Triple clutch transmission

Abstract

Transmission (18) for a motor vehicle drive train (12) of a motor vehicle (10), comprising: a transmission drive shaft (22) which is designed to be drivingly connected to an internal combustion engine (16) of the motor vehicle; a first transmission input shaft (26) for a first partial transmission (28); a second transmission input shaft (30) for a second partial transmission (32); a third transmission input shaft (34) for a third partial transmission (36); a first countershaft (44) with a first output for the first partial transmission, the second partial transmission and / or the third partial transmission; a second countershaft (46) with a second output for the first partial transmission, the second partial transmission and / or the third partial transmission; gear pairs (Z1, Z2, Z3, Z4, Z5, Z6) arranged in several gear set levels, consisting of loose gears and fixed gears, for forming gear steps (V1, V2, V3, V4, V5, V6, V7; V8, V9, V10, V11); and several gearshift devices with shift elements (W1, W2, A, B, C, D, E, F, R) for engaging the gears, wherein the first partial transmission, second partial transmission and third partial transmission each have two gear pairs, of which one gear pair is driveably connectable to the first countershaft and one gear pair is driveably connectable to the second countershaft in order to bring the first transmission input shaft, the second transmission input shaft and the third transmission input shaft into operative connection with the first and / or second countershaft by means of meshing gear pairs; the first output is formed by a fixed gear arranged on the first countershaft, and the second output is formed by a fixed gear arranged on the second countershaft.

Description

[0001] The present invention relates to a transmission, a motor vehicle drive train with such a transmission and a motor vehicle with such a motor vehicle drive train.

[0002] Powershift transmissions are usually designed as dual-clutch transmissions. The dual-clutch transmissions known in the prior art have two transmission input shafts and two drive shafts or countershafts. Between the transmission input shafts and the countershafts, gear planes are formed in which several gears are arranged in meshing engagement. In particular, some of the gears are designed as loose gears, while others are designed as fixed gears. A respective gear stage, e.g., the first, second, third gear, etc., is formed by two meshing gears.

[0003] This design allows for the formation of a first and second partial transmission, with one partial transmission transmitting drive power via a clutch associated with the partial transmission, while the other partial transmission is preferably load-free. This allows a gear to be engaged in the other partial transmission. By engaging and disengaging the two individual clutches or the dual clutch accordingly, one partial transmission can be shifted load-free, while the other partial transmission transmits drive power via the engaged gear. Shifting can then occur under load. There is no loss of traction. A disadvantage of such dual-clutch transmissions is the high installation space requirement.

[0004] Dual-clutch transmissions are also known in which the meshing gears are arranged in such a way that so-called "dual gear planes" are formed within the dual-clutch transmission. A dual-clutch plane is formed, in particular, by a gear arranged on a transmission input shaft, which meshes, in particular, with one gear on each of the two countershafts, i.e., with two gears simultaneously. While this can reduce the installation space required, such dual-clutch transmissions nevertheless require more installation space, particularly due to the two countershafts.

[0005] In addition, vehicles are equipped with hybrid drives, i.e. with at least two different drive sources. Hybrid drives can contribute to reducing fuel consumption and pollutant emissions. Drivetrains with an internal combustion engine and one or more electric motors as parallel hybrids or mixed hybrids have largely prevailed. Such hybrid drives have an essentially parallel arrangement of the internal combustion engine and the electric drive in the power flow. This allows both a superposition of the drive torques and control with purely internal combustion engine drive or purely electric motor drive. Since the drive torques of the electric drive and the internal combustion engine can be added together depending on the control, a comparatively smaller design of the internal combustion engine and / or its temporary shutdown is possible.This allows for a significant reduction in CO2 emissions without any significant loss of performance or comfort. The possibilities and advantages of an electric drive can thus be combined with the range, performance, and cost advantages of internal combustion engines.

[0006] German Patent Application DE 10 2014 111 255 A1 relates to a transmission with a triple input torque-transmitting mechanism, such as friction clutches, to achieve torque flow through a countershaft gear arrangement. The transmission comprises an input element, an output element, an input clutch assembly having three input clutches, and a countershaft gear arrangement. The countershaft gear arrangement is operatively connected to the input clutch assembly and includes coplanar meshing gear sets, a first and second countershaft, and a first, second, and third intermediate input shaft.

[0007] German Patent Application DE 10 2015 221 583 A1 relates to a triple-clutch transmission that can avoid multi-step gear shifting as much as possible in skip-shifting while achieving a reduction in size and an increase in the number of stages. According to the disclosure, the driving force of a power source is selectively fed into one of three systems: a first input shaft to a third input shaft.

[0008] The published patent application JP 2012-233499 A discloses a transmission with three input shafts, two countershafts and three friction clutches, wherein each of the friction clutches can supply drive power to one of the input shafts.

[0009] The patent US 10,569,636 B1 relates to a power transmission device for a motor vehicle having a first input shaft selectively connected to a motor / generator, a second input shaft, and a third input shaft arranged coaxially with the first input shaft and selectively connected to the motor / generator. The power transmission device further comprises a torque transmission shaft arranged coaxially with the second input shaft, an intermediate shaft parallel to the first input shaft, and an idler shaft parallel to the first input shaft, which is selectively connected to a transmission housing.In addition, the power transmission device comprises a first shifting section with four gear sets, which receives torque through the first and second input shafts and provides intermediate shift stages, and a second shifting section with a planetary gear set, which forms an output torque by combining torques from the first shifting section and the third input shaft and outputs the output torque to the output shaft.

[0010] The published patent application US 2013 / 0337972 A1 relates to a power transmission device for a motor vehicle. The power transmission device comprises an electric auxiliary drive unit, a torque converter device with a planetary gear set having a first rotating element connected to the electric auxiliary drive unit, a second rotating element connected to an engine, and a third rotating element operated as an output element. Furthermore, the power transmission device comprises an input device having a first input shaft connected to the third rotating element by a clutch and having an input gear, and a second input shaft arranged coaxially with the first input shaft and having no rotationally effective interaction therewith. The second input shaft is connected to a second input rotating element by another clutch and has an input gear.Further, the power transmission device includes a direct connection device that selectively connects two rotating elements among the first, second, and third rotating elements of the torque conversion device so that the torque conversion device enters a direct coupling state.

[0011] Against this background, a specialist is faced with the task of creating a powershift-capable, compact and highly variable transmission that is particularly axially short and can be advantageously combined with an electric drive motor.

[0012] This task is solved by a transmission for a motor vehicle drive train of a motor vehicle, with: a transmission drive shaft designed to be drivingly connected to an internal combustion engine of the motor vehicle; a first transmission input shaft for a first partial transmission; a second transmission input shaft for a second sub-transmission; a third transmission input shaft for a third sub-transmission; a first countershaft with a first output for the first partial transmission, the second partial transmission and / or the third partial transmission; a second countershaft with a second output for the first sub-transmission, the second sub-transmission and / or the third sub-transmission; Gear pairs of loose gears and fixed gears arranged in several gear set levels to form gear steps; and several gearshift devices with switching elements for engaging the gears, whereby the first partial transmission, second partial transmission and third partial transmission each have two gear pairs, of which one gear pair is driveably connectable to the first countershaft, and one gear pair is driveably connectable to the second countershaft in order to bring the first transmission input shaft, the second transmission input shaft and the third transmission input shaft into operative connection with the first and / or second countershaft by means of meshing gear pairs; the first output is formed by a fixed gear arranged on the first countershaft, and the second output is formed by a fixed gear arranged on the second countershaft.

[0013] The above object is further achieved by a motor vehicle drive train for a motor vehicle, comprising: a gearbox as previously defined; and an internal combustion engine that can be connected to the transmission drive shaft.

[0014] The above task is further solved by a motor vehicle with: a motor vehicle powertrain as previously defined; and an energy storage device for storing energy to supply the electric drive motor.

[0015] Preferred embodiments of the invention are described in the dependent claims. It is understood that the features mentioned above and those to be explained below can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the present invention. In particular, the motor vehicle drive train and the motor vehicle can be designed according to the embodiments described for the transmission in the dependent claims.

[0016] By providing a first, second, and third transmission input shaft for a first, second, and third sub-transmission, a compact and highly variable transmission can be created, which in particular has a large number of gear ratios. Preferably, all gear ratios can be shifted under load. The axial compactness of the transmission can be further improved by the first countershaft and the second countershaft. The triple clutch device can achieve increased transmission variability, with at least adjacent gear ratios preferably always being shiftable under load. The transmission is preferably suitable for front transverse or rear transverse installation with a lateral output.

[0017] In an advantageous embodiment, a first connecting shift element of the shift elements is designed to drive-effectively connect the first partial transmission and the second partial transmission. Additionally or alternatively, a second connecting shift element of the shift elements is designed to drive-effectively connect the second partial transmission and the third partial transmission. This further increases the variability of the transmission. In particular, this allows for the creation of winding gear stages. The ability to connect at least two partial transmissions, particularly in conjunction with a triple clutch device, results in a highly variable transmission with a large number of gear stages, with all gear stages, including in particular the winding gear stages, being shiftable under load.

[0018] In a further advantageous embodiment, the shifting elements are designed as synchronized claw shifting elements. Additionally or alternatively, at least two of the shifting elements are designed as double shifting elements and can be actuated by a double-acting actuator. This makes it possible, in particular, to ensure that all gears of the transmission can be shifted quickly without prior synchronization. A double shifting element makes it possible to construct the transmission with fewer components, since only one actuator is needed to actuate a double shifting element, i.e., to engage two gears. Furthermore, the control of the transmission is simplified. Furthermore, the transmission is compact, requiring less installation space.

[0019] In a further advantageous embodiment, the second transmission shaft is designed as a hollow shaft and surrounds the first transmission input shaft at least in sections. In addition, the third transmission input shaft is designed as a hollow shaft and surrounds the second transmission input shaft at least in sections. This allows the compactness of the transmission to be further improved. In particular, this allows the first, second, and third transmission input shafts to be operatively connected to the first and / or second countershaft in a technically simple manner by means of meshing gear pairs.

[0020] In a further advantageous embodiment, the transmission input shaft, the first transmission input shaft, the second transmission input shaft, and / or the third transmission input shaft are designed to be drivingly connected to an electric drive motor. Additionally or alternatively, the transmission input shaft is designed to be connected to a triple clutch device, wherein the triple clutch device comprises a first clutch for releasably drivingly connecting the transmission input shaft to the first transmission input shaft, a second clutch for releasably drivingly connecting the transmission input shaft to the second transmission input shaft, and a third clutch for releasably drivingly connecting the transmission input shaft to the third transmission input shaft.Furthermore, in addition or as an alternative, an internal combustion engine clutch is provided for detachably connecting the internal combustion engine to the transmission input shaft. This makes it possible, in particular, to ensure that all gear stages can also be shifted for the electric drive motor under load, since the electric drive motor is preferably arranged upstream of the triple clutch device in the direction of power flow. Furthermore, a starter for the internal combustion engine can be dispensed with. The transmission can be technically easily converted into a hybrid transmission. It is understood that the electric drive motor can be designed either as a coaxial motor or can be connected to the transmission axially parallel. An internal combustion engine clutch can eliminate unnecessary drag of the internal combustion engine, particularly when driving purely electrically.A hybrid transmission with an internal combustion engine clutch can operate highly efficiently purely electrically. The internal combustion engine clutch can be frictionally or positively engaged. With a positively engaged internal combustion engine clutch, the transmission is preferably synchronized beforehand using the electric drive motor when coupling the internal combustion engine. With a frictionally engaged internal combustion engine clutch, the internal combustion engine can preferably be coupled without prior synchronization. In addition, a so-called "inertial start" of the internal combustion engine is possible.

[0021] In a further advantageous embodiment, a gear-forming gear arranged on the first transmission input shaft meshes with a gear-forming gear on the first countershaft and with a gear-forming gear on the second countershaft. Additionally or alternatively, a gear-forming gear arranged on the second transmission input shaft meshes with a gear-forming gear on the first countershaft and with a gear-forming gear on the second countershaft. Furthermore, additionally or alternatively, a gear-forming gear arranged on the third transmission input shaft meshes with a gear-forming gear on the first countershaft and with a gear-forming gear on the second countershaft. This allows for the creation of a highly variable and axially compact transmission.In particular, a weight-optimized transmission can be created because the double gear planes allow the gears arranged on the transmission input shafts to be used in a highly variable and efficient manner.

[0022] In a further advantageous embodiment, the transmission has a first additional gear, a second additional gear, and a reverse gear shaft to form a mechanical reverse gear. The first additional gear is designed as an idler gear, meshes with a gear-forming gear, is arranged on the reverse gear shaft, and can be drive-connected to the additional gear, which forms a third output, by means of the reverse gear shaft by closing a reverse gear switching element. Alternatively, the first additional gear and the second additional gear are designed as fixed gears, which are drive-connected by means of the reverse gear shaft, wherein the first additional gear meshes with a fixed gear of the transmission and the second additional gear meshes with an idler gear of the transmission. This allows a mechanical reverse gear to be implemented in the transmission in a technically simple manner.In particular, the reverse gear shaft with two fixed gears can be arranged between a gear pair by making minor structural changes to the transmission, forming a forward gear without any structural changes. Consequently, a reverse gear can be easily installed by eliminating a forward gear without significantly increasing the installation space of the transmission.

[0023] In a further advantageous embodiment, at least one partial transmission has two mechanical gear stages. Preferably, two partial transmissions each have two mechanical gear stages. In addition, particularly preferably, all partial transmissions each have two mechanical gear stages. A mechanical gear stage is understood to mean, in particular, a direct gear stage, i.e., a gear stage that can be set without winding, in which the gear ratio is established by a meshing gear pair between a transmission input shaft and a countershaft. It is understood that each gear stage can be further increased via an output ratio of the first or second output.

[0024] In a further advantageous embodiment, the first gear pair and the second gear pair are arranged in the first gear set plane, starting from a connection side of the internal combustion engine, wherein the first gear pair can be switched to drive by engaging a sixth shift element or a reverse gear shift element, and the second gear pair can be switched to drive by engaging a fourth shift element. The third gear pair is arranged in the second gear set plane and can be switched to drive by engaging a second shift element. Furthermore, the fourth gear pair is arranged in the third gear set plane and can be switched to drive by engaging a fifth shift element.Additionally, the fifth gear pair and the sixth gear pair are arranged in the fourth gear set level, wherein the fifth gear pair can be shifted into drive mode by engaging a third shift element and the sixth gear pair can be shifted into drive mode by engaging a first shift element. By arranging the gear pairs in this way in the gear set levels, a connection can advantageously be established between gear set levels by means of the connecting shift elements, so that at least four forward gear stages can be designed as winding gear stages. An advantageous gear ratio series for all forward gear stages can be achieved. In other words, by connecting one, two and / or three partial transmissions, a slight increase or decrease in gear ratio can be achieved, so that the gear ratios that can be set using the direct gear stages can be pre-translated in such a way that preferably adjacent gear stages can be created partially as winding gear stages.

[0025] In a further advantageous embodiment, a first forward gear stage can be set up by closing the first connecting switching element, the second connecting switching element, and the first switching element. A second forward gear stage can be set up by closing the first connecting switching element and the first switching element. In addition, a third forward gear stage can be set up by closing the first switching element. A fourth forward gear stage can be set up by closing the second switching element. Furthermore, a fifth forward gear stage can be set up by closing the third switching element. A sixth forward gear stage can be set up by closing the fourth switching element. In addition, a seventh forward gear stage can be set up by closing the fifth switching element. An eighth forward gear stage can be set up by closing the first connecting switching element and the fifth switching element.A ninth forward gear stage can be established by engaging the sixth shift element. Furthermore, a tenth forward gear stage can be established by engaging the first connecting shift element and the sixth shift element, and an eleventh forward gear stage can be established by engaging the first connecting shift element, the second connecting shift element, and the sixth shift element. This allows the functionality of the transmission to be expanded without increasing the installation space required for the transmission. In particular, the gear stages used less frequently during operation are designed as winding gear stages, allowing high variability and sufficiently high efficiency to be achieved while maintaining a high degree of compactness of the transmission.

[0026] In a further advantageous embodiment, the motor vehicle drive train comprises a previously defined transmission, in which the transmission input shaft is designed to be drivingly connected to an electric drive motor, and an electric drive motor that can be drivingly connected to the transmission input shaft. This allows a hybrid transmission to be created in a technically simple manner.

[0027] In a further advantageous embodiment, the electric drive motor can be controlled as a starter generator for starting the combustion engine. Furthermore, additionally or alternatively, the electric drive motor can be controlled as a charging generator for charging an energy storage device. Furthermore, additionally or alternatively, the electric drive motor can be controlled to establish a reverse gear. In this case, the electric drive motor is preferably subjected to a reversal of rotation so that all forward gears can be used as reverse gears by the electric drive motor. Preferably, however, low gears, in particular only one or two gears, are used as electric reverse gears. By controlling the electric drive motor as a starter generator and / or as a charging generator, the motor vehicle drive train can be operated highly efficiently. Fuel consumption can be reduced.Furthermore, an additional starter motor for the combustion engine can be dispensed with. A cost-effective hybrid powertrain can be created that, in particular, offers a wide range of functions.

[0028] In a further advantageous embodiment, the electric drive motor is arranged axially parallel to the transmission input shaft and is drivingly connected to the transmission input shaft by means of a traction drive and / or a gear set. Alternatively, the electric drive motor is designed as a coaxial motor, and the triple clutch device and / or the combustion engine clutch are arranged at least partially radially and / or axially within the electric drive motor. By arranging the electric drive motor axially parallel, the installation space for the triple clutch device and the combustion engine clutch is not determined by the electric drive motor. The transmission can be designed to be axially shorter. Furthermore, more design freedom can be created for arranging the combustion engine clutch and the triple clutch device.By designing the electric drive unit as a coaxial unit, a radially compact transmission can be created, since the internal combustion engine clutch and / or the triple clutch device can preferably be arranged radially and / or axially within the electric drive unit. A particularly advantageous feature is that a traction drive and / or a gear chain, i.e., additional components, can be dispensed with. The transmission can be designed to be weight-optimized.

[0029] To shift a so-called winding gear, two sub-transmissions are preferably coupled together. For example, a shifting element can be provided that enables a rotationally fixed connection between two idler gears of a countershaft without connecting the idler gears themselves to the countershaft in a drive-effective manner.

[0030] In this case, an actuator is, in particular, a component that converts an electrical signal into a mechanical movement. Actuators used with double switching elements preferably perform movements in two opposite directions, switching one switching element of the double switching element in the first direction and switching the other switching element of the double switching element in the second direction.

[0031] A gear change occurs, in particular, by disengaging a shifting element and / or a clutch and simultaneously engaging the shifting element and / or the clutch for the next higher or lower gear. The second shifting element and / or the second clutch thus gradually takes over the torque from the first shifting element and / or the first clutch until, at the end of the gear change, the entire torque is taken over by the second shifting element and / or the second clutch. With prior synchronization, a gear change can occur more quickly; positive-locking shifting elements can preferably be used.

[0032] An internal combustion engine can be any machine that can generate a rotary motion by burning a fuel such as gasoline, diesel, kerosene, ethanol, liquefied petroleum gas, LPG, etc. An internal combustion engine can be, for example, a gasoline engine, a diesel engine, a rotary engine, or a two-stroke engine.

[0033] The invention is described and explained in more detail below using selected embodiments in conjunction with the accompanying drawings. They show: Fig. 1 a schematic plan view of a motor vehicle with a motor vehicle drive train according to the invention; Fig. 2 a schematic representation of a transmission according to the invention; Fig. 3 a variant of a transmission according to the invention; Fig. 4 a shift matrix of the transmission according to the Fig. 3; Fig. 5 shows a further variant of a transmission according to the invention; Fig. 6 shows a further variant of a transmission according to the invention; Fig. 7 shows a further variant of a transmission according to the invention; and Fig. 8 shows a further variant of a transmission according to the invention.

[0034] In Fig. 1 schematically shows a motor vehicle 10 with a motor vehicle drive train 12. The motor vehicle drive train 12 has an optional electric drive motor 14 and an internal combustion engine 16, which are connected to a front axle of the motor vehicle 10 via a transmission 18. It is understood that a connection to a rear axle of the motor vehicle 10 is also possible. By means of the motor vehicle drive train 12, drive power of the internal combustion engine 16 and / or the optional electric drive motor 14 is supplied to the wheels of the motor vehicle 10.

[0035] The motor vehicle 10 further includes an energy storage device 20 for storing energy used to power the optional electric drive motor 14. It is understood that, in the present case, a motor vehicle drive train 12 without an electric drive motor 14 can also be created. In a purely internal combustion engine-powered motor vehicle drive train 12, the energy storage device 20 is preferably a fuel tank and / or a motor vehicle battery, in particular a starter battery, for starting the internal combustion engine 16.

[0036] In Fig. Figure 2 shows a schematic representation of a transmission 18 according to the invention. The transmission 18 has a transmission input shaft 22, which can be connected by means of a first clutch K1 of a triple clutch device 24 to a first transmission input shaft 26 for a first partial transmission 28. The transmission input shaft 22 can also be connected by means of a second clutch K2 of the triple clutch device 24 to a second transmission input shaft 30 for a second partial transmission 32. By means of a third clutch K3 of the triple clutch device 24, the transmission input shaft 22 can be connected to a third transmission input shaft 34 for a third partial transmission 36.

[0037] The first sub-transmission 28, the second sub-transmission 32, and the third sub-transmission 36 can be drive-connected to an output shaft 42 via a first output 38 or a second output 40. The first output 38 and the second output 40 are formed by a meshing gear pair, wherein the first output 38 can have a different gear ratio than the second output 40. Preferably, a fixed gear of an output 38, 40 is arranged on a countershaft of the transmission 18 and meshes with a fixed gear arranged on a differential of the transmission 18 to form an output. In this respect, instead of an output shaft 42, a differential can also be arranged between the two outputs 38, 40. The first sub-transmission 28 can be connected to the second sub-transmission 32 by a first connecting switching element W1. The second partial transmission 32 and the third partial transmission 36 can be connected by means of a second connecting switching element W2.

[0038] In Fig. 3 shows a more detailed schematic representation of the transmission 18. The transmission input shaft 22 is drivingly connected to the triple clutch device 24, wherein the triple clutch device 24 has the first clutch K1, the second clutch K2, and the third clutch K3. By engaging the first clutch K1, the transmission input shaft 22 can be drivingly connected to the first transmission input shaft 26. Engaging the clutch K2 causes the transmission input shaft 22 to be drivingly connected to the second transmission input shaft 30. By engaging the third clutch K3, the transmission input shaft 22 can be drivingly connected to the third transmission input shaft 34.

[0039] The first transmission input shaft 26 is designed as a solid shaft. The second transmission input shaft 30 is designed as a hollow shaft and surrounds the first transmission input shaft 26 at least in sections. The third transmission input shaft 34 is also designed as a hollow shaft and surrounds the second transmission input shaft 30 at least in sections.

[0040] The transmission 18 further includes a first countershaft 44 and a second countershaft 46. The first output 38 is connected to the first countershaft 44 by means of an output gear Ab1, which meshes with a fixed gear arranged on a differential. The second output 40 is connected to the second countershaft 46, also by means of an output gear Ab2, which meshes with the fixed gear arranged on the differential.

[0041] A fixed gear is arranged on the first transmission input shaft 26, which meshes with both an idler gear R1 arranged on the first countershaft 44 and an idler gear R3 arranged on the second countershaft 46. The idler gear R1 arranged on the first countershaft 44 can be drive-connected to the first countershaft 44 by means of a first shifting element A. The idler gear R3 arranged on the second countershaft 46 can be drive-connected to the second countershaft 46 by engaging a third shifting element C. The third shifting element C is combined with the first connecting shifting element W1 to form a double shifting element.

[0042] Two fixed gears are arranged on the second transmission input shaft 30, wherein a first fixed gear meshes with an idler gear R5, which is arranged on the first countershaft 44 and can be drive-connected to the first countershaft 44 by closing a fifth shifting element E. The fifth shifting element E is combined with the first shifting element A to form a double shifting element. The second fixed gear arranged on the second transmission input shaft 30 meshes with an idler gear R2, which is arranged on the second countershaft 46 and can be drive-connected to the second countershaft 46 by means of a second shifting element B.

[0043] A fixed gear is arranged on the third transmission input shaft 34, which meshes with an idler gear R4 arranged on the first countershaft 44, and meshes with an idler gear R6 arranged on the second countershaft 46. The idler gear R4 can be drive-effectively connected to the first countershaft 44 by switching a fourth switching element D. The fourth switching element D is combined with the second connecting switching element W2 to form a double switching element. By closing the second connecting switching element W2, the idler gear R4 can be drive-effectively connected to the idler gear R5, without establishing a rotationally fixed connection to the first countershaft 44. The idler gear R6 can be drive-effectively connected to the second countershaft 46 by switching a sixth switching element F. The sixth switching element F is combined with the second switching element B to form a double switching element.By closing the first connecting switching element W1, the idler gear R2 can be connected to the idler gear R3 in a driving manner, without establishing a rotationally fixed connection to the second countershaft 46.

[0044] For better clarity, the designations of the idler gears R1 to R6 and the output gears Ab1 and Ab2, which form a first output 38 and a second output 40, are not provided with reference lines, but are named directly on the corresponding gears.

[0045] The transmission input shaft 22, the first transmission input shaft 26, the second transmission input shaft 30, and the third transmission input shaft 34 are arranged on a transmission axis A1. The first countershaft 44 is arranged on a transmission axis A2. The second countershaft 46 is arranged on a transmission axis A3, and the output differential is arranged on a transmission axis A4.

[0046] The double shift element comprising the first shift element A and the fifth shift element E is arranged on the first countershaft 44 between the idler gear R1 and the idler gear R5. The double shift element comprising the second connecting shift element W2 and the fourth shift element D is arranged on the first countershaft 44 between the idler gear R4 and the idler gear R5.

[0047] The double shift element comprising the first connecting shift element W1 and the third shift element C is arranged on the second countershaft 46 between the idler gear R3 and the idler gear R2. The double shift element comprising the second shift element B and the sixth shift element F is arranged on the second countershaft 46 between the idler gear R2 and the idler gear R6. The shift elements are preferably designed as synchronized claw shift elements, so-called synchronizers.

[0048] Preferably, the transmission 18 is designed for front transverse or rear transverse installation with a lateral output. With the transmission 18 shown, a total of eleven forward gear stages can be set up for a drive motor arranged on the transmission input shaft 22. No mechanical reverse gear stage is provided. Five of the eleven forward gear stages are designed as winding gear stages. The transmission 18 shown comprises a total of eight spur gear pairs, wherein the spur gear pairs comprising the idler gears R1 to R6 are gear-forming spur gear pairs. Furthermore, two output ratios are formed by meshing spur gear pairs comprising a first output gear Ab1 and a second output gear Ab2.

[0049] The clutches K1 to K3 and the shift elements W1 to F form a total of eleven shift points in the gearbox 18.

[0050] In the embodiment shown, each of the three sub-transmissions 28, 32, 36 has exactly two gear stages. Of the two gear stages of the sub-transmissions 28, 32, 36, one gear stage is configured with the output ratio by means of the first output gear Ab1, and one gear stage is configured with the second output ratio by means of the second output gear Ab2. The transmission 18 has a total of four double shift elements. Reversing is preferably achieved by reversing a drive motor in the form of an electric drive motor.

[0051] It is understood that the transmission 18 can also be supplemented with an additional mechanical reverse gear. See, in particular, the following embodiments of transmissions 18. It is also understood that the illustrated transmission 18 can also be reduced in size; for example, the sixth shift element F with the associated idler gear R6 can be omitted, in which case the number of gears would be reduced from eleven to eight.

[0052] In addition, the gear pairs are numbered Z1 to Z6. The first gear pair Z1 and the second gear pair Z2 are arranged in the first gear set plane, as seen from a connection side of the internal combustion engine 16 (not shown). The first gear pair Z1 comprises the idler gear R6 and is designed to establish the ninth, tenth, and eleventh forward gear stages V9, V10, V11. The second gear pair Z2 comprises the idler gear R4 and is designed to establish the sixth forward gear stage V6.

[0053] The third gear pair Z3 is arranged in the second gear set plane, as seen from a connection side of the internal combustion engine 16 (not shown). The third gear pair Z3 includes the idler gear R2 and is designed to establish the fourth forward gear stage V4.

[0054] The fourth gear pair Z4 is arranged in the third gear set plane, as seen from a connection side of the internal combustion engine 16 (not shown), and includes the idler gear R5. The fourth gear pair Z4 is designed to establish the seventh and eighth forward gear stages V7, V8.

[0055] The fifth gear pair Z5 and the sixth gear pair Z6 are arranged in the fourth gear set plane, as seen from a connection side of the internal combustion engine 16 (not shown). The fifth gear pair Z5 includes the idler gear R3 and is designed to establish the fifth forward gear stage V5. The sixth gear pair Z6 includes the idler gear R1 and is designed to establish the first, second, and third forward gear stages V1, V2, V3.

[0056] In Fig. 4 is a switching matrix 48 of the transmission 18 according to the Fig. 3 and the following embodiments of transmissions 18. The switching states of the transmission 18 can be described in the switching matrix 48. For this purpose, the combustion gear stages V1 to V11 are named in the first column. The second to twelfth columns show the switching states of the first to third clutches K1, K2, K3 and the individual switching elements W1, W2, A to F, where an "X" means that the respective switching element or the respective clutch is closed, i.e., that it connects the transmission components assigned to the clutch or switching element to one another in a drivingly effective manner. It is understood that if there is no "X" in the switching matrix 48, the clutch or the corresponding switching element is to be regarded as open, i.e., that it is not transmitting any drive power.

[0057] To establish the first combustion gear stage V1, the third clutch K3, the first connecting shift element W1, the second connecting shift element W2, and the first shift element A must be closed. The combustion gear stage V1 is therefore configured as a winding gear stage.

[0058] To establish the second combustion gear stage V2, the second clutch K2, the first connecting shift element W1, and the first shift element A must be closed. Consequently, the second combustion gear stage V2 is also designed as a winding gear stage.

[0059] The third combustion gear stage V3 is established by closing the first clutch K1 and the first shift element A. The third combustion gear stage V3 is therefore a direct gear stage.

[0060] The fourth combustion gear stage V4 is established by closing the second clutch K2 and the second shift element B.

[0061] The fifth combustion gear stage V5 is established by closing the first clutch K1 and the third switching element C.

[0062] Closing the third clutch K3 and the fourth shift element D causes the sixth combustion gear V6 to be set.

[0063] The seventh combustion gear stage V7 is established by closing the second clutch K2 and the fifth shift element E.

[0064] The fourth to seventh combustion gear stages V4 to V7 are therefore designed as direct gear stages.

[0065] The eighth combustion gear stage V8 is established by closing the first clutch K1 as well as the first connecting shift element W1 and the fifth shift element E. The eighth combustion gear stage V8 is therefore designed as a winding gear stage.

[0066] The ninth combustion gear stage V9 is designed as a direct gear stage and can be set by closing the third clutch K3 and the sixth shift element F.

[0067] The tenth combustion gear stage V10 is established by closing the second clutch K2 of the second connecting shift element W2 and the sixth shift element F. Consequently, the tenth combustion gear stage V10 is designed as a winding gear stage.

[0068] The eleventh combustion gear stage V11 is also designed as a winding gear stage and is set up by closing the first clutch K1, the first connecting switching element W1, the second connecting switching element W2 and the sixth switching element F.

[0069] In Fig. 5 shows a further variant of a transmission 18 according to the invention. The transmission 18 is designed as a hybrid transmission and, in contrast to the transmission shown in Fig. 3, the vehicle has an internal combustion engine clutch K0 and an electric drive motor 14, which is designed as a coaxial machine. The electric drive motor 14 is arranged between the internal combustion engine clutch K0 and the triple clutch device 24 in the power flow direction. In other words, the transmission input shaft 22 has the internal combustion engine clutch K0, and the electric drive motor 14 is drivingly connected to the transmission input shaft 22 downstream of the internal combustion engine clutch K0 in the power flow direction.

[0070] Such an arrangement of an electric drive motor 14 to a transmission 18 is a so-called P1 or P2 arrangement. For a P1 arrangement, the combustion engine clutch K0 would be dispensed with, so Fig. 5 shows a P2 arrangement, i.e. with the combustion engine clutch K0.

[0071] The internal combustion engine clutch K0 allows an internal combustion engine 16 arranged on the transmission input shaft 22 upstream of the internal combustion engine clutch K0 in the direction of power flow to be decoupled from the transmission 18 during purely electric travel. Consequently, in the decoupled state, all gears of the transmission 18 can be used purely electrically. It is understood that the internal combustion engine clutch K0 can be designed either as a frictional or positive-locking clutch. In particular, it is understood that the electric drive motor 14 can also be operated in the opposite direction of rotation, thus enabling reversing with the transmission 18 even without a mechanical reverse gear.

[0072] Preferably, the internal combustion engine clutch K0 and the triple clutch device 24 can be arranged radially and / or axially at least in sections within the electric drive machine 14 designed as a coaxial machine.

[0073] In Fig. 6 shows a further variant of a transmission 18 according to the invention, which is designed as a hybrid transmission. In contrast to the Fig. In the variant shown in Figure 5, the electric drive motor 14 is designed as an axially parallel electric drive motor and is arranged on a transmission axis A5. The electric drive motor 14 is preferably connected via a traction mechanism, a gear chain, or another connection method known in principle in the prior art. In contrast to the Fig. The variant of a gearbox 18 shown in Figure 5 is the one shown in Fig. 6 shown variant of a gearbox 18 is radially larger, but axially shorter.

[0074] In Fig. 7 shows a further variant of a transmission 18 according to the invention. In contrast to the Fig. 3 shown variant of a gearbox 18 is in the Fig. In the variant shown in Figure 7, a mechanical reverse gear stage is provided by means of a reverse gear shaft 52 arranged on the transmission axis A5. A further gear in the form of an idler gear R7 is arranged on the reverse gear shaft 52, which meshes with the idler gear R2 arranged on the second countershaft 46. Furthermore, a third output is formed on the reverse gear shaft 52 by means of a second further gear in the form of a third output gear Ab3, which meshes with a fixed gear arranged on the differential. This connection is represented by dashed lines in the figure.

[0075] In Fig. 8 shows a further variant of a transmission 18 according to the invention. In contrast to the Fig. In the variant of a transmission 18 shown in Figure 3, the idler gear R6 is no longer engaged with the fixed gear arranged on the third transmission input shaft 34, but rather with a fixed gear arranged on the reverse gear shaft 52. Also arranged on the reverse gear shaft 52 is the additional fixed gear R7, which engages with the fixed gear arranged on the third transmission input shaft 34. The fixed gears arranged on the reverse gear shaft 52 enable a reversal of the direction of rotation.

[0076] In the embodiments described in the Fig. 7 and Fig. 8, a mechanical reverse gear is established by switching a reverse gear switching element R. The reverse gear switching element R connects in the Fig. 7, the idler gear R7 is connected to the reverse gear shaft 52. In the embodiment shown in Fig. 8, the sixth switching element F has been replaced by the reverse gear switching element R.

[0077] The invention has been comprehensively described and explained with reference to the drawings and the description. The description and explanation are to be understood as exemplary and not restrictive. The invention is not limited to the disclosed embodiments. Other embodiments or variations will become apparent to those skilled in the art upon use of the present invention and upon careful analysis of the drawings, the disclosure, and the following claims.

[0078] In the claims, the words "comprising" and "having" do not exclude the presence of further elements or steps. The undefined article "a" or "an" does not exclude the presence of a plurality. A single element or unit can perform the functions of several of the units recited in the claims. The mere reciting of some measures in several different dependent claims should not be understood to mean that a combination of these measures cannot also be used advantageously. Reference signs in the claims are not to be understood as limiting. Reference symbol 10 motor vehicle 12 Automotive powertrain 14 electric drive motor 16 Combustion engine 18 gearboxes 20 energy storage units 22 Gearbox drive shaft 24 Triple coupling device 26 first transmission input shaft 28 first partial transmission 30 second transmission input shaft 32 second partial transmission 34 third transmission input shaft 36 third partial transmission 38 first downforce 40 second downforce 42 Output shaft 44 first countershaft 46 second countershaft 48 switching matrix 52 Reverse gear shaft A1-A5 gear axles R1-R7 gears Ab1 first output gear Ab2 second output gear Ab3 third output gear K0 internal combustion engine clutch K1 first clutch K2 second clutch K3 third clutch W1 first connecting switching element W2 second connecting switching element A first switching element B second switching element C third switching element D fourth switching element E fifth switching element F sixth switching element R Reverse gear shift element Z1-Z6 gear pairs

Claims

[1] Transmission (18) for a motor vehicle drive train (12) of a motor vehicle (10), comprising: a transmission drive shaft (22) which is designed to be drivingly connected to an internal combustion engine (16) of the motor vehicle; a first transmission input shaft (26) for a first partial transmission (28); a second transmission input shaft (30) for a second partial transmission (32); a third transmission input shaft (34) for a third partial transmission (36); a first countershaft (44) with a first output for the first partial transmission, the second partial transmission and / or the third partial transmission; a second countershaft (46) with a second output for the first partial transmission, the second partial transmission and / or the third partial transmission; gear pairs (Z1, Z2, Z3, Z4, Z5, Z6) arranged in several gear set levels, consisting of loose gears and fixed gears, for forming gear steps (V1, V2, V3, V4, V5, V6, V7; V8, V9, V10, V11); and several gearshift devices with shift elements (W1, W2, A, B, C, D, E, F, R) for engaging the gears, wherein the first partial transmission, second partial transmission and third partial transmission each have two gear pairs, of which one gear pair is driveably connectable to the first countershaft and one gear pair is driveably connectable to the second countershaft in order to bring the first transmission input shaft, the second transmission input shaft and the third transmission input shaft into operative connection with the first and / or second countershaft by means of meshing gear pairs; the first output is formed by a fixed gear arranged on the first countershaft, and the second output is formed by a fixed gear arranged on the second countershaft. [2] Transmission (18) according to claim 1, wherein a first connecting switching element (W1) of the switching elements is designed for the driving connection of the first partial transmission (28) and the second partial transmission (32); and a second connecting switching element (W2) of the switching elements is designed for the drivingly connecting of the second partial transmission and the third partial transmission (36). [3] Transmission (18) according to one of the preceding claims, wherein the switching elements (W1, W2, A, B, C, D, E, F, R) are designed as synchronized claw switching elements; and / or at least two of the switching elements are designed as double switching elements and can be actuated by a double-acting actuator. [4] Transmission (18) according to one of the preceding claims, wherein the second transmission input shaft (30) is designed as a hollow shaft and surrounds the first transmission input shaft (26) at least in sections; and the third transmission input shaft (34) is designed as a hollow shaft and surrounds the second transmission input shaft at least in sections. [5] Transmission (18) according to one of the preceding claims, wherein the transmission input shaft (22), the first transmission input shaft (26), the second transmission input shaft (30) and / or the third transmission input shaft (34) is designed to be drivingly connected to an electric drive machine (14); the transmission input shaft is designed to be connected to a triple clutch device (24), wherein the triple clutch device comprises a first clutch (K1) for releasably drivingly connecting the transmission input shaft to the first transmission input shaft, a second clutch (K2) for releasably drivingly connecting the transmission input shaft to the second transmission input shaft, and a third clutch (K3) for releasably drivingly connecting the transmission input shaft to the third transmission input shaft, and / or the transmission comprises an internal combustion engine clutch (K0) for releasably connecting the internal combustion engine (16) to the transmission drive shaft (22). [6] Transmission (18) according to one of the preceding claims, wherein a gear-forming gear arranged on the first transmission input shaft (26) meshes with a gear-forming gear on the first countershaft (44) and with a gear-forming gear on the second countershaft (46); a gear-forming gearwheel arranged on the second transmission input shaft (30) meshes with a gear-forming gearwheel on the first countershaft and with a gear-forming gearwheel on the second countershaft; and / or a gear-forming gear arranged on the third transmission input shaft (34) meshes with a gear-forming gear on the first countershaft and with a gear-forming gear on the second countershaft. [7] A transmission (18) according to any preceding claim, comprising a first further gear, a second further gear and a reverse gear shaft (52) to form a mechanical reverse gear, wherein the first further gear is designed as a loose wheel, meshes with a gear-forming gear, is arranged on the reverse gear shaft and can be drive-connected to the second further gear, which forms a third output, by means of the reverse gear shaft by closing a reverse gear switching element (R); or the first further gearwheel and the second further gearwheel are designed as fixed gears which are drivingly connected by means of the reverse gear shaft, wherein the first further gearwheel meshes with a fixed gearwheel of the transmission and the second further gearwheel meshes with an idler gearwheel of the transmission. [8] Transmission (18) according to one of the preceding claims, wherein at least one partial transmission (28, 32, 36) has two mechanical gear stages, preferably two partial transmissions each have two mechanical gear stages, and particularly preferably all partial transmissions each have two mechanical gear stages. [9] Transmission (18) according to one of the preceding claims, wherein starting from a connection side of the internal combustion engine (16) the first gear pair (Z1) and the second gear pair (Z2) are arranged in the first gear set plane, wherein the first gear pair can be switched to a drive-effective state by engaging a sixth switching element (F) or a reverse gear switching element (R) and the second gear pair can be switched to a drive-effective state by engaging a fourth switching element (D); the third gear pair (Z3) is arranged in the second gear set plane and can be switched to drive effect by engaging a second switching element (B); the fourth gear pair (Z4) is arranged in the third gear set plane and can be switched to drive effect by engaging a fifth switching element (E); and the fifth gear pair (Z5) and the sixth gear pair (Z6) are arranged in the fourth gear set plane, wherein the fifth gear pair can be switched to drive effect by engaging a third switching element (C) and the sixth gear pair can be switched to drive effect by engaging a first switching element (A). [10] Transmission (18) according to one of the preceding claims, wherein a first forward gear stage (V1) can be set up by closing the first connecting switching element (W1), the second connecting switching element (W2) and the first switching element (A); a second forward gear stage (V2) can be set up by closing the first connecting switching element (W1) and the first switching element (A); a third forward gear stage (V3) can be set up by closing the first switching element (A); a fourth forward gear stage (V4) can be set up by closing the second switching element (B); a fifth forward gear stage (V5) can be set up by closing the third switching element (C); a sixth forward gear stage (V6) can be set up by closing the fourth switching element (D); a seventh forward gear stage (V7) can be set up by closing the fifth switching element (E); an eighth forward gear stage (V8) can be set up by closing the first connecting switching element (W1) and the fifth switching element; a ninth forward gear stage (V9) can be set by closing the sixth switching element (F); a tenth forward gear stage (V10) can be set by closing the first connecting switching element (W1) and the sixth switching element; and an eleventh forward gear stage (V11) can be set up by closing the first connecting switching element (W1), the second connecting switching element (W2) and the sixth switching element. [11] Motor vehicle drive train (12) for a motor vehicle (10), comprising: a transmission (18) according to one of the preceding claims; and an internal combustion engine (16) which can be connected to the transmission drive shaft (22). [12] Motor vehicle drive train (12) according to claim 11, with a transmission (18) according to claim 5; and an electric drive motor (14) which can be connected to the transmission drive shaft (22) in a driving manner. [13] Motor vehicle drive train (12) according to claim 12, wherein the electric drive machine (14) can be controlled as a starter generator for starting the combustion engine (16); can be controlled as a charging generator for charging an energy storage device (20); and / or can be controlled to set up a reverse gear. [14] Motor vehicle drive train (12) according to one of claims 12 or 13, wherein the electric drive motor (14) is arranged axially parallel to the transmission drive shaft (22) and is drivingly connected to the transmission drive shaft by means of a traction mechanism and / or a wheel set; or the electric drive machine is designed as a coaxial machine; and the triple clutch device (24) and / or the combustion engine clutch (K0) is arranged at least partially radially and / or axially within the electric drive machine. [15] Motor vehicle (10) with: a motor vehicle drive train (12) according to one of claims 12 to 14; and an energy storage device (20) for storing energy to supply the electric drive machine (14).

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