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    • 专利摘要:
    21 Abstract Motor vehicle transmission With a group configuration The invention concerns a motor vehicle transmission of group configuration, comprisingan at least partially powershiftable main group (1) and a range group (2) connecteddownstream from the main group (1), Which range group comprises a planetary stage (6)having transmission components. Of these transmission components a first transmissioncomponent is connected to a drive output shaft (AbW) of the range group (2) and asecond transmission component is connected to an output shaft (AW) of the main group(1), Whereas a third transmission component on the one hand can be fixed to a housing (7)and on the other hand can be coupled to the first or to the second transmissioncomponent. To be able to carry out a range shift of the range group (2) Which, of itself,cannot be shifted under load and at the same time to enable an arrangement, largelyindependent of this, of gear steps (A to F) of the upstream main group (1), the driveoutput shaft (AbW) passes axially through the planetary stage (6) to the gear step (D) ofthe main group (1), in that the drive output shaft (AbW) is a central shaft With Which theinput shaft (EW1) of the main group (1) can be connected in a rotationally fixed manner,and over Which the output shaft (AW) of the main group (1) is positioned as a coaxially extending holloW shaft. Fig. 1
    公开号:SE538732C2
    申请号:SE1550302
    申请日:2015-03-12
    公开日:2016-11-08
    发明作者:Kaltenbach Johannes；Bornträger Kai；Lübke Eckhardt
    申请人:Zahnradfabrik Friedrichshafen；
    IPC主号:
    专利说明:

    Vehicle transmission in group construction The invention concerns a motor vehicle transmission With a group configuration,comprising an at least partially powershiftable main group and a range group connecteddoWnstream from the main group, Which comprises a planetary stage having transmissioncomponents in the form of a ring gear, a sun gear, and a planetary carrier that guides atleast one planetary gearwheel, Wherein of these transmission components a firsttransmission component is connected to a drive output shaft of the range group and asecond transmission component is connected to an output shaft of the main group, Whilein Contrast a third transmission component can, on the one hand, be fixed to a housingand, on the other hand, can be coupled to the first or the second transmission component,and Wherein the drive output shaft of the range group can be connected by means of a shifting element directly and in a rotationally fixed manner to an input shaft of the main gfOllp .
    Motor vehicle transmissions designed With a group configuration are used in particular inthe sector of commercial vehicles and enable the engagement of a large number ofshiftable gears. Often, a motor vehicle transmission of this type consists of a main group,a splitter group connected upstream therefrom and a range group usually connecteddoWnstream therefrom, While depending on the application further transmission groups can also be provided, such as a reversing group and a crawling group.
    By means of a main group, gear steps of the transmission are defined, Which areinfluenced correspondingly by the other transmission groups connected upstream anddownstream therefrom. Thus, an upstream splitter group compresses a gear sequence ofthe main group in that the gear steps of the main group are separated by small stepintervals of the splitter group. In Contrast, the doWnstream range group extends the gearsequence of the main group by virtue of transmission ratio intervals that are chosen large,Whereby the gear steps of the main group are distributed between different gear ratio ranges.
    Whereas in such cases a splitter group and even a main group of a motor vehicletransmission designed with a group configuration are often designed to be powershiftable,a range group connected downstream is in most cases still designed as a shiftable,variable-speed transmission unit in which a change between the different range ratios isonly possible with interruption of the traction force. However, in some motor vehicletransmissions of group configuration changes under load between range ratios are enabledby the provision of special connection options of the range group to the group transmission upstream from it.
    DE l0 2007 047 671 Al describes a motor vehicle transmission with a groupconfiguration which consists of a main group in the form of a dual-clutch transmissionand a range group connected downstream from the main group. In this case the dual-clutch transmission comprises two partial transmissions with input shafts that extendcoaxially with one another, each of which can be connected by way of an associatedpowershift element to a drive input side of the motor vehicle transmission and by meansof a respective transmission ratio step, can be brought into connection with a countershaftof an axially offset countershaft gear arrangement. Furthermore, the input shaft in theform of a central shaft can be coupled in a rotationally fixed manner to a coaxiallyextending output shaft of the dual-clutch transmission. Between the countershaft and theoutput shaft four transmission steps are also provided, by means of which in each caserotational movement of the countershaft can be converted into a corresponding rotationalspeed of the output shaft. Three of the four transmission steps define forward gears of themain group, while one transmission step is made with an interrnediate wheel andaccordingly, when connected into a force flow, brings about a reversal of the rotationdirection of the output shaft compared with the other transmission steps. The range groupconnected downstream from the main group consists of a planetary stage formed by aplanetary carrier, a centrally positioned sun gear and a radially outer ring gear, such thatplanetary gearwheels guided by the planetary carrier mesh both with the radially innersun gear and with the ring gear. The sun gear is positioned on the output shaft of themain group, whereas the planetary carrier is connected to a drive output shaft of the rangegroup and thus also of the motor vehicle transmission. To obtain two different range ratios of the range group the radially outer ring gear can on the one hand be fixed to a surrounding housing of the motor vehicle transmission and on the other hand coupled rotationally fixed to the drive output shaft and the planetary carrier.
    To be able now to carry out a change of the range ratio even under load, on an axial sidefacing away from the drive output shaft the planetary carrier of the range group can beconnected to a gearwheel of the adj acent gear step of the main group mounted to rotate onthe output shaft so that, bypassing the range group, rotational movement of the gearwheelis converted directly into rotational movement of the drive output shaft with a rotationalspeed corresponding to that of the gearwheel. In this case the change of the range ratio isthen brought about in that a highest gear of the main group with the lower range ratio ofthe range group and a lowest gear of the main group with the higher range ratio of therange group are engaged at the same time by way of one partial transmission of the dual-clutch transmission and correspond to one another in their effective transmission ratios.The lowest gear of the main group with the higher ratio of the range group is obtained bycoupling the gearwheel mounted to rotate on the output shaft of the main group to theplanetary carrier of the range group, so that the range group operates while free from loadand consequently a shift can be carried out within the range group without problems by fixing the ring gear to the housing.
    Starting from the prior art described above, the purpose of the present invention is now toprovide a motor vehicle transmission of group configuration in which a change of a rangeratio of a range group that cannot in itself be shifted under load, can be carried outwithout traction force interruption, but at the same time a gear ratio arrangement largely independent of this is made possible in a main group connected upstream thereof That objective is achieved by a motor vehicle transmission of group configuration havingthe characteristics specified in Claim l. The subsequent, dependent claims describe advantageous further developments of the invention.
    According to the invention, a motor vehicle transmission with a group configurationcomprises an at least partially powershiftable main group and a range group connecteddownstream from the main group, which range group comprises a planetary stage with transmission components in the form of a ring gear, a sun gear and a planetary carrier that guides at least one planetary gearwheel. In this case, of these transmission components afirst transmission component is connected to a drive output shaft of the range group and asecond transmission component to an output shaft of the main group, whereas in contrasta third transmission component can, on the one hand, be fixed to a housing and, on theother hand, coupled to the first or the second transmission component. To bypass thedownstream range group, the drive output shaft of the range group can also be coupleddirectly in a rotationally fixed manner to an input shaft of the main group. In the contextof the invention “an at least partially powershiftable main group” is understood to meanthat at least one change between the various gears of the main group can be carried outunder load, i.e. without interruption of the traction force. In the present context this canmean either that shifts under load can be carried out between all the forward gears of themain group, or that a change without traction force interruption is only possible betweenparticular forward gears. Furthermore, in a change from forward gears to at least onereverse gear of the main group as well, the traction force can be interrupted, although inthat case as well powershifts can sometimes be carried out by virtue of appropriatemeasures in the area of the main group, for example to enable more effective maneuvering.
    The planetary stage of the downstream range group is in particular in the form of a minusplanetary gearset, in which one or more of the planetary gearwheels guided by theplanetary carrier mesh respectively with both the radially inner sun gear and also with theradially surrounding ring gear. As usual with a planetary stage, the transmissioncomponents sun gear, ring gear and planetary carrier and the elements output shaft, driveoutput shaft and gearwheel of the transmission stage connected therewith are arranged coaxially with one another.
    The invention now embodies the technical feature that the drive output shaft passesaxially through the planetary stage and to the transmission stage of the main group, sincethe drive output shaft is designed as a central shaft to which the input shaft of the maintransmission can be connected in a rotationally fixed manner and on which the outputshaft of the main group is positioned as a coaxially extending hollow shaft. In otherwords the drive output shaft of the range group, which is at the same time the drive output shaft of the motor vehicle transmission as a whole, extends axially in the direction toward the main group since, being in the form of a central shaft, it passes through the planetarystage. The input shaft of the main transmission can be coupled rotationally fixed to thedrive output shaft extended to meet it. In this case the coupling advantageously takesplace by means of a single shifting element. The output shaft of the main group is also in the form of a hollow shaft and extends over the drive output shaft.
    Such a design of a motor vehicle transmission has the advantage that the force flow of thebypass gear, by means of which the range group can be bypassed, passes through therange group from the drive input shaft directly by way of a shifting element, preferablyvia a single shifting element, to the drive output shaft. This is because since the driveoutput shaft passes through the range group, the drive output shaft can also extend axiallyfarther into areas of the main group, i.e. to wheel planes axially farther inside, and canthere be coupled to the input shaft, and this preferably directly by a single shiftingelement and without the need for interrnediate gearwheels. The force flow via the directgear does not pass through spur gear stages, but connects the intemal combustion enginedirectly to the drive output shaft. Correspondingly, however, the gear step of the maingroup axially adjacent to the range group does not have to be in the form of a gearset of aforward gear, but can also be in the form of a gearset of a reversing gear, whereby theassembly complexity of the motor vehicle transmission according to the invention isreduced and the arrangement of the gear steps of the main transmission can be betteradapted to any shaft flexures that take place. This is because between the main group andthe range group a separation plane of a housing that accommodates the main group andthe range group is usually located, so that when a gearset of a reversing gear is arrangedin this area bearing points for one or more interrnediate wheel bolts are accessible withoutdiff1culty and accordingly one or more interrnediate wheels can be fitted withoutproblems of assembly technique. Furthermore, since gearwheels on the drive input sideof a reversing-gear gearset usually have the smallest diameter compared with gearwheelsof the other gearsets, their arrangement in the area of a shaft end on the drive input side,i.e. depending on the design of the main group in the area of a shaft end of an input shaftor of a countershaft, is again advantageous from the standpoint of any shaft flexures thatoccur. Thus, overall assembly complexity is reduced and better adaptation of anarrangement of main group gear steps to any shaft flexures that take place is made possible.
    In the context of the invention a central shaft is understood to mean a shaft extendingcentrally on a respective rotational axis, which can be in the form of a solid shaft, a shaftperforated by bores, for example supply ducts, or even a hollow shaft. In contrast, the output shaft designed as a hollow shaft is provided radially surrounding this central shaft.
    Otherwise than as above, in the motor vehicle transmission of DE l0 2007 047 67l Althe gear step of the main group adjacent to the range group must always be in the form ofa forward gear, since in the case of the coupling that can be formed in DE l0 2007 04767l Al between the planetary carrier and the gearwheel of the gear step on the driveoutput side, no connection to axially farther in gear steps is possible. Consequently, thegearset of the reversing gear cannot be located axially outside on the main group, so thatto position an interrnediate wheel together with an interrnediate wheel bolt an additionalseparation plane of the housing in the area of the gearset has to be provided. Thiscorrespondingly increases the assembly technique complexity. Moreover, because of thisno arrangement of the gear steps of the main group adapted for the flexure of the countershaft can be achieved.
    Furthermore, in the motor vehicle transmission of DE l0 2007 047 67l Al the force flowof the bypass gear always passes via the carrier of the range group, whereas in thetransmission according to the invention, in the bypass gear the range group is completelyfree from load, i.e. it is not involved in the force flow. In an advantageous embodimentof the invention the drive output shaft of the range group can be connected directly and ina rotationally fixed manner to an input shaft of the main group by means of a singleshifting element. This has the advantage that the number of shifting elements required forthe engagement of the bypass gear, in this case in the form of a direct gear, can be minimized so that the shifting sequence can also be simplified.
    In a further advantageous embodiment of the invention the drive output shaft of the rangegroup can be also connected in a rotationally fixed manner to the output shaft by a shifting element.
    As another alternative the motor vehicle transmission can also be made with twocountershaft gear arrangements that extend axially offset relative to the output shaft andthe at least one input shaft, by way of which, however, the force flow passes in altemationwhen the gears are engaged. Thus, for example, a design of the main group as a dual-clutch transmission can be considered, in which these two parallel countershaft geararrangements are associated with different partial transmissions of the dual-clutch transmission.
    On the other hand, the main transmission can be designed such that power is always transmitted by way of both countershafts, i.e. power splitting takes place.
    In a further design of the invention, which in this case is supplementary to one of theabove variants, two countershaft gear arrangements axially offset relative to the outputshaft and the at least one input shaft are provided, such that, on the one hand, gear stepsof the main group located between the at least one input shaft and the countershaft geararrangements and, on the other hand, gear steps of the main group between the outputshaft and the countershaft gear arrangements each comprise a gearwheel on the side of theat least one input shaft or of the output shaft, which gearwheel in each case is connectedon both sides to gearwheels on the countershaft gear arrangements. In this case therefore,the main group of the motor vehicle transmission according to the invention is made withtwo countershaft gearsets, by virtue of which the force flow in the respective gears of themotor vehicle transmission passes simultaneously by way of the two parallel countershaftgear arrangements. As a result, the drive power is correspondingly divided between thetwo parallel countershaft gear arrangements and thereafter brought together again in theoutput shaft and, via the gearwheel that can be connected to the drive output shaft, in thedrive output shaft. Owing to this power branching the gearwheels of the gear steps can bemade narrower, which enables the overall axial length of the motor vehicle transmission to be reduced.
    A further design of the invention is one in which the main group consists of two partialtransmissions which have input shafts that extend coaxially one over the other and can ineach case participate in a force flow to the drive output shaft in altemation by connecting the respectively associated input shaft with a drive input side. Consequently, in this case the main group of the motor vehicle transmission according to the invention is in the formof a dual-clutch transmission in which powershifting ability is realized by an altematingassociation of the obtainable gears with the two partial transmissions, so that in aconsecutive shifting sequence of the gears shifts always take place back and forthbetween the two partial transmissions. In this case, on the drive input side the partialtransmissions can each be connected by an associated powershifting element and the twopowershifting elements of the respective partial transmissions are preferably combined ina dual clutch. However, apart from the configuration as a dual-clutch transmission, themain group can also be in the form of a stepped transmission in which the individual gearsteps can be connected by means of powershiftable shifting elements such as disk clutches.
    In a further development of the invention a main group gear immediately adjacent to therange group is designed as the gearset of a reversing gear. The provision of a gearset ofthe reversing gear on a drive output side of the main group has the advantages alreadymentioned earlier, that in this transition area between the main group and the range groupat least one housing separation plane is provided, which enables the interrnediate wheeltogether with its wheel bolt to be fitted without problems and without providingadditional housing separation planes. In addition a drive input side gearwheel of the gearstep of a reversing gear is usually made with the smallest diameter, so that such apositioning of the gear step is advantageous in relation to the flexure of the shaft carrying it.
    In a further advantageous embodiment of the invention the first transmission componentof the range group is the planetary carrier and the second component of the range group isits sun gear, whereas the ring gear forms the third transmission component of the rangegroup. Altematively, however, the transmission components of the range group can also be connected in accordance with other combination options.
    In a further advantageous design the gears produced by the spur gear stages are all overdrive gears.
    In another advantageous design a double shifting element is provided, by means of whichthe direct gear can optionally either be engaged directly with the drive output shaft, oraltematively it can be connected to the sun gear of the range group. The advantage of thisis that by connecting it to the sun gear of the range group the direct gear of the main transmission can also be used in the slow range.
    The invention is not limited to the specific combination of characteristics indicated in theprincipal claim or in the dependent claims. There are also possibilities for combiningindividual features with one another, provided that they emerge from the claims, from thedescription of an embodiment of the invention given below, or directly from the figures.The reference of the claims to the drawings by the use of indexes is not intended to restrict the protective scope of the claims.Below, further measures that improve the invention are indicated in more detail, alongwith the description of a preferred embodiment of the invention, which relates to the drawings represented in the figures, showing: Fig. l: A schematic representation of a motor vehicle transmission according to a first preferred embodiment of the invention; Fig. 2: A shifting matrix for the transmission in Fig. l; Fig. 3: A schematic representation of a motor vehicle transmission according to a second preferred embodiment of the invention; Fig. 4: A shifting matrix for the transmission in Fig. 3; Fig. 5: A schematic representation of a motor vehicle transmission according to a third preferred embodiment of the invention; Fig. 6: A shifting matrix for the transmission in Fig. 5.
    Fig. 1 shows a schematic view of a motor vehicle transmission according to a firstpreferred embodiment of the invention, this motor vehicle transmission preferably beingthe transmission of a commercial vehicle. In this case the motor vehicle transmissioncomprises a main group 1 and a range group 2 connected downstream from the maingroup 1, the main group 1 and the range group 2 being provided between a drive input side AN and a drive output side AB of the motor vehicle transmission.
    As can be seen from Fig. 1, in the present case the main group 1 is designed in the formof a dual-clutch transmission and consists of two partial transmissions, each beingassociated with a respective input shaft EW1 and EW2. The input shaft EW1 of the firstpartial transmission is a central transmission shaft with which the input shaft EW2 of thesecond partial transmission, in the form of a hollow transmission shaft, is coaxial. Thetwo partial transmissions can now each be linked in altemation into a force flow from thedrive input side AN of the motor vehicle transmission, which in the assembled conditionof the transmission is connected with a drive aggregate VM of the motor vehicle, to thedrive output side AB, in that either the input shaft EW1 of the first partial transmissioncan be coupled to the drive input side AN by means of an associated powershift elementKl or the input shaft EW2 of the second partial transmission can be coupled thereto bymeans of a second powershift element K2. In this case the two powershift elements Kl and K2 are combined in a dual clutch 3, this being a wet-operating dual clutch.
    Furthermore, there extends coaxially with the two input shafts EW1 and EW2, an outputshaft AW of the main group 1, which in this case is a hollow shaft. In addition, axiallyoffset relative to the input shafts EW1 and EW2 and also to the output shaft AW there arearranged two countershaft gear arrangements 4 and 5, each having a respective countershaft VW1 and VW2.
    Rotational movement of the drive input side AN can now on the one hand be transmittedvia one of the two partial transmissions, with the corresponding transmission ratio, to theoutput shaft AW since the force flow, starting from the input shaft EW1 or EW2concemed, passes via one of several gear steps A, B to the countershaft gear arrangement4 and 5 and, starting from there, passes via one of several further gear steps C to F and on to the output shaft AW. However, apart from passing the force flow via the interrnediate 11 gears 4 and 5, the input shaft EW1 can also be coup1ed directly to the output shaft AW sothat a direct through-drive to the output shaft and thus a direct gear of the main group 1 is defined.
    As can also be seen from Fig. 1, the gear steps A to F are arranged in a tota1 of four Wheelp1anes I to IV, such that each of the gear steps A to F has gearWhee1s Z1 and Z2 arrangedrotationa11y fixed on the countershaft gear arrangements 4 and 5. In this case thegearwheel Z1 is 1ocated rotationa11y fixed on the countershaft VW1 of the firstcountershaft gear arrangement 4 and the gearwheel Z2 is rotationa11y fixed on thecountershaft VW2 of the second countershaft gear arrangement 5. The gearWhee1s Z1and Z2 are in each case in connection With a respective fixed Wheel Z3 and Z4 arrangedon the input shaft EW1 or the input shaft EW2, and forrn the input constants. Thegearwheels Z5, Z6 and Z7 are 1oose Wheels arranged on the countershafts VW1 andVW2, Which mesh With fixed Wheels Z9 and Z10 arranged on the output shaft AW of the main transmission.
    In gear step F the gearwheel ZS arranged on the countershaft VW2 is connected to theinterrnediately positioned gearwheel Z10 in that between the gearWhee1s ZS and Z10there is arranged an interrnediate Wheel Z11, Which meshes on one side With the radia11yinner gearwheel Z10 and on the other side With the respective radia11y outer gearwheelZS. Consequently, during the transmission of rotationa1 movements of the countershaftVW2 to the output shaft AW by Way of the gear step F, compared With the other gearsteps a reversed rotation direction of the output shaft is produced, i.e. a reversing gear of the main group 1 is defined.
    By means of the gear step A, rotationa1 movement of the input shaft EW2 can now betransmitted to the countershaft gear arrangement 4 and by means of the gear step B,rotationa1 movement of the input shaft EW1 can be transmitted to the countershaft geararrangement 5. In the gear step C, the gearwheel Z5 of the gear step C can be connectedrotationa11y fixed to the countershaft VW1 by means of a shifting e1ement S1 and thegearwheel Z6 of the gear step E can be connected rotationa11y fixed to the countershaftVW1 by means of a shifting e1ement S2. In the gear step D, the gearwheel Z7 of the gear step D can be connected rotationa11y fixed by means of a shifting e1ement S3 to the 12 countershaft VW2 and the gearwheel ZS of the gear step F can be connected rotationallyfixed by means of a shifting element S4 to the countershaft VW2.
    As a special feature, the gearwheel Z4 of the gear step B can also be coupled by means ofa shifting element S5 to the drive output shaft AbW and also coupled by means of ashifting element S6 to the output shaft AW.
    In the present case the shifting elements Sl to S6 are each interlocking shifting elementsin the form of claW clutches, and the shifting elements Sl and S2 are combined in a firstshifting device SEl, the shifting elements S3 and S4 in a second shifting device SE2, andthe shifting elements S5 and S6 in a third shifting device SE3. With each of the shiftingdevices SEl to SE3 there is associated in each case one actuator (not shown here), bymeans of Which a respective axially displaceable shifting claW of the shifting device SElor SE2 or SE3 concemed can be moved axially, thereby actuating the respectively associated shifting element S1 or S2, or S3 or S4, or S5 or S6.
    The range group 2 connected doWnstream from the main group l has a planetary stage 6formed by the transmission components sun gear SR, planetary carrier ST and ring gearHO. In this case the planetary stage 6 is designed as a minus planetary gearset, in Whichthe planetary carrier ST carries a number of planetary gearWheels PLl and PL2 mountedto rotate upon it, these gearWheels meshing both With the radially inner sun gear SR andWith the radially surrounding ring gear HO. In the present case the sun gear SR isarranged in a rotationally fixed manner on the output shaft AW of the main group l,Whereas the planetary carrier ST is coupled rotationally fixed to the drive output shaftAbW of the range group 2 Which, at one end of the shaft, also forms the drive output side AB of the motor vehicle transmission.
    The ring gear HO of the planetary stage 6 can also on the one hand be connectedrotationally fixed to the drive output shaft AbW by means of a shifting element S8, sothat the ring gear HO rotates locked onto the planetary carrier ST, and on the other hand itcan be fixed by a shifting element S7 to a surrounding housing 7. In the first case alocked rotation of the planetary carrier ST and the ring gear HO causes the sun gear connected to the output shaft AW also to rotate at the same rotational speed so that by 13 way of the range group 2 a solid through-drive is obtained, this corresponding to a first,high gear of the range group 2. In contrast, if the ring gear is fixed to the surroundinghousing 7 by the shifting element S7, then the planetary gearwheels PL1 and PL2undergo rolling movements on the ring gear HO, which results in a slower rotationalmovement of the planetary carrier ST compared with the rotational speed of the sun gearSR. This corresponds to a second, lower gear of the range group 2. The shifting elementsS7 and S8 are each designed as locking synchronizers and are combined in a fourthshifting device SE4, whose common sliding sleeve (not shown) can be displaced axiallyby an actuator (also not shown) either to a shift position that actuates the shifting element S7 or to one that actuates the shifting element S8.
    As a special feature the drive output shaft AbW of the range group 2 passes, on a sidefacing away from the drive output side AB, axially through the planetary stage 6 andextends to a point in front of the wheel plane III of the main group l ahead of it, so as toenable direct coupling to the input shaft EW1 when the shifting element S5 is actuated.In this case the drive output shaft AbW is made as a central shaft over which extends theoutput shaft AW in the form of a hollow shaft. In this case a rotationally fixed couplingbetween the input shaft EW1 and the drive output shaft AbW serves to bypass the rangegroup 2 when shifting from the low gear of the range group 2 to its high gear. The forceflow of the bypass gear (direct gear, 5th gear) passes directly from Kl via the shiftingelement S5 to the drive output shaft. The carrier ST of the range group 2 does not lie in this force flow path.
    Since owing to the design of the shifting elements S7 and S8 as locking synchronizers achange from the highest gear of the main group l when in the lower transmission ratio ofthe range group to the lowest gear of the main group l when in the higher range grouptransmission ratio, can only be carried out with interruption of the traction force, since thering gear HO would first have to be decoupled from the drive output shaft AbW and thenfixed to the housing 7. If now the input shaft EW1 is directly connected to the driveoutput shaft AbW by means of the shifting element S5, then direct transmission ofrotational movement to the drive output shaft AbW takes place, whereby the planetarystage 6 of the range group 2 is shifted while free from load. 14 By virtue of the design of the drive output shaft AbW it can be connected to the inputshaft without problems during this and, nevertheless, the gear step F that def1nes areversing gear of the main group 1 can be positioned axially adjacent to the range group2, whereby the assembly effort for f1tting the interrnediate wheel Z11 is reduced. This isbecause in the transition area from the main group 1 to the range group 2 there is usuallya parting plane of the housing 7, so that the interrnediate wheel Z11 with its interrnediate wheel bolt can be positioned without problems.
    Fig. 2 now shows an example shifting scheme for the motor vehicle transmission in Fig.1. In total, eight powershiftable forward gears and two reversing gears can be obtained.The index UD denotes an underdrive situation, i.e. when the intemal combustion engineis running at a higher speed than the drive output shaft AbW, whereas during an overdrivesituation OD the intemal combustion engine runs at a slower speed than the drive outputshaft. As can be seen from Fig. 2, the first forward gear is obtained when the powershiftelement K1 is closed so that the input shaft EW1 is connected to the drive input side AN,and the shifting elements S6 and S7 are actuated. To change to the second forward gearthe shifting element S2 has to be actuated in advance and then a shift between thepowershift elements Kl and K2 is carried out and the shifting element S6 is opened. Athird forward gear is obtained by actuating the shifting element S3 and then closing thepowershift element K1, whereas a fourth forward gear is obtained by actuating the shifting element S1 and the powershift element K2.
    The fourth forward gear at the same time is the highest gear of the main group 1 when therange group 2 is set to its lower range, so that when shifting to the f1fth forward gear inprinciple a shift in the range group 2 with load interruption would take place. This loadinterruption is now avoided in that only the shifting element S5, which connects the driveoutput shaft AbW to the input shaft EW1, is actuated. Owing to the actuation of thepowershift element K1, the input shaft EW1 is then also coupled in a rotationally fixed manner to the drive input side AN.
    Following the f1fth forward gear a sixth forward gear is obtained by actuating the shiftingelements S2 and S8 as well as the powershift element K2. The next, seventh forward gear is obtained by actuating the shifting element S3 and closing the powershift element K1.
    Finally, the eighth forward gear is engaged by closing the shifting element Sl and changing the powershift element K2 to an actuated condition.
    For the two reversing gears in each case the powershift element Kl is closed, and in thefirst reversing gear the shifting elements S4 and S7 are closed, while for the second reversing gear the shifting elements S4 and S8 are closed.
    By virtue of the design of a motor vehicle transmission according to the invention, it ispossible to realize a powershiftable bypassing of a range group 2 by directly connecting a drive output shaft AbW to an input shaft of the main group l upstream therefrom.
    Fig. 3 shows a schematic view of a second preferred embodiment of a motor vehicletransmission according to the invention, this motor vehicle transmission preferably alsobeing that of a commercial vehicle. Thus, the motor vehicle transmission comprises amain group l and a range group 2 connected downstream from the main group l, themain group 1 and range group 2 being provided between a drive input side AN and a drive output side AB of the motor vehicle transmission.
    The transmission in Fig. 3 is a dual-clutch transmission with two clutches Kl and K2,each of which connects an intemal combustion engine (not shown) on the drive input sideAN respectively to the input shafts EWl and EW2 of two partial transmissions of themain transmission l. The main transmission comprises two countershaft geararrangements 4 and 5 with countershafts VWl and VW2. The power is divided betweenthe countershafts VWl and VW2. Shifting devices SEl, SE2 and SE3 are f1tted only onthe main axis. The loose wheels Z2 and Z5 are arranged on the input shaft EW2 and theloose wheels Z8 and Zll are arranged on the input shaft EWl, to which shafts they canbe connected respectively by means of the shifting elements S5, S6, S3 and S4, theseshifting elements S5, S6, S3 and S4 again being combined in shifting devices SE3 andSE2 respectively. In contrast, the fixed wheel Zl4 is arranged on the output shaft AW of the main transmission l.
    The fixed wheels Zl, Z3, Z4, Z6, Z7, Z9, Zl0, Zl2, Zl3 and Zl5 arranged on thecountershafts mesh with the wheels Z2, Z5, Z8, Zll and Zl4. Thus, in the main 16 transmission there are 5 gearset planes I, II, III, IV and V, in which 5 gear steps A to Eare forrned. In this case the gearset plane V forrns a drive output constant. In the thirdgearset plane III there is an additional gearwheel Z16, which reverses the rotation direction for a reversing gear.
    In the force flow direction after the main transmission is arranged a range group 2consisting of a planetary gearset with a sun gear SR, a planetary carrier ST on whichplanetary gearwheels PL1, PL2 etc. are mounted, and a ring gear HO. The carrier ST isconnected in a rotationally fixed manner to the drive output shaft AbW and the sun gearto the output shaft AW of the main transmission. When the shifting element S8 isactuated the ring gear HO can be fixed onto the transmission housing. When the shiftingelement S7 is actuated the ring gear HO is connected to the sun gear SR in such manner that the range group 2 is in a block-rotation condition.
    The drive output shaft AbW can be connected directly to the input shaft EW1 byactuating the shifting element Sl. This forms a direct gear by which the range group 2 isbypassed, so that it can be shifted while free from load.
    By actuating the shifting element S2 the input shaft EWl can also be connected directly to the output shaft AW of the main transmission l.
    Fig. 4 shows the shifting matrix for the transmission according to Fig. 3. Thetransmission has 8 forward gears and 2 reversing gears. Of the forward gears the 5th gear,which is the bypassing gear, is a direct gear while gears l to 4 are underdrive gears, i.e. inwhich the intemal combustion engine (AN) rotates at a higher speed than the drive outputshaft AbW. In contrast, gears 7 and 8 are overdrive gears, i.e. the intemal combustion engine (AN) rotates more slowly than the drive output shaft AbW.
    Fig. 5 shows a schematic view of a further motor vehicle transmission according to a thirdembodiment of the invention, this motor vehicle transmission also preferably being thatof a commercial vehicle. In this case too the motor vehicle transmission comprises a main group l and a range group 2 connected downstream from the main group l, with the 17 main group 1 and the range group 2 provided between a drive input side AN and a drive output side AB of the motor vehicle transmission.
    The transmission of Fig. 5 is again a dual-clutch transmission with two clutches Kl andK2, which connect an internal combustion engine (not shown) on the drive input side AN,respectively, to the input shafts EW1 and EW2 of two partial transmissions of the maintransmission 1. The main transmission has two countershaft gear arrangements 4 and 5with countershafts VW1 and VW2. In this case too a power division takes place betweenthe countershafts VW1 and VW2. The shifting devices SE1, SE2 and SES and the singleshifting element S3 are located only on the main axis. The loose wheels Z2 and Z5 arearranged on the input shaft EW2 and the loose wheel ZS on the input shaft EW1, to whichthey can be connected, respectively, by means of the shifting elements S1, S2 and S3, ofwhich the shifting elements S1 and S2 are combined in the shifting device SE1. Theloose wheels Zll and Z14, in contrast, are arranged on the output shaft AW of the maintransmission 1 and can be connected thereto by the shifting elements S6 and S7,respectively, these again being combined in a shifting device SE3. By means of theshifting elements S4 and S5, which are combined in a shifting device SE2, the input shaftEW1 can be connected respectively to the drive output shaft AbW and to the output shaft AW of the main transmission.
    The fixed wheels Zl, Z3, Z4, Z6, Z7, Z9, Z10, Z12, Z13 and Z15 arranged on thecountershafts VW1 and VW2 mesh with the wheels Z2, Z5, ZS, Zll and Z14. Thus, inthe main transmission there are 5 gearset planes I, II, III, IV and V, in which 5 gear stepsA to E are formed. In the 5th gearset plane V there is an additional gearwheel Z16, which produces a rotation direction reversal for a reversing gear.
    The 1st gear is a so-terrned coupling gear, in which the two partial transmissions arecoupled. The 2nd gear is necessarily preselected thereby. The óth gear is the samecoupling gear, but in the fast range. Accordingly, the 7th gear is necessarily preselected.The 5-to-6 shift is carried out as a so-terrned support gear shift. During this the 7th gear ispreselected and the traction force is supported by means of that gear with the clutch Klslipping, whereas with K2 the 5-to-6 shift is carried out without any friction work. 18 In the force flow direction after the main transmission is arranged a range group 2consisting of a planetary gearset with a sun gear SR, a planetary carrier ST on whichplanetary gearwheels PL1, PL2 etc. are mounted, and a ring gear HO. The carrier ST isconnected in a rotationally fixed manner to the drive output shaft AbW and the sun gearto the output shaft AW of the main transmission. When the shifting element S9 isactuated the ring gear HO can be fixed onto the transmission housing. When the shiftingelement S8 is actuated the ring gear HO is connected to the sun gear SR in such manner that the range group 2 is in a block-rotation condition.
    The drive output shaft AbW can be connected directly to the input shaft EW1 byactuating the shifting element S4. This forms a direct gear which bypasses the range group 2, so that it can be shifted while free from load.
    By actuating the shifting element S5, the input shaft EW1 can also be connected directly to the output shaft AW of the main transmission 1.
    Fig. 6 shows the shifting matrix for the transmission of Fig. 5. The transmission has 10forward gears and 3 reversing gears. Of the forward gears, the 7th gear, which forms thebypassing gear, is a direct gear whereas the gears 1 to 6 are underdrive gears, i.e. in whichthe intemal combustion engine (AN) rotates faster than the drive output shaft AbW.Gears 8 to 10, in contrast, are overdrive gears, i.e. the intemal combustion engine (AN) rotates more slowly than the drive output shaft AbW.
    权利要求:
    Claims (9)
    [1] 1. Motor vehicle transmission of group configuration, comprising an at leastpartially powershiftable main group (1) and a range group (2) connected downstreamfrom the main group (1), Which range group comprises a planetary stage (6) havingtransmission components in the form of a ring gear (HO), a sun gear (SR), and a planetarycarrier (ST) that guides at least one planetary gearwheel (PL1, PL2), Wherein of thesetransmission components a first transmission component is connected to a drive outputshaft (AbW) of the range group (2) and a second transmission component is connected toan output shaft (AW) of the main group (1), Whereas a third transmission component onthe one hand can be fixed to a housing (7) and on the other hand can be coupled to thefirst or the second transmission component, and Wherein the drive output shaft (AbW) ofthe range group (2) can be connected directly in a rotationally fixed manner to an inputshaft of the main group (1) by means of a shifting element in such manner that a directgear is formed When the drive output shaft (AbW) of the range group (2) is connected tothe input shaft of the main group (1), and Wherein the drive output shaft (AbW) passesaxially through the planetary stage (6) to the input shaft of the main group (1), in that thedrive output shaft (AbW) is a central shaft over Which the output shaft (AW) of the main group (1) is positioned as a coaxially extending holloW shaft.
    [2] 2. Motor vehicle transmission according to Claim 1, characterized in that thedrive output shaft (AbW) of the range group (2) can be connected directly in arotationally fixed manner to an input shaft of the main group (1) by means of a single shifting element.
    [3] 3. Motor vehicle transmission according to Claims 1 or 2, characterized in thatthe drive output shaft (AbW) of the range group (2) can also be connected directly in arotationally fixed manner to the output shaft (AW) of the main group (1).
    [4] 4. Motor vehicle transmission according to any of the preceding claims, characterized in that axially offset relative to the output shaft (AW) and to the at least one input shaft (EWl , EW2), two countershaft gear arrangements (4, 5) are provided, andgear steps (A to F) of the main group (l) located on the one hand between the at least oneinput shaft (EWl, EW2) and the countershaft gear arrangements (4, 5), and on the otherhand between the output shaft (AW) and the countershaft gear arrangements (4, 5) in eachcase comprise a gearwheel on the side of the at least one input shaft (EW1, EW2) or theoutput shaft (AW), which in each case is in connection on both sides with gearwheels present in the countershaft gear arrangements (4, 5).
    [5] 5. Motor vehicle transmission according to any of the preceding claims,characterized in that the main group (l) consists of two partial transmissions whichhave input shafts (EWl, EW2) that extend coaxially with one another, and each of whichcan be connected into a force flow to the drive output shaft (AbW) in altemation by connecting its associated input shaft (EW1, EW2) to a drive input side (AN).
    [6] 6. Motor vehicle transmission according to any of the preceding claims,characterized in that a gear step (F) of the main group (l) axially directly adjacent to the range group (2) is designed as a gearset of a reversing gear.
    [7] 7. Motor vehicle transmission according to any of the preceding claims,characterized in that the first transmission component of the range group (2) is formedby the planetary carrier (ST) and the second transmission component of the range group(2) is formed by the sun gear (SR), whereas the ring gear (HO) forms the third transmission component of the range group (2).
    [8] 8. Motor vehicle transmission according to any of the preceding claims,characterized in that the gears produced by spur gears (Zl3, Zl4, Z15) of the main group (1) are overdrive gears.
    [9] 9. Motor vehicle transmission according to any of the preceding claims,characterized in that by means of a double shifting element (SE2) the direct gear canoptionally be connected either to the drive output shaft (AbW) or to the sun gear (SR) ofthe range group (l2).
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    同族专利:
    公开号 | 公开日
    US20150267779A1|2015-09-24|
    US9599194B2|2017-03-21|
    DE102014205072A1|2015-09-24|
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    DE102005046899B4|2005-09-30|2018-05-24|Zf Friedrichshafen Ag|Gearbox in countershaft design|
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    法律状态:
    2017-10-31| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    DE102014205072.3A|DE102014205072A1|2014-03-19|2014-03-19|Motor vehicle transmission in group construction|
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