Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
  • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
  • F16H3/083—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
  • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
  • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
  • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
  • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
  • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
  • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
  • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
  • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
  • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
  • F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H2200/00—Transmissions for multiple ratios
  • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
  • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H2200/00—Transmissions for multiple ratios
  • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
  • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/19—Gearing
  • Y10T74/19219—Interchangeably locked
  • Y10T74/19233—Plurality of counter shafts

Definitions

• the invention relates to a dual clutch transmission in Vorgelegebauweise according to the closer defined in the preamble of claim 1 and of claim 25.
• a known from practice dual clutch transmission in countershaft design for displaying various translations for forward and reverse driving is performed with a transmission central shaft, a concentric hollow shaft arranged thereon, a countershaft and two load switching elements. Both load switching elements are on the input side with a drive unit in operative connection. One of the two load switching elements is the output side connected to the transmission central shaft, while the other of the two load switching elements output side is connected to the transmission hollow shaft.
• the transmission central shaft and the hollow shaft gear are connectable to the countershaft to represent a translation via gear stages, which can be switched on and off via switching devices in the power flow. In addition, several switching devices each associated with two gear stages.
• a dual-clutch transmission with a double clutch whose input side can be driven by a drive shaft of a drive machine and whose output sides are in drive connection with one of two coaxially arranged transmission input shafts is known from DE 10 2005 005 163 A1.
• the dual-clutch transmission is formed with an intermediate shaft or exactly one countershaft and has fixed to waves or rotatably mounted fixed or loose wheels and the loose wheels associated switching packages. About the switching packages, the loose wheels for the realization of translations or translation stages with the respective associated shaft rotatably connected.
• the switching packets are each assigned to two non-consecutive courses.
• the present invention is therefore an object of the invention to provide a dual clutch transmission in countershaft design available, which has a small space requirement both in the radial direction and in the axial direction and by means of which more than seven translations for forward drive can be displayed.
• this object is achieved with a dual-clutch transmission with the features of claim 1 and with the features of claim 25.
• the dual-clutch transmission according to the invention in the countershaft design is designed with a central transmission shaft, with a hollow shaft arranged concentrically therewith, with exactly one countershaft and with two power shift elements. Both power shift elements are the drive element of the dual-clutch transmission on the drive side with a drive unit in active Connectable.
• One of the two load switching elements is the output side connected to the transmission central shaft, while the other of the two load switching elements output side is connected to the transmission hollow shaft. Accordingly, a speed of the drive unit can be transferred by selectively closing the two load switching elements either on the transmission central shaft or on the transmission hollow shaft.
• the transmission central shaft and the hollow shaft gear are connectable to the countershaft to represent a translation via gear stages, which can be switched on and off via switching devices in the power flow. Furthermore, at least two gear stages are each assigned to a plurality of switching devices.
• two coaxially arranged hollow shafts are provided on the countershaft, which are in each case rotatably coupled via one of the switching devices with the countershaft and are rotatably connected to the at least two gears of the gear stages.
• At least three translations can be represented by switch element-side connection of in each case three of the gear stages in the power flow, via which at least in each case by each switching element-side connection in the power flow in each case a translation can be displayed.
• the execution of the dual-clutch transmission according to the invention with exactly one countershaft and arranged on the transmission central shaft or hollow shaft shaft and the other provided on the countershaft hollow shafts offers in connection with the representation of at least three translations as so-called Windungs réelle the possibility of a variety of translations, preferably at least nine gear ratios for forward travel, with low radial as well as axial space requirement and additionally with low total weight of the Doppelkupp- represent transmission gear and operate a prime mover, preferably an internal combustion engine, to the extent desired in their optimal operating range.
• a prime mover preferably an internal combustion engine
• the dual-clutch transmission according to the invention is characterized due to its design by a good load switching capability and also in a structurally simple manner combined with an electric machine.
• the transmission central shaft or the transmission hollow shaft is designed split and a first transmission part shaft of the transmission central shaft or the hollow shaft transmission with a second transmission part shaft of the transmission central shaft or the transmission hollow shaft via one of the switching devices coupled and one of the transmission shafts with one of the second switching element halves of the load switching elements connected, wherein three of the gear stages are coupled to the one transmission gear shaft, another gear stage with the other transmission part shaft is connected via one of the switching devices or connected thereto and an additional gear stage via one of the switching devices with the other transmission part shaft can be coupled.
• a further arranged on one of the switching devices with these each coupled hollow shaft on the transmission central shaft or the hollow shaft transmission are connected to the three of the gear stages, while another gear stage with the transmission central shaft or the transmission hollow shaft via one of the switching facilities connected or connected to this and an additional gear stage via one of the switching devices with the transmission central shaft or the transmission hollow shaft is coupled.
• both load switching elements as starting element of the dual clutch transmission on the drive side can be brought into operative connection with a drive unit.
• One of the two load switching elements is the output side connected to the transmission central shaft, while is and the other of the two load switching elements output side connected to the transmission hollow shaft.
• a speed of the drive unit by selectively closing the load switching elements can be transferred either to the transmission central shaft or to hollow shaft transmission.
• the gear central shaft and the gear hollow shaft are connectable to the countershaft to represent a gear ratio via gear stages, which can be switched on and off via switching devices in the power flow.
• a plurality of switching devices are each assigned at least two gear stages.
• Further space-saving embodiments of the dual-clutch transmission according to the invention are formed with five switching devices, via which in each case at least two gear stages can be engaged in the power flow, and / or comprise eight Radsatzebenen each having spur gears with discrete ratios.
• FIG. 2 shows a switching matrix of a first embodiment of the dual-clutch transmission according to FIG. 1
• FIG. 3 shows a switching matrix of a second embodiment of the dual-clutch transmission according to FIG. 1;
• FIG. 4 is a tabular overview of the association between switching elements of switching devices and gear stages of a first embodiment of the dual-clutch transmission according to FIG. 1;
• FIG. 5 is a tabular overview of the relationship between the switching elements of the switching devices and the gear stages of the second embodiment of the dual-clutch transmission according to FIG. 1;
• FIG. 6 shows a representation corresponding to FIG. 1 of a further embodiment of the dual-clutch transmission according to the invention.
• Fig. 7 shows a further embodiment of the dual clutch transmission according to the invention in a Fig. 1 corresponding representation.
• Fig. 1 shows two alternative embodiments of a dual clutch transmission 1 in countershaft design, which basically have the same structure, which is why the structure of the dual clutch transmission 1 will first be described with reference to the first embodiment and will then be discussed in more detail on the differences between the two embodiments.
• the dual-clutch transmission 1 is formed with 17 gears, with a transmission central shaft 2, with a hollow shaft arranged concentrically therewith, with exactly one countershaft 4 and with two power shift elements K1, K2, which are designed here as friction-locking multi-plate clutches.
• the two load switching elements K1 and K2 form the starting elements of the dual-clutch transmission. Accordingly, designated 5 input elements of the load switching elements K1, K2 in the installed state of the dual clutch transmission with a drive unit, not shown in the drawing, for example, an internal combustion engine of a vehicle drive train, connected or operatively connected.
• a designated 6 Gangselement of the load switching element K1 is connected to the transmission hollow shaft 3, while a designated 7 output element of the load switching element K2 is rotatably coupled to the transmission central shaft 2.
• the structural design of the two load switching elements K1, K2 shown in the drawing is to be regarded as exemplary and is at the discretion of the skilled person.
• the two driven input elements 5 of the load switching elements K1, K2 are here exemplified as a common for both load switching elements K1, K2 outer plate carrier and the two output elements 6, 7 of the load switching elements K1, K2 respectively as an inner disc carrier.
• the transmission central shaft 2 is designed split here, wherein a first transmission part shaft 2A of the transmission central shaft 2 with a second transmission part shaft 2B of the transmission central shaft via a switching device SE4 of a total of five switching devices SE1 to SE5 of the dual clutch transmission is connectable.
• the first gear part shaft 2A is connected to the second switching element half 6 of the first load switching element K1.
• the transmission central shaft 2 and the transmission part shafts 2A, 2B and the hollow gear shaft 3 are to represent in detail in Fig. 2 listed nine translations "1" to "9” for forward drive and a translation "R” for reverse over exactly eight gear stages ZP2, ZP3 , ZP4, ZP5, ZP6, ZP7, ZP9 and ZPR, which can be switched on and off via the exactly five switching devices SE1 to SE5 in the power flow of the dual-clutch transmission, with the countershaft 4 connectable.
• the eight gear stages ZP2 to ZPR form exactly eight toothed planes arranged side by side in the axial direction.
• the five switching devices SE1 to SE5 are each assigned at least two gear stages ZP6 and ZP2, ZP2 and ZP4, ZP7 and ZP5, ZP5 and ZP9 and ZP3 and ZPR.
• the switching devices SE1 to SE5 are in the present case designed as so-called double synchronizers and each comprise two switching elements S1 and S2, S3 and S4, S5 and S6, S7 and S8, S9 and S10, via the in each case at least one of the gear stages ZP2 to ZPR can be coupled to the transmission central shaft 2 or its first gear part shaft 2A, the gear hollow shaft 3 or the countershaft 4 and in the range differential speeds to a certain extent compensated or reduced.
• a coaxial arranged further hollow shaft 9A is provided, which is rotatably connected via the switching element S3 of the switching device SE2 with the hollow shaft 3 and with the another gear 22 of the gear stage ZP2 and a gear 61 of the gear stage ZP6, which is engaged with a running as a loose wheel and rotatably mounted on the countershaft 4 rotatably arranged gear 62 is engaged.
• a coaxially arranged second hollow shaft 8B is provided on the countershaft 4, which is rotatably connected via the switching device SE3 or its switching element S6 with the countershaft 4 and rotatably with the present a gear 51 of the gear stage ZP5 and a gear 91 of the gear stage ZP9 are coupled.
• a further hollow shaft 9B is rotatably arranged on the first transmission part shaft 2A of the transmission central shaft 2, which is rotatably coupled via the switching element S7 of the switching device SE4 with the first gear part shaft 2A and with a gear 71 of the gear stage ZP7, running with a idler gear and on the countershaft 4 rotatably arranged gear 72 is engaged, and another gear 52 of the gear stage ZP5 are rotatably connected.
• the target transmission currently to be engaged is preselected in the area of a partial transmission 10 or 1 1 currently present in the no-load operating state by appropriately opening and closing the respective shift elements S1 to S10, and then the currently closed load switching element K1 or K2 transferred to an open operating state, while the currently open load switching element K2 or K1 is transferred during an overlap circuit in its closed operating state.
• the translations "2" to “7” and the translation "9" for forward travel can be represented in the dual-clutch transmission 1 in each case solely by switching element-side engagement of the gear pairings ZP2, ZP3, ZP4, ZP5, ZP6, ZP7 or ZP9.
• the first translation "1" for forward drive is represented by simultaneous switching element-side connection of the three gear stages ZP5, ZP9 and ZP3 in the power flow of the dual clutch transmission 1 and thus represents a so-called Windungsgang.
• the eighth gear ratio "8" for forward drive by simultaneous switching element-side connection of the three gear stages ZP4, ZP2 and ZP6 inserted in the dual-clutch transmission 1 while the translation "R” for reverse drive by simultaneous switching element-side connection of the three gear stages ZP5, ZP9 and ZPR present in the dual-clutch transmission 1.
• the eighth translation "8" for forward drive and the translation "R” for reverse drive so-called Windungsrud represent.
• the two gear stages ZP5 and ZP9 are each to connect to the representation of the two translations' T'und “R” in the power flow, while the gear stage ZP3 or the gear stage ZPR are each zuzuth addition to the representation of the translations "1" and "R".
• the four gear stages ZP6, ZP7, ZP3 and ZPR can be brought into operative connection with the countershaft 4 via the switching element S1, S5, S9 or S10.
• the gear stages ZP6 and ZP2, via which the sixth gear ratio "6" or the second gear ratio "2" can be displayed for forward travel can be coupled to the transmission hollow shaft 3 via the shifting element S3 in the present case.
• each rotatably with the second transmission part shaft 2B of Transmission central shaft 2 are connected, rotatably coupled via the switching element S8 of the switching device SE4 with the first gear part shaft 2A rotatably.
• Another gear 13 of the gear stage ZPR is rotatably connected via the switching element S10 of the switching device SE5 with the countershaft 4, wherein the two gears 12 and 13 of the gear stage ZPR each with an intermediate gear 14 are engaged, which in the range of gear stage ZPR for the Representation of a reverse drive required direction of rotation reversal in the dual clutch transmission 1 can be displayed.
• the switching elements S1 to S10 of the switching devices SE1 to SE5 are to represent the translations "1" to “9” for forward drive and to display the translation "R” for reverse drive according to the switching logic shown in detail in Fig. 2, wherein each of the switching elements S1 to S10 are to be closed to represent one of the translations "1" to “R” or to be kept in the closed operating state, whose cells are each filled with the letter X, while the other switching elements S1 to S10, whose associated cells are empty, be transferred to their open operating state or to be left in this.
• the load switching element K1 or K2 each marked with the letter X, is to be transferred to the closed operating state, while the respective other load switching element K2 or K1, whose associated cell is free, must be opened.
• the two gear stages ZP2 and ZP6 are in the axial extent of the transmission central shaft 2 with respect to the above-described embodiment. Order, in which the gear stage ZP6 is disposed between the gear stage ZP2 and the two power switching elements K1, K2 arranged reversed, whereby the gear stage ZP2 is positioned between the gear stage ZP6 and the load switching elements K1 and K2.
• the two sets of wheelsets of the dual-clutch transmission 1 shown in Fig. 1 are functionally identical changeable by the below described in detail different positions of the gear stages ZP2 to ZPR each other and the switching devices SE1 to SE5 or their switching elements S1 to S10, wherein the preferably executed as synchronizations switching elements S1 to S10 according to the in Fig. 4, which relates to the first embodiment of the dual clutch transmission 1 according to FIG. 1, and Fig. 5, which relates to the second embodiment of the dual clutch transmission 1 according to FIG. 1, shown table associated with the gear stages ZP2 to ZPR. Because of this fixed assignment, the switching matrix respectively shown in FIGS. 2 and 3 does not change in a positioning of the gear stages ZP2 to ZPR which are in the present case designed as spur gear stages and differ from the arrangement of the gear stages ZP2 to ZPR shown in FIG.
• the switching elements S1 to S10 in the second gearset variant of the dual-clutch transmission 1 according to FIG. 1, in which the gear stages ZP2 and ZP6 are arranged reversed in relation to the first gearset variant, are assigned to the gear stages ZP2 to ZPR as follows.
• the switching element S1 is the gear stage ZP2
• the switching element S2 is the gear stage ZP6
• the switching element S3 is the gear stage ZP6
• the switching element S4 is the gear stage ZP8
• the switching element S5 is the gear stage ZP7
• the switching element S6 is the gear stage ZP5
• the switching element S7 is the gear stage ZP5
• the switching element S8 is the gear stage ZP9
• the switching element S9 is the gear stage ZP3
• the switching element S10 is associated with the gear stage ZPR.
• the gear stages ZP7, ZP5, ZP9, ZP3 and ZPR of the second subtransmission 1 1 are arranged between the load switching elements K1 and K2 and the gear stages ZP2, ZP6 and ZP4 or ZP8 of the first subtransmission, wherein the of FIG 1 deviating arrangement variant represents an exchange of the two partial transmissions 10 and 1 1, which takes place by mirroring the dual-clutch transmission 1 along a line L1 shown in more detail in FIG.
• the gear stages ZP2, ZP3, ZP4 or ZP8, ZP5, ZP6, ZP7 and ZPR are in the manner described in greater detail with reference to FIGS. 1 and 6 as well as FIG axial extent of the transmission main central shaft 2 of the dual clutch transmission 1 interchangeable or at different axial locations in the dual clutch transmission 1 can be arranged without changing the functionality of the dual clutch transmission 1 described in more detail to FIG.
• the gear stages ZP3 and ZPR can be provided in mirrored form along a line L2 illustrated in more detail in FIG. 7, whereby the gear stages ZP3 and ZPR are connected by coupling the gear stages ZP3 and ZPR as a function of the respective present arrangement variant can be done to the countershaft 4, to the transmission central shaft 2 or to the hollow gear shaft 3.
• the gear stages ZP3 and ZPR can be connected to the power flow via the common shifting device SE5, wherein the gear stage ZP3 in the axial extent of the transmission central shaft 2 with respect to the associated switching device SE5 on a side of the switching device SE5 facing the load switching elements K1 and K2 and the gear stage ZPR a side facing away from the load switching elements K1 and K2 side of the switching device SE5 is arranged.
• the gear stage ZPR on the load switching elements K1 and K2 facing side of the switching device SE5 and the gear stage ZP3 on the side facing away from the load switching elements K1 and K2 side of the switching device SE5 can be arranged.
• the dual clutch transmission 1 illustrated in the drawing with the hollow shaft 9B arranged on the transmission central shaft 2 or the first transmission part shaft 2A
• the gear 71 of the gear stage ZP7 designed as a fixed gear and rotatably connected to the transmission central shaft 2 and the first gear part shaft 2A
• the gear 52 of the gear stage ZP5 is further arranged as a loose wheel on the transmission central shaft 2 and the first gear part shaft 2A and rotatably coupled via the switching element S7 with the first gear part shaft 2A.
• the gear stage ZP7 is provided in the manner shown in Fig. 1 and in Fig. 6 and in the manner shown in Fig. 7 between the gear stage ZP5 and the load switching elements K1 and K2, wherein the gear stage ZP5 in the axial extension of the transmission central shaft is positioned on the load switching elements K1 and K2 facing side of the switching device SE4.
• gear stage ZP7 is designed as a fixed gear and the double clutch transmission 1 is formed without the hollow shaft 9B, there is the possibility of the arranged with respect to the axial extent of the transmission central shaft 2 between the gear stages ZP9 and ZPR middle gear stage ZP3 at the location of the gear stage ZP5 to be arranged, wherein the gear stage ZP5 is then provided at the location of the middle gear stage ZP3.
• the outer gear stage ZPR arranged with respect to the axial extent of the transmission central shaft 2 on the side of the middle gear stage ZP3 facing away from the load switching elements K1 and K2 may be arranged at the location of the gear stage ZP7, while the gear stage ZP7 then adjoins the location of the outer gear stage ZPR is provided.
• the last-described exchange between the gear stages ZP7 and ZPR is in turn only feasible when the gear 71 of the gear stage ZP7 is arranged as a fixed gear on the transmission central shaft 2 and the first gear part shaft 2A and the dual-clutch transmission 1 is executed without the hollow shaft 9B.
• the hollow shaft 9A is either directly on the transmission central shaft 2 or as shown in the drawing. placed on the transmission hollow shaft 3 is arranged. Furthermore, the hollow shaft 9B is provided depending on the respectively present arrangement variant of the gear stages ZP2 to ZPR of the dual clutch transmission 1 either on the transmission central shaft 2 or the transmission hollow shaft 6.
• the gear stages ZP6, ZP2 and ZP4 or ZP8 can be coupled to the transmission central shaft 2 or the hollow gear shaft 3 as well as to the countershaft 4 via the shifting elements S1 to S4 of the shifting devices SE1 and SE2, depending on the respectively selected arrangement variant of the gear stages ZP2 to ZPR of the dual-clutch transmission 1.
• the gear stages ZP7, ZP5, ZP9, ZP3 and ZPR are assigned to either the transmission central shaft 2 or the two transmission part shafts 2A and 2B or the hollow gear shaft 3.
• the partial transmission 1 1 is located between the load switching elements K1 and K2 and the partial transmission 10, the transmission hollow shaft is split and executed a first transmission part shaft of the hollow shaft transmission with a second transmission part shaft of the transmission hollow shaft via the switching device SE4 coupled and one of the transmission part shafts connected to one of the output sides of the load switching elements.
• the three gear stages ZP9, ZP3 and ZPR are then non-rotatably coupled to one gearbox shaft of the gearbox hollow shaft and the gearwheel stage ZP7 can be coupled together with the gearwheel stage ZP5 via the switching device SE4 with the other gearbox shaft or the gearwheel stage ZP7 is in the region of its fixed gearwheel 71 rotatably connected to the transmission shaft of the transmission hollow shaft.
• the gear stage ZP7 via the fixed gear 71 rotatably connected to the transmission central shaft 2 or the transmission hollow shaft 2, while the gear stage ZP5 via the switching device SE4 or its switching element S7 in turn with the transmission central shaft 2 or the hollow shaft transmission 3 can be coupled.
• an output 15 of the dual clutch transmission 1 is provided coaxially with the countershaft 4 and the dual clutch transmission 1 is formed only with a transmission output.
• the output 15 of the dual-clutch transmission can be coupled via corresponding devices with at least one drivable vehicle axle.
• a transfer case can be connected downstream of the dual-clutch transmission 1, via which the torque guided in the region of the gear stage ZPR via the output 15 from the dual-clutch transmission 1 can be distributed between a plurality of drivable vehicle axles.
• the torque applied to the countershaft 4 according to the manner shown in Fig. 6 and Fig. 7 both in the range of the gear stage ZPR via the output 15 and additionally in the range of gear stage ZP6 or ZP2 via another Output 16 to lead from the dual-clutch transmission 1, wherein both the output 15 and the further output 16 are arranged coaxially with the countershaft 4.
• the axial offset is realized in a structurally simple manner via an additional output constant gear pair 17, wherein a fixed gear designed as a gear 18 of the output constant gear pair 17 in the manner shown in Fig. 6 and Fig. 7 rotatably connected to the countershaft 4.
• the toothed wheel 18 meshes with a toothed wheel 19 of the output constant gear pair 17, which is connected to the output 151 and / or the output 161.
• the output constant gear pair 17 is provided in the axial extension of the transmission central shaft 2 on the side of the gear stage ZPR facing away from the gear stage ZP3, wherein the gear 19 is arranged coaxially with the transmission main shaft 2 and rotatably mounted thereon is.
• the gearwheel 18 of the output constant-gear pair 17 is spatially arranged axially between the gear stage ZP4 or ZP8 and the gear stage ZP7.
• the dual clutch transmission 1 is additionally formed in the manner shown in FIG. 1 and in the manner shown in FIG. 7 with at least one electric machine 20.
• the electric machine 20 is mechanically switchable in the power flow of the dual clutch transmission.
• the electric machine 20 is to be connected to one of the shafts of the wheelset of the dual-clutch transmission 1. It is possible to provide an operative connection between the electric machine 20 and the dual-clutch transmission 1 in the region of a fixed wheel or a loose wheel of the wheel set of the dual-clutch transmission 1 or to connect the electric machine 20 in the region of an additional fixed wheel to the wheelset.
• the dual clutch transmission 1 is in the present case designed with five packetized coupling devices or the five switching devices SE1 to SE5, which can be actuated via only five actuators. Furthermore, the dual-clutch transmission 1 is space-saving designed with only eight wheel planes to represent at least nine translations "1" to "9" for forward drive and a translation "R" for reversing.
• a ratio change starting from the currently loaded in the dual clutch transmission 1 first translation "1" for forward drive in the direction of all straight translations “2", “4", “6” and “8” zugkraftunterbrechungsoko or power switchable feasible.
• gear changes in the dual-clutch transmission 1, starting from all even translations “2”, “4", “6” and “8” in the direction of all odd translations “1", “3”, “5", “7” and “9 "as well as in the opposite direction also load switchable or traction interruption-free feasible. This also applies to translation changes over several translation stages.

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Structure Of Transmissions (AREA)
• Transmission Devices (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=44629812

Family Applications (1)

Country Status (6)

Families Citing this family (57)

Family Cites Families (18)

• 2010
  • 2010-09-13 DE DE201010040660 patent/DE102010040660A1/de not_active Ceased
• 2011
  • 2011-08-03 JP JP2013527521A patent/JP5843863B2/ja not_active Expired - Fee Related
  • 2011-08-03 EP EP11740914.4A patent/EP2616711A1/de not_active Withdrawn
  • 2011-08-03 CN CN201180043903.2A patent/CN103097769B/zh not_active Expired - Fee Related
  • 2011-08-03 WO PCT/EP2011/063334 patent/WO2012034779A1/de active Application Filing
  • 2011-08-03 US US13/822,006 patent/US9021906B2/en active Active

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events