JP7105541B2 - A transmission with a clutch and seamlessly shiftable shift unit that shifts between transmission input shafts - Google Patents

Description

The present invention is a transmission for a motor vehicle, for example a passenger car, a lorry, a bus or an agricultural vehicle, for example two input shafts, a rotating part and a permanently non-rotatably connected rotating part. , a transmission with a seamlessly shiftable shift unit. Such a transmission can be realized in particular as a dual-clutch transmission. The invention also relates to a powertrain equipped with such a transmission.

Transmissions with seamlessly shiftable shift units (also known as "Seamless Shift-Units"/or "Zero Shift-Units") are already well known in the prior art. For example, WO 2004/099654 discloses a drivetrain comprising two rotatable shafts and means for transmitting drive power from one shaft to the other.Select assembly (Auswahlzusammenbau). ) forms a shift unit and is used to shift seamlessly between two different gears during the shifting operation of the transmission, whereby the gears can be switched using special shift elements. The prior art discloses seamless shifting, in which the engaged gear is automatically disengaged.

Other prior art are WO 2005/024261, WO 2006/095140, EP 1 642 052, EP 2 302 258, EP 2 463 555, Germany It is known in Patent Invention No. 102010002302, US Patent Application Publication No. 2013/0228027, US Pat. No. 4,096,932 and US Pat. No. 3,780,840.

In the prior art, the known transmissions are constructed like the classic handshift transmissions (Handschalter-Getriebe: manual transmissions) or ASG transmissions (Automatisches Schaltgetriebe: automated manual transmissions). The transmission input is usually provided with a clutch, downstream of which usually a plurality of shift elements are arranged between the input shaft and the output shaft. These shift elements have a special construction which allows immediate gear changes during a gear change. However, in this case it has proven to be disadvantageous that the shift elements of each gear must be able to be moved independently of each other. In addition, a relatively large number of shift elements are required per shift unit in order to be able to implement various shift operations. Furthermore, at the same time, it is desirable to ensure the most gentle, ie shock-free, changeover in the event of a momentary direction change of the transmission shaft.

SUMMARY OF THE INVENTION It is therefore the object of the present invention to provide a transmission which overcomes the drawbacks known from the prior art and whose construction is further simplified.

In the present invention, two transmission shafts are operatively connected/cooperated with the shift unit, the first transmission shaft in the first position of the shift unit and the second shaft in the second position of the shift unit. The transmission shafts are adapted to be non-rotatably connected to the rotating parts, the transmission shafts each being formed as a transmission input shaft and the rotating parts being a component part of the clutch of the transmission. resolved.

Thereby, the transmission is preferably combined with the concept of seamless/uninterrupted shifting. In doing so, the benefits of seamless shifting are still maintained, providing immediate, seamless shifting of power with only one clutch. The existing transmission itself can be kept largely unchanged, which further reduces the design effort for adapting known transmissions. Therefore, the structural trouble of changing the configuration of each shift unit is also reduced. On the other hand, a shift unit directly included in the transmission can be simplified. In addition, the transmission maintains compatibility with known shift systems, such as the "Active Interlock" type operating principle, or other traditional operating principles, and imposes on the actuator system of the transmission Less demand. By locating the shift unit between the clutch and the transmission input shaft in terms of torque flow, the shift unit is in a location that is well accessible to the sensors so that information can be collected there. Additionally, in this case, the corresponding sensor may only be needed once. Furthermore, the dynamics and shift forces required to adjust the position of the shift element within the transmission are very low, which makes the actuator system cheaper than those in known transmissions. The rotational inertia of the shaft whose direction of rotation is to be switched during the shift operation is also further reduced compared to hitherto known zero shift mechanisms.

Further advantageous embodiments are the invention according to the dependent claims and are described in detail below.

Furthermore, the first transmission shaft has a first rotational connection contour, and the first rotational connection contour is positively coupled to the movably supported shift element of the shift unit. Advantageously, it is configured to be engagable with the The rotary coupling profile is preferably built into or arranged directly/directly on the first transmission shaft/transmission input shaft, which clearly simplifies the construction.

In this connection, the second transmission shaft has a second rotational connection contour, which is positively coupled to the movably supported shift element of the shift unit. It is also advantageous if it is configured to be engageable with the coupling profile. The second rotary coupling profile is preferably built into or arranged directly/directly on the second transmission shaft/transmission input shaft. This further simplifies the structure of the transmission.

The clutch is designed in the form of a single clutch, more preferably as a form-acting breaking clutch/form-locking breaking clutch, for example a pawl clutch or as a friction clutch/friction clutch. It is also advantageous if it is designed as a clutch. In this case, hitherto existing clutches can be used directly in this transmission, further reducing the effort or costs involved in manufacturing.

The transmission is particularly compact if the continuously shiftable shifting unit is of annular design and surrounds at least one of the transmission shaft/transmission input shaft radially outwardly. A plurality of transmission input shafts are preferably configured differently from one another in this connection. The transmission input shafts are radially nested, and more preferably the first transmission input shaft is radially inward of the second transmission input shaft. In this case, the shift unit is arranged radially outside the end region of the first transmission input shaft that protrudes from the second transmission input shaft.

If the seamlessly shiftable shifting unit is configured as a zero-shift shifting, it can also be particularly preferably integrated in the region between the clutch and the transmission input shaft.

Furthermore, if the (first) torsional vibration damper is integrated on the first transmission shaft and/or the (second) torsional vibration damper is integrated on the second transmission shaft , is advantageous. As a result, torsional vibrations occurring during operation are damped particularly effectively.

Furthermore, in this connection, in addition to or alternatively to the above aspects, a (third) torsional vibration damper is integrated in the rotating part and/or a (fourth) torsional vibration damper is advantageously integrated into the rotating part fixing component. This further significantly reduces the vibration peaks.

The invention furthermore provides a powertrain for a motor vehicle, comprising a transmission according to at least one of the embodiments described above, wherein the clutch comprises at least one power generation device, such as an electric motor and/or an internal combustion engine. and a transmission shaft arranged in the transmission. This also makes the powertrain particularly compact.

In addition, a (fifth) torsional vibration damper is incorporated in the transmission output shaft of the transmission and/or a (sixth) torsional vibration damper is incorporated in the power generator (in terms of torque flow) and the clutch. This further enhances the damping of torsional vibrations occurring during operation.

In other words, according to the invention, in particular a transmission, preferably also referred to as/as a dual-clutch transmission, has a single clutch and a zero-shift shifter that shifts between a single clutch and the transmission input shaft. / is formed with a shift unit that can be shifted seamlessly. A torque flow can be supplied to the first partial transmission or to the second partial transmission by means of a seamlessly shiftable shifting unit. "Active interlock" technology may be combined with this.

The invention is explained in more detail below with reference to the drawings showing various embodiments.

1 is a schematic illustration of a first embodiment of a transmission according to the invention in a powertrain shown in longitudinal section, between the clutch and the transmission of a shift unit arranged non-rotatably on a rotating part; FIG. It is a diagram in which the arrangement of is well visible. FIG. 2 is a schematic view showing an exploded circumferential area of an annularly formed shift unit used between two rotary coupling profiles of two transmission shafts of a transmission, wherein in the shown neutral position of the shift unit a first FIG. 4 shows that neither the transmission shaft nor the second transmission shaft is connected to the rotating part of the clutch in a non-rotatable manner; FIG. 3 shows a diagrammatic view (first intermediate position) developed of the circumferential area of the shift unit shown in FIG. so that the first shift element is positively coupled to the rotary coupling profile upon relative rotation of the rotary part of the clutch with respect to the first transmission shaft in the first direction of rotation. It is a figure which shows. FIG. 4 is a schematic view similar to FIG. 3 showing an expanded peripheral area of the shift unit, and in FIG. 4 additionally to FIG. moving toward the first position of the shift unit is formed, the shift unit being positively coupled to the rotary coupling profile in both directions of rotation relative to the first transmission axis. It is a figure which shows that. FIG. 4 shows a schematic view (second intermediate position) of a development of the circumferential area of the shifting unit, showing the shifting movement between the two transmission shafts, the second shifting element being already axially aligned with the second transmission; moving towards the second rotational coupling contour of the shaft to positively engage the second rotational coupling contour in a (second) direction of rotation of the shift unit relative to the second transmission shaft; It is a figure which shows matching. Figure 6 is a diagrammatic view showing the development of the circumferential area of the shift unit again, with respect to Figure 5, the first transmission shaft being completely decoupled from the rotary part/shift unit to form the second position; , the shift unit now engages in a form-fitting manner with the second rotary coupling contour, coupling the rotary part to the second transmission shaft in both directions of rotation of the shift unit relative to the second transmission shaft. It is a figure which shows that it is doing. FIG. 4 shows a schematic longitudinal section through a second embodiment of the transmission according to the invention, in which the clutch is arranged between the internal combustion engine and the transmission and the powertrain is no longer hybridized; FIG. 4 is a diagram showing an embodiment; FIG. 10 is a schematic vertical cross-sectional view of a third embodiment of a transmission according to the present invention, showing a mode in which a plurality of torsional vibration dampers are installed unlike the second embodiment;

The drawings are schematic in nature and are used solely as an aid in understanding the invention. The same elements are given the same reference numerals.

A transmission 1 according to the invention can be seen particularly well schematically in FIG. The transmission 1 is already installed in the powertrain 2 of the vehicle. The power train 2 is designed as a hybrid power train, the internal combustion engine 9 and the electric motor 10 forming two power generators of this power train 2 which can be operated independently of each other.

The transmission 1 is in principle constructed and functions like a typical dual-clutch transmission and comprises two transmission input shafts in the form of a first transmission shaft 6 and a second transmission shaft 7 . The transmission 1 also comprises one transmission output shaft 11/third transmission shaft. The transmission output shaft 11/third transmission shaft is further connected to the differential 12 in a conventional manner. The gear pairs provided on the transmission output shaft 11 and the first transmission shaft 6 or the second transmission shaft 7, respectively, are connectable by separate shift rings 13 in the usual manner. The shift ring 13, also called a shift sleeve, forms a synchronizing section. A first group of gear wheels is arranged on a first transmission shaft 6 and a second group of gear wheels is arranged on a second transmission shaft 7 so as not to rotate relative to each other.

In the first embodiment shown in FIG. 1, the shift unit 5 is arranged outside the transmission housing 14 of the transmission 1, shown in dashed lines in FIG.

A clutch 8 (hereinafter also referred to as a first clutch 8) serves as a decoupling/releasable coupling element between the electric motor 10 and the transmission shafts 6,7. This first clutch 8 is also arranged outside the transmission housing 14 but belongs to the transmission 1 . Therefore, the transmission 1 is also called a transmission clutch assembly (Getriebe-Kupplungsanordnung). The first clutch 8 is designed as a single clutch and as a friction clutch. The first rotary part 3 of the first clutch 8 is connected to the shift unit 5 in a non-rotatable manner. The first rotary part 3 is designed as a clutch disc. The rotor of the electric motor 10 is non-rotatably connected to the (second) rotary part 4 of the first clutch 8 . The stator of the electric motor 10 is arranged housing-fixed, for example transmission-housing-fixed or clutch-housing-fixed. The second rotating part 4 is constructed as a pressure plate. In the engaged position of the first clutch 8, the two rotating parts 3, 4 are connected to each other in a non-rotatable manner, and in the disengaged position, no torque is transmitted between the rotating parts 3, 4. The first clutch 8 is movable between a clutch engaged position and a clutch disengaged position via an operating device 30 .

In addition to the first clutch 8 , a second clutch 29 is installed in the illustrated power train 2 . The second clutch 29 is also designed as a friction clutch. A second clutch 29 is arranged between the internal combustion engine 9 and the first clutch 8 in terms of torque flow. The second clutch 29 also has two rotating parts. The second clutch 29 is also reciprocally movable between a clutch engaged position and a clutch disengaged position by means of an operating device in a conventional manner. This allows flexible connection, such as connecting the internal combustion engine 9 to the transmission 1 independently of the electric motor 10, or conversely connecting the electric motor 10 to the transmission 1 independently of the internal combustion engine 9. be.

According to the invention, the shift unit 5 is arranged between the first clutch 8, i.e. the first rotating part 3, and the two transmission shafts 6, 7 in terms of torque flow. Depending on the position of the shift unit 5 , the shift unit 5 connects the first rotating part 3 to the first transmission shaft 6 or to the second transmission shaft 7 . The shift unit 5 itself is designed as a seamlessly shiftable shift unit 5 in the form of a so-called zero-shift/zero-shift mechanism. Such a zero-shift type shifter is already known from WO 2004/099654 and is called "Waehlzusammenbau"/"selector assembly". The function and structure of this select assembly are incorporated into the shift unit 5 of the transmission 1 according to the invention.

Details of the shift unit 5 can also be seen in connection with FIG. FIG. 2 shows a partial circumferential area of the shift unit 5 unfolded, ie cut open and spread out in one plane, the shift unit 5 being annular in its customary form.

Shift unit 5 incorporates a plurality of shift elements 16 , 17 . The shift elements 16 , 17 are supported axially displaceable in the shift unit 5 . The first shift element 16, which can be seen in FIG. 2, is inserted axially displaceable (of the shift unit 5) between two support members 21 which are arranged adjacent in the circumferential direction. The second shift element 17 is also inserted between two circumferentially adjacent support members 21 and is axially movable.

The shift unit 5 is arranged axially between two rotational coupling profiles 15, 18 formed on the transmission shafts 6,7. The first rotational coupling profile 15 has a plurality of circumferentially spaced dovetail/claw shaped first projections 22a. A first rotary coupling profile 15 is rigidly attached to the first transmission shaft 6 . Each first protrusion 22a of the first rotary coupling profile 15 cooperates with the first and second shift elements 16, 17 of the shift unit 5 as explained in detail below.

A second rotary coupling contour 18 is arranged on the axial side of the shift unit 5 which is remote from the first rotary coupling contour 15 . The second rotary coupling profile 18 is a component of/fixed to the second transmission shaft 7 . The second rotational coupling profile 18 also has a plurality of dovetail/claw-shaped (second) projections 22b. The second protrusions 22b are also distributed in the circumferential direction. On the side of the pair of first and second shift elements 16, 17 visible in FIG. Instead of only one projection 22a cooperating as in the above, two projections 22b cooperate.

The shift elements 16, 17 and the respective rotary coupling contour 15 or 18 together form a pawl clutch, ie a form-locking clutch.

The first shift element 16 has a first recess 23, as can be seen in FIG. A first notch 23 cooperates with a first protrusion 22 a of the first rotary coupling profile 15 . If a non-rotatable connection is to be formed between the first rotary part 3 and the first transmission shaft 6, the shift elements 16 and 17 of the shift unit 5, shown in FIG. It should move to the first position. For this purpose, the first shifting element 16 is first moved axially towards the first rotary coupling contour 15 until it overlaps the first projection 22a in the circumferential direction. In this first intermediate position of the shift unit 5 , the first shift element 16 is adapted for relative rotation of the (first) rotating part 3 /shift unit 5 with respect to the first transmission shaft 6 in the first direction of rotation 24 . During operation, it is already connected to the first transmission shaft 6 in a form-locking manner. Subsequently, as shown in FIG. 4, the second shift element 17 is also correspondingly axially displaced towards the first rotary coupling profile 15 so that the second shift element 17 is also circumferentially Seen on the opposite side of the first shift element 16, it overlaps/loops behind the first projection 22a in a form-fitting manner. The second shift element 17 is thus used for form-fittingly coupling the shift unit 5 in a first position, in particular in a second direction of rotation 27 opposite to the first direction of rotation 24 . The second shift element 17 also has a first cutout 23 . The two cutouts 23 of the two shift elements 16 and 17 face each other, viewed in the circumferential direction.

Both shift elements 16 and 17 each have a second cutout 25 in the end region opposite the first cutout 23 . These second cutouts 25 are spaced apart from each other in the circumferential direction and form a second rotational coupling contour 18, so that they are better visible in the second position of the shift unit 5 shown in FIG. It is used for form-fittingly receiving the second projection 22b of the .

Circumferentially spaced from the respective notches 23 and 25, each shift element 16 and 17 has an operating ramp 26. As shown in FIG. The operation slope 26 is also called an operation ramp. The operating ramp 26 is used in particular for switching from the first position to the second position.

In connection with FIG. 5, it can be seen particularly well how the shifting operation of switching the shifting unit 5 from the first position to the second position is carried out. For this purpose, the second shift element 17 initially engages (viewed in the circumferential direction) with the second recess 25 in a form-locking manner with the second projection 22b of the second rotary coupling contour 18. is moved axially until This is done in a second intermediate position, as shown in FIG. If the second transmission shaft 7 in this situation rotates faster in the first direction of rotation 24 than the first transmission shaft 6, the shift unit 5 is also accelerated in this first direction of rotation 24, so that at the same time A relative rotation of the shift unit 5 with respect to the first transmission shaft 6 occurs in a second direction of rotation 27 which is opposite to the first direction of rotation. Thereby, the first shift element 16 with its actuation bevel 26 is displaced in the circumferential direction along one of the plurality of first projections 22a, while axially along the first rotary coupling contour 15. , no longer form-locking engagement with the first projection 22 a , and finally come into form-fitting engagement with the second projection 22 b of the second rotary coupling profile 18 . In this second position shown in FIG. 6, both shift elements 16, 17 are finally connected in a form-locking manner to the second projection 22b.

The actuation/switching of the separate shift elements 16, 17, which in actual use are arranged along the periphery in multiple pairs, is preferably effected jointly by one actuator 28a, 28b. A first actuator 28a cooperates with a first shift element 16 or group of first shift elements 16 and a second actuator 28b cooperates with a second shift element 17 or group of second shift elements 17. collaborate. Thereby, the position of the shift unit 5 is changed or maintained depending on the state of the respective actuator 28a or 28b. Actuators 28a and 28b are also used to return the respective shift elements 16 and 17 from the first or second position again to the neutral position shown in FIG.

Again, as can be seen from FIG. 1, the first transmission shaft 6 is arranged coaxially with respect to the second transmission shaft 7 . The first transmission shaft 6 is supported radially inside the second transmission shaft 7 so as to be rotatable relative to the second transmission shaft 7 . The first transmission shaft 6 is designed as a solid or hollow shaft and the second transmission shaft 7 as a hollow shaft. The first transmission shaft 6 runs completely through the second transmission shaft 7 and has its (first) rotary coupling contour 15 in the end region that protrudes from the second transmission shaft 7 in the axial direction. there is The (second) rotary coupling contour 18 of the second transmission shaft 7 is arranged at the end of the second transmission shaft 7 that protrudes from the transmission housing 14 .

In connection with FIG. 7, another possible embodiment is shown in principle. In contrast to the first exemplary embodiment, the powertrain 2 in this embodiment is constructed as a purely mechanically driven powertrain 2 with only an internal combustion engine 9 . As a result, the electric motor 10 is omitted in the second embodiment as compared with the first embodiment. Due to the omission of the electric motor 10 the second clutch 29 is omitted and the second rotary part 4 of the first clutch 8 is no longer additionally coupled to the rotor of the electric motor 10 .

In connection with FIG. 8, it can be seen that in principle a plurality of torsional vibration dampers may be installed in the transmission 1 or the power train 2. In the third embodiment shown in FIG. 8, a total of six torsional vibration dampers 19a-f are installed. These torsional vibration dampers 19a-f may be installed in transmission 1 or powertrain 2 independently of each other and individually in another embodiment.

A first torsional vibration damper 19 a is integrated in the first transmission shaft 6 , i.e. adjacent to the first rotary coupling contour 15 . A second torsional vibration damper 19 b is integrated in the second transmission shaft 7 , i.e. adjacent to the second rotary coupling profile 18 . A third torsional vibration damper 19c is integrated in the first rotating part 3 in the form of a clutch disc. The fourth torsional vibration damper 19d is incorporated in a rotating part fixed component, i.e. a component which is connected to the rotating part 3 in a non-rotatable manner. This component of the rotary part fixing is designed as a coupling shaft 20 . The coupling shaft 20 is used for the non-rotatable coupling of the clutch disc/first rotary part 3 to the shift unit 5 in the first two embodiments as well. Furthermore, a fifth torsional vibration damper 19 e is incorporated in the transmission output shaft 11 . A sixth torsional vibration damper 19f is inserted between the internal combustion engine 9 and the second rotating part 4 in terms of torque flow.

In other words, FIG. 1 shows one possible configuration of the powertrain 2 according to the invention. The power train 2 is configured as a P2 hybrid (P2 Hybrid) including K0 (second clutch 29) and K1 (first clutch 8). A shift unit 5 according to the invention is present. This shift unit 5 allows torque to be transmitted from the clutch 8 to the transmission input shafts 6, 7 (GEW1 and GEW2). The transmission 1 is shown in a simplified manner and here comprises two partial transmissions each having four gear stages. The reverse gear stage is not shown for the sake of clarity.

The shift unit 5 then consists of two groups of shift elements 16, 17 and two sets of pawls 15, 18 which are pivotable relative to one of the transmission input shafts 6, 7, respectively. Non-rotatably coupled (this coupling is said to be non-rotatable even if dampers 19a-f are used). The shift elements 16, 17 are actuated via separate actuators 28a, 28b (as shown) or via one common actuator having a spring structure. Actuators 28a, 28b may be configured, for example, as mechanical actuators (eg spindle drives), hydraulic actuators or magnetic actuators.

FIG. 2 shows details of the shift unit 5 . This is an exploded view of part of the circumference of the shift unit when it is in the neutral position, ie no torque is then transmitted. The upper part is rotationally connected to the first transmission input shaft 6 and the lower part is rotationally connected to the second transmission input shaft 7 . The intermediate part containing the shift elements 16, 17 is rotationally coupled to the output shaft 20 of K1 (8). Furthermore, pawl 15, 18 (preferably with undercut) are arranged on the transmission input shaft 6, 7, which fit between the shift elements 16, 17 respectively.

The shift elements 16, 17 can be moved (by means of actuators or actuators 28a, 28b) towards GEW1 (6) or GEW2 (7), where the respective transmission input shafts 6,7 and clutch output shafts 20 Depending on the direction of the rotational speed difference between the two, the pawl 15, 18 is engaged with the pawl 15, 18, or the pawl 15, 18 pushes it back again to the intermediate/neutral position. Preferably, at least three shift elements 16, 17 are present, evenly distributed in the circumferential direction. There is optionally a guide element (support member 21) between the shift elements 16, 17, which keeps the shift elements 16, 17 in place and helps transmit torque.

FIG. 3 shows how the clutch shaft 20 is coupled to the transmission input shaft 6. As shown in FIG. In this case, a gear should already be engaged in the first partial transmission assigned to the first transmission shaft 6 . In doing so, the clutch output shaft 20 and thus the shift elements 16, 17 and the guide 21 move to the right relative to the transmission input shaft 6, so that for support in this direction, first of all the first shift Element 16 must be entered. In order to fully couple the clutch shaft 20 to GEW1 (6), the second shift element 17 must also be moved upwards. This situation is shown in FIG.

FIG. 5 shows the switching operation to another transmission input shaft 7 . It is assumed that a gear has already been engaged in the second partial transmission assigned to the second transmission shaft 7 . The conversion is then such that the lower pawl clutch 18 moves to the left relative to the shift elements 16, 17 and the upper pawl clutch 15 in the drawing. That is, the second shift element 17 is moved downwards where it engages the pawl (projection 22b). This now moves GEW1 (6) to the right relative to the rest. The first shift element 16 is ejected at the ramp 26 by the next pawl (projection 22a). That is, switching occurs instantaneously.

And in FIG. 6, the first shift element 16 is likewise shifted downward and GEW2 (7) is rigidly coupled to the clutch output.

FIG. 7 shows a powertrain 2 without electric functions. The idea is to instantaneously switch the drive torque between the transmission input shafts 6,7. Add-Ons, for example the addition of electromechanical or other additional units, are possible. Likewise, the number of gear stages and the exact design of the transmission 1 are not critical. With the architecture proposed here, the shifts are always made in the same (single) seamless shift type shift element 16, 17, thus saving effort or cost compared to known zero-shift transmissions. Advantageous locations of the spring/damper units 19a-f are shown in FIG. The positions of the spring/damper units 19a-f can be arbitrarily combined with each other.

1 transmission 2 powertrain 3 first rotating part 4 second rotating part 5 shift unit 6 first transmission shaft 7 second transmission shaft 8 clutch/first clutch 9 internal combustion engine 10 electric motor 11 transmission output shaft 12 Differential 13 Shift ring 14 Transmission housing 15 First rotary coupling profile 16 First shift element 17 Second shift element 18 Second rotary coupling profile 19a First torsional vibration damper 19b Second torsional vibration damper 19c Third torsional vibration damper 19d Fourth torsional vibration damper 19e Fifth torsional vibration damper 19f Sixth torsional vibration damper 20 Coupling shaft 21 Support member 22a First projection 22b Second projection 23 First notch 24 first rotation direction 25 second notch 26 operation slope 27 second rotation direction 28 actuator 28a first actuator 28b second actuator 29 second clutch 30 operating device

Claims (8)

A transmission (1) for a motor vehicle, comprising:
a rotating portion (3);
a seamlessly shiftable shifting unit (5) permanently and non-rotatably connected to said rotating part (3);
two transmission shafts (6,7);
In a transmission (1) comprising
The two transmission shafts (6,7) are arranged such that in the first position of the shift unit (5) the first transmission shaft (6) and in the second position of the shift unit (5) the second A transmission shaft (7) is coupled to the shift unit (5) so as to be non-rotatably connected to the rotating part (3), the transmission shafts (6, 7) each having a transmission formed as an input shaft, said rotating part (3) being an integral part of a clutch (8) of said transmission (1),
Said shift unit (5) comprises first and second shift elements (16, 17) respectively inserted between circumferentially adjacent support members (21) and supported axially movably. death,
Said first transmission shaft (6) has a first rotational coupling profile (15), said first rotational coupling profile (15) being associated with said first and second shift elements (16, 17). is configured to be engageable with said first rotational coupling profile (15) in a form-fitting manner,
Said second transmission shaft (7) has a second rotational coupling profile (18), said second rotational coupling profile (18) being associated with said first and second shift elements (16, 17). is configured to be form-fittingly engageable with said second rotational coupling profile (18),
Said first shift element (16) is used for form-locking coupling with one of said first and second rotary coupling profiles (15, 18) in a first direction of rotation (24), said A second shift element (17) engages one of said first and second rotational coupling profiles (15, 18) in a second rotational direction (27) opposite said first rotational direction (24). used to join shape coupling formulas ,
A first group of gears is non-rotatably arranged on the first transmission shaft (6) and a second group of gears is non-rotatably arranged on the second transmission shaft (7). been A transmission (1), characterized in that: 2. Transmission (1) according to claim 1, characterized in that the clutch (8) is designed as a form-locking disengagement clutch or a friction clutch. 3. According to claim 1 or 2, characterized in that the continuously shiftable shift unit (5) is of annular design and surrounds the radially outer side of at least one of the transmission shafts (6, 7). A transmission (1) as described. 4. Transmission (1) according to any one of claims 1 to 3, characterized in that the seamlessly shiftable shift unit (5) is designed as a zero-shift shifter. A torsional vibration damper (19a) is integrated in said first transmission shaft (6) and/or a torsional vibration damper (19b) is integrated in said second transmission shaft (7). Transmission (1) according to any one of claims 1 to 4, characterized in that a that a torsional vibration damper (19c) is integrated in said rotating part (3) and/or a torsional vibration damper (19d) is integrated in the rotating part fixed component (20); Transmission (1) according to any one of claims 1 to 5, characterized in that. A powertrain (2) for a motor vehicle, comprising a transmission (1) according to any one of claims 1 to 6, wherein the clutch (8) comprises a power generator (9, 10) and A powertrain (2) used as a coupling unit between transmission shafts (6,7) arranged in said transmission (1). A torsional vibration damper (19e) is incorporated in the transmission output shaft (11) of the transmission (1) and/or the torsional vibration damper (19f) is integrated with the power generator (9, 10). 8. A powertrain (2) according to claim 7, characterized in that it is arranged between said clutch (8).

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