DE102020203795A1 - Dual clutch transmission and hybrid powertrain - Google Patents

Abstract

Double clutch transmission (10) for a motor vehicle drive train (90), with a first shaft (12) for connection to a drive unit (92) of the motor vehicle drive train, the first shaft (12) being assigned to a first sub-transmission (16), and a second shaft (14) for connecting to the drive unit (92) of the motor vehicle drive train, the second shaft (14) being assigned to a second sub-transmission (18), with a third shaft (20) which has at least one first switchable pair of wheels (32, 34) of the first sub-transmission (16) can be connected to the first shaft (12) in order to set up a respective direct forward gear (3, 5) and which can be connected to a power distribution device (24) for driven wheels (26L, 26R) , and with a fourth shaft (20A) which can be connected to the second shaft (14) via at least one second switchable gear pair (36, 38) of the second partial transmission (18) in order to engage a respective direct forward gear (2, 4) hten, and which is connectable to the power distribution device (24) for driven wheels (26L, 26R), and a fifth shaft (30) connected or connectable to the first shaft (12) or the second shaft via a gear set (70) and which can be or is connected to the other of the first shaft and the second shaft (14) in order to set up at least one winding gear stage (1, 6, R).

Description

The present invention relates to a dual clutch transmission for a motor vehicle drive train. The present invention also relates to a hybrid drive train for a motor vehicle and a spur gear stepped transmission.

In the field of motor vehicle drive trains that include an internal combustion engine, either continuously variable transmissions or multi-step transmissions are used to adapt the ratio. In the case of multi-step gearboxes, a distinction is made between classic manual gearboxes in spur gear design and automatic gearboxes. In the field of automated multi-step transmissions, a general distinction is made between converter automatic transmissions and so-called dual clutch transmissions. The dual clutch transmissions have established themselves as an alternative to automatic converter transmissions, especially for small and medium-sized powers.

From the document DE 10 2011 056 517 A1 a transmission for a motor vehicle is known which can be switched between several gear shift stages. The transmission includes a first input shaft that can be drive-connected to a drive motor via a first clutch, a second input shaft that is drive-connected to the drive motor via a second clutch, an output shaft to be connected to drive wheels, which is connected to the first via at least one gear pair Input shaft and is drivably connected to the second input shaft via at least one gear pair. A parallel shaft is drivingly connected to one of the two input shafts via a pair of gears. The parallel shaft can be drivably connected to the other of the two input shafts via a pair of transfer gears. The transmission is designed in such a way that at least between two consecutive direct gear shift stages in which the parallel shaft is not coupled to the second input shaft via the transfer gear pair, a generated gear shift stage can be used in the gear gradation in which the parallel shaft is coupled to the second input shaft via the transfer gear pair is.

This type of transmission should have a large number of usable gear shift stages with a favorable shift sequence without significantly increasing the installation space of the transmission.

Against this background, it is an object of the invention to specify an improved double clutch transmission and an improved hybrid drive train as well as an improved spur gear stepped transmission.

The above object is achieved by a dual clutch transmission for a motor vehicle drive train, with a first shaft for connection to a drive unit, the first shaft being assigned to a first sub-transmission, and a second shaft for connection to the drive unit, the second shaft being a second Partial transmission is assigned, a third shaft, which can be connected to the first shaft via at least one first switchable gear pair of the first partial transmission in order to set up a respective direct forward gear, and which is connected to a power distribution device for driven wheels, and a fourth shaft which is connected via at least a second switchable gear pair of the second sub-transmission can be connected to the second shaft in order to set up a respective direct forward gear, and which is connected to the power distribution device for driven wheels, and a fifth shaft which is connected to the first shaft or the second shaft Is connected or connectable via a gear set and which is connectable or connected to the other of the first shaft and the second shaft in order to set up at least one winding gear stage.

Furthermore, the above object is achieved by a hybrid drive train for a motor vehicle, with a dual clutch transmission of the type described above, wherein the first shaft and the second shaft can be connected to an internal combustion engine via a dual clutch arrangement, and with an electric machine for providing drive power.

Finally, the above object is achieved by a spur gear stepped transmission with an input shaft arrangement and with a first output shaft and a second output shaft, the input shaft arrangement being connectable to the second output shaft via a second switchable gear pair and via a further second switchable gear pair, which can be connected by means of of a double shifting element are alternatively switchable, wherein the input shaft arrangement can be connected to the first output shaft via a gear set that contains a first switchable gear pair, the first output shaft being connected to a secondary shaft via the gear set, the secondary shaft being connected to the first output shaft is connectable and wherein the first switchable wheel pairing and the further first switchable wheel pairing are alternatively switchable by means of a further double switching element, wherein the first double switching element is axially aligned with the further first wheel pairing and wherein the second double switching element is axially aligned with one of the second switchable wheel pairings.

The disclosed dual clutch transmission and the spur gear stepped transmission enable a very compact design in the radial and in particular in the axial direction.

The dual clutch transmission can be implemented with a small number of radial planes that lie on a path that is critical in terms of length, so that a short overall axial length can be implemented. Furthermore, the dual clutch transmission enables an axially nested design in order to axially align wheel pairs associated with the third shaft or the fourth shaft with respective shifting elements that are associated with the other shaft of the third shaft and fourth shaft.

This axial nesting can be implemented not only with dual clutch transmissions, but also with any type of spur gear stepped transmission of the type disclosed above, whereby the stepped transmission contains two output shafts, and wheel pairings between an input shaft arrangement and the output shafts are provided so that a wheel pairing that corresponds to one of the Output shafts is assigned, can be axially aligned with a double switching element of the other output shaft, and vice versa. As a result, overall axial installation space can be saved.

By using at least one winding gear stage, in particular a winding forward gear stage, in which the first and second shafts are connected to one another, a high spread can also be achieved.

The third shaft can preferably only be connected to the first shaft, but not to the second shaft. It is also preferred if the second shaft can only be connected to the fourth shaft, but not to the third shaft. In other words, the first partial transmission is assigned to the third shaft and the second partial transmission is assigned to the fourth shaft.

The fifth shaft is connected to the first shaft or the second shaft, preferably via a constant gear set, which is preferably axially aligned with an output gear set, via which the third shaft and the fourth shaft are connected to the power distribution device.

In addition, with the dual clutch transmission according to the invention, it is possible to set up a plurality of forward gear stages, the plurality of forward gear stages being assigned to the first and the second shaft in such a way that a change in the power flow from the first takes place on the second wave or vice versa.

As a result, it is possible to carry out all gear changes without interrupting the tractive effort. In the gear that is from the document DE 10 2011 056 517 A1 has become known, on the other hand, some gear changes between directly successive forward gear stages must be carried out with an intermediate shift to a higher gear shift stage ("support shift"). The present dual clutch transmission consequently also enables faster gear changes.

• Ein Doppelkupplungsgetriebe ist ein Stufengetriebe, insbesondere in Stirnradbauweise, das eingangsseitig mit einer Doppelkupplungsanordnung (s. u.) verbindbar ist. Die Doppelkupplungsanordnung beinhaltet zwei Kupplungen, die insbesondere als Reibkupplungen ausgebildet sind und die alternativ und zeitlich überschneidend betätigbar sind, um wenigstens einen Gangwechsel zugkraftunterbrechungsfrei durchführen zu können.

The following terms can be understood in the context of the present disclosure in particular as follows:

• A double clutch transmission is a multi-step transmission, in particular with a spur gear design, which can be connected on the input side to a double clutch arrangement (see below). The double clutch arrangement contains two clutches, which are designed in particular as friction clutches and which can be actuated alternatively and at a time overlapping in order to be able to carry out at least one gear change without interruption of traction.

The dual clutch transmission has at least three forward gear stages, preferably four, five, six, seven, eight or more forward gear stages. The dual clutch transmission preferably includes two sub-transmissions which are each assigned to a different one of the two clutches. One sub-transmission preferably includes the odd forward gear stages and the other includes the even forward gear stages. When power is transmitted via a forward gear in one sub-transmission, a connecting gear can be preselected in the other sub-transmission. In the present case, the dual clutch transmission preferably has exactly six forward gear stages and one reverse gear stage.

A double clutch arrangement contains two clutches, each of which is preferably designed as a force-locking friction clutch. The two clutches can be arranged axially next to one another or can be designed to be radially nested one inside the other, with a radially outer and a radially inner clutch. The double clutch arrangement preferably has a common input member that can be connected to a drive unit, as well as two output members that can be connected to a first shaft or a second shaft, which are preferably formed by a hollow shaft and an inner shaft.

A drive unit is an internal combustion engine or a combination of an internal combustion engine and an electric machine, possibly with an intermediate clutch, to form a P2 hybrid arrangement that enables purely electric driving.

A wheel pairing contains exactly two gears that mesh with one another, in particular mesh with one another. The gearwheels preferably each have a spur toothing, are preferably arranged in a radial plane and are preferably each assigned to a different shaft. The gears of the gear pairing can be two fixed gears (so-called constant gear set). In the case of a switchable gear pairing, the two gears can be a fixed gear and an idler gear (see below), which preferably together define a direct gear stage (see below).

A gear set contains at least two intermeshing (in particular meshing) gears, and can contain one or more gear pairs, which are preferably located in a common radial gear set plane. If a gear set has a fixed gear that meshes with two different idler gears, the gear set can define two direct gear stages; In this case one speaks of a double use of the fixed gear. In general, a gear set can also be a planetary gear set.

A loose wheel is a gear wheel rotatably mounted on a shaft, which can be connected to or decoupled from the shaft by means of a switching element. A fixed gear is a gear that is fixed in a rotationally fixed manner on a shaft.

A shift element is used to connect or disengage links, such as a loose wheel and a shaft, and in the present case is in particular formed by a shift clutch, in particular a form-fit shift clutch, such as a claw clutch. It is particularly preferred if the clutch is formed by a form-fitting synchronous clutch.

A double shift element contains two shift elements, which are preferably assigned to different idler gears on a shaft and which can be switched alternatively by means of a single actuating device in order to connect one of the idler gears to the shaft. The double shift element also has a neutral position in which neither of the two idler gears is connected to the shaft.

A hybrid drive train with a dual clutch transmission can include an electric machine that is connected to an input member of a dual clutch arrangement. Alternatively or additionally, a respective electric machine can be connected to a first and / or a second output member of such a double clutch arrangement or the first shaft and / or the second shaft.

Two members rotatable relative to one another are connected when they are forced to rotate at a proportional speed. The term connected is to be equated with “effectively connected”. A "non-rotatable connection" means that the two links rotate at the same speed. Two links can be connected when they can either be connected to one another or decoupled from one another. The links can preferably be connected to one another by means of a switching element such as a clutch or a brake.

Two elements are axially aligned when they at least partially overlap in the axial direction and / or when they lie in a common radial plane.

In the present case, the first shaft and the second shaft are preferably input shafts which can be connected to a respective output member of a double clutch arrangement and which are each assigned to a partial transmission. The first shaft and the second shaft are preferably arranged coaxially to one another, one shaft being an inner shaft and the other shaft being a hollow shaft. All other shafts are preferably not arranged coaxially to this or to one another, but rather offset parallel to one another.

A direct gear stage is a gear stage that can be set up in a spur gear by engaging a single shift element in order to connect an input shaft and an output shaft to one another.

A winding step is understood to mean that at least two switching elements must be closed in order to connect an input shaft and an output shaft to one another. Furthermore, power flows in a winding gear stage from the first shaft via the first sub-transmission and the second sub-transmission or from the second shaft via the second sub-transmission and the first sub-transmission.

The task is completely solved.

According to a preferred embodiment, the dual clutch transmission is designed to set up a first winding forward gear stage, in which the drive power flows from the first shaft via the fifth shaft and via the second shaft to the fourth shaft, and / or is designed to set up a second winding forward gear stage, in which the drive power flows from the second wave via the fifth wave and via the first wave to the third wave.

In this embodiment, winding forward gear stages can be established via both the third shaft and the fourth shaft, so that a great variability is possible. Furthermore, this enables winding forward gear stages to be set up both via the first partial transmission and via the second partial transmission.

According to a further preferred embodiment, a shift element for setting up at least one winding forward gear stage is arranged on the fifth shaft.

It is also preferred if a shift element for setting up a winding reverse gear is arranged on the fifth shaft.

In this embodiment, at least one winding forward gear stage and preferably several winding forward gear stages can be set up via the one switching element, and at least one winding reverse gear stage via the other switching element.

It is particularly advantageous if the switching element for setting up the at least one winding forward gear stage and the switching element for setting up the winding reverse gear stage form a double switching element on the fifth shaft and can alternatively be actuated by means of a single actuating device.

The double shift element is preferably axially aligned with at least one double shift element of the first partial transmission or the second partial transmission.

According to a further overall preferred embodiment, the first sub-transmission is assigned to the uneven direct forward gear stages and / or the first shaft is a hollow shaft and / or the second sub-transmission is assigned to the even direct forward gear stages and / or the second shaft is an inner shaft and / or the third shaft and the fourth shaft is connected to an output gear set via which drive power can be fed to the power distribution device for driven wheels.

In this variant, it is preferred overall if an odd winding forward gear stage can be set up via the first sub-transmission, and an even winding forward gear stage via the second sub-transmission.

According to a further preferred embodiment, the first partial transmission has two first shiftable gear pairs, which are assigned to forward gear stages 3 and 5, and / or the second partial transmission has two second shiftable wheel pairs, which are assigned to forward gear stages 2 and 4, respectively.

In this embodiment, it is advantageous that two gear pairs relevant to the overall axial length are assigned to each of the partial transmissions. As discussed above, these gear pairs of the sub-transmissions can be axially nested or overlapping in such a way that these four switchable gear pairs (two first and two second) are axially arranged in such a way that only three radial planes relevant to the axial length have to be set up for gear sets .

It is also particularly preferred if the first partial transmission has exactly two first shiftable wheel pairs and if the second partial transmission has exactly two second shiftable wheel pairings.

According to a further generally preferred embodiment, a sixth shaft is connected to the first shaft or the second shaft via a first switchable wheel pair and the sixth shaft can be connected to the third shaft or the fourth shaft via a further first switchable wheel pair.

The sixth shaft is only connected to one shaft of the first shaft or second shaft and is preferably assigned exclusively to this shaft. The sixth shaft preferably only has wheels or gears which mesh with wheels which are assigned to the third or fourth shaft.

The sixth shaft is a secondary shaft which is arranged offset parallel to the first to fourth shafts.

Two fixed gears are preferably fixed on the sixth shaft. One of the fixed gears of the sixth shaft is in engagement with an idler gear of the first switchable gear pair via which the sixth shaft is connected to the first or the second shaft. In the present case, the sixth shaft is preferably connected to the first shaft via the first switchable pair of wheels.

The further fixed wheel, which is fixed on the sixth shaft, is in engagement with a loose wheel which is rotatably mounted on the third shaft or the fourth shaft. In the present case, this idler gear is preferably rotatably mounted on the third shaft. This idler gear and the fixed gear connected to the sixth shaft form the further first switchable gear pair. This further first switchable pair of wheels is preferably provided exclusively to connect the third shaft and the sixth shaft to one another. The further first switchable wheel pairing is preferably not in engagement with any further wheel.

The sixth shaft, which is designed in the manner of a secondary shaft, consequently enables a connection of the first shaft via an idler gear rotatably mounted on the third shaft and via the sixth shaft to a further idler gear rotatably mounted on the third shaft. Drive power can consequently only be introduced into this idler wheel of the further first switchable wheel pairing via the sixth shaft.

The provision of the sixth shaft or the auxiliary shaft consequently makes it possible to set up two different gear stages between an input shaft arrangement and an output shaft via just one switchable gear pair. In this embodiment, the further first switchable wheel pairing can be aligned in the axial direction with a double switching element which is arranged on the other output shaft (for example fourth shaft). As a result, the overall axial length can be greatly reduced.

It is particularly advantageous if the further first switchable wheel pairing, which can connect the sixth shaft to the third shaft or the fourth shaft, and the first switchable wheel pairing, via which the sixth shaft is connected to the first shaft or the second shaft, are alternatively switchable by means of a first double switching element.

In this embodiment, the first double shifting element is preferably arranged on the third shaft, so that drive power can be introduced from the first shaft into the third shaft via the first shiftable pair of wheels. Furthermore, drive power can be introduced from the first shaft via the first switchable wheel pairing and via the sixth shaft into the further first switchable wheel pair, and from there into the third shaft.

The first shiftable gear pair is preferably assigned to the highest direct forward gear of the first sub-transmission. The further first shiftable gear pair is preferably assigned to the lowest direct forward gear of the first sub-transmission. The highest direct forward gear of the first sub-transmission is preferably forward gear 5. The lowest direct forward gear of the first sub-transmission is preferably forward gear 3.

Furthermore, it is particularly preferred here if the first double shift element is axially aligned with a second shiftable gear pair of the second sub-transmission and / or if a second double shift element of the second sub-transmission is axially aligned with the further first shiftable gear pair of the first sub-transmission.

In this way, an axially particularly compact design can be implemented.

Overall, with the disclosed dual clutch transmission, it is advantageous if, from the point of view of an input of the dual clutch transmission, the following elements are arranged axially one behind the other on the third shaft: output gear, optionally a parking lock gear, idler gear for forward gear stage 5, first double shifting element for forward gear stages 5 and 3, Idler gear for forward gear 3.

Alternatively or additionally, it is preferred if, from the point of view of an input of the double clutch transmission, the following elements are arranged axially one behind the other on the fourth shaft: output gear, optionally a parking lock gear, idler gear for forward gear stage 4, second double shift element for forward gear stages 4 and 2, idler gear for the forward gear stage 2.

Alternatively or additionally, it is preferred if, from the point of view of an input of the double clutch transmission, the following members are arranged axially one behind the other on the fifth shaft: Fixed gear that engages with a fixed gear fixed on the first shaft, idler gear for the winding forward gear stages, which is connected to a Fixed gear fixed on the second shaft for the direct forward gear stage 4 is engaged, a third double shift element for the idler gear for the winding forward gear stages and for an idler gear for a winding reverse gear stage, as well as the idler gear for the winding reverse gear stage, which is in engagement with an idler gear for the forward gear stage 2, which is mounted on the fourth shaft.

Additionally or alternatively, it is advantageous if, from the point of view of an input of the dual clutch transmission, the following links are arranged axially one behind the other on the sixth shaft: fixed gear that meshes with the idler gear for the direct forward gear stage 5, and the fixed gear of the first gear pair for the forward gear stage 3.

According to a further preferred embodiment, the dual clutch transmission has a plurality of radial planes. The output gears and preferably those fixed gears that connect the first shaft and the fifth shaft are arranged in a first radial plane. Additionally or alternatively, a gear set is arranged in a second radial plane which contains the gear pair for the direct forward gear stage 5.

Alternatively or additionally, the gear pairing for the direct forward gear stage 4 and the idler gear for the winding forward gear stages, which is mounted on the fifth shaft, are arranged in a third radial plane. Additionally or alternatively, the gear pairing for the direct forward gear stage 2 and the idler gear for the winding reverse gear stage are arranged in a fourth radial plane.

Overall, the dual clutch transmission can be implemented with only four radial planes.

A shift element plane is preferably arranged between the third radial plane and the fourth radial plane, within which the second and the third double shift element are arranged. The further first shiftable gear pair for the direct forward gear stage 3 is preferably also arranged within this shift element level.

The first double shift element, which is rotatably mounted on the third shaft, is preferably axially aligned with the third radial plane and consequently with the gear pairing for the direct forward gear stage 4.

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination, but also in other combinations or on their own, without departing from the scope of the present invention.

• 1 eine schematische Darstellung eines Antriebsstranges mit einer Ausführungsform eines Doppelkupplungsgetriebes;
• 2 eine Schalttabelle von Kupplungen und Schaltelementen des Antriebsstranges der 1;
• 3 eine der 1 vergleichbare Darstellung einer weiteren Ausführungsform eines Antriebsstranges;
• 4 eine schematische Darstellung einer weiteren Ausführungsform eines Antriebsstranges; und
• 5 eine schematische Darstellung einer Ausführungsform eines Stirnrad-Stufengetriebes.

Exemplary embodiments of the invention are shown in the drawing and are explained in more detail in the following description. Show it:

• 1 a schematic representation of a drive train with an embodiment of a dual clutch transmission;
• 2 a shift table of clutches and shift elements of the drivetrain of 1 ;
• 3 one of the 1 comparable illustration of a further embodiment of a drive train;
• 4th a schematic representation of a further embodiment of a drive train; and
• 5 a schematic representation of an embodiment of a spur gear step transmission.

In 1 is one embodiment of a drive train 10 shown for a motor vehicle and generally designated 10. The powertrain 10 has a dual clutch transmission 11 on.

The dual clutch transmission 11 includes a first wave 12th in the form of a hollow shaft and a second shaft 14th in the form of an inner shaft that is concentric with the first shaft 12th is arranged. The first wave 12th is a first partial transmission 16 assigned. The second wave 14th is a second partial transmission 18th assigned. The first partial transmission 16 includes the odd direct forward gear steps. The second partial transmission 18th includes the even direct forward gear stages.

The dual clutch transmission 11 also includes a dual clutch assembly 19th with a first clutch K1 and a second clutch K2 . The clutches K1 , K2 are designed as friction clutches, in particular as multi-plate clutches.

An output member of the first clutch K1 is with the first wave 12th tied together. An output member of the second clutch K2 is with the second wave 14th tied together.

An input link of the dual clutch arrangement 19th can be connected to a drive unit such as an internal combustion engine.

The dual clutch transmission 11 also includes a third wave 20th and a fourth wave 20A . The first wave 12th and the second wave 14th are arranged on an axis A1. The third wave 20th is arranged on an axis A2. The fourth wave 20A is arranged on an axis A3.

The third wave 20th is with an output gear 22nd firmly connected. The fourth wave 20A is with an output gear 22A firmly connected. The output gears 22nd , 22A are in engagement with an input member of a power distribution device 24 for distributing drive power to drive wheels 26L, 26R of the drive train 10 which can be integrated in a motor vehicle such as a passenger car.

The output gears 22nd , 22A lie in a first radial plane I. of the double clutch transmission.

The dual clutch transmission 11 is designed in particular for transverse installation in a motor vehicle, for example in a front-transverse or in a rear-transverse configuration.

The dual clutch transmission 11 also includes a fifth wave 30th , which lies on an axis A4, and a sixth shaft 31 which lies on an axis A5.

Furthermore, the dual clutch transmission 11 a first switchable pair of wheels 32 and another first switchable pair of wheels 34 on.

The other first switchable wheel pairing 34 is part of a wheelset 35 that is in a second radial plane II of the double clutch transmission 11 lies.

The dual clutch transmission 11 also includes a second switchable pair of wheels 36 and another second switchable pair of wheels 38 .

The second switchable pair of wheels 36 lies in a third radial plane III . The other second switchable wheel pairing 38 lies in a fourth radial plane IV .

The first switchable wheel pairing 32 is assigned to a direct forward gear stage 3 and contains a fixed gear 40 that is on the sixth wave 31 is set, as well as a loose wheel 42 that on the third wave 20th is rotatably mounted. The first switchable wheel pairing 32 , which is assigned to the direct forward gear stage 3, lies in a shift element plane axially between the third radial plane III and the fourth radial plane IV .

On the sixth wave 31 is another fixed gear 41 set, which is also assigned to the direct forward gear 3 and with the first wave 12th connected is. More precisely, the other fixed gear is in place 41 that is on the sixth wave 31 is set with a loose wheel 46 in engagement, the part of the further first switchable wheel pairing 34 and which is assigned to the direct forward gear stage 5. The idler wheel 46 is in engagement with a fixed gear 44 the other first switchable wheel pairing 34 . The fixed gear 44 is on the first wave 12th set.

The second switchable pair of wheels 36 includes a fixed gear 48 that on the second wave 14th is set and the direct forward gear 4 is assigned. The fixed gear 48 is in engagement with a loose wheel 50 the second switchable pair of wheels 36 which is assigned to the direct forward gear stage 4. The idler wheel 50 is rotatable on the fourth shaft 20A stored.

The other second switchable pair of wheels 38 includes a fixed gear 52 that on the second wave 14th is set, as well as a loose wheel 54 that on the fourth wave 20A is rotatably mounted. The other second switchable pair of wheels 38 with the fixed gear 52 and the idler wheel 54 is assigned to direct forward gear 2.

The dual clutch transmission 11 also includes a first double switching element 56 with a first switching element B. and a second switching element D. . The first double switching element 56 is by means of a first actuating device 58 can be actuated in such a way that either the switching element B. is closed or the switching element D. is closed or a neutral position is set up in which neither the switching element B. nor the switching element D. closed is.

When the switching element B. is closed, is the idler wheel 42 connected to the third shaft to establish direct forward gear 3. In this case, power flows from the first wave 12th via the further first switchable pair of wheels 34 to the sixth wave 31 and from there via the first switchable pair of wheels 32 into the third wave 20th , and from there to the power distribution facility 24 .

When the switching element D. is shifted, the direct forward gear 5 is engaged, with the idler gear 46 with the third wave 20th connected is.

The first double switching element 56 is on the third wave 20th arranged and is axially aligned with the second switchable pair of wheels 36 . In other words, the first double switching element is located 56 in the third radial plane III .

The dual clutch transmission 11 also has a second double switching element 60 on that a switching element C. and a switching element A. contains.

The second double switching element 60 is by means of a single second actuator 62 can be actuated to either the switching element C. or the switching element A. to close or to establish a neutral position. When the switching element A. is closed, is the idler wheel 54 with the fourth wave 20A connected to establish direct forward gear 2. When the switching element C. is closed, is the idler wheel 50 with the fourth wave 20A connected to establish direct forward gear 4.

The second double switching element 60 is on the fourth wave 20A arranged and lies in a switching element plane between the radial planes III and IV . The second double switching element 60 is axially aligned with the first switchable pair of wheels 32 .

The first partial transmission 16 consequently has exactly two direct forward gear stages 3, 5. The second partial transmission 18th consequently has exactly two direct forward gear stages 2, 4.

The second partial transmission 16 , 18th overlap each other in the axial direction. This is achieved in particular in that the sixth wave 31 is provided that the wheelset 35 with the first switchable pair of wheels 32 connects. In other words, it must be used for the first switchable wheel pairing 32 on the first wave 12th no axial space can be provided which would lead to a further radial plane.

The dual clutch transmission 11 also includes a constant gear set 70 . The constant wheel set 70 has a fixed gear 72 on that on the first wave 12th is set, as well as a fixed gear 74 that on the fifth wave 30th is fixed. The constant wheel set 70 is preferably in the first radial plane I. .

Hence it is a constant wheel set 70 for connecting an input shaft of a spur gear Multi-step transmission in the form of the double clutch transmission 11 or in the form of another gearbox axially aligned with an output gear set.

On the fifth wave 30th is also a loose wheel 76 rotatably mounted, which is in engagement with the fixed gear 48 the direct forward gear stage 4. The idler gear 76 is assigned to winding forward gear stages.

On the fifth wave 30th is also a loose wheel 78 rotatably mounted, which is in engagement with the idler wheel 54 the direct forward gear stage 2. The idler gear 78 is assigned to a winding reverse gear.

On the fifth wave 30th is a third double switching element 80 arranged in the axial direction between the idler gears 76 , 78 is arranged.

The idler wheel 76 lies in the third radial plane III . The idler wheel 78 lies in the fourth radial plane IV . The third double switching element 80 lies in the shift element plane between the third and fourth radial plane and is axially aligned with the second double shift element 60 .

The third double switching element 80 includes a switching element W. and a switching element R. . The third double switching element 80 is by means of a third actuator 82 can be actuated to either the switching element W. to close or to the switching element R. to close or to establish a neutral position.

When the switching element W. is closed, is the second wave 14th with the fifth wave 30th connected via the constant wheel set 70 with the first wave 12th connected is. When the switching element R. is closed, is the second wave 14th via the further second switchable pair of wheels 38 with the fifth wave 30th tied together.

In 1 a parking lock wheel is also shown at P, which can be part of a parking lock arrangement for immobilizing the motor vehicle. The parking lock wheel P. can alternatively also be used on the fourth shaft 20A be arranged, or with the power distribution device 24 be connected.

In 2 a shift table is shown which shows the clutches that are switched for six forward gear stages and one reverse gear stage K1 , K2 or switching elements A. , B. , C. , D. , W. , R. shows.

The first clutch is in a first forward gear, which is a winding forward gear K1 closed as well as the switching elements A. and W. . Power flows from the closed first clutch K1 in the first wave 12th and from there via the constant wheel set 70 to the fifth wave 30th . Due to the closed switching element W. the power then flows to the second wave 14th and from there via the further second switchable pair of wheels 38 to the fourth wave 20A (closed switching element A. ), and from there via the output gear set to the power distribution device 24 .

The second clutch is in forward gear 2, which is a direct forward gear K2 and the switching element A. closed. Power flows from the second wave 14th via the further second switchable pair of wheels 38 to the fourth wave 20A , and from there via the output gear set to the power distribution device 24 . A gear change from 1 to 2 can take place here by pressing the shift element W. is opened and the two clutches K1 and K2 be operated overlapping to the flow of power from the first wave 12th on the second wave 14th transferred to. The gear change can consequently be carried out without interrupting the tractive effort.

Forward gears 3 to 5 are also direct forward gears, each of which has one of the clutches K1 , K2 is closed and only one of the switching elements B. , C. , D. . The switching element W. is not closed in the direct forward gears. Gear changes take place in such a way that a gear stage is preselected in the respective inactive sub-transmission and then an overlapping actuation of the friction clutches K1 , K2 takes place in order to transmit the power flow from the first shaft to the second shaft or from the second shaft to the first shaft.

The sixth forward gear stage is in turn a winding forward gear stage in which the second clutch K2 is closed as well as the switching elements D. and W. . Power flows here from the second wave 14th via the fixed gear 48 the second switchable pair of wheels 36 and the idler wheel 76 into the fifth wave 30th , and from there via the constant wheelset 70 to the first wave 12th . Due to the closed switching element D. the power then flows from the first wave 12th into the third wave 20th and from there via the output gear set to the power distribution device 24 .

The reverse gear R. is a winding reverse gear stage in which the first clutch K1 as well as the switching elements A. and R. are closed. Power flows from the first wave 12th via the constant gear set 74 into the fifth wave 30th and from there via the idler wheel 78 to the idler wheel 54 , and from there due to the closed switching element A. into the fourth wave 20A and from there via the output gear set to the power distribution device 24 .

All gear changes between successive forward gear steps can be performed with the dual clutch transmission 11 with overlapping actuation of the two friction clutches K1 , K2 as can be seen from the table of the 2 can be easily recognized.

In 3 a further embodiment of a drive train 10 'is shown, which has a dual clutch transmission 11'. The double clutch transmission 11 'generally corresponds to the double clutch transmission in terms of structure and mode of operation 11 the 1 and 2 . The same elements are therefore identified by the same reference symbols. The main differences are explained below.

While with the dual clutch transmission 11 the 1 the one about the fifth wave 30th connected fixed gear 74 with a fixed gear 72 is engaged, which is fixed on the first shaft and which is not assigned to any gear pairing of a direct gear stage, the dual clutch transmission 11 'has a constant gear set 70'. The constant gear set 70 'contains the fixed gear 74 , the one with the fifth wave 30th is connected, as well as the fixed gear 44 'of the further first switchable gear pair 34'.

In the dual clutch transmission 11 'of the 3 the constant gear set 70 'is consequently in the second radial plane II arranged and not in the first radial plane I. of the output gear set.

In the dual clutch transmission 11 ', it is advantageous that there is one less gear. Furthermore, the fifth wave 30th axially shorter. The one in the axial area of the output gears 22nd , 22A The space that has become free can be used for bearings or possibly oil feeds.

The dual clutch transmission 11 the 1 has the advantage that the translation series can be set more freely.

In 4th is another exemplary powertrain 90 shown for a motor vehicle. The powertrain 90 has a drive unit 92 on, which is preferably designed as an internal combustion engine. It also includes the powertrain 90 a double clutch arrangement 94 . The double clutch arrangement 94 has a first clutch C1 in the form of a friction clutch and a second clutch C2 in the form of a friction clutch. The clutches C1 and C2 are preferably multi-plate clutches. It is particularly preferred if the clutches are nested radially one inside the other, the first clutch C1 being arranged radially on the inside and the second clutch C2 being arranged radially outside the first clutch C1. The clutches C1 and C2 preferably at least partially overlap in the axial direction.

The two clutches C1 and C2 have a common input element of the double clutch arrangement 94 on. The input member is connected to an output shaft of the drive unit 92 tied together.

The powertrain 90 also includes a dual clutch transmission 11 ". The dual clutch transmission 11" has a first shaft 12th which is connected to an output member of the first clutch C1. Furthermore, the dual clutch transmission 11 ″ has a second shaft 14th which is connected to an output member of the second clutch C2.

An output of the dual clutch transmission 11 ″ is connected to a power distribution device 24 for distributing drive power to driven wheels 26L, 26R. The dual clutch transmission 11 ″ can be one of the dual clutch transmissions 11 , 11 'the 1 or 3 be.

The powertrain 90 can be a conventional motor vehicle drive train. The powertrain 90 however, it can also be a hybrid drive train. In this case, the hybrid powertrain includes 90 at least one electric machine. The electric machine is designed to provide drive power for driving the motor vehicle.

In the present case, in one embodiment, it is possible to use the input member of the double clutch arrangement 94 with an electric machine 96 connect to. More precisely, the electric machine 96 a stator connected to an unspecified housing 98 and a rotor 100 on, which is firmly connected to the common input member of the two clutches C1, C2.

If the electric machine only provides additional drive power, the common input element of the clutches C1, C2 can be connected directly to the drive unit 92 be connected in the form of the internal combustion engine. Unless the electric machine 96 to be trained to set up a purely electric motor driving mode, in which the internal combustion engine is switched off, includes the drive train 90 preferably a disconnect clutch 102 between the input link of the double clutch arrangement 94 and the drive unit 92 in order not to have to lug the combustion engine with you in purely electric driving mode.

Alternatively or in addition to the electric machine 96 it is possible to have one or two more electric machines 104 to be provided. An electric machine 104 can for example with the first wave 12th be connected, as indicated by a schematically indicated spur gear set 106 is shown. Furthermore, an electric machine 104 with the second wave 14th be connected as it is by another spur gear set 108 is indicated. Furthermore, both waves 12th , 14th each with an electric machine 104 be connected.

5 shows a spur gear transmission 120 , which is designed similar to the dual clutch transmission in terms of structure and layout 11 , 11 'the 1 and 3 . As a result, the same or similar elements are used as in the dual clutch transmissions 11 , 11 'are provided with the same reference numerals. The main differences are explained below.

The multi-stage spur gear 120 has an input shaft assembly 12 'supported by two shafts 12th , 14th can be formed, but also by a single shaft. The present is in 5 an input shaft assembly 12 '''is shown having a single input shaft. Furthermore, the spur gear has a stepped transmission 120 two output shafts 20 ″ ″, 20A ″ ″, which are connected to a power distribution device 24 ″ ″ via an unspecified output gear set.

The input shaft arrangement 12 '' 'can be connected to the first output shaft 20' '' via a single wheel pairing, namely a further first switchable wheel pairing 34 '' '. Furthermore, the further first switchable gear pairing 34 '' 'is part of a gear set 35' '' which contains a fixed gear 41 '' 'which meshes with the idler gear 46' '' of the wheel pairing 34 '' 'and that on a secondary shaft (corresponding to the sixth wave) 312 '' 'is fixed. A further fixed gear 40 '' ', which is part of the first switchable gear pair 32' '', is also fixed on the auxiliary shaft 31 '' '.

Two gear stages can consequently be implemented via the first double shift element 56 '' ', although the input shaft arrangement 12' '' is only connected to the output shaft 20 '' 'via the gear set 35' '', i.e. in a single radial plane II '' '.

As with the double clutch transmissions 11 and 11 ', a second switchable gear pair 36''' and a further second switchable gear pair 38 '''are also provided, which connect the input shaft arrangement 12''' to the second output shaft 20A '''.

These two second switchable wheel pairs 36 , 38 lie in respective radial planes III ''',IV'''.

Between the radial planes III '' 'and IV' '' there is in turn a second double switching element 80 '' 'which is axially aligned with the first switchable wheel pairing 32' ''.

As a result, four direct gear stages can be set up starting from the input shaft arrangement 12 '''via the two output shafts 20''', 20A ''', which in only three for the longitudinal extension of the transmission 120 responsible radial planes 11 ''',111''', IV '''are arranged. As a result, the stepped spur gear 120 axially be realized particularly compact.

The output gear set from the output shafts 20 '' ', 20A' '' lies in a first radial plane I '' '.

It goes without saying that the input shaft arrangement 12 '' 'can, if necessary, be connected to the first output shaft 20' '' and / or the second output shaft 20A '' 'via further wheel pairings.

List of reference symbols

10

Drive power

11

Double clutch

12th

first shaft (hollow shaft)

14th

second wave

16

first partial transmission

18th

second partial transmission

19th

Double clutch arrangement

20th

third wave

20A

fourth wave

22nd

Output gear

22A

Output gear

24

Power distribution facility

26L / R

Drive wheels

30th

fifth wave

31

sixth wave

32

first switchable wheel pairing

34

first switchable wheel pairing

35

Wheelset

36

second switchable wheel pairing

38

second switchable wheel pairing

40

Fixed gear direct forward gear 3

41

Another fixed gear, direct forward gear stage 3

42

Idler gear direct forward gear 3

44

Fixed gear direct forward gear 5

46

Idler gear direct forward gear 5

48

Fixed gear direct forward gear 4

50

Idler gear direct forward gear 4

52

Fixed gear direct forward gear 2

54

Idler gear direct forward gear 2

56

first double switching element B / D

58

first actuator

60

second double switching element C / A

62

second actuator

70

Constant wheelset

72

Fixed gear

74

Fixed gear

76

Idler wheel (48)

78

Idler wheel (54)

80

third double switching element W / R

82

third actuator

90

Powertrain

92

Drive unit (VM)

94

Double clutch arrangement

96

Electric machine

98

stator

100

rotor

102

Disconnect clutch

104

Electric machine

106

Spur gear set

108

Spur gear set

120

Spur gear stepped gear

A.

first switching element

B.

second switching element

C.

third switching element

D.

fourth switching element

W.

fifth switching element

R.

sixth switching element

P.

Parking lock wheel

K1

first clutch

K2

second clutch

I.

first radial plane

II

second radial plane

III

third radial plane

IV

fourth radial plane

A1-A5

axles

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102011056517 A1 [0003, 0016]

Claims (14)

Double clutch transmission (10) for a motor vehicle drive train (90), with - A first shaft (12) for connection to a drive unit (92) of the motor vehicle drive train, the first shaft (12) being assigned to a first partial transmission (16), and a second shaft (14) for connection to the drive unit (92 ) of the motor vehicle drive train, the second shaft (14) being assigned to a second partial transmission (18), - A third shaft (20) which can be connected to the first shaft (12) via at least one first switchable gear pair (32, 34) of the first partial transmission (16) in order to set up a respective direct forward gear (3, 5), and which with a power distribution device (24) for driven wheels (26L, 26R) is connected, and a fourth shaft (20A) which can be connected to the second shaft (14) via at least one second switchable gear pair (36, 38) of the second partial transmission (18) is to establish a respective direct forward gear (2, 4) and which is connected to the power distribution device (24) for driven wheels (26L, 26R), and - A fifth shaft (30) which is or can be connected to the first shaft (12) or the second shaft via a gear set (70) and which is or is connectable to the other of the first shaft and the second shaft (14) in order to to set up at least one winding step (1, 6, R). Dual clutch transmission according to Claim 1 , wherein the dual clutch transmission (10) is designed to set up a first winding forward gear stage (1) in which drive power flows from the first shaft via the fifth shaft (30) and via the second shaft (14) to the fourth shaft (20A), and / or is designed to set up a second winding forward gear stage (6) in which drive power flows from the second shaft (14) via the fifth shaft (30) and via the first shaft (12) to the third shaft (20). Dual clutch transmission according to Claim 1 or 2 , wherein a switching element (W) for setting up at least one winding forward gear stage is arranged on the fifth shaft (30). Dual clutch transmission according to one of the Claims 1 - 3 , wherein a switching element (R) for setting up a winding reverse gear stage is arranged on the fifth shaft (30). Dual clutch transmission according to Claim 3 and after Claim 4 , wherein the switching element (W) for setting up the at least one winding forward gear stage and the switching element (R) for setting up the winding reverse gear stage form a double switching element (80) on the fifth shaft (30) and can alternatively be actuated by means of a single actuating device (82). Dual clutch transmission according to one of the Claims 1 - 5 , wherein the first sub-transmission (16) is assigned to the odd direct forward gear stages (3, 5) and / or wherein the first shaft (12) is a hollow shaft and / or wherein the second sub-transmission (18) is assigned to the even direct forward gear stages (2, 4) and / or wherein the second shaft (14) is an inner shaft and / or wherein the third shaft (20) and the fourth shaft (20A) are connected to an output gear set via which drive power to the power distribution device (24) for driven wheels ( 26L, 26R ') can be performed. Dual clutch transmission according to one of the Claims 1 - 6th , wherein the first partial transmission (16) has two first shiftable wheel pairs (32, 34) which are assigned to the forward gear stages 3 and 5, and / or wherein the second partial transmission (18) has two second shiftable wheel pairings (38, 36), which are assigned to the forward gear stages 2 and 4, respectively. Dual clutch transmission according to one of the Claims 1 until 7th wherein a sixth shaft (31) is connected to the first shaft (12) or the second shaft via a first switchable wheel pairing (34) and the sixth shaft (31) is connected to the third shaft via a further first switchable wheel pair (32) (20) or the fourth shaft can be connected. Dual clutch transmission according to Claim 8 , wherein the further first switchable pair of wheels (32), which can connect the sixth shaft (31) to the third shaft (20) or the fourth shaft, and the first switchable pair of wheels (34), via which the sixth shaft (31) with the first shaft (12) or the second shaft, are alternatively switchable by means of a first double switching element (56). Dual clutch transmission according to Claim 9 , wherein the first double shift element (56) is axially aligned with a second shiftable gear pair (36) of the second partial transmission (18) and / or wherein a second double shift element (60) is axially aligned with the further first shiftable gear pair (32). Dual clutch transmission according to one of the Claims 1 - 10 , whereby - From the point of view of an input of the double clutch transmission (10) the following links are arranged axially one behind the other on the third shaft (20): output gear (22), optionally a parking lock gear, idler gear (46) for the forward gear stage 5, first double shift element (56) for the Forward gear stages 5 and 3, idler gear (42) for forward gear stage 3, and / or where - from the point of view of an input of the double clutch transmission (10), the following elements are arranged axially one behind the other on the fourth shaft (20A): output gear (22A), optional a parking lock gear (P), idler gear (50) for forward gear stage 4, second double shift element (60) for forward gear stages 4 and 2, idler gear (54) for forward gear stage 2, and / or where - from the point of view of an input of the dual clutch transmission, the following Links are arranged axially one behind the other on the fifth shaft: fixed gear (74) which meshes with a fixed gear (72) fixed on the first shaft (12) shaft, idler gear (76) f For the winding forward gear stages, which meshes with a fixed gear (48) fixed on the second shaft (14) for the direct forward gear stage 4, a third double switching element (80) for the idler gear (76) for the winding forward gear stages and for an idler gear (78) for one Winding reverse gear stage, as well as the idler gear (78) for the winding reverse gear stage, which is in engagement with an idler gear (54) for the forward gear stage 2, which is mounted on the fourth shaft (20A), and / or where - from the point of view of an input of the double clutch transmission (10) the following links are arranged axially one behind the other on the sixth shaft (31): fixed gear (41), which meshes with idler gear (46) for direct forward gear 5, and fixed gear (40) of the first gear pair (32) for forward gear 3. Dual clutch transmission according to one of the Claims 1 - 11 , wherein the dual clutch transmission (4) has a plurality of radial planes (I, II, III, IV), wherein - the output gears (22, 22A) and the fixed gears (72, 74) are arranged in a first radial plane (I), which connect the first shaft (12) and the fifth shaft (30), and / or - a gear set (35) is arranged in a second radial plane (II) which contains the gear pair (34) for the direct forward gear stage 5, and / or - in a third radial plane (III) the gear pairing (36) for the direct forward gear stage 4 and the idler gear (76) for the winding forward gear stages are arranged, which is mounted on the fifth shaft (30), and / or - in a fourth radial plane the wheel pairing ( 38) for the direct forward gear stage 2 and the idler gear (78) for the winding reverse gear stage are arranged. Hybrid drive train (90) for a motor vehicle, with a dual clutch transmission (10) according to one of the Claims 1 until 12th , wherein the first shaft (12) and the second shaft (14) can be connected to an internal combustion engine (92) via a double clutch arrangement (19), and to an electric machine (96; 104) for providing drive power. Spur gear stepped transmission (120) with an input shaft arrangement (12 '' ') and with a first output shaft (20' '') and a second output shaft (20A '' '), the input shaft arrangement (12' '') with the second output shaft (20A '' ') can be connected via a second switchable wheel pairing (36' '') and via a further second switchable wheel pair (38 '' '), which can be switched alternatively by means of a double switching element (80' ''), whereby the input shaft arrangement (12 '' ') can be connected to the first output shaft (20' '') via a gear set (35 '' ') which contains a first switchable gear pair (34' ''), the first output shaft (20 ' '') is connected to a secondary shaft (31 '' ') via the wheelset (35' ''), the secondary shaft (31 '' ') being connected to the first output shaft (32' '') via a further first switchable gear pair (32 '' ') 20 '' ') is connectable and wherein the first switchable wheel pairing (34' '') and the further first switchable wheel pairing (32 '' ') by means of a further double switching element es (56 '' ') are alternatively switchable, the first double switching element (80' '') being axially aligned with the further first pair of wheels (32 '' ') and the second double switching element (56' '') being axially aligned with one (36 '' ') of the second switchable wheel pairings.

Images