CN109952457B

CN109952457B - Double clutch transmission

Info

Publication number: CN109952457B
Application number: CN201780064982.2A
Authority: CN
Inventors: 奥斯瓦尔德·弗里德曼; 多米尼克·汉斯
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2016-10-21
Filing date: 2017-09-21
Publication date: 2021-03-02
Anticipated expiration: 2037-09-21
Also published as: WO2018072780A1; DE112017005292A5; DE102016220701B4; DE102016220701A1; CN109952457A

Abstract

The invention relates to a dual clutch transmission having two transmission input shafts and at least one transmission output shaft, and having at least four gear planes in which fixed gears and idler gears are arranged in each case, which idler gears are synchronized to represent a gear shift stage, wherein a coupling device is arranged between two adjacent idler gears, such that at least two additional gear shift stages can be realized by bridging two idler gears which are not synchronized with the transmission output shaft. The invention is characterized in that the coupling between adjacent idler gears can be actuated by at least one pivoting actuating device.

Description

Double clutch transmission

Technical Field

The invention relates to a dual clutch transmission having two transmission input shafts and at least one transmission output shaft, and having at least four gear planes in which fixed gears and idler gears are arranged in each case, which idler gears are synchronized to represent a gear shift stage, wherein a coupling device is arranged between two adjacent idler gears, such that at least two additional gear shift stages can be realized by bridging two idler gears which are not synchronized with the transmission output shaft.

Background

From german patent application DE 102013104468 a1, a dual clutch transmission for a motor vehicle is known, which has: a first input shaft and a second input shaft disposed coaxially with each other; a first clutch for introducing torque to the first input shaft and a second clutch for introducing torque to the second input shaft, wherein the clutches are arranged on the input side of the dual clutch transmission; a first output shaft and a second output shaft; and a plurality of output-side forward gears of a first input shaft on the output side of the dual clutch transmission facing away from the input side and a plurality of input-side forward gears of a second input shaft on the input side of the dual clutch transmission, wherein when a forward gear is engaged, torque can be transmitted from the input shafts without intermediate engagement of another input shaft to an output shaft which outputs the torque to a driven device; wherein at least one additional forward gear is provided with two arched idler gears, wherein torque can be transmitted from the second input shaft to the first input shaft; wherein two arcuate idler gears are arranged axially adjacent to one another on the first output shaft and are connected to one another in a rotationally fixed manner via a switchable idler gear coupling; wherein the crown idler gear as a fourth idler gear of the forward gear of the second input side meshes with a fourth fixed gear of the second input shaft; and wherein the other arched idler gear meshes with the second fixed gear of the first input shaft as a second idler gear of the forward gear of the second output side.

Disclosure of Invention

The object of the invention is to reduce the axial length and/or the number of shafts in a dual clutch transmission having two transmission input shafts and at least one transmission output shaft and having at least four gear planes in which fixed gears and idler gears are arranged in each case, which idler gears are synchronized to represent a gear shift stage, wherein a coupling device is arranged between two adjacent idler gears, so that at least two additional gear shift stages can be realized by bridging two idler gears which are not synchronized with the transmission output shaft.

In a dual clutch transmission having two transmission input shafts and at least one transmission output shaft, and having at least four gear planes in which fixed gears and idler gears are arranged in each case, which idler gears are synchronized to represent a gear shift stage, wherein a coupling device is arranged between two adjacent idler gears, such that at least two additional gear shift stages can be realized by bridging two idler gears which are not synchronized with the transmission output shaft, the object is achieved in that: the coupling between adjacent idler gears can be actuated by at least one pivoting actuating device. The pivot axis of the pivoting actuating device is preferably arranged parallel to or coaxially with the axis of rotation of the adjacent idler gear. By means of the four gear wheel pairs, six shift stages or gears can be shifted via the pivoted actuating device. With a larger number of gear wheel pairs, a larger number of shift stages or gears can be shifted by means of the pivoted actuating device. The gear pairs each comprise two gears, in particular a gear designed as an idler gear and a gear designed as a fixed gear. The pivoting actuating device advantageously saves axial installation space. The force lines preferably extend over a plurality of gear planes in at least two shift stages. The transmission input shaft is advantageously arranged coaxially, with all idler gears being arranged on the transmission output shaft. The dual clutch transmission is particularly preferably designed as a twin-shaft transmission having two coaxially arranged transmission input shafts and one transmission output shaft. According to a preferred embodiment, the dual clutch transmission is incorporated into a motor vehicle in a front transverse manner. The coupling with the pivoting actuating device is preferably arranged between two intermediate idler gears. According to a particularly preferred embodiment, the intermediate idler gears are idler gears of the third and fourth gears. In this case, the adjacent idler gears are each only spaced exactly apart from one another, so that the pivoting actuating device can be guided out between the running teeth of the adjacent idler gears from the radial inside to the radial outside.

A preferred embodiment of the dual clutch transmission is characterized in that the coupling devices are arranged radially inside the running toothing of adjacent idler gears and are arranged in the axial direction overlapping the running toothing of adjacent idler gears. This provides the following advantages: adjacent idler gears can be arranged next to one another with as small an axial spacing as possible.

A further preferred embodiment of the dual clutch transmission is characterized in that the two pivoting actuating devices for the coupling each comprise at least three, in particular four, shift positions. Three, in particular four shift positions are realized by different shift angles of the pivoting actuating device. In one of the three, in particular four shift positions, the right idler gear is coupled to the transmission input shaft, for example. In a further shift position, for example, the left idler gear is coupled to the transmission input shaft. The other shift position is, for example, a neutral position. In a further shift position, for example, the left idler gear or the right idler gear is coupled to the transmission input shaft, while the other idler gear, i.e., the right or left idler gear, is used by the coupling device to bridge two idler gears that are not synchronized with the transmission output shaft.

A further preferred embodiment of the dual clutch transmission is characterized in that the synchronizing devices of the pivoting actuating devices are each arranged radially inside and in the axial direction overlapping an operating toothing of an idler gear pair, which is arranged adjacent to adjacent idler gears with a coupling on both sides, for performing a shifting actuation. This results in a significant installation space advantage. According to a preferred embodiment, the coupling is not actuated directly, but indirectly via an adjacent synchronization device.

A further preferred embodiment of the dual clutch transmission is characterized in that the synchronization devices each comprise a planetary gear train which is arranged between two idler gears of the idler gear pair which are adjacent on the transmission output shaft. The axial installation space required for the synchronizing device in the transmission can be reduced by the planetary gear. Thus, for example, the planetary gear element can be arranged radially inside the teeth of the idler gear. In addition to this, the planetary gear elements can be radially nested between two adjacent idler gears. This reduces the axial installation space required for the transmission. The coupling is preferably an additional synchronization device. However, the coupling device can also be a clutch device and/or a shifting device. The coupling device is, for example, a sliding sleeve which is actuated via the planetary gear mechanism.

A preferred embodiment of the synchronization device is characterized in that the planetary gear set comprises two planetary gear elements which are coupled to an idler gear which rotates the first/second planetary gear element substantially synchronously with the first/second idler gear. The term substantially synchronous also means in this context that the planetary gear unit can be rotated to a limited extent relative to the idler gear after actuation of the coupling device in order to trigger a clutch, shift or synchronization process. The first planetary gear unit is associated with the first idler gear and rotates synchronously with respect to the first idler gear, as long as the coupling is not actuated. When the coupling device is actuated, the first planetary gear is twisted relative to the first idler gear via the planetary gear. The relative rotation is then converted into an axial movement of at least one coupling element of the coupling device in order to bring about a coupling, in particular a form fit, between the first idler gear and the transmission shaft. Similarly, a second planetary gear element associated with the second idler gear is twisted relative to the second idler gear via the planetary gear train in order to bring about a coupling, in particular a synchronization, between the second idler gear and the transmission shaft. In contrast to conventional couplings, the coupling or synchronization is therefore triggered by a relative rotation between the first two planetary gear elements of the planetary gear set and the respectively associated idler gear.

A further preferred embodiment of the synchronization device is characterized in that the planetary gear set comprises a third planetary gear set element which is fixed relative to the first two planetary gear set elements in the non-actuated state of the coupling device. With regard to the third planetary gear set element, fixed meaning that the third planetary gear set element does not rotate in the non-actuated state of the coupling device. For this purpose, the third planetary gear is fixed to the housing, for example to the transmission housing, in the non-actuated state of the coupling device. According to an embodiment of the planetary gear, the first two planetary gear elements are, for example, a sun gear and a planet carrier. The third gear element is, for example, a ring gear of the planetary gear. The ring gear is then stationary in the non-actuated state of the coupling. In addition, the planetary gear mechanism includes a planetary gear. The planetary gear set can be designed as a single-stage planetary gear set or as a multi-stage planetary gear set. The first two planetary gear elements can also be designed as sun gears or as sun gears. The first planetary gear train element is then associated, for example, with a first planet wheel or planet gear of a planetary gear train designed as a multi-stage planetary gear. The second sun gear or sun gear is in this embodiment advantageously associated with the second planet gears or planet gears of the planetary gear system, which are designed as stepped planets. The first and second planet wheels or planet gears are arranged on a common axis and are associated with a carrier of the planetary gear. The carrier is stationary in the non-actuated state of the coupling device.

A further preferred embodiment of the synchronization device is characterized in that the third planetary gear set can be pivoted out of its non-actuated state such that the first two planetary gear sets brake or accelerate relative to the respectively associated idler gear. The relative speed between the first two planetary gear elements and the associated idler gear is used when actuating the coupling via a suitable coupling element or coupling in order to connect the respective idler gear in a rotationally fixed manner with the transmission shaft, preferably by means of a form fit. When pivoting, the third planetary gear set element preferably pivots about a pivot axis which is arranged coaxially or parallel to the rotational axis of the transmission shaft or coincides with the rotational axis of the transmission shaft.

A further preferred embodiment of the synchronization device is characterized in that the first two planetary gear elements are coupled to the associated idler gear such that a relative speed between the first two planetary gear elements and the associated idler gear triggers a coupling or synchronization process and causes a gear in the transmission to be engaged. By means of a coupling process or a synchronization process, the respective idler gear wheels, which engage with the fixed gear wheels of the respective gear wheel set of the transmission, are connected in a rotationally fixed manner, for example by means of a positive fit, to the transmission shaft in order to engage the gears in the transmission, which are represented by the gear wheel sets. The transmission is, for example, a manual shift transmission. However, the transmission can also be a dual clutch transmission with two sub-transmissions and a dual clutch.

A further preferred embodiment of the synchronization device is characterized in that a stop is provided between the first two planetary gear elements and the associated idler gear, wherein both stops have the same direction of action. In the event of a relative rotation between one of the two planetary gear elements and the associated idler gear, the associated stop moves. Said movement of the stop can advantageously be used to bring about coupling or synchronization.

A further preferred embodiment of the synchronization device is characterized in that one of the first two planetary gear elements is connected in a rotationally fixed manner to the associated idler gear. The other of the two planetary gear elements is then advantageously designed without a stop. In other words, the respective stop body on one of the first two planetary gear elements can be moved in different directions relative to the associated idler gear in order to engage the first or second gear.

A further preferred embodiment of the synchronization device is characterized in that the first two planetary gear elements are coupled to one another in such a way that a rotation relative to the idler gear can only take place simultaneously. The first two planetary gear elements can then be designed without a stop. This means that stop bodies can be attached to the first two planetary gear elements, which stop bodies can be moved in opposite directions when the coupling is actuated. In this embodiment, the first two planetary gear elements are preferably associated with a common coupling element, which is axially movable, for example, in order to engage the first or second gear.

A further preferred embodiment of the synchronization device is characterized in that the planetary gear set is arranged coaxially with the transmission shaft. The central axis of rotation of the planetary gear advantageously coincides with the axis of rotation of the variator shaft. The central axis of rotation of the planetary gear set is, for example, the axis of rotation of at least one sun gear or planet carrier or carrier of the planetary gear set.

A further preferred embodiment of the dual clutch transmission is characterized in that the gear ratio changes between all gear stages are substantially equally large. The design of the dual clutch transmission is thereby significantly simplified. In addition to this, the shifting comfort during operation of the dual clutch transmission can be improved.

A further preferred embodiment of the dual clutch transmission is characterized in that the electric machine is arranged on the end of the internal transmission input shaft facing away from the dual clutch. The axial installation space obtained by the embodiment of the double clutch transmission according to the invention can be used advantageously for mounting an electric machine, in particular in the context of hybrid applications. The electric machine is connected to the internal transmission input shaft, depending on the drive, with the intermediate clutch and/or gear stage engaged.

A further preferred embodiment of the dual clutch transmission is characterized in that the electric machine is arranged in the axial direction overlapping the fixed gear and/or the idler gear. This further reduces the installation space required for installing the dual clutch transmission in the axial direction.

A further preferred embodiment of the dual clutch transmission is characterized in that the electric machine is connected or connectable, depending on the drive, to the transmission output shaft, optionally with intermediate engagement of the clutches and/or gear stages, in particular via one of the idler gears. In this way, different hybrid applications with a dual clutch transmission designed according to the invention can advantageously be realized.

In the method for shifting the double clutch transmission described above, the above object is alternatively or additionally achieved by: an actuating force acting on the pivoted actuating device is applied to the pivoted actuating device radially outside the adjacent idler gear. The actuating force can be generated, for example, by means of an electric motor and applied to the pivoting actuating device via at least one gear stage. The coupling is actuated by a pivoting movement via the planetary gear. The pivoting movement is preferably carried out by the third planetary gear about the axis of rotation of the transmission input shaft, on which two adjacent idler gears are arranged.

The invention likewise relates to a drive train of a motor vehicle, in particular a hybrid drive train of a motor vehicle, having an internal combustion engine, a dual clutch and the above-mentioned dual clutch transmission.

The invention likewise relates to a pivoting actuation device for the double clutch transmission described above.

Drawings

Further advantages, features and details of the invention emerge from the following description, in which different embodiments are described in detail with reference to the figures. The figures show:

FIG. 1 shows a diagrammatic view of a dual clutch transmission having four gear pairs and two synchronizers that are pivotally actuated;

FIG. 2 shows an enlarged partial view of FIG. 1 with a synchronization device;

FIG. 3 shows a dual clutch transmission similar to FIG. 1 with a bridged gear alternate maneuver;

FIG. 4 shows an enlarged partial view of FIG. 3 with a coupling;

fig. 5, 7a, 8a, 9a, 10a, 11a show the dual clutch transmission of fig. 1 with dashed arrows to illustrate the force lines in the first, second, third, fourth, fifth and sixth gears, respectively;

fig. 6, 7b, 8b, 9b, 10b, 11b show the shift positions of the actuating device in the first, second, third, fourth, fifth and sixth gears;

FIG. 12 illustrates a perspective view of the dual clutch transmission of FIG. 1;

FIG. 13 shows a view similar to that in FIG. 12 with the electric machine connected to the transmission output shaft according to drive;

FIG. 14 shows the dual clutch transmission of FIG. 1 with the electric motor connected to the internal transmission input shaft according to drive;

FIG. 15 shows a view similar to FIG. 14 with a motor connected to the idler gear according to the drive, an

Fig. 16 shows a view similar to fig. 15 with a motor connected to the driven gear according to the drive.

Detailed Description

Fig. 1 shows a simplified illustration of a motor vehicle drive train 1 with an internal combustion engine 4 and a dual clutch transmission 5. A double clutch 8 with two partial clutches is connected between the output of the internal combustion engine 4 and the input of the double clutch transmission 5.

The dual clutch 8 comprises a clutch disk 9 which is connected in a rotationally fixed manner to an inner transmission input shaft 11 and a clutch disk 10 which is connected in a rotationally fixed manner to an outer transmission input shaft 12. The inner transmission shaft 11 is arranged coaxially with and partially within the outer transmission input shaft 12. The transmission output shaft 15 is arranged parallel to the two

transmission input shafts

11, 12.

The two fixed

gears

21, 22 are connected in a rotationally fixed manner to the outer transmission input shaft 12. The two fixed

gears

23, 24 are connected in a rotationally fixed manner to the inner transmission input shaft 11. The fixed gears 21 to 24 mesh with idler gears 31 to 34, which are rotatably arranged or supported on the transmission output shaft 15.

The fixed gear 21 and the idler gear 31 are arranged in a first gear plane 35 and are used to indicate a second gear, which is also referred to as a second gear stage. The fixed gear 22 and the idler gear 32 are arranged in the second gear plane 36 and are used to represent a fourth gear, which is also referred to as a fourth gear step.

The fixed gear 23 and the idler gear 33 are arranged in a third gear plane 37 and are used to indicate a third gear, which is also referred to as a third gear stage. The fixed gear 24 and the idler gear 34 are arranged in a fourth gear plane 38 and are used to indicate a fifth gear, which is also referred to as a fifth gear step.

The gears or shift stages which can be represented directly by means of the fixed gears 21 to 24 and the idler gears 31 to 34 are represented in fig. 1 by roman numerals II, IV, III and V. The first and second gear positions are indicated by the bridging of adjacent idler gears 32, 33.

The output gear 39 is connected to the transmission output shaft 15 in a rotationally fixed manner. The output gear 39 meshes with a final gear 40 on the output side of the dual clutch transmission 5, as can be seen in fig. 12. The last gear 40 is also referred to as the final drive.

In order to engage gears II, IV, III and V, the respective idler gears 31 to 34 must be coupled to the transmission output shaft 15. This coupling is introduced via the

synchronization devices

41, 42. The rotationally fixed connection between the idler gears 31 to 34 is effected via a positive-locking coupling, which is only indicated in a simplified manner and is not shown in detail in fig. 1. The positive-locking couplings each comprise a coupling body 45 which interacts with a sliding groove 47 via a sliding sleeve 46. The link 47 is coupled to a carrier 48 of a planetary gear 50.

Fig. 2 shows a detail of fig. 1 with a coupling device 43 and

synchronization devices

41, 42 in an enlarged manner. The coupling device 43 is connected to a link 58 of the synchronization device 41 via a sliding sleeve 56 and a through-shank 57 as a function of actuation. The

synchronization devices

41 and 42 are configured similarly. Only the synchronizing means 41 will be described in detail below.

The actuation of the synchronization device 41 is triggered via the planetary gear 50. The planetary gear 50 is arranged in the axial direction between the two

idler gears

31, 32. In this case, the planetary gear set 50 is advantageously arranged, in a particularly space-saving manner, partially radially inside the running

toothing

155, 156 of the idler gears 31, 32. Similarly, the planetary gear mechanism, not shown in detail, of the synchronizing device 42 is arranged partially radially inside the running

toothing

157, 158 of the idler gears 33, 34. This effectively reduces the installation space required for the

synchronization devices

41, 42 in the axial direction.

Fig. 2 schematically shows the structure of the planetary gear 50. The planetary gear 50 comprises a first planetary gear, which is designed as a sun gear or as a sun gear and is associated with the idler gear 31. The second planetary gear element is designed as a further sun gear or as a further sun gear and is associated with the idler gear 32. The third planetary gear unit is embodied as a carrier 48 of a planetary gear 50.

The planetary gear 50 furthermore comprises planetary gears which are connected to one another in a rotationally fixed manner via a common shaft. The common shaft of the planetary gears can be actuated via the carrier 48 of the planetary gear 50. The planetary gears mesh with a first planetary gear element, which is designed as a sun gear or as a sun gear.

The transmission ratio of the planetary gear 50 is selected such that, on the one hand, a part of the planetary gear 50, the sun gear, the carrier or the ring gear, rotates at the same rotational speed as the first idler gear 31. On the other hand, the other part of the planetary gear mechanism 50 rotates at the rotational speed of the second idler gear 32. A third part of the planetary gear 50, for example the ring gear 51, is stationary relative to the not shown transmission housing.

For actuating the synchronization device 41, the carrier 48 is pivoted via the ring gear 51 of the planetary gear set. By pivoting the carrier 48, the first planetary gear, i.e. the sun gear or the sun gear, is accelerated or braked. This causes a relative speed with respect to the respective idler gears 31, 32. By means of the relative speed or relative movement, the synchronization device is actuated and the gears II, IV are engaged.

Starting from the ring gear 51, the actuating device 54 extends radially outward between the running

teeth

155, 156. The actuating force can advantageously be applied to the actuating device 54 radially outside the running

toothing

155, 156 of the idler gears 31, 32. Similarly, for actuating the synchronization device 42, an actuating force can be applied to the actuating device 55 radially outside the running

toothing

157, 158 of the idler gears 33, 34. The actuating force can be applied to the

actuating devices

54, 55, for example, by means of an electric motor via corresponding actuating gears. The

actuating devices

54, 55 are thereby pivoted through a defined angle. The pivoting movement takes place about a rotational or pivot axis which corresponds to the rotational axis of the transmission output shaft 15.

To illustrate the first and second gears, a plurality of gear planes are included in the dual clutch transmission shown in FIG. 2. For this purpose, the idler gears 32, 33 arranged in the middle of the transmission, i.e. the idler gears of the third and fourth gear, can be coupled to one another via a coupling device 43.

The coupling device 43 is an additional synchronization device which is pivotably actuated via the

actuating devices

54, 55 of the

synchronization devices

41, 42. For this purpose, the

actuating devices

54, 55 of the

synchronization devices

41, 42 each have four shift positions.

In the first shift position, the first shift position is engaged. The second shift position corresponds to a neutral position. In the third gear shift position, the second gear shift position is engaged. In the fourth gear shift position, one gear shift position is engaged. In the fourth gear shift, the two intermediate idler gears 32, 33 are additionally coupled to one another by a coupling device 43 in order to show the bridging gear.

Idler gears 31, 32; 33, 34; 32, 33 are free gear pairs 151; 152; 153. the idler gear pairs 151, 152 are associated with the synchronizing

devices

41, 42. The free gear pair 153 is associated with the coupling 43.

According to an alternative embodiment, each actuating

device

54, 55 has three shift positions, wherein the fourth shift position described above is omitted. The coupling of the idler gears 32, 33 to show the bridging gear is then effected via an additional actuating device 80 having two shift positions, as shown in fig. 3 and 4.

In fig. 3 and 4, a drive train 61 with a dual clutch transmission 65 is shown, which is similar to the drive train 1 with the dual clutch transmission 5 in fig. 1 and 2. The same or similar parts are described using the same reference numerals.

In the enlarged illustration in fig. 4, it can be seen that the bridging gear is alternatively shifted using a coupling device 73. The coupling 73 is not connected to the

synchronization devices

71, 72, which otherwise correspond to the

synchronization devices

41, 42 in fig. 2, depending on the actuation.

The coupling device 73 comprises a sliding sleeve 74, a driver 75, a sliding slot 76 and a rotation stop 77. The coupling device 73 can be actuated via the slotted guide 76 by means of a pivoting actuating device 80.

For actuating the bridging gear, the sliding sleeve 74 is moved in the axial direction by means of a synchronization device, for example by means of a ramp mechanism. The ramp mechanism is, for example, of the same or similar design as the shifting device disclosed in german application DE 102011007266 a 1. This provides the following advantages: only the pivoting actuating device 80 must be guided outward via the fixed bearing or the rotation stop 77.

Fig. 5, 7a, 8a, 9a, 10a, 11a show the drive train 1 with the dual clutch transmission 5 from fig. 1 in six gears or gear stages, which have force lines indicated by dashed arrows. The shift positions of the

actuating devices

54, 55 are illustrated in fig. 6, 7b, 8b, 9b, 10b, 11 b.

The shift position of the actuating device 54 is illustrated on the double arrow 81. The shifting position of the actuating device 55 is illustrated on the double arrow 82.

Fig. 5 and 6 show the first gear. Via the transmission input shaft 11 into the interior of the idler gear 33 in the third gear plane 37. Via a coupling 43, the idler gear 33 is coupled with the idler gear 32 in the second gear plane 36. Via the idler gear 32, the force or torque is transmitted back to the outer transmission input shaft 12, which is designed as a hollow shaft. Then, as indicated by the dashed arrow in fig. 5, the drive takes place in the first gear plane 35, wherein the idler gear 31 in the first gear plane 35 is coupled with the transmission output shaft 15 via the synchronization device 41.

The double arrow 81 in fig. 6 illustrates the four shift positions of the actuating device 54. The letter R represents the idler gear 32 on the right in fig. 5. In the shift position R, the right idler gear 32 is coupled to the transmission output shaft 15. The numeral 0 represents a neutral position of the operator 54. The letter L represents the idler gear 31 on the left in fig. 5. In the shift position L, the left idler gear 31 is coupled to the transmission output shaft 15 via the synchronizer 41. In the shift position L + B, the left idler gear 31 is coupled to the transmission output shaft 15. In addition, the idler gear 32 on the right in fig. 5 is coupled to the idler gear 33 via a coupling device 43, which is used to indicate a bridging or bridging gear or a bridging.

The double arrow 82 illustrates four shift positions of the operating device 55. The letter L denotes the idler gear 33 on the left in fig. 5. In the shift position L, the left idler gear 33 is coupled to the transmission output shaft 15 via the synchronizer 42. The numeral 0 represents the neutral position of the synchronization device 42. The letter R represents the idler gear 34 on the right in fig. 5. In the shift position R of the actuating device 55, the right idler gear 34 is coupled to the transmission output shaft 15. The letter R + B indicates the fourth shift position of the operating device 55. In the fourth gear shift position, the right idler gear 34 is coupled to the transmission output shaft 15. In addition, the right idler gear 34 is coupled to the left idler gear 33 via the inner transmission input shaft 11. The left idler gear 33 is coupled to the idler gear 32 by a coupling device 43, which serves to indicate a bridge or a bridge.

Fig. 6 shows the operating device 54 in its fourth gear position by means of an arrow 83. The operating device 55 is in its neutral position, indicated by the arrow 84.

In fig. 7b, indicated by arrow 87, the operating device 54 is in its third gear position, which is intended to indicate the second gear position. The associated force lines extend on the first gear plane 35 as can be seen in fig. 7 a. Fig. 7b shows an arrow 88, by means of which the third gear is preselected in its first shift position L by the actuating device 55.

In fig. 8b, the operating device 55 is in its first shift position L, indicated by an arrow 92, for the third gear. The force lines in the third gear run on the third gear plane 37 as can be seen in fig. 8 a. Fig. 8b shows an arrow 91, by means of which the fourth gear is preselected in the first shift position R by the operating device 54.

Fig. 9b shows the actuator 54 in its first gear position by means of the arrow 95, which represents the fourth gear position. The associated force line runs in the fourth gear on the second gear plane 36, as can be seen in fig. 9 a. Fig. 9b shows an arrow 96, by means of which the fifth gear is preselected in the third shift position R by means of the operating device 55.

In fig. 10b, the operating device 55 is in its third shift position R in the fifth gear, as indicated by arrow 100. The neutral position 0 is preselected by the actuation device 54, as indicated by arrow 99. The associated force line runs on the fourth gear plane 38 as can be seen in fig. 10 a. Fig. 10B shows the arrow 101, which indicates that the operating device 55 is shifted into its fourth shift position R + B, which indicates the sixth gear.

In fig. 11b, indicated by arrow 104, the operating device 54 is in its second gear position, i.e. neutral position 0, which is used to indicate the sixth gear. As indicated by arrow 105, the operating device 55 is in its fourth shift position R + B, which represents the sixth gear. The associated force lines, as can be seen in fig. 11a, extend via the outer transmission input shaft 12 and via the idler gears 32, 33 bridged by the coupling device 43, the inner transmission input shaft 11 and the fourth gear plane 38 into the transmission output shaft 15.

Fig. 12 shows the dual clutch transmission 5 from fig. 1 in perspective. The gear shown in perspective has external helical teeth. The

actuating devices

54, 55 are provided with external toothing, which is arranged coaxially with the transmission output shaft 15.

An actuating force can be applied to the

actuating devices

54, 55 by means of a gear (not shown in fig. 12), which is driven by an electric motor, for example, in order to rotate or pivot the

actuating devices

54, 55 into the desired gear change.

Fig. 13 shows that, in hybrid applications, the electric machine 111 can be integrated into the dual clutch transmission 5 in a simple manner. The electric motor 111 is connected to the final drive unit 40 via a shaft 112 and a gear 113, as driven, with a clutch engaged as needed.

Fig. 14 shows an electric machine by a rectangle 125, which in another hybrid application is connected to the internal transmission input shaft 11 of the dual clutch transmission 5 as a function of the drive. The electric machine 125 is arranged, as can be seen in fig. 14, on the end of the inner transmission input shaft 11 facing away from the dual clutch 8.

Fig. 15 shows an electric motor by a rectangle 135, which in another hybrid application is arranged axially overlapping the idler gear of the dual clutch transmission 5. The electric motor 135 is connected to the idler gear 31 of the dual clutch transmission 5 via

gears

136, 137, when the clutch is engaged, if necessary.

In fig. 16, the motor is shown by rectangle 145, which in another hybrid application is arranged in a similar manner and method as the motor 135 in fig. 15. However, the motor 145 is connected to the final drive 40 according to driving via the gear 146.

List of reference numerals:

1 drive train

4 internal combustion engine

5 Dual Clutch Transmission

8 double clutch

9 clutch disc

10 clutch disc

11 internal transmission input shaft

12 external transmission input shaft

15 output shaft of speed changer

21 fixed gear

22 fixed gear

23 fixed gear

24 fixed gear

31 empty gear

32 empty gear

33 idler gear

34 hollow gear

35 first gear plane

36 second gear plane

37 third gear plane

38 fourth gear plane

39 driven gear

40 last gear

41 synchronization device

42 synchronizer

43 coupling device

45 coupling body

46 sliding sleeve

47 chute

48 support

50 planetary gear transmission mechanism

51 ring gear

54 operating device

55 operating device

56 sliding sleeve

57 through handle

58 chute

61 drive train

65 Dual Clutch Transmission

71 synchronizer

72 synchronizer

73 coupling device

74 sliding sleeve

75 driving piece

76 chute

77 twist stop device

80 manipulator

81 double arrow

82 double arrow

83 arrow head

84 arrow head

87 arrow head

88 arrow head

91 arrow head

92 arrow head

95 arrow head

96 arrow head

99 arrow head

100 arrow head

101 arrow head

104 arrow head

105 arrow

111 electric machine

112 shaft

113 Gear

125 electric machine

135 motor

136 gear

137 gear

145 motor

146 Gear

151 empty gear pair

152 free gear pair

153 free gear pair

155 running tooth

156 running toothing

157 running toothing

158 running toothing

Claims

1. A dual clutch transmission (5; 65) having two transmission input shafts (11, 12) and at least one transmission output shaft (15) and having at least four gear planes (35-38) in which fixed gears (21-24) and idler gears (31-34) are arranged in each case, which idler gears are synchronized to represent a gear shift stage, wherein a coupling device (43; 73) is arranged between two adjacent idler gears (32, 33) in such a way that at least two additional gear shift stages can be implemented by bridging two idler gears which are not synchronized with the transmission output shaft (15),

it is characterized in that the preparation method is characterized in that,

the coupling devices (43; 73) between adjacent idler gears (32, 33) can be actuated by at least one pivoting actuating device (54, 55; 80).

2. The dual clutch transmission of claim 1,

it is characterized in that the preparation method is characterized in that,

the coupling device (43; 73) is arranged radially inside the running toothing (156, 157) of the adjacent idler gear (32, 33) and overlaps the running toothing (156, 157) of the adjacent idler gear (32, 33) in the axial direction.

3. The dual clutch transmission of claim 1,

it is characterized in that the preparation method is characterized in that,

the two pivoting actuating devices (54, 55) for the coupling device (43) each comprise at least three shift positions.

4. The dual clutch transmission of claim 2,

it is characterized in that the preparation method is characterized in that,

the synchronizing devices (41, 42; 71, 72) of the pivoting actuating devices (54, 55) are each arranged radially inside an operating toothing (155, 156; 157, 158) of an idler gear pair (151, 152) and are arranged in the axial direction so as to overlap the operating toothing (155, 156; 157, 158) of the idler gear pair (151, 152) for a shifting actuation, the idler gear pair (151, 152) being arranged adjacent on both sides to the adjacent idler gear (32, 33) having the coupling device (43; 73).

5. The dual clutch transmission of claim 4,

it is characterized in that the preparation method is characterized in that,

the synchronization devices (41, 42; 71, 72) each comprise a planetary gear mechanism (50) which is arranged between two adjacent idler gears (31, 32; 33, 34) of the idler gear pairs (151, 152) on the transmission output shaft (15).

6. Double clutch transmission according to one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the gear ratio variation between all gear stages is substantially equally large.

7. The dual clutch transmission of any one of claims 1-5,

it is characterized in that the preparation method is characterized in that,

an electric machine (125), which is arranged on the end of the inner transmission input shaft (11) facing away from the dual clutch (8), with an intermediate coupling clutch and/or gear stage.

8. The dual clutch transmission of any one of claims 1 to 5,

it is characterized in that the preparation method is characterized in that,

the electric motor (135; 145) is arranged in the axial direction so as to overlap the fixed gears (21-24) and/or the idler gears (31-34).

9. The dual clutch transmission of claim 8,

it is characterized in that the preparation method is characterized in that,

the electric machine (135; 145) is connected or connectable to the transmission output shaft (15) via one of the idler gears (21-24) as a function of the drive, with the clutch and/or gear stage being engaged in between.

10. Method for switching a dual clutch transmission (5; 65) according to one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

an actuating force acting on the pivoting actuating device (54, 55; 80) is applied to the pivoting actuating device (54, 55; 80) radially outside the free gear pair (151; 154).