瑞典专利SE1350175A1 Transmission for a motor vehicle

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专利摘要:
The invention relates to a transmission, in particular dual clutch transmission, for a motor vehicle, comprising at least two sub-transmissions, each sub-transmission comprising at least one input shaft and an output shaft being arranged as a driven shaft for both sub-transmissions, the at least one input shaft being arranged on the main shaft driven shaft is arranged on the main shaft or on a secondary shaft, in particular parallel to the main shaft, and an intermediate transmission is arranged with at least one intermediate transmission shaft, the at least one intermediate transmission shaft being arranged on the secondary shaft and at least one of the input shafts being able to be connected to the drive shaft. by means of at least two wheel planes and / or at least one shifting element, wherein N shifting devices are arranged, wherein N is an integer greater than or equal to three and wherein at least one shifting device is arranged on the main axle and at least one shifting device is arranged. arranged on the secondary axle, each one of the at least two wheel planes each being arranged between two of the at least three shifting devices.
公开号:SE1350175A1
申请号:SE1350175
申请日:2013-02-15
公开日:2013-08-22
发明作者:Michael Wechs
申请人:Zahnradfabrik Friedrichshafen；
IPC主号:

专利说明:

101520253035Such a double-coupling transmission can in this case also be designed with a surfacean additional intermediate transmission for drive and driven part, so that a compactconstruction is made possible in the axial direction.
By DE 10 2006 054 281 A1 is such a transmission for motor vehicles inform of a dual clutch transmission previously known. The dual clutch transmissionthen comprises two sub-transmissions, each with an input shaft. By connectionfor each input shaft via a respective load shifting element, the two sub-transmissions canthe missions are each alternately incorporated into a force or torque ﬂ fate of onedrive to a driven part, wherein the input shaft of the first part transmission is designedas the central transmission shaft and the input shaft of the other sub-transmission is designedfood as a hollow shaft of the transmission. In addition, an output shaft is provided, whichis designed as a driven part for both sub-transmissions, whereby a rotational movement ofthe drive can be transmitted via ﬂ your gear stages to the driven part byand torque ﬂ fate is transmitted via an intermediate transmission. At least two are connectedwheel plane into the force and torque ﬂ fate by maneuvering the associated gearelements, wherein by combining the operation of the shifting elements and the powerand torque ﬂ fate via the respective wheel planes ﬂ your gear stages can be provided.
It is also possible with a transfer of the rotational movement of the drive to an output axis.of the driven part without gearing by operating suitable gearment.
An object of the present invention is therefore to set a transmissionfor a motor vehicle available, which has a good load shifting capability and a goodhybridization possibility. In addition, it is an object of the present invention thatprovide a transmission for a motor vehicle, which can be manufactured easily and costlyfavorable and at the same time enable a reliable transmission of torque betweenlan drive and driven part. A further object of the present invention is thatspecify an alternative transmission for one motor vehicle.
The present invention fulfills the objects by means of a transmission, ina dual-clutch transmission for a motor vehicle, which includes at leasttwo sub-transmissions, each of the sub-transmissions comprising at least oneinput shaft and wherein an output shaft is arranged as a driven shaft for both sub-transmissionsmissions, the at least one input shaft being mounted on a main shaft andthe driven shaft on the main shaft or on a secondary shaft, in particular parallel to the main shaftshaft, and wherein an intermediate transmission is provided with at least one intermediatetransmission shaft, the at least one intermediate transmission shaft being arranged on101520253035the secondary shaft and wherein at least one of the input shafts can be connected to the drive shaft.the axle by means of at least two wheel planes and / or at least one gear element,in that N exchange devices are arranged, whereby N is an integer greater or equalwith three and that at least one shifting device is arranged on the main shaft and at leasta gearing device is arranged on the secondary shaft, each of theat least two wheel planes are arranged between each two of the at least three gearthe devices.
The invention also fulfills the purposes of a motor vehicle, in particular onepassenger car or truck with a transmission according to any one of claims l-l7.
An advantage that is achieved through this is that in this way a reduction is made possibleof the mechanical spread by turning the first gear of the transmission forward.
An additional advantage is that the transmission has a good load change possibility and agood hybridization possibility.
By the term "wheel steps" or "wheel plan" is meant by representation in the description, iin particular in the claims, mainly two cooperating transfer elementsto transmit torque from one transmission element to the otherthe ring element, which preferably give a downshift or upshift for in particular the shafts inthe transmission interacting with the transmission elements.
The term "switching element" is represented by reference in the description, in particularaccording to the claims, a device which has at least one open and one closed access.in which, in the open state, the device cannot transmit any torque andin the closed state the device can transmit a torque between two deviceswhich cooperates with the switching element.
By the term "switching device" is meant mainly in the description, inin particular in the claims, at least one shifting element and at least one operatingswitching device for the shift element for operating the at least one shift elementment.
The term "transfer element" is represented by the description in the description, inaccording to the claims, a device with which a torque can be transmitted. Transferthe ring elements can then be individually represented as wheels, individually asgears, in particular cylindrical gears, bevel gears, gears or the like.
With the expression "adjacent" with respect to exchange elements and / or growthdevices are preferably referred to in the description, in particular in the claims,devices and / or shift elements such as along the main axis or the secondary axisin the transmission years are arranged directly next to each other along the respective axis and wherein1015202530always one of the gear elements of the gear unit is connected directly to the other gearthe electrical element of adjacent switching device by means of a shaft.
Further advantageous embodiments, features and advantages of the inventionone is described in the subclaims.
Preferably, it is the first of the at least two wheel arches, as in the case ofthe torque is arranged above the second wheel plane of the transmission, arranged betweenthe shifting device on the secondary shaft and the at least one shifting device onthe main shaft. An advantage obtained thereby is that thereby the switching device canadjacent to one wheel plane are arranged closer to each other in the axial directionalong the main axis and secondary axis, which in total allows a reduction of the transmissionextent of the axis along the major axis and secondary axis.
Advantageously, a wheel plane is designed as an output constant. It therebyThe advantage achieved is that it enables a reliable power and torque transmission.from the drive via at least one input shaft through the transmission to the drivethe shaft of the driven part. When designing the wheel plane as the output constantrespective transmission elements, in particular in the form of gears, fixedly mounted onspective axis.
Suitably, the switching device, which is arranged directly on the sidedrive, mounted on the secondary shaft. An advantage is that additional space is providedavailable in the area of the input shaft, when the immediately adjacent switching devicesama are not arranged on the main shaft but on the secondary shaft. This partly increases flexibilityin particular when incorporating the transmission in different vehicles andis made even more compact.
Advantageously, at least two of the input shafts are arranged coaxially with eachsecond and / or at least two of the intermediate transmission shafts are arranged coaxiallytogether. This reduces the construction space for the two input shafts and / or for themat least two intermediate transmission shafts and thereby also in total for the correspondingtransmission, whereby the transmission can be deployed even in limited conditionsin a motor vehicle. In addition, this means that your intermediate transmission axes can be setavailable, which enables a number of gears and gear stages to be provided withtransmission.
Suitably the number N is equal to four. If N = 4 switching devices arearranged, at least ﬂ your gear steps can be generated forward with the transmission, wherebyat the same time the transmission can be made compact, so that it can be inserted into many vehicles.101520253035Advantageously, at least one of the input shafts and / or at least one of the intermediatethe land transmission shafts designed as a hollow shaft and the other shafts designed ashomogeneous axis. Thereby it is possible to arrange the two input shafts and / orthe two intermediate transmission shafts are particularly space-saving, as it is designed as a holding shaft.shaped input shaft or intermediate transmission shaft can be arranged coaxially and parallel.with the input shaft or intermediate transmission shaft designed as a homogeneous shafteln. Due to the design as a homogeneous shaft or hollow shaft, the respectivering element, when it is to be fixedly connected to the homogeneous shaft or hollow shaft,manufactured in one piece with each shaft and thereby cost-effective. Therebycan be a time-consuming and thereby cost-intensive av xing of the respective transmissionelements at the corresponding axis are removed.
Conveniently, at least three wheel planes may be connected to at least one of themthe input shafts by means of at least one shift element on the main shaft. On thisIn this way, transfer elements from your wheel planes can be connected or connected to at least oneof the input shafts, which enables a number of possible gears and gear stages, respectivelygenerated by means of the transmission, without the need for a large number of structural parts.
Advantageously, at least one wheel plane is designed as a reverse gear step. With theat least one reverse gear step, the direction of rotation of the driven shaft can be reversedrelation to one of the input axles, so that a reverse gear for a vehicle can be setavailable, which significantly increases the flexibility with regard to deploying transmissions.in different vehicles.
Advantageously, the reverse gear stage, in particular as the first wheel plane, is arrangedtherefore the at least three gear units in torque ﬂ fate. An advantage is thatthis enables a direct transmission of power and torque by means of reversethe shift stage to the intermediate transmission and thereby, when operating the shiftthe device for the reverse gear stage large torques are transmitted. In addition, it is possible,by arranging the reverse gear step in the area of the drive side, with a simpleavailability, for example in maintenance cases.
Suitably an electric motor is arranged at at least one wheel plane and / orat at least one intermediate transmission and / or at at least one of the input shafts forhybridization of the transmission.
One of the advantages obtained is that the transmission can also be used in hybridvehicles, in which both an electric motor and an internal combustion engine must cooperatethe transmission to transmit forces to the drive of the hybrid vehicle. The connection ofthe at least one electric motor can then take place at at least one of the input shafts or it101520253035driven shaft or at at least one of the intermediate transmission shafts. Electric motor can alsobe connected to a transfer element in the form of a fixed wheel or loose wheel in one ofthe wheel plan.
It is also possible to connect the electric motor to an additional fixed wheel, that issay a wheel fixedly connected to one of the axles of the transmission. In doing so, it isIt is advantageous that the connection of the electric motor to the transmission is made with at leasta shifting element, in particular in the case of a transfer element in a wheel plane. The advantagereached with this first connection possibility, is thereby that it is possible with one socalled charging stationary and an electric drive without slip losses intransmission. In this connection, explicit reference is made to what is shown in DE 10 2010 030 569 A1.
In this case, a first input shaft can be connected to a load change element. A second inputshaft, which is specially arranged coaxially with the first input shaft, is directlybottom with a rotor of electric motor for its drive. In this way, two parallel powertransmission branches are connected on the input side.
A second connection or connection option for the electric motor to the transmissionThis is possible by arranging a planetary gear in the transmission. An internal combustion enginecan then be connected to a first input shaft via a corresponding switching element, iin particular in the form of a separation coupling. The electric motor enters partly on a second inputaxis and partly on the first input shaft of the transmission via a planetary gear. When maneuvered,that is, closed separation coupling, the combustion engine is also connected to itsecond input shaft via planetary gear. The planetary gear comprising a planet gear, a ring gearwheels, planet gears as well as a planet carrier, is thus designed and interacts withcombustion engine and electric motor, so that the planet carrier carries on the other input shaft.
The electric motor is then connected to the planetary gear's sun gear. In addition, a further growthelements in the form of a bridging gear element can be arranged, which co-operatewith the planetary gear so that with the actuated bridging gear element there is a rotatingfixed connection between the electric motor, the first input shaft and the second input shaft,while on the other hand in the case of unmaneuvered, i.e. open, bridging gear elementsthe above-mentioned torsionally fixed connection between the electric motor and the first and secondthe input shafts do not exist, in particular that they do not have the same speedboth input shafts.
If an additional switching element is arranged between the switching element,acts to connect the internal combustion engine to the first input shaft, andthe brewing exchange element, is both said first connection possibility as wellthe above-mentioned second connection possibility is possible by means of this further switching1015202530element, in particular in the form of a double gear element, by maneuvering itadditional switching element.
Advantageously, the electric motor is arranged at at least one of the wheel planes, which isconnected to the intermediate transmission shaft, designed as a hollow shaft. This is how it ispossible with a particularly simple connection or connection of the electric motor to the transmissionand thereby a reliable power and torque transmission from the electric motor totransmission, in particular finally on the driven shaft.
Suitably, transfer elements of at least two wheel planes are on the secondary axlefixedly connected to an intermediate transmission shaft designed as a hollow shaft. In this waythe transmission elements together with the intermediate transmission shaft can befavorable, in particular by forming in one piece the transfer elementtogether with the corresponding intermediate transmission shaft, designed as a hollow shaft. Moreover-if it is also possible with a very reliable connection or connection of an electricalengine for the transmission or equivalent transmission element.
Advantageously, the N shift devices and the at least two wheel planes are soprovided that at least six forward gears and at least one reverse gear can be provided.held by the transmission. In this way, the transmission can set a sufficientnumber of forward and reverse gears available for a number of vehicles, in particularboth for cars and also for trucks.
Advantageously, the shifting element for operating the reverse gear step is arrangedon the main shaft. An advantage thus obtained is that there is thereby a direct transferring of torque to the at least one wheel plane, designed as reverse gear, possible.
In this way, your reverse gear steps can also be provided through the transmissionby means of the intermediate transmission, so that the transmission can be tuned even morebelt in different vehicles.
The shifting element for operating the reverse gear step is suitably arranged inthe switching device adjacent to the side of the output part. An advantage thatachieved thereby, is that thereby the reverse gear steps are arranged in the area of the drivenpart and consequently more easily accessible in case of maintenance. An additional advantage is thatthrough enables a simple manufacture of the total transmission, then the wheel plan forthe forward gears and the reverse gears are mainly arranged in different areasseen from the plane of the wheel, which is designed as an output constant, along the main axis and secondarythe axle shaft and thereby eliminates a complicated, mixed arrangement of wheel planes inform of forward and reverse gear.101520253035Advantageously, at least one wheel plane can be connected to both input shafts. Onin this way, the ﬂexubability of the transmission is further increased and at the same time an extreme is made possiblereliable transmission of power and torque from the two input shafts via itat least one wheel plane for the intermediate transmission.
Additional important features and advantages of the invention are apparent from the sub-of the drawings and of the accompanying figure descriptions by means ofthe ings.
It is understood that the above-mentioned features and characteristics that cometo be described below are not only useful in the respective specified combination, butalso in other combinations or alone, without leaving the scope of the presentinvention.
Preferred embodiments and embodiments of the invention are shown in the drawings.ama and explained in more detail in the description below, the same reference numeralsdenotes the same or similar or functionally the same structural parts or elementsment.
In doing so, each shows in schematic formFig. 1 shows a transmission according to a first embodiment of the present inventionning;Fig. 2 shows a shift matrix for a transmission according to the first embodiment inF ig.1;Fig. 3 shows a transmission according to a second embodiment of the present inventionning; andFig. 4 shows a transmission according to a third embodiment of the present inventionning.
Fig. 1 shows a transmission according to a first embodiment of the present invention.. nning.
In Figure 1, the reference numeral 1 denotes a transmission in front of a doubleclutch transmission. The dual clutch transmission 1 has two load shifting elements.meant in the form of connections Kl, K2. With the help of the double couplings K1, K2 can thenthe side with the drive AN is connected or connected to the side with the output AB totransmit power and torque. For this, the first connection Kl is connected witha first input shaft EW1 and the second coupling K2 are connected to a secondinput shaft EW2. The second input shaft EW2 is designed as a hollow shaft, whilehowever, the first input shaft EW1 is designed as a homogeneous shaft. Boththe input axes EW1, EW2 are then arranged coaxially and parallel to each other.101520253035Furthermore, the transmission 1 comprises a main shaft 2, which in torque andforce ﬂ the fate below the side with the drive AN starting from the two couplingsKl, K2 first has a first wheel plane I and a second wheel plane II and also a thirdgear element S3, a fourth gear element S4, a third wheel plane III, a fifth gear elementelement S5 a sixth gear element S6, a sixth wheel plane VI, a fourth wheel planeIV, a seventh shift element S7, an eighth shift element S8 and a fifth wheel planeV. Each of said wheel planes I, II, III, IV, V and VI has transmission elements, inin particular in the form of gears, each of which is connected to a shaft of the transmissionUsing the eighth shift element S8, the first input shaft EW1 canconnected to and connected to a driven shaft AW of the transmission 1. Thedriven shaft AW is designed as a homogeneous shaft and is arranged on the main shaft 2 co-axially and parallel to the two input axes EW1, EW2.
Parallel to the main shaft 2 is a secondary shaft 3 for an intermediate transmission 4arranged. The intermediate transmission 4 then comprises a first intermediate transmission shaftVW1, as designed as a homogeneous shaft, and two intermediate transmission shafts VW2, VW3each arranged in a subarea of the first intermediate transmission shaft VW1 andeach designed as hollow shafts. The second intermediate transmission shaft VW2 andthe third intermediate transmission shaft VW3 is then arranged coaxially and parallelwith the first intermediate transmission shaft VW1 on its radial outer side. On the otherthe radially outer side of the VW2 of the intermediate transmission shaft is a transmission element thereoffirst wheel plane I arranged, which cooperates with a transfer element on the secondinput shaft EW2 to form the first wheel plane I. Transfer element for the secondthe wheel plane II and the third III are arranged on the third intermediate transmission shaftVW3. Between the secondary axle 3 and the main axle 2, the sixth wheel plane VI, whichis designed as a reverse gear step, an intermediate wheel ZR to reverse the direction of rotation,so that a reverse direction of rotation is possible for the driven shaft AW at the same rotational axis.direction of rotation of one of the input axes EW1, EW2 to provide at least onereverse gear.
The sequence of wheel planes and gear elements on the secondary axle 3 is then with the beginningfrom the side with the drive AN as follows: first wheel plane I, first gear elementS1, second gear elements S2, second wheel plane II, third wheel plane III, sixth wheel plane VI,fourth wheel level IV, fifth wheel level V.
The shift elements S1, S2, S3, S4, S5, S6, S7 and S8 are now described below. Thethe first shift element S1 is arranged on the secondary shaft 3 and is connected on one sidewith the first intermediate transmission shaft VW1 and on the other hand with the second intermediate10152025303510land transmission shaft VW2 and when operating provides a connection for transmission ofpower and torque between the first intermediate transmission shaft VW1 and the secondintermediate transmission shaft VW2. As already explained above is a transfer elementarranged on the second intermediate transmission shaft VW2, which cooperates with aguide elements on the second input shaft EW2 to form the first wheel plane I. Itthe second shift element S2 is arranged on the secondary shaft 3 is connected on one sidewith the first intermediate transmission shaft VW1 and on the other hand with the third intermediateland transmission shaft VW3 and when operating provides a connection for transmission oftorque and torque between the first intermediate transmission shaft VW1 and the thirdintermediate transmission shaft VW3. Transfer elements are arranged on the third intermediatethe transmission shaft VW3, which cooperate with the corresponding transmission elements onthe main axle 2 to form the second wheel plane II and the third wheel plane III.
The third shift element S3 is arranged on the main shaft 2 and is on one sideconnected to the second input shaft EW2 and on the other hand to a first hollow shaftH1 arranged coaxially and parallel to the second input axis EW2. The thirdduring operation, the operating element S3 provides a connection for transmitting power and torque.torque between the second input shaft EW2 and the first hollow shaft H1. An over-guide element is arranged on the first hollow shaft H1, which cooperates with a transferguide elements on the third intermediate transmission shaft VW3 on the secondary shaft 3 toform the second wheel plane II. The fourth switching element S4 is connected on the one handwith the second input shaft EW2 and on the other hand with a second hollow shaft H12arranged coaxially and parallel to the second input axis EW2. The fourth shiftthe element S4 thus provides a connection for transmitting power andtorque between the second input shaft EW2 and the second hollow shaft H12. Onetransfer element is arranged on the second hollow shaft H12, which cooperates witha transmission element on the third intermediate transmission shaft VW3 to form itthird wheel plane III.
The fifth switching element S5 is on the one hand connected to the firstthe input shaft EW1 and on the other hand with the second hollow shaft H12 and gives atoperating a connection to transmit power and torque between the firstthe input shaft EW1 and the other hollow shaft H12. The sixth shift element S6 ison the one hand connected to the first input shaft EW1 and on the other hand to a thirdis a hollow shaft H12 arranged coaxially and parallel to the first input shaft EW1.
The sixth shift element S6 provides a connection for transmitting power during operationand torque between the first input shaft EW1 and the third hollow shaft H2.1015202530llA transfer element is arranged on the third hollow shaft H2, which cooperates withan intermediate wheel ZR and a transmission element on the first intermediate transmission shaftVW1 on the secondary axle 3 to form the sixth wheel plane VI in the form of a reverse gearelsteg.
The seventh switching element S7 is on the one hand connected to the firstinput shaft EW1 and on the other hand with a fourth hollow shaft H3 arranged coaxiallyand parallel to the first input axis EW1. The seventh shift element S7 provideswhen operating, a connection for the transmission of force and torque between thethe first input shaft EW1 and the fourth hollow shaft H3. A transfer element is usedarranged on the fourth hollow shaft H3, which cooperates with a transfer element onthe first intermediate transmission shaft VW1 on the secondary shaft 3 to form the fourthwheel plane IV. The eighth switching element S8 is on the one hand connected to the firstthe input shaft EW1 and on the other hand with the driven shaft AW. The eighth shiftthe element S8 thus provides, when operated, a connection for transmitting requirements and rotatingtorque between the first input shaft EW1 and the driven shaft AW. A transferis arranged on the driven shaft AW, which cooperates with a transmissionelements on the first intermediate transmission shaft VW1 to form the fifth wheelplane V. The five wheel elements V of the fifth wheel plane V on the main shaft 2 and the secondarythe shaft 3 is each fixedly connected to the respective shaft, so that the fifth wheel plane Vis designed as an output constant.
The first switching element S1 and the second switching element S2 on the secondthe shaft 3 are combined in a common first shifting device SE1 and can beis actuated with a common first shift element actuator SB1. Thethe third shift element S3 and the fourth shift element S4 on the main shaft 2 arearranged in a common second shifting device SE2 and can be operated with acommon second shift element actuator SB2. The fifth gear unitthe element S5 and the sixth switching element S6 are combined in a common thirdshifting device SE3 and can be operated with a common third shifting gearment maneuvering device SB3. The seventh shift element S7 and the eighththe shifting element S8 are arranged in a fourth shifting device SE4 and can be operatedrace with a fourth shift element actuator SB4.
The shift element actuators SB1, SB2, SB3 and SB4 respectivelyThe switching devices SE1, SE2, SE3, and SE4 can be designed as doublesynchronizations.10152025303512In total, the transmission l according to Figure 1 has two input axes EW1, EW2, onedesigned as a homogeneous axis and the other coaxially and parallel to it andshaped as a hollow shaft on the main shaft 2. On the secondary shaft 3 parallel to the main shaft2, three intermediate transmission axes VW1, VW2 and VW3 are arranged, the firstthe intermediate transmission shaft VW1 is designed as a homogeneous shaft and the two other intermediatethe shore transmission shafts VW2 and VW3 are arranged coaxially and parallel to thisand each designed as hollow shafts. In addition, the driven shaft AW is designedas a homogeneous axis and is arranged coaxially and parallel to the input axes EW1,EW2 and on the main axle 2. The transmission 1 according to figure 1 comprises six wheel planes I, II,III, IV, V and VI, the sixth wheel plane VI being designed as a reverse gear stage. Totalwheel planes I to VI are in particular designed as cylindrical gear stages with discretetake gears. For each wheel plane I, II, III, IV, V and VI, two transfer elements are used.arranged, in particular in the form of gears. The reverse gear stage VI then comprises an outergears in the form of an intermediate wheel ZR between the main axle 2 and the secondary axle 3.
A total of thirteen transmission elements are thus arranged, in particular in the form of gears.
In total, through the embodiment according to ﬁ g l, at least six gears can be forwardand at least one reverse gear is provided by means of the transmission 1.
Fig. 2 is a shift matrix for a transmission according to the first embodimentaccording to ﬁ g l.
Fig. 2 shows a shift matrix for a transmission 1 according to Fig. 1. Horizontal is shownthere are slots for each of the switching elements S1 to S8 as well as for the two couplingsKl and K2. Perpendicular to this, the six forward forward steps are first shown below, denotednumbers 1 to 6, as well as a reverse gear step, denoted by R.the empty notes, for example at the first shift step forward with the shiftthe switching elements S2, S4, S6, S7, S8 show that the corresponding switching element is open, thethat is, the shift element in this case does not transmit any force or any torquefrom the shaft connected to the shift element. A note with a cross in the exchangethe shift denotes a corresponding closed shift element, i.e. in the shift matrixl at the first shifting step forward at the shifting elements S1, S3 and S5.
To engage the first gear with the transmission according to ﬁ g l, close the clutchKl and the clutch K2 is opened and the shift elements S2, S4, S6, S7 and S8 are openedand the switching elements S1, S3 and S5 are closed. To put in the second gear, openclutch K1 and closes clutch K2 and opens the shift elements S2, S3, S4,S5, S6, S7 and S8 and the switching element S1 is closed. To put in the third gear closesthe coupling K1 and the coupling K2 is opened and the shift elements S1, S2, S3 are opened,10152025303513S4, S5, S6 and S8 and the switching element S7 is closed. To put in the fourth gear,the coupling K1 is opened and the coupling K2 is closed and the shift elements S1 are opened,S3, S5, S6, S7 and S8 and the switching elements S2 and S4 are closed. To add the fifthgear unit, clutch K1 is closed and clutch K2 is opened and the gear unit is opened.elements S1, S2, S3, S4, S5, S6, S7 and the switching element S8 is closed. To put in itsixth gear, clutch K1 is opened and clutch K2 is closed and gearelements S1, S4, S5, S6, S7 and S8 and the switching elements S2 and S3 are closed. In order toput in reverse gear R, close clutch K1 and open clutch K2 and openthe switching elements S1, S2, S3, S4, S5, S7 and S8 and the switching element S6 is closed.
Thus, with the shift matrix according to ﬁ g 2, a total of at least six gears canforward and at least one reverse gear is provided by means of the transmission1 according to FIG.
Fig. 3 shows a transmission according to a second embodiment of the present inventionningen.
Fig. 3 mainly shows a transmission 1 according to ﬁ g l. Unlikethe transmission 1 according to Fig. 1 is in the transmission 1 according to Fig. 3 the fourth wheel plane IVand the sixth wheel plane VI alternately arranged with respect to their position longitudinallythe main shaft 2 and the secondary shaft 3. respectively, the transfer element on the main shaft 2 ofthe fourth wheel plane IV is now connected to the third hollow shaft H2 and can be coupledis loaded with the seventh shift element 7 to the first input shaft EW1. The sixththe shift element S6 is now, unlike the transmission 1 according to Fig. 1, connected tothe fourth hollow shaft H3. The transfer element of the fourth hollow shaft H3 togetheroperates with the intermediate wheel ZR and the Transmission Element on the first intermediate transmissionaxis VW1 to form the sixth wheel plane VI. In addition, it now forms the fifththe shifting element S5 and the seventh shifting element S7 the third shifting deviceSE3, whereby this can be operated with the third gear element actuator -and SB3. The sixth shift element S6 and the eighth shift element S8 now formthe fourth shifting device SE4 and can be operated by means of the fourth shiftingelement actuator SB4.
Fig. 4 shows a transmission according to a third embodiment of the present inventionning.
Fig. 4 shows mainly a transmission 1 according to Fig. 1. UnlikeThe transmission 1 according to Fig. 1 comprises the transmission according to Fig. 4 an electric motor EM forhybridization of the transmission 1. The electric motor EM is via a shaft and one with the shaftbonded transfer member connected to the transfer member of the second wheel plane101520253014II, which is arranged on the secondary shaft 3. In this way, the electric motor EM can transmit powerand torque on the transmission element of the second wheel plane II on the second intermediatethe transmission shaft VW2 and thereby provide a hybridization of the transmissionl according to ﬁ g 1. The connection or connection of the electric motor EM to the transmission1 can also take place at the transfer element of the first and third wheel planes I, III,that is, on the transmission elements on the secondary shaft 3, which are arranged on themsecond or third intermediate transmission shafts VW2, VW3, which are designed as hollowliga axlar.
In total, the shift elements S1 to S8 at the transmission 1 according to Figures 1to 4 are also referred to as coupling devices and in particular be designed assynchronizations. The shift element actuators SB1, SB2, SB3 and SB4the switching devices SE1, SE2, SE3 and S4, respectively, can be designed as doublering synchronizations. The transmission elements can in particular in the transmission 1 according toFigures 1 to 4 be both fixed and also loosely arranged or connected to the respectiveshaft, in particular with the input shafts EW1, EW2 and / or at least one of the intermediatethe transmission shafts VW1, VW2, VW3 and / or with the hollow shafts H1, H12, H2,H3. The transmission elements can then in particular be designed in the form of gears,preferably as bevel gears, so that wheel planes I, II, III, IV, V and VI give conicalgear step. To provide different gears forward and backward, that is, differentgears, the bevel gears, in particular their gears, may includesuitably different gears.
In addition, the second wheel plane II, the fourth wheel plane IV and the sixththe wheel plane VI in the form of the reverse gear stage is coupled by means of at least one gearelement to one of the input axes EW1, EW2. The first wheel plane I can be connected withby means of at least one shift element with the first intermediate transmission shaft VW1.
The third wheel plane III can be connected by means of at least one shifting elementboth input axes EW1, EW2. The first input shaft EW1, which is designed ashomogeneous shaft, can be coupled to the driven one by means of at least one gear elementaxeln AW. The transfer elements of the second wheel plane II and the third wheel planeIII on the secondary shaft 3 is by means of the coaxial to the first intermediate transmissionthe shaft VW1 arranged the third intermediate transmission shaft VW3, which is designed ashollow shaft, fixedly connected to and capable of using at least one shift elementis connected to the first intermediate transmission shaft VW1 designed as a homogeneous shaft.
In addition, the transfer element V of the fifth wheel plane is fixedly connected to both of it101520253015driven shaft AW as also with the first intermediate transmission shaft VWl. The fifththe wheel plane V is thus designed as an output constant.
The shift elements S1 to S8 in the transmission 1 according to Figures 1 to 4 canalso referred to as coupling devices and in particular be designed as synchronousalready explained above. Thereby, the first switching element S1be arranged to the first wheel plane I, the second shift element S2 to the second andthe third wheel plane II, III, the third gear element S3 to the second wheel plane II, thethe fourth shifting element S4 to the third wheel plane III, the fifth shifting element S5to the third wheel plane III, the sixth shift element S6 to the sixth wheel plane VI iin the form of the reverse gear stage, the seventh gear element S7 to the fourth wheel plane IVand the eighth shift element S8 to the two input shafts EW1, EW2 and thedriven shaft AW.
Taken together, the present invention provides the advantage that a reduction ofthe mechanical spreading of the transmission is made possible by turning the firstgear forward. A further advantage is that the transmission has a good load changeopportunity and a good hybridization opportunity. An additional advantage is that with a total of sixwheel planes I to VI are provided with at least six forward gears and at least one reversegear by means of the transmission with only eight gear elements and / or onlyfour actuators in the form of the shifting devices SE1 to SE4 for operating the eightthe shift elements.Although the present invention has been described above by means of preferred onesembodiments, it is not limited to these, but can be modified in many ways.
The transmission 1 according to ﬁ gures 1 to 4 can by different positioning ofthe wheel plan and / or the shifting elements are shifted in the same functional way. For it-The switching elements, in particular, can be designed as synchronizations, as indicatedabove be assigned to the wheel planes and axles respectively. The shift matrix according to ﬁ g 2does not change as a result of a new arrangement of the wheel plane and / or theand / or switching devices.

权利要求:
Claims (18)
[1]
A transmission (1), in particular a dual-clutch transmission, for a motor vehicle, comprising at least two sub-transmissions, each sub-transmission comprising at least one input shaft (EW1, EW2) and an output shaft being arranged as a driven shaft (AW) for both the sub-transmissions, the at least one input shaft (EW1, EW2) being arranged on a main shaft (2) and the driven shaft (AW) on the main shaft (2) or on a secondary shaft (3), in particular parallel to the main shaft (2), and wherein an intermediate transmission (4) is arranged with at least one intermediate transmission shaft (VW1, VW2, VW3), wherein at least one intermediate transmission shaft (VW1, VW2, VW3) is arranged on the secondary shaft (3), and wherein at least one of the input shafts (EW1, EW2) can be connected to the driven shaft (AW) by means of at least two wheel planes (I, II, III, IV, V, VI) and / or at least one shift element (S1, S2, S3, S4 , S5, S6, S7, S8), characterized in that N switching devices (SE1, SE2, SE3, SE4) are arranged, wherein N is an integer greater than or equal to three and that at least one switching device (SE2, SE3, SE4) is arranged on the main shaft (2) and at least one switching device (SE1) is arranged on the secondary shaft (3). , wherein one of the at least two wheel planes (II, III) is always arranged between two of the at least three shifting devices (SE1, SE2; SE2, SE3).
[2]
Transmission according to Claim 1, characterized in that the first of the at least two wheel planes (II), which in torque ﬂ is arranged above the second wheel plane (III) in the transmission (1), is arranged between the at least one shifting device (SE1) on the secondary shaft (3) and the at least one shifting device (SE2) on the main shaft (2).
[3]
Transmission according to one of Claims 1 to 2, characterized in that a wheel plane (V) is designed as an output constant.
[4]
Transmission according to one of Claims 1 to 3, characterized in that the shifting device (SE1), which is arranged directly next to the drive (AN), is arranged on the secondary shaft (3).
[5]
Transmission according to one of Claims 1 to 4, characterized in that at least two of the input shafts (EW1, EW2) are arranged coaxially with one another and / or that at least two of the intermediate transmission shafts (V W1, VW2; VW1, VW3) are arranged coaxially with one another. each other.
[6]
Transmission according to one of Claims 1 to 5, characterized in that the number N is equal to four. 10 15 20 25 30 35 17
[7]
Transmission according to one of Claims 1 to 6, characterized in that at least one of the input shafts (EW1, EW2) and / or at least one of the intermediate transmission shafts (VW1, VW2, VW3) is designed as a hollow shaft and that the respective second shaft eln year arranged as a homogeneous axis.
[8]
Transmission according to one of Claims 1 to 7, characterized in that at least three wheel planes (II, IV, VI) with at least one shift element (S3, S6, S7) on the main shaft (2) can be connected to at least one of the input shafts (EW1). EW2).
[9]
Transmission according to one of Claims 1 to 8, characterized in that at least one wheel plane (VI) is designed as a reverse gear stage.
[10]
Transmission according to Claim 9, characterized in that the reverse gear stage (VI), in particular as the first wheel plane, is arranged below the at least three gear devices (SE1, SEZ, SE3) in torque ﬂ.
[11]
Transmission according to one of Claims 1 to 10, characterized in that an electric motor (EM) is arranged on at least one wheel plane (I, II, III, IV, V, VI) and / or on at least one intermediate transmission shaft (VW1). VW2, VW3) and / or on one of the input shafts (EW1, EW2) for hybridizing the transmission (1).
[12]
Transmission according to Claim 11, characterized in that the electric motor (EM) is arranged on at least one of the wheel planes (I, II, III) which is connected to an intermediate transmission shaft (VW2, VW3), designed as a hollow shaft.
[13]
Transmission according to one of Claims 1 to 12, characterized in that transmission elements of at least two wheel planes (IV, V, VI) on the secondary axle (3) are fixedly connected to an intermediate transmission shaft designed as a hollow shaft (VW2, VW3). .
[14]
Transmission according to one of Claims 1 to 13, characterized in that the N gear units (SE1, SE2, SE3, SE4) and the at least two wheel planes (I, II, III, IV, V, VI) are so arranged, that at least six forward gears and at least one reverse gear can be provided by the transmission (1).
[15]
Transmission according to one of Claims 9 to 14, characterized in that the gear element (S6) for actuating the reverse gear stage (VI) is arranged on the main shaft (2).
[16]
Transmission according to one of Claims 9 to 15, characterized in that the shift element (S6) for operating the reverse gear stage (VI) is arranged in the shift device (SE4) adjacent to the side of the output (AB).
[17]
Transmission according to one of Claims 1 to 16, characterized in that at least one wheel plane (III) can be coupled to both input shafts (EW1, EW2).
[18]
Motor vehicle, in particular a passenger car or a truck, with a transmission (1) according to any one of claims 1-17.

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同族专利:

公开号 | 公开日

DE102012202652A1|2013-08-22|

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法律状态:
2017-06-13| NAV| Patent application has lapsed|

优先权:

申请号 | 申请日 | 专利标题

DE102012202652A|DE102012202652A1|2012-02-21|2012-02-21|Transmission for a motor vehicle|

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