed gear 13, 14, 38 to a meshing idler gear 17, 19, 20 and via the associated synchronization device 34, 36 to the Hauptwelie 15, 16 or one on the Vorgeiegewelle 11th , 12 seated synchronizer 33, 35 on a idler gear 27, 28, 29, 30 and a hereby meshing fixed gear 21, 22 23, 24 transmitted to the main shaft 15, 16. The output torque of the main shaft 15, 16 via the fixed gear 21, 22 23, 24 or an additional sitting on the skin white 11, 12 fixed gear 31 to the fixed gear 25 of the differential compensation 26 and after the differential al al 26 finally on the left and right output shafts 39, 40 transferred to the driven vehicle wheels.

REFERENCE CHARACTERS

1 double buffet

2 health wave

3 transmission input function for partial transmissions T2, T2 '

4 transmission input valves for partial transmissions T1, T1 ', T1'

5, 5 'partial transmission connection for partial transmissions T2, T2'

6, 6 'partial transmission connection for partial transmission T1, T1', T1 '

7, 7 'fixed wheel on the transmission input shaft 3

8, 8 'fixed gear on transmission input shaft. 4

9, 9 'intermediate gear for partial transmissions T2, T2'

1O ₁ 10 'intermediate gear for partial transmission T1, T1 \ T1 "

11 Countershaft for partial transmissions T2, T2 '

12 countershaft for partial transmission T1, TV ₁ TV

13 Fixed gear on countershaft 11

14 fixed wheel on countershaft 12

15 main shaft for partial transmissions T2, T2 '

16 Hauptwelie for partial transmissions T1, TT, TV

17 idler gear 2nd gear

18 idler gear reverse gear

19 Losrad I. Gang

20 idler gear 3rd gear

21 fixed gear 4th gear

22 fixed gear 6th gear

23 fixed gear 5, gear

24 fixed gear 7th gear

25 Differentialia wheel

26 differential compensation

27 idler gear 4th gear 28 idler gear Θ.gang

29 idler gear 5th gear

30 idler gear 7th gear

31 Fixed gear for differential wheel output

32 intermediate gear for reverse

33 synchronization device

34 synchronization device

35 synchronization device

36 synchronization device

37 fixed gear reverse gear

38 fixed gear 3rd gear

39 Output shaft for left vehicle wheel

40 output shaft for right vehicle wheel

G1 gear set 1st gear

G2 gear set 2nd gear

G3 gear set 3rd gear

G4 gear set 4th gear

G5 gear set 5th gear

G6 gear set 6th gear

G7 gear set 7, gear

K1 starting clutch for Teifgetπebe T1, TT ₁ TT '

K2 starting clutch for partial transmissions T2, T2 '

RG reverse

S (n / m) synchronization packet, n, m = 1, ..., 7, R

T1 odd partial transmission

TT, TT ¹ odd partial transmission

T2, T2 'Straight partial transmission

Claims

claims

1. Dual-clutch transmission, with a Doppelkuppluπg consisting of two starting clutches (K1, K2) (1) via which a drive motor in each case with one of two coaxially arranged transmission input shafts (3, 4) is connectable, wherein each of the two transmission input shafts (3, 4 ) is associated with a group of gears (G1, G2, G3, G4, G5, G6, G7, RG), characterized Porsche Style nzei ch net that as the side of the double clutch (1) mounted partial transmission (T1, TT, TV , 12, 12 '), each having a countershaft (11, 12) and a gearbox (15, 16) designed as transmission output white, each subtransmission (T1, T1', T1 ", T2, T2 ') being formed via exactly one between the associated transmission input shaft (3, 4) and the countershaft (11, 12) of the subtransmission (T 1, T1 ', T1 ", 12, 12') effective sub-transmission connection (5, 5 ', 6, 6 ') is drivable.

2. dual-clutch transmission according to claim 1, characterized Porsche Style nzeich net, that the sub-transmission connections (5, 5 ', 6, 6') between the transmission input times (3, 4) and the partial transmissions (T1, T1 \ T1 ", T2, T2 ') each as an intermediate (9, 9 ', 10, 10') are formed, which on the drive side with a single on the transmission input shaft (3, 4) arranged fixed wheel (7, T, 8, 8 ') and the output side with a on the Vorgeiegewelle (11, 12) arranged fixed wheel (13, 14, 37, 38) meshes.

3. Dual-clutch transmission according to claim 1 or 2, characterized in that at least one of the two partial transmissions (T 1, TV ₁ T1 ", 12, IT) is connected to the intermediate wheel (9, 9 ', 10, 10'). ) meshing fixed wheel (13, 14, 38) of the countershaft (11, 12) simultaneously as a gear fixed gear of a forward gear (G1, G2, G3) is effective, via which on the associated Hauptwelie (15, 16) arranged Gang- Losrad (17, 19, 20) of the gene Haυptwefie (15, 16) arranged gear idler gear (17, 19, 20) of the gear (G1, G2, G3) is drivable.

4. dual-clutch transmission according to at least one of claims 1 to 3, characterized geke n nzeich net, that in one of the two partial transmission (T2 ¹ ) with the intermediate gear (9 ¹ ) meshing fixed wheel (37) of the countershaft (11) at the same time ais a gear A reverse gear (RG) is effective, via which a gear idler gear (18) of the reverse gear (RG) arranged on the associated main gear (15) is drivable, the reverse gear (37) and the gear idler gear (18 ) with a reverse idler gear (32).

5. dual-clutch transmission according to at least one of claims 1 to 4, characterized geke n nzeich net, that the two main shafts (15, 16) each in a common output plane of the main shafts (15, 16) arranged output gear (22, 31) wear over a Differenziaf fixed gear (25) of a differential compensation (26) is driven in each case.

6. dual-clutch transmission according to claim 5, characterized Porsche Style nzeich net, that at least one of the two partial transmissions (T2, T2 ') on the Hauptweife (15, 16) seated gear fixed wheel (22), which with one on the countershaft (11 , 12) mounted gear idler gear (28) meshes, at the same time as a driven wheel is effective.

7. dual-clutch transmission according to at least one of claims 1 to δ, characterized Porsche Style nzei ch net that the one at the two partial transmission (T2, T2 ¹ ) at least three straight forward gears (G2, G4, G6) and a reverse gear (RG) and the other partial transmissions (Ti, T1 ', T1 ") are assigned at least three odd forward gears (G1, G3, G5).

8. dual-clutch transmission according to at least one of claims 1 to 7, characterized Porsche Style nzeich net that on one, designed as an outer hollow shaft Getriebeeingangsweile (3), the Tetigetriebe (T2, T2 ') with the even gears (G2, G4, G6) as well as the reverse gear (RG) can be driven, and that via the other, as an internal Voilweile trained transmission input shaft (4), the Tetigetriebe (T1, T1 \ TT ¹ ) with the odd gears (G1, G3, G5, G7) is drivable.

9, dual-clutch transmission according to at least one of claims 1 to 8, characterized Porsche Style nzeich net that the gear fixed gear (14) of the first gear (G1) on the Vorgefegeweile (12) of the inner Getriebeeingangsweife (4) can be driven partial gear (T , T1 ', TV) is arranged.

10, dual-clutch transmission according to at least one of claims 1 to 9, characterized Porsche Style nzeich net that the gear fixed gear (37) of the reverse gear (RG) on the countershaft (11) of the outer transmission input shaft (3) drivable part transmission (T2) arranged is.

11. Dual-clutch transmission according to at least one of claims 1 to 9, characterized g eken nzeich net, that in accordance with an intended number of gears each two gears a common synchronization device (33, 34, 35, 36) is associated.