Dual clutch gearbox with countershaft design

• US 9,528,583 B2
• Filed: 10/01/2013
• Issued: 12/27/2016
• Est. Priority Date: 11/05/2012
• Status: Active Grant

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Lbke, Eckhardt, Kaltenbach, Johannes
• Primary Examiner(s): Ho, Ha D
• Application Number:
  US14/437,848
• Publication Number:
  US 20150292606A1
• Time in Patent Office: 1,183 Days
• Field of Search: 743/30, 743/31, 743/33, 743/40
• US Class Current: 1/1
• CPC Class Codes: B60K 2006/4825 Electric machine connected or connectable to gearbox input shaft
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 10/111 with separate change-speed gear trains arranged in series
• CPC Class Codes: B60W 10/113 with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
• CPC Class Codes: F16H 2003/0933 with coaxial countershafts
• CPC Class Codes: F16H 2037/045 comprising a separate gearing unit for shifting between high and low ratio range
• CPC Class Codes: F16H 2200/0078 the gear ratio comprising twelve or more forward speeds
• CPC Class Codes: F16H 2200/0082 characterised by the number of reverse speeds
• CPC Class Codes: F16H 2200/2005 with one sets of orbital gears
• CPC Class Codes: F16H 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 3/097 the input and output shafts being aligned on the same axis
• CPC Class Codes: F16H 37/046 with an additional planetary gear train, e.g. creep gear, overdrive
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A dual-clutch transmission of a countershaft design includes a main transmission and a downstream group transmission. The main transmission has a solid first transmission input shaft connected to the output of a first powershiftable clutch, a hollow second transmission input shaft connected to the output of a second powershiftable clutch/electric machine, through which the first transmission input shaft extends, and two countershafts arranged coaxially with one another. The first countershaft is a hollow shaft and the second countershaft passes through the first countershaft. A drive output shaft of the main transmission is arranged coaxially with the two transmission input shafts and is the drive input shaft of the group transmission. The drive input sides of the powershiftable clutches/machines are connected to a drive aggregate, and to bridge across the group transmission, the second countershaft can be connected via a shifting element to the group transmission drive output.

Claims

1. A dual-clutch transmission (9, 31, 32) of a countershaft design, the dual-clutch transmission comprising:

a main transmission (10) and a group transmission (11) being connected downstream from the main transmission (10);

the main transmission (10) comprising a first transmission input shaft (EW1) in a form of a solid shaft that is connected to a drive output side of a first powershift clutch (K1), a second transmission input shaft (EW2) in a form of a hollow shaft that is connected to a drive output side of a second powershift clutch (K2) and through which the first transmission input shaft (EW1) passes;

first and second countershafts (VW1, VW2) being arranged coaxially with one another, the first countershaft (VW1) being a hollow shaft and the second countershaft (VW2) passing through the first countershaft (VW1);

a drive output shaft (AB1) of the main transmission (10) being arranged coaxially with the first and the second transmission input shafts (EW1, EW2) and forming a drive input shaft of the group transmission (11);

drive input sides of the first and the second powershift clutches (K1, K2) are connected to a drive aggregate;

a first fixed gear wheel (12) being arranged on the second transmission input shaft (EW2) and meshing with a second fixed gear wheel (13) on the second countershaft (VW2);

a first loose gear wheel (14) being engagable by a first interlocking shifting element (A) and a second loose gear wheel (15) being engagable by a second interlocking shifting element (B), and both the first and the second loose gear wheels (14, 15) being arranged on the first transmission input shaft (EW1);

each of the first and the second loose gear wheels meshing with a respective one of a third (16) and a fourth (17) fixed gear wheel on the first countershaft (VW1);

the second engagable loose gear wheel (15) being either detachably connectable in a rotationally fixed manner, via the second interlocking shifting element (B), to the first transmission input shaft (EW1) or, via a third interlocking shifting element (C), to the drive output shaft (AB1) of the main transmission (10);

a third loose gear wheel (18), arranged on the drive output shaft (AB1) of the main transmission (10), meshing with a fifth fixed gear wheel (19) arranged on the first countershaft (VW1), and the third loose gear wheel (18) being engagable by a fourth interlocking shifting element (D);

the first countershaft (VW1) being detachably engagable, via a fifth interlocking shifting element (E), with the second countershaft (VW2) in a rotationally fixed manner;

a sixth fixed gear wheel (20) being arranged on the drive output shaft (AB1) of the main transmission (10) and meshing with a fourth loose gear wheel (21) arranged on the second countershaft (VW2), and the fourth loose gearwheel (21) being engagable by a sixth interlocking shifting element (F);

a fifth loose gear wheel (22), arranged on the drive output shaft (AB1) of the main transmission (10), being engagable by a seventh interlocking shifting element (G) and meshing with an intermediate gear wheel (23) of an intermediate shaft (24) meshing with a seventh fixed gear wheel (25) arranged on the second countershaft (VW2) to reverse a rotational direction and produce reverse gears and form a reverse-gear wheel plane (6); and

the second countershaft (VW2) being detachably connectable to a drive output (AB2) of the group transmission (11) by an eighth shifting element (J, K) to bridge the group transmission (11).

2. The dual-clutch transmission (9) of the countershaft design according to claim 1, wherein the group transmission (11) is a planetary transmission, the drive output shaft (AB1) of the main transmission (10) is connected to a sun gear (26) of the planetary transmission and the drive output (AB2) of the group transmission (11) is connected to a carrier (27) of the planetary transmission, and a ring gear (28) of the planetary transmission is detachably connectable, via a tenth interlocking shifting element (H), to the drive output shaft (AB1) of the main transmission (10),

a ninth interlocking shifting element (I) detachably couples the ring gear (28) of the planetary transmission to a housing (GE),

a sixth loose gear wheel (29) is arranged on the drive output (AB2) of the group transmission (11) and is engagable by the eighth interlocking shifting element (J), and the sixth loose gear wheel meshes with an eighth fixed gear wheel (30) that is arranged on the second countershaft (VW2).

3. The dual-clutch transmission (9) of the countershaft design according to claim 2, wherein each pair of the first and the second interlocking shifting elements (A, B), the third and the fourth interlocking shifting elements (C, D), the fifth and the sixth interlocking shifting elements (E, F) and the ninth and the tenth interlocking shifting elements (I, H) are combined as dual shifting elements and respectively have a common actuator.

4. The dual-clutch transmission (31) of the countershaft design according to claim 1, wherein the group transmission (11) is a planetary transmission, the drive output shaft (AB1) of the main transmission (10) is connected to a sun gear (26) of the planetary transmission and the drive output shaft (AB2) of the group transmission (11) is connected to a carrier (27) of the planetary transmission, a sixth loose gear wheel (29) is arranged on the drive output shaft (AB1) of the main transmission (10) and is detachably connectable, via the eighth interlocking shifting element (J), to a carrier (27) of the planetary transmission and meshes with an eighth fixed gear wheel (30) arranged on the second countershaft (VW2),

the ring gear (28) of the planetary transmission is detachably connectable by a tenth interlocking shifting element (L) to the carrier (27) of the planetary transmission, and

the ring gear (28) of the planetary transmission is detachably couplable to a housing (GE) by a ninth interlocking shifting element (I).

5. The dual-clutch transmission (31) of the countershaft design according to claim 4, wherein each pair of the first and the second shifting interlocking elements (A, B), the third and the fourth interlocking shifting elements (C, D), the fifth and the sixth interlocking shifting elements (E, F) and the ninth and the tenth interlocking shifting elements (G, L, M) is combined as a dual shifting element and respectively has a common actuator.

6. The dual-clutch transmission (31) of the countershaft design according to claim 4, wherein each pair of the first and the second interlocking shifting elements (A, B), the third and the fourth shifting elements (C, D), the fifth and the sixth shifting elements (E, F) and the tenth and the seventh shifting elements (L, G) is combined as a dual shifting element and respectively has a common actuator, the carrier (27) of the planetary transmission extends in a form of a hollow shaft as far as the reverse-gear wheel plane (6), and power flow when the tenth shifting element (L) is engaged, passes directly via the carrier (27) of the planetary transmission, and not via teeth of the planetary transmission, to the drive output (AB2) of the transmission (31).

7. The dual-clutch transmission (32) of the countershaft design according to claim 1, wherein the group transmission (11) is a transmission of countershaft design which comprises a third and a fourth countershaft (VW3, VW4), the drive output shaft (AB1) of the main transmission (10), as viewed axially in a force flow direction during traction operation, comprises a sixth engageable loose gear wheel (33), after the reverse-gear wheel plane (6), which meshes with a eight fixed gear wheel (34) of the fourth countershaft (VW4) and with a tenth fixed gear wheel (36) of the third countershaft (VW3) and is detachably connectable, via a tenth interlocking shifting element (M), to the drive output shaft (AB1) of the main transmission (10), and also comprises a seventh engageable loose gear wheel (35), which meshes with a ninth fixed gear wheel (37) of the fourth countershaft (VW4) and with an eleventh fixed gear wheel (38) of the third countershaft (VW3) and is detachably connectable, via a ninth interlocking shifting element (N), to the drive output shaft (AB1) of the main transmission (10),

the seventh loose gear wheel (35) forms the drive output (AB2) of the transmission (32) and the third countershaft (VW3) is detachably connectable, via the eight interlocking shifting element (K), to the second countershaft (VW2).

8. The dual-clutch transmission (9, 31, 32) of the countershaft design according to claim 1, wherein the first and the second powershift clutches, the first, the second, the third, the fourth, the fifth, the sixth, the seventh, the eighth, and ninth and tenth interlocking shifting elements are selectively engagable to implement first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, twelfth, thirteenth, fourteenth and fifteenth powershiftable forward gears and first, second, third, fourth, fifth, and sixth powershiftable reverse gears,

the first forward gear is implemented by engaging the first powershiftable clutch (K1) and the first, the fourth and the ninth shifting elements (A, D, I, N),

the second forward gear is implemented by engaging the second powershiftable clutch (K2) and the fourth, the fifth and the ninth shifting elements (D, E, I, N),

the third forward gear is implemented by engaging the first powershiftable clutch (K1) and the second, the fourth and the ninth shifting elements (B, D, I, N),

the fourth forward gear is implemented by engaging the second powershiftable clutch (K2) and the sixth and the ninth shifting elements (F, I, N),

the fifth forward gear is implemented by engaging the first powershiftable clutch (K1) and the first, the third and the ninth shifting elements (A, C, I, N),

the sixth forward gear is implemented by engaging the second powershiftable clutch (K2) and the third, the fifth and the ninth shifting elements (C, E, I, N),

the seventh forward gear is implemented by engaging the first powershiftable clutch (K1) and the second, the third and the ninth shifting elements (B, C, I, N),

the eighth forward gear is a supporting gear and is implemented by engaging the second powershiftable clutch (K2) and the eighth shifting element (J, K), such that power flow in the group transmission (11), being bridged, is interrupted and by engaging the tenth shifting element (H, L, M) the group transmission (11) is switched to “

high”

, and

the ninth forward gear is implemented by engaging the first powershiftable clutch (K1) and the first, the fourth and the tenth shifting elements (A, D, H, L, M),

the tenth forward gear is implemented by engaging the second powershiftable clutch (K2) and the fourth, the fifth and the tenth shifting elements (D, E, H, L, M),

the eleventh forward gear is implemented by engaging the first powershiftable clutch (K1) and the second, the fourth and the tenth shifting elements (B, D, H, L, M),

the twelfth forward gear is implemented by engaging the second powershiftable clutch (K2) and the sixth and the tenth shifting elements (F, H, L, M H),

the thirteenth forward gear is implemented by engaging the first powershiftable clutch (K1) and the first, the third and the tenth shifting elements (A, C, H, L, M),

the fourteenth forward gear is implemented by engaging the second powershiftable clutch (K2) and the third, the fifth and the tenth shifting elements (C, E, H, L, M),

the fifteenth forward gear is implemented by engaging the first powershiftable clutch (K1) and the second, the third and the tenth shifting elements (B, C, H, L, M),

the first reverse gear is implemented by engaging the first powershiftable clutch (K1) and the first, the fifth, the seventh and the ninth shifting elements (A, E, G, I, N),

the second reverse gear is implemented by engaging the second powershiftable clutch (K2) and the fifth, the seventh and the ninth shifting elements (E, G, I, N),

the third reverse gear is implemented by engaging the first powershiftable clutch (K1) and the second, the fifth, the seventh and the ninth shifting elements (B, E, G, I, N),

the fourth reverse gear is implemented by engaging the first powershiftable clutch (K1) and the first, the fifth, the seventh and the tenth shifting elements (A, E, G, H)

the fifth reverse gear is implemented by engaging the second powershiftable clutch (K2) and the fifth, the seventh and the tenth shifting elements (E, G, H, L, M), and

the sixth reverse gear is implemented by engaging the first powershiftable clutch (K1) and the second, the fifth, the seventh and the tenth shifting elements (B, E, G, H, L, M).

9. The dual-clutch transmission (9, 31, 32) of the countershaft design according to claim 1, wherein one of the first and the second transmission input shafts (EW1, EW2) is connected to an electric machine (EM).

10. A dual-clutch transmission (9, 31, 32) of a countershaft design, the dual-clutch transmission comprising

a main transmission (10) and a group transmission (11) connected downstream from the main transmission (10), wherein the main transmission (10) comprises a first transmission input shaft (EW1) in the form of a solid shaft connected to the drive output side of a first powershift clutch (K1), a second transmission input shaft (EW2) in the form of a hollow shaft surrounding the first transmission input shaft (EW1) and connected to the drive output side of a second powershift clutch (K2),

two countershafts (VW1, VW2) arranged coaxially with one another, the first countershaft (VW1) being a hollow shaft and the second countershaft (VW2) passing through the first countershaft (VW1),

a drive output shaft (AB1) arranged coaxially with the first and the second transmission input shafts (EW1, EW2), which forms the drive input shaft of the group transmission (11),

wherein the powershift clutches (K1, K2) are connected on their drive input side to a drive aggregate, a first fixed gear wheel (12) is arranged on the second transmission input shaft (EW2), which gear wheel meshes with a second fixed gear wheel (13) on the second countershaft (VW2),

on the transmission input shaft (EW1) there are arranged a first loose gear wheel (14) which can be engaged by means of a first interlocking shifting element (A) and a second loose gear wheel (15) which can be engaged by means of a second interlocking shifting element (B), each of the first and the second loose gear wheels (14, 15) respectively meshing with a third (16) and a fourth (17) fixed gear wheel on the first countershaft (VW1),

the second engagable loose gear wheel (15) be is detachably connected, in a rotationally fixed manner, by means of the second interlocking shifting element (B) to the first transmission input shaft (EW1) or by means of a third interlocking shifting element (C) to the drive output shaft (AB1) of the main transmission (10),

on the drive output shaft (AB1) of the main transmission (10) there is arranged a third loose gear wheel (18) that can be engaged by means of a fourth interlock shifting element (D) which meshes with a fifth fixed gear wheel (19) arranged on the first countershaft (VW1),

by means of a fifth interlocking shifting element (E), the first countershaft (VW1) can be detachably connected in a rotationally fixed manner to the second countershaft (VW2),

on the drive output shaft (AB1) of the main transmission (10) there is arranged a sixth fixed gear wheel (20), which meshes with a fourth loose gear wheel (21) that is arranged on the second countershaft (VW2) and can be engaged by means of a sixth interlocking shifting element (F),

to produce the reverse gears and to form the reverse-gear wheel plane (6) there is arranged on the drive output shaft (AB1) of the main transmission (10) a fifth loose gear wheel (22) that can be engaged by means of a seventh interlocking shifting element (G), which gear wheel meshes with an intermediate gear wheel (23) of an intermediate shaft (24) that meshes with a seventh fixed gear wheel (25) arranged on the second countershaft (VW2) in order to reverse the rotational direction, and

to bridge the group transmission (11), the second countershaft (VW2) can be detachably connected to the drive output (AB2) of the group transmission (11) by means of an eighth shifting element (J, K).

11. A dual-clutch transmission (9, 31, 32) of a countershaft design, the dual-clutch transmission comprising:

a main transmission (10) and a group transmission (11) being connected downstream from the main transmission (10);

the main transmission (10) comprising a first transmission input shaft (EW1) in a form of a solid shaft that is connected to a drive output side of a first powershift clutch (K1), a second transmission input shaft (EW2) in a form of a hollow shaft that is connected to a drive output side of an electric machine (EM) and through which the first transmission input shaft (EW1) passes;

first and second countershafts (VW1, VW2) being arranged coaxially with one another, the first countershaft (VW1) being a hollow shaft and the second countershaft (VW2) passing through the first countershaft (VW1);

a drive output shaft (AB1) of the main transmission (10) being arranged coaxially with the first and the second transmission input shafts (EW1, EW2) and forming a drive input shaft of the group transmission (11);

drive input sides of the first powershift clutch (K1) and the electric machine (EM) are connected to a drive aggregate;

a first fixed gear wheel (12) being arranged on the second transmission input shaft (EW2) and meshing with a second fixed gear wheel (13) on the second countershaft (VW2);

a first loose gear wheel (14) being engagable by a first interlocking shifting element (A) and a second loose gear wheel (15) being engagable by a second interlocking shifting element (B), and both the first and the second loose gear wheels (14, 15) being arranged on the first transmission input shaft (EW1);

each of the first and the second loose gear wheels meshing with a respective one of a third (16) and a fourth (17) fixed gear wheel on the first countershaft (VW1);

the second engagable loose gear wheel (15) being either detachably connectable in a rotationally fixed manner, via the second interlocking shifting element (B), to the first transmission input shaft (EW1) or, via a third interlocking shifting element (C), to the drive output shaft (AB1) of the main transmission (10);

a third loose gear wheel (18), arranged on the drive output shaft (AB1) of the main transmission (10), meshing with a fifth fixed gear wheel (19) arranged on the first countershaft (VW1), and the third loose gear wheel (18) being engagable by a fourth interlocking shifting element (D);

the first countershaft (VW1) being detachably engagable, via a fifth interlocking shifting element (E), with the second countershaft (VW2) in a rotationally fixed manner;

a sixth fixed gear wheel (20) being arranged on the drive output shaft (AB1) of the main transmission (10) and meshing with a fourth loose gear wheel (21) arranged on the second countershaft (VW2), and the fourth loose gear wheel (21) being engagable by a sixth interlocking shifting element (F);

a fifth loose gear wheel (22), arranged on the drive output shaft (AB1) of the main transmission (10), being engagable by a seventh interlocking shifting element (G) and meshing with an intermediate gear wheel (23) of an intermediate shaft (24) meshing with a seventh fixed gear wheel (25) arranged on the second countershaft (VW2) to reverse a rotational direction and produce reverse gears and form a reverse-gear wheel plane (6);

the second countershaft (VW2) being detachably connectable to a drive output (AB2) of the group transmission (11) by an eighth shifting element (J, K) to bridge the group transmission (11); and

a drive output side of the powershiftable clutch of the other transmission input shaft is connectable, via a further interlocking shifting element (0), to the transmission input shaft connected to the electric machine (EM).