• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 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 two and wherein at least N1 shifting devices are arranged on the main axle and wherein at least two intermediate transmissions mission shafts are arranged, two of the N1 shifting devices being arranged adjacent to each other and wherein by means of a shifting device on the main shaft or by means of a shifting device, of two wheel planes directly adjacent thereto a shifting device as well as one of the at least two intermediate transmission shafts one of the input shafts and the driven shaft are connected
    公开号:SE1350176A1
    申请号:SE1350176
    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:

    10Such 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. In addition, it is an object of the present inventionto provide a transmission for a motor vehicle, which enables different transmissioncharacteristic. A further object of the present invention is to provide an alternativetransmission for a 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-transmissionsthe missions, the at least one input shaft being arranged 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 onthe 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 switching devices are arranged, whereby N is an integer greater or equalwith two and that at least N-1 shift devices are arranged on the main shaft andthat at least two intermediate transmission axes are provided, two of the at leastThe N-1 switching devices are arranged adjacent to each other and that by means ofa shifting device on the main shaft or by means of this a shifting device,by means of two wheel planes directly adjacent thereto a shifting device as wellby means of one of the at least two intermediate transmission shafts, at least one ofthe input shafts and the driven shaft are connected.
    The invention also fulfills the objects with a motor vehicle, in particular onepassenger car or truck with a transmission according to any one of claims 1-15.
    An advantage achieved thereby is that in this way a reduction is made possibleof the mechanical spread by turning the first gear of the transmission forward.
    A further advantage is that the transmission has a good load change possibility and agood hybridization capability. An additional advantage is, among other things, that gear rowsor steps with direct drive or overdrive characteristics are made possible. One moreadvantage is that when the predominant number of the N switching devices are arrangedon the main shaft, which acts as the central shaft of the transmission, it is possible with acomfortable power sharing through the use of fl your intermediate transmission shafts.
    By the term "wheel steps" or "wheel planes" is preferably meant 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 provide a downshift or upshift for in particular the shafts inthe transmission interacting with the transmission elements.
    The term "switching element" is preferably referred to 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 device and the switching element, respectively.
    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" preferably refers to the description, in particularaccording to the claims, a device with which a torque can be transmitted. Transferthe ring elements can then preferably be designed as wheels, preferably asgears, in particular cylindrical gears, bevel gears, worm gears or the like.
    With the expression "adjacent" with respect to switching elements and / ordevices 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 axisof the transmission are arranged directly next to each other along the respective axis and whereinalways one of the switching elements of the switching device is connected directly to the otherthe shifting element of the adjacent shifting device by means of a shaft.
    Further advantageous embodiments, features and advantages of the inventionone is described in the subclaims.
    Conveniently, all N shifting devices are arranged on the transmissionmain shaft. In this way, the flexibility is further increased with regard to the possibility ofpower sharing by using fl your intermediate transmission shafts. In addition, can onthis way even greater torque is transmitted from the drive side of the transmission to itdriven side.
    Advantageously, at least two of the input shafts are arranged coaxially with each other.second and / or at least two of the intermediate transmission shafts arranged coaxially witheach other. This reduces the construction space for the two input shafts and / or for theat 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.
    Advantageously, 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 hollow shaftshaped 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 fixation of the respective transmissionelements at the corresponding axis are removed.
    Preferably, one of the N shifting devices is mounted on the secondary shaftand above the side of the driven part in step fl fate. An advantage achieved thereby isthat the shifting devices can be arranged closer to each other with respect to their axialpositions along the main and secondary axes, thanks to the arrangement of different axes,the built-in space for the total transmission can be reduced. In addition,thereby maintaining additional space in the transmission in the area of the driven shaft, whichket facilitates connection of additional components on the driven shaft.
    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.
    Conveniently, the reverse gear stage may be operated with at least one of the N gears.the at least one changeover device is arranged on transthe main axis of the mission adjacent to the side of the driven part. This is how it ispossible with a direct and very reliable transmission of power and torque fromone of the intermediate transmission shafts of the driven shaft.
    Advantageously, the reverse gear step is arranged directly adjacent to the side with itdriven part. An advantage achieved thereby is that the reverse gear stage can cooperatedirectly with the driven shaft and consequently enables an extremely reliable transmissionof power and torque with the reverse gear stage from the intermediate transmission to the driven oneaxeln. In addition, it allows the arrangement of the reverse gear step on the side of the driven partthe advantage that it is easily accessible in case of maintenance.
    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 itdriven shaft or at at least one of the intermediate transmission shafts. The 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 directlybound 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 withthe combustion engine and the 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 elementsof the 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 wellabove-mentioned second connection possibility possible by means of this further switchingelement, in particular in the form of a double-shift 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 homogeneous shaft. In this way isit is possible 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. In addition, transmissionthe elements together with the intermediate transmission shaft are manufactured cost-effectively,in particular by manufacturing in one piece the transfer elements together withrespective intermediate transmission shaft, designed as a homogeneous 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 a reliable transmission of power and torque is possible with the help of the at leasttwo wheel planes and the intermediate transmission shaft designed as a homogeneous shaft.
    Advantageously, the N shifting devices and the at least two wheel planes,preferably seven wheel planes, so arranged that at least six gears forward and at leaststone four reverse gears can be provided using the transmission. In this way cantransmission, set a sufficient number of forward and reverse gears to the vehiclefor a number of vehicles, in particular both for passenger cars and also for lorries.
    Conveniently, at least one wheel plane can be connected to two of the input shafts. Onin this way the flexibility of the transmission is further increased and thus the number of possiblebonds or couplings between the input shafts and the shafts of the intermediate transmission,without significantly increasing the transmission space of the transmission.
    Advantageously, at least three wheel planes can be connected to one of the at least twoinput shafts. This enables a number of possible gears with the aid of the transmissionand at the same time compact construction space, then the intermediate transmission with the three wheel arches oncan be easily connected to one of the at least two input shafts.
    Further important features and advantages of the invention will become apparent fromof the drawings and of the accompanying figure descriptions with the aid ofningama.
    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;Figs. 2a, 2b show a shift matrix for a transmission according to the first embodiment.forrnen in Fig.1;Fig. 3a shows a transmission according to a second embodiment of the present inventionning;Fig. 3b shows a transmission according to a third embodiment of the present inventionning; as well asFig. 4 shows a transmission according to a fourth embodiment of the present inventionning.
    Fig. 1 shows a transmission according to a first embodiment of the present invention.finding.
    In Figure 1, the reference numeral 1 denotes a transmission in the form 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 then designed as a hollow shaft,whereas, on the other hand, the first input shaft EW1 is designed as a homogeneous shaft. Boththe input shafts EW1, EW2 are then arranged coaxially and parallel to each other.
    Furthermore, the transmission 1 comprises a main shaft 2, which in torque andforce fl fate below the drive AN starting from the two couplings K1, K2 firsthas a first wheel plane I and a first gear element S1 as well as a second gearelement S2, a second wheel plane II, a third gear element S3, a fourth gear elementelement S4, a third wheel plane III, a fourth wheel plane IV, a fifth shift element S5, asixth gear element S6, a fifth wheel plane V, a sixth wheel plane VI, a seventh gear planeelement S7, an eighth gear element S8 and a seventh wheel plane VII, wherein itthe seventh wheel plane VII is designed as a reverse gear. Each of said wheel planes I,II, III, IV, V, VI and VII have transmission elements, in particular in the form of gears,each connected to a shaft of the transmission 1.
    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, designed as a homogeneous shaft, and a second intermediate transmission shaft VW2arranged in a subarea of the first intermediate transmission shaft VW1 and arrangedas a hollow shaft. The second intermediate transmission shaft VW2 is then arranged coaxiallyand parallel to the first intermediate transmission shaft VW1 on its radially outer side.
    On the radially outer side of the second intermediate transmission shaft VW2, the transmissionelements for the fourth wheel plane IV and the fifth wheel plane V arranged. Between se-the customer shaft 3 and the main shaft 2 have the seventh wheel plane VII, which is designedas a reverse gear step, an intermediate wheel ZR for reversing the direction of rotation, so that areverse direction of rotation is made possible for the driven shaft AW at the same direction of rotationfor one of the input shafts EW1, EW2 to provide at least one reverse gear.
    Starting from the AN side of the drive, the secondary axle 3 first has the first wheel positionnet I and further the second wheel plane II, the third wheel plane III, the fourth wheel plane IV,the fifth wheel plane, the sixth wheel plane VI as well as the seventh wheel plane VII.
    The eight shift elements S1, S2, S3, S4, S5, S6, S7 and S7 are now described below.S8. The first shift element S1 is arranged on the main shaft 2 and is on the one handbonded to the second input shaft EW2 and on the other hand to a first hollow shaftH1 and when operating provides a connection for transmitting power and torquebetween the second input shaft EW2 and the first hollow shaft H1. The first hollowthe axis H1 is then arranged coaxially and parallel to the second input axis EW2on its radial outer side. On the first hollow shaft H1, a transfer element is used.arranged, which cooperates with a transmission element on the first intermediate transmissionthe VW1 axle, which is designed as a homogeneous axle, to form the first wheel plane I.
    The second shift element S2 is arranged on the main shaft 2 and is connected on one sidewith the second intermediate transmission shaft VW2 and on the other hand with a second hollow shaft.shaft H2 and, when operated, provides a connection for transmitting power and torquetorque between the second input shaft EW2 and the second hollow shaft H2. Thethe second hollow shaft H2 is arranged coaxially and parallel to the second input shaftEW2, on its radially outer side. On the other hollow shaft is a transfer elementwhich cooperates with a transmission element on the first intermediate transmissionaxis VW1 to form the second wheel plane II.
    The third shift element S3 is arranged on the main shaft 2 and is on one sideconnected to the first input shaft EW1 and on the other hand to the second hollowaxis H2. The third shift element S3, when operated, provides a connection fortransmit power and torque between the first input shaft EW1 and the second hollow shaftleague axis H2. The fourth shift element S4 is arranged on the main shaft 2 and on the one handconnected on the one hand to the first input shaft EW1 and on the other hand to a third hollow shaft.shaft H3 and, when operating, provides a connection for transmitting power and torquebetween the first input shaft EW1 and the third hollow shaft H3. The thirdthe hollow shaft H3 is then arranged coaxially and parallel to the first input shaftEW1, on its radially outer side. A transfer element is arranged on the third hollowaxis H3, which cooperates with a transmission element on the first intermediate transmissionthe axis of VW1 to form the third wheel plane III.
    The fifth shift element S5 is arranged on the main shaft and is on one sideconnected to the first input shaft EW1 and on the other hand to a fourth hollow shaftH4 and when operating provides a connection for transmitting power and torque betweenalong the first input shaft EW1 and the fourth hollow shaft H4. The fourth hollowthe axis H4 is then arranged coaxially and parallel to the first input axis EW1,on its radially outer side. A transfer element is arranged on the fourth hollow shaftH4, which cooperates with a transmission element on the second intermediate transmission axis.eln VW2 to form the fourth wheel plane IV. The sixth shift element S6 is arrangedon the main shaft 2 and is connected on the one hand to the first input shaft EW1 andon the other hand with the driven shaft AW and provides when operating a connection totransmit power and torque between the first input shaft EW1 and the driven oneaxeln AW. A transfer element is arranged on the driven shaft AW, whichwith a transfer element on the second intermediate transmission shaft VW2 toform the fifth wheel plane V.
    The seventh shift element S7 is on the one hand connected to the driven shaftAW and on the other hand with a fifth hollow shaft H5 and when operating provides a connectionpower transmission and torque between the driven shaft AW and the fifthtea hollow shaft H5. The fifth hollow shaft H5 is then arranged coaxially and parallel.with the driven shaft AW. A transfer element is arranged on the fifth hollowaxis H5, which cooperates with a transmission element on the first intermediate transmissionthe axis of VW1 to form the sixth wheel plane VI. The eighth shift element S8llis arranged on the main shaft 2 and is on the one hand connected to the driven shaft AW andon the other hand with the sixth hollow shaft H6 and when operating provides a connectionto transmit force and torque between the driven shaft AW and the sixth hollow shaftga axeln H6. The sixth hollow shaft H6 is then arranged coaxially and parallel to itthe driven shaft AW, on its radially outer side. A transfer element is arranged onthe sixth hollow shaft H6, which cooperates with an intermediate wheel ZR between main shaft 2and secondary shaft 3 and a transmission element on the first intermediate transmission shaftVWl to form the seventh wheel plane VII, in the form of a reverse gear stage.
    The first switching element S1 and the second switching element S2 on the mainthe shaft 2 are combined in a common first shifting device SE1 and can be operatedwith a common first shift element actuator SB1. The thirdthe shifting element S3 and the fourth shifting element S4 on the main shaft 2 are connectedcarried in a common second shifting device SE2 and can be operated with a commonand other shift element actuator SB2. The fifth shift elementS5 and the sixth shift element S6 on the main shaft 2 are joined in a jointthird shifting device SE3 and can be operated with a common third shiftingelement actuator SB3. The seventh shift element S7 and the eighththe shifting element S8 are combined in a common fourth shifting device SE4and can be operated with a fourth shift element operating device SB4.
    The shift elements actuators SBI, SB2, SB3 and SB4 respectivelyThe switching devices SE1, SE2, SE3, and SE4 can be designed as doublesynchronizations.
    In total, the transmission 1 according to Figure 1 has two input axes EWI, EW2, onthe main axis 2, one designed as a homogeneous axis and the other coaxially and parallelwith this and designed as a hollow shaft. On the secondary shaft 3 parallel to the main axis2, two intermediate transmission axes VW1, VW2 are arranged, the first intermediatethe transmission shaft VW1 is designed as a homogeneous shaft and the second intermediate transmissionThe shaft axis VW2 is arranged coaxially and parallel to it and designed ashollow shaft. In addition, the driven shaft AW is designed as a homogeneous shaft andcoaxially and parallel to the major axis 2. The transmission 1 according to Figure 1 comprisestakes seven wheel planes I, II, III, IV, V, VI and VII, the seventh wheel plane VII being designedas reverse gear. All wheel planes I to VII are in particular designed as cylindricalgear stages with discrete gears. For each wheel plane I, II, III, IV, V, VI and VII areeach two transfer elements arranged, in particular in the form of gears. Reverse gearstep VII then comprises an additional gear in the form of an intermediate wheel ZR between12main axis 2 and secondary axis 3. A total of fifteen transmission elements are thus arranged.they, especially in the form of gears.
    In total, at least six forward gears can be advanced through the embodiments of Fig. 1and at least one reverse gear is provided for the transmission 1.
    Figs. 2a, 2b show shift matrices for a transmission according to the first embodiment.the rings according to Fig. 1.
    Fig. 2a shows a shift matrix for a transmission l according to fi g l. Right of way 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 four reverse gears, denoted by R1 to R4. Thethe empty notes in the shift matrix, for example at the first shift step forward withthe switching elements S2, S3, S6 and S7, show that the corresponding switching elements are open,that is to say that the shifting element does not transmit any force or any rotationalfrom the respective shaft connected to the shift element. A note with a crossin the shift matrix denotes a corresponding closed shift element, i.e. inthe shift matrix 1 at the first forward shift step at the shift elements S4 andS5.
    To engage the first gear with the transmission 1 according to Fig. 1, the clutch is opened.K1 and the coupling K2 is closed and the switching elements S2, S3, S6, S7 andS8 and close the shift elements S1, S4 and S5. To put in the second gear,the coupling K1 is closed and the coupling K2 is opened and the shift elements S1 are opened,S2, S3, S4, S6, S7 and S8 and the switching element S5 is closed. In order to add the thirdThe coupling K1 is opened and the coupling K2 is closed and the switching elements are openedS2, S3, S4, S5, S6 and S8 and the switching elements S1 and S7 are closed. To put itfourth gear, clutch K1 is closed and clutch K2 is opened and the gearthe elements S1, S2, S3, S5, S6 and S8 and the switching elements S4 and S7 are closed. In order toput in the fifth gear, clutch K1 is opened and clutch K2 is closed and openedthe switching elements S1, S3, S4, S5, S6 and S8 and the switching elements S2 and S7 are closed.
    To put in the sixth gear, the clutch K1 is closed and the clutch K2 is opened as wellthe shift elements S1, S2, S3, S4, S5, S7 and S8 are opened and the shift element is closedS6. To engage the first reverse gear R1, the clutch K1 is opened and the clutchK2 and the switching elements S2, S3, S4, S5, S6 and S7 are opened and the switchingelements S1 and S8. To engage the second reverse gear R2, open the clutchCl and close the coupling K2 and open the shift elements S1, S3, S4, S5, S6 and S7and the switching elements S2 and S8 are closed. To put in the third reverse gear R3,13the coupling K1 is closed and the coupling K2 is opened and the shift elements S1 are opened,S2, S4, S5, S6 and S7 and the switching elements S3 and S8 are closed. To add the remotethe reverse gear R4, the clutch K1 is closed and the clutch K2 is opened and thethe switching elements S1, S2, S3, S5, S6 and S7 and the switching elements S4 and S8 are closed.
    With the shift matrix according to Fig. 2a, at least six gears can thus move forwardand at least four reverse gears are provided by means of the transmission 1according to Fig. 1, wherein the shift matrix according to Fig. 2a gives a six-speed dual-clutchtransmission with throttle in the sixth gear.
    Fig. 2b shows an additional shift matrix for a transmission l according to fi g l.
    Unlike the shift matrix in fi g 2a, seven forward gears are now shown, denoted bynumbers 1 to 7.
    To engage the first gear with the transmission 1 according to Fig. 1, the clutch is opened.K1 and the coupling K2 is closed and the switching elements S2, S3, S6, S7 andS8 and close the shift elements S1, S4 and S5. To put in the second gear,the coupling K1 is closed and the coupling K2 is opened and the shift elements S1 are opened,S2, S3, S4, S6, S7 and S8 and the switching element S5 is closed. In order to add the thirdThe coupling K1 is opened and the coupling K2 is closed and the shift elements are openedS2, S3, S4, S5, S6 and S8 and the switching elements S1 and S7 are closed. To put in itfourth gear, clutch K1 is closed and clutch K2 is opened and the gearelements S1, S2, S3, S5, S6 and S8 and the switching elements S4 and S7 are closed. In order toput in the fifth gear, clutch K1 is opened and clutch K2 is closed and openedthe switching elements S1, S3, S4, S5, S6 and S8 and the switching elements S2 and S7 are closed.
    To put in the sixth gear, the clutch K1 is closed and the clutch K2 is opened as wellthe shift elements S1, S2, S3, S4, S5, S7 and S8 are opened and the shift element is closedS6. To engage the seventh gear, clutch K1 is opened and clutch K2 is closedand the shift elements S1, S3, S5, S6, S7 and S8 are opened and the shift elements are closed.S2 and S4. To engage the first reverse gear R1, the clutch K1 andthe coupling K2 is closed and the shift elements S2, S3, S4, S5, S6 and S7 are opened andthe shift elements S1 and S8 are closed. To put in the second reverse gear R2, openclutch K1 and closes clutch K2 and opens the shift elements S1, S3, S4,S5, S6 and S7 and the switching elements S2 and S8 are closed. To put in the third back-gear R3, the clutch K1 is closed and the clutch K2 is opened and theelements S1, S2, S4, S5, S6 and S7 and the switching elements S3 and S8 are closed. In order toga in the fourth reverse gear R4, clutch K1 is closed and clutch K2 is opened as well14the shift elements S1, S2, S3, S5, S6 and S7 are opened and the shift elements S4 are closedand S8.
    With the shift matrix according to fi g 2b, at least seven gears can thus move forwardand at least four reverse gears are provided by means of the transmission 1according to Fig. 1. The shift matrix according to Fig. 2b provides a seven-speed dual-clutch transmissionsion with throttle in sixth gear and a seventh overdrive.
    Fig. 3a shows a transmission according to a second embodiment of the present invention.finding.
    Fig. 3a mainly shows a transmission 1 according to fi g 1. Unlikethe transmission 1 according to Fig. 1 is in the transmission 1 according to Figs. 3a the sixth wheel plane VIand the seventh wheel plane VII in the form of the reverse gear stage alternately arranged in the transmissionwith respect to their position along the major axis 2 and the secondary axis 3, respectively.
    The eighth shift element S8 is now on the one hand connected to the driven shaft AWand on the other hand with the fifth hollow shaft H5. On the fifth hollow shaft H5 is onetransmission element arranged, which cooperates with the intermediate wheel ZR and the transmissionthe element on the first intermediate transmission shaft VW1 to form the seventh wheel position.net VII, in the form of the reverse gear step. The eighth shift element S8 provides when operatinga connection for transmitting force and torque between the fifth hollowthe shaft H5 and the driven shaft AW. The seventh shift element S7 is now on one sideconnected to the driven shaft AW and on the other hand to the sixth hollow shaft.
    On the sixth hollow shaft H6 a transfer element is arranged, which cooperates witha transmission element on the first intermediate transmission shaft VW1 to form itsixth wheel plane VI. The order of wheel planes and shift elements according to Fig. 3a is nowstarting from the sixth shift element S6 in the direction of the AB side of the driven partas follows: sixth gear element S6, fifth wheel plane V, seventh wheel plane VII, eighthshift element S8, seventh shift element S7 as well as sixth wheel plane VI in contrastfor transmission 1 according to Fig. 1: sixth gear element S6, fifth wheel plane V, sixth wheel planeplane VI, seventh gear element S7, eighth gear element S8, seventh wheel plane VII.
    Fig. 3b shows a transmission according to a third embodiment of the presentinvention.
    Fig. 3b mainly shows a transmission according to Fig. 1. Unlikethe transmission 1 according to Fig. 1 is in the transmission 1 according to Fig. 3b the fourth gearthe device SE4 arranged on the secondary shaft 3 instead of on the main shaft 2. The sevenththe switching element S7 is now on the one hand connected to the first intermediate transmissionshaft VW1 and on the other hand with the third intermediate transmission shaft VW3. The thirdThe intermediate transmission shaft VW3 is arranged parallel and coaxial with the firstintermediate transmission shaft VW] and is designed as a hollow shaft. In the third intermediatethe transmission shaft VW3 is a transmission element arranged, which cooperates with onetransfer element on the driven shaft AW to form the sixth wheel plane VI. Thethe eighth shift element S8 is now connected on the one hand to the first intermediate transmissionmission shaft VW1 and on the other hand with a fourth intermediate transmission shaft VW4.
    The fourth intermediate transmission shaft VW4 is arranged parallel and coaxial with itfirst intermediate transmission shaft VW1 and is designed as a hollow shaft. On the fourththe intermediate transmission shaft VW4 is a transmission element arranged, which cooperateswith a transfer element on the driven shaft AW and the intermediate wheel ZR to formthe seventh wheel plane VII in the form of the reverse gear stage. The seventh shift element S7and the eighth shift element S8 can be operated by means of the fourth shiftelement operating device SB4 and are connected in the fourth shifting deviceningen SE4.
    Fig. 4 shows a transmission according to a third embodiment of the present invention.finding.
    Fig. 4 mainly shows a transmission 1 according to Fig. 1. Unlikethe transmission 1 according to Fig. 1 comprises the transmission 1 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 on the first wheel planeIn secondary shaft 3. In this way, the electric motor EM can transmit power and torque tothe transfer element of the first wheel plane I and thereby to the first intermediatetransmission shaft VW1 and provide a hybridization of the transmission 1 according toFig. 1. The connection or connection of the electric motor EM to the transmission 1 can alsotake place at the transfer element of the second wheel plane II, the third wheel plane III, itthe sixth wheel plane VI as well as the seventh wheel plane VII in the form of the reverse gear stage, that issay on the transfer elements on the secondary shaft 3, which are arranged on the first intermediatethe LAN1 transmission shaft, which is designed as a homogeneous shaft.
    In total, the switching elements S1 to S8 according to Figures 1 to 4 can also be designatedas coupling devices and in particular be designed as synchronizations. Growingthe shifting devices SE1 to S4 and the shifting element operating devices, respectivelySB1 to SB4 can be designed as double synchronizations. The transfer elementsin particular in the transmission 1 according to Figures 1 to 4 can be both fixed and alsoloosely arranged or connected to the respective shaft, in particular to the input shaftsEW1, EW2 and / or at least one of the intermediate transmission axes VW1, VW2, VW3,16VW4 and / or with at least one of the hollow axles H1, H2, H3, H4, H5 or H6.The transmission elements can then in particular be designed in the form of gears, preferablycylindrical gears so that wheel planes I, II, III, IV, V, VI and VIIcylindrical gear stages. To provide different gears forward and backward, it wantssay different gears, the cylindrical gear stages, in particular their gears,include suitably different gears.
    In addition, the first wheel plane I, the third wheel plane III and the fourthwheel plane IV is coupled by means of at least one shift element to one of the input axles.lama EW1, EW2. The sixth wheel plane VI and the seventh wheel plane VII can be coupledby means of at least one shift element to the driven shaft AW. The second wheelplane II can be connected by means of at least one switching element to both input axes.lama EW1, EW2. The first input shaft EW1, which is designed as a homogeneous shaft,can be coupled to the driven shaft AW by means of at least one shift element.The transmission elements of the fourth wheel plane IV and the fifth wheel plane V on the secondarythe shaft 3 is fixedly connected to the second intermediate transmission shaft VW2, formedas hollow shaft and coaxial with the first intermediate transmission shaft VW1, designedas a homogeneous axis.
    As previously mentioned, the shifting elements S1 to S8 in the transmission 1 can eitherFigures 1 to 4 are also referred to as coupling devices and in particular goodsdesigned as synchronizations and double synchronizations respectively. In doing so, it canthe first gear element S1 is arranged to the first wheel plane I, the second gearthe element S2 to the second wheel plane II, the third gear element S3 to the secondwheel plane II, the fourth gear element S4 to the third wheel plane III, the fifth gear planethe shifting element S5 to the fourth wheel plane IV, the sixth shifting element S6 to theboth input shafts EW1, EW2 and the driven shaft AW, the seventh shiftelement S7 to the sixth wheel plane VI and the eighth shift element S8 to the sevenththe wheel plane VII, in the form of the reverse gear stage.
    Taken together, the present invention provides the advantage that a reduction ofthe mechanical spreading is made possible by turning the first gear forward. Onea further advantage is that the transmission has a good load change possibility and a good onehybridization possibility. An additional advantage is that with a total of seven wheel planes I to VIIat least six forward gears are maintained and at least four reverse gears with only eightshifting elements and / or only four actuators in the form of the shifting devices SE1to SE4 to operate the eight shift elements. An additional benefit is thatthe vast majority of switching devices are arranged on the main shaft, which works17as the central shaft of the transmission, and consequently a comfortable power sharingtransmission through the use of your intermediate transmission shafts. Onean additional advantage is that it is possible to realize a six-speed transmission with direct driveor a seven-speed transmission with overdrive.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 Figures 1 to 4 can by different positioning ofthe wheel arches and / or the shifting elements are shifted in the same functional way. For it-can change the switching elements, in particular designed as synchronizations, as indicatedabove be assigned to the wheel planes and axles respectively. The shift matrices according to fi g 2aand 2b thus does not change through a new arrangement of the wheel plan and / orthe switching elements and / or the switching devices.
    权利要求:
    Claims (16)
    [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) being arranged on the main shaft (2) or on a secondary shaft (3), in particular parallel with the main shaft (2), and wherein an intermediate transmission (4) is arranged with at least one intermediate transmission shaft (VW1, VW2, VW3, VW4), the at least one intermediate transmission shaft (VW1, VW2, VW3, VW4) being 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, VII) and / or at least one shift element (S1, S2, S3, S4, S5, S6, S7, S8), characterized in that the N shift gs devices (SE1, SE2, SE3, SE4) are provided, wherein N is an integer greater than or equal to two and that at least N-1 switching devices (SE2, SE3, SE4) are arranged on the main shaft (2) and that at least two intermediate transmission shafts ( VW1, VW2) are arranged, two of the at least N1 shifting devices (SE1, SE2) being arranged adjacent to each other and that by means of a shifting device (SE3) on the main shaft (2) or by means of this a shifting device (SE3 ), by means of two wheel planes (IV, V) directly adjacent to it a shifting device (SE3) as well as by means of one of the at least two intermediate transmission shafts (VW2) at least one of the input shafts (EW1) and the driven shaft (AW) can be connected .
    [2]
    Transmission according to Claim 1, characterized in that all the N shifting devices (SE1, SE2, SE3, SE4) are arranged on the main shaft (2) of the transmission (1).
    [3]
    Transmission according to one of Claims 1 to 2, 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 (VW1, VW2, VW3, VW4) are arranged coaxially together.
    [4]
    Transmission according to one of Claims 1 to 3, characterized in that the number N is equal to four.
    [5]
    Transmission according to one of Claims 1 to 4, characterized in that at least one of the input shafts (EW1, EW2) and / or at least one of the intermediate transmission shafts (VW1, VW2; VW1, VW3, VW4) is designed as a hollow shaft and that the respective second axis is designed as a homogeneous axis. 10 15 20 25 30 19
    [6]
    Transmission according to one of Claims 1 to 5, characterized in that one of the N gear devices (SE4) is arranged on the secondary shaft (3) and above the side of the driven part (AB) in the torque fl direction.
    [7]
    Transmission according to one of Claims 1 to 6, characterized in that at least one wheel plane (VII) is designed as a reverse gear stage.
    [8]
    Transmission according to Claim 7, characterized in that the reverse gear stage (VII) can be actuated by means of at least one of the N shifting devices (SE1, SE2, SE3, SE4), the at least one shifting device (SE4) being arranged adjacent to the driven part. (AB) side of the main shaft (2) in the transmission
    [9]
    Transmission according to one of Claims 7 to 8, characterized in that the reverse gear stage (VII) is arranged directly adjacent to the side of the driven part (AB).
    [10]
    Transmission according to one of Claims 1 to 9, characterized in that an electric motor (EM) is arranged on at least one wheel plane (I, II, III, IV, V, VI, VII) and / or on at least one intermediate transmission shaft ( VW1, VW2, VW3, VW4) and / or at least one of the input shafts (EW1, EW2) for hybridizing the transmission (1).
    [11]
    Transmission according to Claim 10, characterized in that the electric motor (EM) is arranged on at least one of the wheel planes (I, II, III, VI, VII) which are connected to an intermediate transmission shaft (VW1), designed as a hollow shaft. .
    [12]
    Transmission according to one of Claims 1 to 11, characterized in that transmission elements of at least two wheel planes (IV, V) on the secondary axle (3) are fixedly connected to an intermediate transmission shaft (VW2) designed as a hollow shaft.
    [13]
    Transmission according to one of Claims 1 to 12, characterized in that the N shifting devices (SE1, SE2, SE3, SE4) and the at least two wheel planes (I, II, III, IV, V, VI, VII), preferably the seven wheels (I, II, III, IV, V, VI, VII), are so arranged that at least six forward gears and at least four reverse gears can be provided by the transmission (1).
    [14]
    Transmission according to one of Claims 1 to 13, characterized in that at least one wheel plane (II) can be coupled to at least two of the input shafts (EW1, EW2).
    [15]
    Transmission according to one of Claims 1 to 14, characterized in that at least three wheel planes (I, III, IV) can be connected to one (EW1) of the at least two input shafts (EW1, EW2).
    [16]
    Motor vehicle, in particular a passenger car or a truck, with a transmission (1) according to any one of claims 1-15.
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    同族专利:
    公开号 | 公开日
    DE102012202650A1|2013-08-22|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102006054281A1|2006-11-17|2008-06-12|Zf Friedrichshafen Ag|Double clutch winding transmission|
    DE102010030569A1|2010-06-28|2011-12-29|Zf Friedrichshafen Ag|Hybrid drive of a motor vehicle and method for its control|DE102014210637B4|2014-06-04|2020-11-19|Zf Friedrichshafen Ag|Double clutch|
    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
    DE201210202650|DE102012202650A1|2012-02-21|2012-02-21|Gear box i.e. dual clutch transmission, for motor vehicle e.g. passenger car, has switching devices, where one device is arranged directly adjacent to wheel planes, and input shafts are connected to one of input shafts and output shaft|
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