WO2017186426A1 - Boîte de vitesses à double embrayage à transmission intermédiaire - Google Patents

Boîte de vitesses à double embrayage à transmission intermédiaire Download PDF

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Publication number
WO2017186426A1
WO2017186426A1 PCT/EP2017/057150 EP2017057150W WO2017186426A1 WO 2017186426 A1 WO2017186426 A1 WO 2017186426A1 EP 2017057150 W EP2017057150 W EP 2017057150W WO 2017186426 A1 WO2017186426 A1 WO 2017186426A1
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WO
WIPO (PCT)
Prior art keywords
gear
countershaft
transmission
switching element
idler gear
Prior art date
Application number
PCT/EP2017/057150
Other languages
German (de)
English (en)
Inventor
Jürgen WAFZIG
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Priority to CN201780019867.3A priority Critical patent/CN108779835B/zh
Publication of WO2017186426A1 publication Critical patent/WO2017186426A1/fr

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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
    • F16H3/087—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
    • F16H2003/0931—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 each countershaft having an output gear meshing with a single common gear on the 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six 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
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds

Definitions

  • the present invention relates to a dual-clutch transmission in countershaft design according to the preamble of patent claim 1.
  • a dual-clutch transmission consists of two trains or partial transmissions with different gear pairs, two power shift clutches, which are each associated with a partial transmission, a drive shaft and an output shaft and, depending on the number of gears from positive clutches.
  • the gears are arranged alternately in the two partial transmissions, so that it is possible to preselect a gear in the load-free partial transmission, while the torque is transmitted from the other partial transmission.
  • a gear shift is realized by transferring the torque to be transmitted from one power shift clutch to the other, so that the gears can be switched without load and without interruption of traction and without distortion of the shiftable gears.
  • the odd gears with one partial transmission and the even gears and the reverse gear are switchable with the other partial transmission.
  • the advantages of the dual clutch transmission consist in an efficiency advantage over gearboxes in planetary design, a freer translation choice of the gears by the sub-transmission, the Hochfilzahitaug IEEE and in a sporty driving.
  • the applicant's DE 10 2007 049 271 A1 discloses a dual-clutch transmission with two clutches whose input sides are connected to a drive shaft and whose output sides are each connected to one of two transmission input shafts arranged coaxially with each other, with at least two countershafts on which gear wheels designed as idler gears are rotatably mounted, rotatably mounted on the two transmission input shafts and designed as fixed gears gear wheels that are at least partially engaged with the loose wheels, with a plurality of coupling devices for non-rotatable connection of a idler gear with a countershaft, each with a provided on the two countershaft driven gear, which is coupled to a toothing of an output shaft, and at least one switching element for the rotationally fixed connection of two gear wheels, wherein several powershift forward gears and at least one reverse gear can be switched.
  • the known dual clutch transmission is provided that three double gear planes are provided and in each double gear plane in each case a loose wheel of the first and second countershaft is assigned to a fixed gear one of the transmission input shafts, wherein in each double gear plane at least one idler gear for at least two gears usable is, so that at least one Windungsgang is switchable via at least one switching element.
  • This dual-clutch transmission is particularly suitable for a front-transverse construction in a vehicle.
  • Another dual-clutch transmission which is suitable for a front-transverse construction in a vehicle, is known from DE 10 2007 049 267 A1 of the applicant; the input sides of the two clutches are connected to a drive shaft and whose output sides are each connected to one of two coaxial transmission input shafts.
  • the known transmission has at least one switching element for coupling the two transmission input shafts, wherein at least six powershift forward gears and at least one reverse gear are switchable and wherein three wheel planes or four wheel planes are arranged such that at least one lastschaltbarer Windungsgang switchable via the switching element for coupling the two transmission input shafts is.
  • the present invention has for its object to provide a dual clutch transmission in countershaft design, which is suitable for a front-transverse installation and allows a quick and comfortable direction change.
  • a transmission is proposed in countershaft design, comprising a first, connected to the output side of a first power shift clutch and designed as a solid shaft transmission input shaft, which is associated with a first partial transmission, a second, connected to the output side of a second power shift clutch and designed as a hollow shaft transmission input shaft, the one is assigned to the second transmission part and through which the first transmission input shaft is guided and a first and a second countershaft, each with a provided on the two countershaft output gear, which is respectively coupled to a toothing of an output shaft, wherein on the first countershaft, a second and a fourth switchable idler gear are arranged, which mesh to form a gear of a gear assigned to each wheel with a second transmission input shaft arranged on the second and fourth fixed gear, wherein on the second countershaft a sech Stest switchable idler gear is arranged, which meshes with the arranged on the second transmission input shaft fourth fixed gear to form a gear of the transmission, wherein on the second countershaft,
  • a first fixed gear is arranged on the first countershaft, which meshes with a arranged on the first transmission input shaft first shiftable idler gear to form a gear of a gear
  • arranged on the first transmission input shaft or on the second countershaft fifth switchable idler gear which meshes with a fifth fixed gear arranged on the first countershaft or with a third fixed gear arranged on the first transmission input shaft to form a gear stage associated with a gear of the transmission
  • a third shiftable idler gear is arranged on the first transmission input shaft or the first countershaft, which is used to form a gear of a gear assigned to the wheel with a arranged on the first countershaft third fixed gear or with a arranged on the first transmission input shaft third fixed gear.
  • the power shift clutches are on the drive side connected to a drive unit, for example with an internal combustion engine, and combined to form a double clutch.
  • the transmission has seven form-locking switching elements, which are preferably designed as synchronizers, by means of a first switching element, the second idler gear with the first countershaft releasably rotatably connected, by means of a second switching element, the fourth idler gear with the first countershaft is releasably rotatably connected by means a third switching element, the seventh idler gear with the second countershaft releasably rotatably connected, by means of a fourth switching element, the sixth idler gear with the second countershaft releasably rotatably connected, by means of a fifth switching element, the third idler gear with the shaft on which it is arranged releasably rotatably connected is, by means of a sixth switching element, the first idler gear with the first transmission input shaft releasably rotatably connected and wherein by means of a seventh switching element the fifth idler gear with the shaft on which it is arranged, releasably rotatably connectable
  • the switching elements can also be designed as claw switching elements or frictional clutches in the context of further embodiments.
  • the actuation of the switching elements can be done mechanically, electrically, pneumatically or hydraulically from the outside or from the countershafts out.
  • the transmission has a noires form-fitting switching element, by means of which the third idler gear with the fourth idler gear releasably rotatably connected, in which case the third idler gear is disposed on the first transmission input shaft.
  • an additional, seventh gear which is designed as a winding passage, can be realized.
  • At least one switching element for one or more gears of the transmission is arranged on a transmission input shaft.
  • the mass inertias to be synchronized become smaller, which favors an advantageous switching element or synchronization design.
  • the invention may be arranged to the drive according to the invention at least one electric machine for a hybrid drive on the drive side of the dual clutch with or without an additional coupling to the drive unit.
  • the electric machine can be operatively connected by means of a gear with a switchable idler gear of the transmission or switchable or fixedly coupled to a countershaft or be operatively connected to the second transmission input shaft.
  • Fig. 1 a schematic representation of a first embodiment of a Doppelkupplungsgetnebes invention in countershaft design, which has six forward gears and one reverse gear;
  • FIG. 2 is an exemplary circuit diagram for the transmission shown in FIG. 1;
  • FIG. 2 is an exemplary circuit diagram for the transmission shown in FIG. 1;
  • FIG. 3 shows a schematic illustration of a second embodiment of a countershaft-type dual-clutch transmission according to the invention, which has six forward gears and one reverse gear;
  • FIG. 4 is a schematic representation of a third embodiment of a dual-clutch transmission according to the invention in countershaft design, which has seven forward gears and one reverse gear;
  • Fig. 5 an exemplary circuit diagram for the transmission shown in Figure 4;
  • FIG. 6 is a schematic representation of a fourth embodiment of a countershaft-type dual-clutch transmission according to the invention, which has seven forward gears and one reverse gear;
  • FIG. 7 shows a schematic illustration of a further development of the transmission according to FIG. 4, in which an electrical machine is integrated into the transmission, which is arranged on the drive side of the double clutch;
  • FIG. 8 shows a schematic representation of a development of the transmission according to FIG. 4, in which an electrical machine is integrated into the transmission, which is arranged on the drive side of the dual clutch with an additional clutch to the drive unit;
  • FIG. 9 shows a schematic representation of a further development of the transmission according to FIG. 4, in which an electric machine is integrated in the transmission, which is operatively connected by means of a toothed wheel to a switchable idler gear of the transmission; 10 is a schematic representation of a development of the transmission according to FIG. 4, in which an electric machine is integrated in the transmission, which is operatively connected to the second transmission input shaft; and
  • Fig. 1 1 is a schematic representation of a development of the transmission according to FIG. 6, in which an electrical machine is integrated in the transmission, which is operatively connected to the second countershaft switchable.
  • Fig. 1 a designed as a double clutch transmission is shown in countershaft design with six forward gears and one reverse gear.
  • the transmission comprises a first, connected to the output side of a first power shift clutch K1 and designed as a solid shaft transmission input shaft EW1, which is associated with a first partial transmission, a second, connected to the output side of a second power shift clutch K2 and designed as a hollow shaft transmission input shaft EW2, the second partial transmission is assigned and through which the first transmission input shaft EW1 is guided and a first and a second countershaft VW1, VW2, each with a provided on the two countershafts VW1, VW2 driven gear AB1, AB2, which is respectively coupled to a toothing of an output shaft AW.
  • the powershift clutches are connected to a drive unit M, for example to an internal combustion engine.
  • the countershafts VW1, VW 2 are arranged axially parallel to the transmission input shafts EW1, EW2.
  • a second and a fourth shiftable idler gear L2, L4 are arranged on the first countershaft VW1, each with a second and fourth fixed gear F2 arranged on the second transmission input shaft to form a gear stage i2, , F4, wherein on the first countershaft VW1 a first, a third and a fifth fixed gear F1, F3, F5 are arranged, which in each case with one on the first transmission input shaft EW1 to form a gear of the transmission associated gear i1, i3, i5 arranged first, third and fifth switchable idler gear L1, L3, L5 comb.
  • a sixth shiftable idler gear L6 is arranged on the second countershaft VW2, which meshes with the arranged on the second transmission input shaft EW2 fourth fixed gear F4 to form a gear of the transmission gear
  • a seventh shiftable idler gear LR is arranged, which meshes to form a reverse gear of the gear assigned iR gear with a meshing with the arranged on the second transmission input shaft EW2 second fixed gear F2 intermediate Z1.
  • the seventh shiftable idler gear LR can mesh with the second idler gear L2 arranged on the first countershaft to form a gear stage iR assigned to a reverse gear of the transmission.
  • the wheel stage i1 formed by the first idler gear L1 and the first fixed gear F1 corresponds to the wheel stage for generating the first forward gear of the transmission, wherein the wheel stage i2 formed by the second idler gear L2 and the second fixed gear F2 of the wheel stage for generating the second forward gear through the third idler gear L3 and the third fixed gear F3 formed wheel stage i3 the wheel stage for generating the third forward gear, formed by the fourth idler gear L4 and the fourth fixed gear F4 wheel stage i4 the wheel stage to produce the fourth forward gear, by the fifth idler gear L5 and the third fixed gear F3 or the additional, additional fixed wheel formed wheel stage i5 the wheel stage to produce the fifth forward gear, formed by the sixth idler gear L6 and the fourth fixed gear F4 wheel stage i6 the wheel stage to produce the sixth forward gear and wherein by the seventh idler gear LR , the intermediate gear Z1 and the second fixed gear F2 and by the seventh Losrad LR and the second idler gear L2 formed wheel stage iR the wheel
  • fixed wheels with which idler gears mesh to form an odd gear of the transmission associated gear stage arranged on the first transmission input shaft EW1 and thus associated with the first sub-transmission, wherein fixed wheels with which idler gears of the transmission to form a meshing straight gear of the transmission or the reverse gear associated wheel, are arranged on the second transmission input shaft EW2 and thus associated with the second partial transmission.
  • the partial transmissions of the dual-clutch transmission can be reversed.
  • the switching schemes shown below also apply to these embodiments, when the first transmission input shaft EW1 is connected to the output side of the second power shift clutch K2 and the second transmission input shaft is connected to the output side of the first power shift clutch K1.
  • the transmission of FIG. 1 has seven positive switching elements, which are preferably designed as synchronizers and hereinafter referred to as first switching element S1, second switching element S2, third switching element S3, fourth switching element S4, fifth switching element S5, sixth switching element S6 and seventh switching element S7 are.
  • the first and second, the third and fourth and the sixth and seventh switching elements are combined to form a double switching element DS1, DS2, DS3 with common actuator, which by the axial order second idler gear L2, fourth idler gear L4 on the first countershaft VW1, the axial order seventh idler gear LR, sixth idler gear L6 on the second countershaft VW2 and the axial order fifth idler gear L5, first idler gear L1 on the first transmission input shaft EW1 is possible.
  • the double switching elements can be designed as standard synchronous elements.
  • the transmission of FIG. 1 has six forward gears and one reverse gear.
  • the first forward speed is obtained by closing the first power-shift clutch K1, i. connected in the power flow switched first transmission input shaft EW1 and the sixth switching element S6, whereby the gear stage i1 is switched to generate the first forward gear in the power flow.
  • the second forward speed is established by closing the second power-shift clutch K2, i. connected in the power flow second transmission input shaft EW2 and the first switching element S1, whereby the gear stage i2 is switched to generate the second forward gear in the power flow.
  • the third forward speed is switched by closing the first power-shift clutch K1 and the fifth shift element S5, whereby the gear stage i3 is switched to the power flow for generating the third forward speed.
  • the fourth forward speed is switched by closing the second power shift clutch K2 and the second shift element S2, whereby the gear stage i4 is switched to the production of the fourth forward gear in the power flow.
  • the fifth forward speed is switched by closing the first power-shift clutch K1 and the seventh shifting element S7, whereby the gear stage i5 is switched to the power flow to produce the fifth forward speed.
  • the sixth forward speed is switched by closing the second power shift clutch K2 and the fourth shift element S4, whereby the gear stage i6 is switched to generate the sixth forward speed in the power flow.
  • the reverse gear is engaged by closing the second power-shift clutch K2 and the third shift element S3.
  • the transmission shown in Fig. 1 can be converted functionally identical by different positioning of the wheel stages and / or the switching elements, without causing a change in the circuit diagram.
  • FIG. 3 is an inventive dual-clutch transmission in countershaft design, which differs from the transmission of FIG. 1 in that the seventh shiftable idler gear LR to form a gear stage iR associated with a reverse gear of the gear with the second idler gear L2 arranged on the first countershaft VW1 meshes, whereby the intermediate Z1 deleted.
  • the corresponding tooth engagement is illustrated in Fig. 3 by the dashed line.
  • the transmission according to FIG. 3 differs from the transmission according to FIG.
  • the double switching elements can be designed as standard synchronous elements.
  • the assignment of the wheel stages to the gears of the transmission corresponds to the assignment for the transmission according to FIG. 1.
  • the This transmission corresponding shift pattern corresponds to the circuit diagram of FIG. 2.
  • a transmission according to the invention differs from the transmission according to FIG. 1 in that the fifth idler gear L5 is arranged on the second countershaft VW2 and forms a gear stage i5 associated with the fifth forward gear of the transmission with a arranged on the first transmission input shaft third fixed gear F3 meshes, which meshes with a formed on the first countershaft VW1 switchable third idler gear L3 to form a third forward gear of the transmission associated gear stage i3.
  • a transmission according to the invention differs from the transmission according to FIG. 1 in that the third fixed gear is arranged on the first transmission input shaft and contributes to the formation of a gear stage i3 assigned to the third forward gear of the transmission a switchable third idler gear L3 arranged on the first countershaft VW1 meshes.
  • the gearshift corresponding to this transmission corresponds to the circuit diagram of FIG. 2, wherein the fifth switching element S5 connects the third idler gear L3 releasably rotatably connected to the first countershaft VW2.
  • FIG. 4 The subject of FIG. 4 is an inventive dual clutch transmission in countershaft design, which differs from the fourth embodiment of a transmission with six forward gears and one reverse gear in that an eighth form-fitting shift element S8 is provided by closing the arranged on the first countershaft VW1 third switchable Losrad L3 with the fourth idler gear L4 releasably rotatably connectable.
  • an additional, seventh gear can be realized, which is designed as a winding passage. Accordingly, and referring to FIG.
  • a second and a fourth shiftable idler gear L2, L4 are arranged on the first countershaft VW1, each having a second and fourth fixed gear arranged on the second transmission input shaft to form a gear stage i2, i4 associated with a gear of the transmission F2, F4, wherein on the first countershaft VW1, a first and a fifth fixed gear F1, F5 are arranged to form a gear of a gear assigned to the wheel stage i1, i5 each with a arranged on the first transmission input shaft EW1 first and fifth switchable idler gear Comb L1, L5.
  • a sixth shiftable idler gear L6 is arranged on the second countershaft VW 2, which meshes with the arranged on the second transmission input shaft EW2 fourth fixed gear F4 to form a gear of the transmission gear, wherein on the second countershaft VW2 a seventh shiftable idler gear LR is arranged, which meshes with the arranged on the first countershaft second idler gear L2 to form a gear ratio assigned to a reverse gear of the gear iR.
  • the seventh shiftable idler gear LR can mesh with an intermediate gear meshing with the second fixed gear F2 arranged on the second transmission input shaft EW2 to form a gear stage iR assigned to a reverse gear of the transmission.
  • a third shiftable idler gear L3 is arranged on the first countershaft VW1 which meshes with a third fixed gear F3 arranged on the first transmission input shaft EW1 to form a gear stage i3 associated with a gear of the gearbox.
  • the assignment of the wheel stages to the gears of the transmission corresponds to the assignment for the transmission according to FIG. 1.
  • FIG. 5 The corresponding circuit diagram is shown in FIG. 5 and corresponds to the circuit diagram of FIG. 2 with respect to the first six forward gears and the reverse gear.
  • closing the first power shift Clutch K1 and the first and eighth switching element S1, S8 additionally a crawler gear can be realized.
  • the first and second, the third and fourth, the sixth and seventh and the fifth and eighth switching elements are combined to form a dual switching element DS1, DS2, DS3, DS4 with common actuator system axial order second idler gear L2, fourth idler gear L4 on the first countershaft VW1, the axial order seventh idler gear LR, sixth idler gear L6 on the second countershaft VW2, the axial order fifth idler gear L5, first idler gear L1 on the first transmission input shaft EW1 and the axial order fourth idler gear L4, third idler gear L3 on the first countershaft VW1 is made possible.
  • the double switching elements can be designed as standard synchronous elements.
  • the seventh shiftable idler gear LR for forming the reverse gear assigned to the gear iR meshes with the arranged on the first countershaft VW1 second idler gear L2, wherein alternatively to form a reverse gear of the gear assigned iR gear, the seventh idler gear LR with a with the on the second gear input shaft arranged second fixed gear F2 combing intermediate Z1 can comb.
  • the seventh forward speed is obtained by closing the second power-shift clutch K2 and the seventh and eighth shifting elements S7, S8.
  • the power flows from the second transmission input shaft EW2 via the fourth idler gear L4 non-rotatably connected to the third idler gear L3 to the third idler gear L3 and via the third fixed gear F3 and the gear stage i5 connected to the power flow when the seventh shifting element S7 is closed for generating the fifth forward gear to the second countershaft VW2 and then to the output shaft AW of the transmission.
  • the circuit can be performed by the seventh forward gear in the fifth forward gear and vice versa as a load circuit, which is advantageous when a high draft request is made in the seventh forward gear.
  • the embodiment shown in FIG. 6 differs from the exemplary embodiment according to FIG. 4 in that analogously to the third embodiment described, nes transmission with six forward gears and one reverse gear, the fifth idler gear L5 is disposed on the second countershaft VW2 and meshes with the formed on the first transmission input shaft third fixed gear F3 to form a fifth forward gear of the transmission associated gear stage i5, which forms a third forward gear the gear assigned to the gear stage ⁇ 3 meshes with the arranged on the first countershaft VW1 switchable third idler gear L3.
  • the gearshift corresponding to this transmission corresponds to the circuit diagram of FIG. 5.
  • the arrangement of the fifth idler gear L5 on the second countershaft VW2, the double switching element DS3 formed from the sixth and seventh switching element S6, S7 is dissolved as shown in FIG. Referring to FIG. 6, the first and second, third and fourth, and fifth and eighth switching elements are combined to form a dual switching element DS1, DS2, DS4 with common actuators.
  • the transmission according to the invention according to FIGS. 1-6 has a good hybridisability.
  • at least one electric machine can be arranged on the drive side of the dual clutch with or without an additional clutch to the drive unit. Furthermore, the at least one electric machine can be operatively connected to a switchable idler gear of the transmission by means of a gear or can be operatively connected to a countershaft VW1, VW2 or to the second transmission input shaft EW2 in a shiftable or fixed manner.
  • FIGS. 7-10 illustrate ways of connecting an electric machine to the transmission according to FIG. 4, wherein FIG. 11 shows a possibility of connecting an electrical machine to a transmission according to FIG. 6.
  • the object of FIG. 7 is a transmission which differs from the transmission according to FIG. 4 in that an electric machine EM is provided on the drive side of the double clutch, to which the first and second powershift clutch K1, K2 are combined Drive side is coupled.
  • the transmission shown in Fig. 8 differs from the transmission of Fig. 4 in that on the drive side of the dual clutch, to which the first and second powershift clutch K1, K2 are combined, an electric machine EM is provided, which is coupled to the drive side , wherein a further clutch KO is provided, by opening the drive unit M can be separated from the drive side of the double clutch, whereby a purely electric driving is possible.
  • a transmission which differs from the transmission of Figure 4 in that an electric machine EM is provided, which is coupled by means of a gear Z2 to a switchable idler gear of the transmission.
  • the electric machine EM is coupled to the second shiftable idler gear L2, but may be coupled to any other switchable idler gear within the scope of further embodiments.
  • a transmission is shown, which differs from the transmission of FIG. 4 in that an electric machine EM is fixedly coupled to the second, designed as a hollow shaft transmission input shaft EW2.
  • the transmission shown in Fig. 1 1 differs from the transmission of FIG. 6 in that an electric machine EM is switchably coupled to a countershaft of the transmission by means of a switching element.
  • the electric machine EM is connected to the second countershaft VW2 by means of a
  • Switching element S9 switchably coupled, but may be coupled switchable in the context of a further embodiment of the first countershaft VW1. According to FIG. 11, the switching element S9 and the seventh switching element S7 can be combined to form a double switching element DS4 '.

Abstract

L'invention concerne une boîte de vitesses à double embrayage à transmission intermédiaire, comprenant un premier et un second arbre d'entrée de boîte de vitesses (EW1, EW2), et un premier et un second arbre d'intermédiaire (VW1, VW2). Un deuxième et un quatrième pignon fou (L2, L4) sont disposés sur le premier arbre intermédiaire (VW1) et engrènent respectivement avec un deuxième et un quatrième pignon fixe (F2, F4) disposés sur le second arbre d'entrée de boîte de vitesses pour former un étage de pignons (i2 i4) ; un sixième pignon fou (L6) est disposé sur le second arbre intermédiaire (VW2) et engrène avec le quatrième pignon fixe (F4) pour former un étage de pignons (i6) ; un septième pignon fou (LR) est disposé sur le second arbre intermédiaire (VW2) et engrène avec un pignon intermédiaire (Z1) engrenant avec le deuxième pignon fixe (F2) disposé sur le second arbre d'entrée de boîte de vitesses (EW2), pour former un étage de pignons (iR); un premier pignon fixe (F1) est disposé sur le premier arbre intermédiaire (VW1) et engrène avec un premier pignon fou (L1) disposé sur le premier arbre d'entrée de boîte de vitesses (EW1) pour former un étage de pignons (i1) ; un cinquième pignon fou (L5) est disposé sur le premier arbre d'entrée de boîte de vitesses (EW1) et engrène avec un cinquième pignon fixe (F5) disposé sur le premier arbre intermédiaire (VW1) pour former un étage de pignons (i5) ; et un troisième pignon fou (L3) est disposé sur le premier arbre d'entrée de boîte de vitesses (EW1) et engrène avec un troisième pignon fixe (F3) disposé sur le premier arbre intermédiaire (VW1) pour former un étage de pignons (i3).
PCT/EP2017/057150 2016-04-28 2017-03-27 Boîte de vitesses à double embrayage à transmission intermédiaire WO2017186426A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201780019867.3A CN108779835B (zh) 2016-04-28 2017-03-27 副轴结构形式的双离合变速器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016207223.4 2016-04-28
DE102016207223.4A DE102016207223B4 (de) 2016-04-28 2016-04-28 Doppelkupplungsgetriebe in Vorgelegebauweise

Publications (1)

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WO2017186426A1 true WO2017186426A1 (fr) 2017-11-02

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