DE102012218395A1 - Transmission i.e. dual clutch transmission, for motor vehicle e.g. passenger car, has input shaft connected with shaft of planetary gear over intermediate shaft that is connected with input shaft over another switching device - Google Patents

Abstract

The transmission (1) has partial transmissions (2, 3) comprising respective input shafts (EW1, EW2) arranged on a drive side (AN) of the transmission. An output shaft (AW) is arranged on an output side of the transmission. One of the input shafts is connected with a shaft (SW) of a planetary gear (GP) over an intermediate shaft (ZW), where a wheel plane (III) is connected with the input shaft over a switching device (SE2). The intermediate shaft is connected with the input shaft over another switching device. The switching devices are arranged on an input shaft axis (4).

Description

The invention relates to a transmission, in particular a double clutch transmission, for a motor vehicle, comprising at least two partial transmissions, each of the partial transmissions having at least one input shaft on a drive side of the transmission, which are arranged on an input shaft axis, an output shaft as the output shaft of at least two partial transmissions on one Output side of the transmission, wherein the output shaft on the input shaft axis or on at least one, in particular parallel to the input shaft axis, countershaft axis is arranged, a countershaft, wherein the countershaft comprises at least one countershaft, and wherein the at least one countershaft is arranged on the at least one countershaft axis, and a planetary gear, which is connectable to the output shaft, wherein at least one of the input shafts via at least one gear plane and / or at least one switching element and via the planetary gear to the output shaft is connectable t.

Gearboxes for motor vehicles are designed, inter alia, as a so-called dual-clutch transmission, in which an input shaft is assigned to a partial transmission and in which the input shafts of the two partial transmissions can each be connected via an associated power shift element to a drive, for example an internal combustion engine or an electric motor, wherein the two Load switching elements are summarized in the form of a double clutch. The representable about such a gear ratios are then alternately divided between the two partial transmissions, so that, for example, a partial transmission, the odd gears and the corresponding other partial transmission represents the even gears. It is also known to represent the individual gear stages by one or more wheel stages or planes, each having different gear ratios. By means of corresponding switching elements, these can be incorporated into the force or torque flux between the drive and output, so that a corresponding desired ratio between the drive and output of the transmission is shown in each case.

By alternately splitting the gears on the two partial transmissions, it is possible to already select a subsequent gear when driving in a gear assigned to a partial transmission in the other sub-transmission by appropriate actuation of the switching devices, with a final change in the subsequent gear by opening the Power shift element of a partial transmission and a subsequent subsequent closing of the load switching element of the other sub-transmission is made possible. In this way, the gears or gear ratios of the transmission can be switched under load, which improves an acceleration capacity of the motor vehicle due to a substantially traction-free gear change and allows more comfortable switching operations for a driver.

Such dual-clutch transmissions can in this case also be designed with a countershaft additionally arranged for input and output, so that a compact construction is made possible in the axial direction.

From the DE 10 2006 054 281 A1 a transmission for a motor vehicle in the form of a dual-clutch transmission has become known. The dual-clutch transmission comprises two partial transmissions, each with an input shaft. By connecting the respective input shaft via a respective load switching element, the two partial transmissions can alternately be integrated into a force or torque flow from a drive to an output, wherein the input shaft of the first sub-transmission is designed as Getriebezentral- and the input shaft of the second sub-transmission as a hollow shaft transmission. Furthermore, an output shaft is arranged, which is designed as an output of both partial transmissions, wherein a rotational movement of the drive can be translated over several translation stages to the output, in which the force and torque flow is guided via a countershaft. In this case, at least two wheel planes are switched by means of actuation of associated switching elements in the force and torque flux, wherein a plurality of gear ratios can be represented by combining the actuation of the switching elements and the force and torque flow over corresponding wheel plane. Likewise, an untranslated transmission of the rotational movement of the drive to an output shaft of the output by operating corresponding switching elements is possible.

From the DE 10 2007 049 267 A1 Another transmission for a motor vehicle in the form of a dual-clutch transmission has become known. The dual-clutch transmission comprises two input shafts and two parallel to the two input shafts countershafts, wherein the input shafts via gear planes and switching elements with the countershafts can be coupled. Furthermore, a switching element is arranged on one of the two countershaft axes, which can couple together two countershafts, each having a gear of different wheel planes. These gears are arranged in wheel planes, which mesh with gears on different input shafts. By means of this switching element, thus, the two input shafts can be indirectly connected to each other or coupled.

An object of the present invention is therefore to provide a transmission for a motor vehicle, which has a good load switching capability and a good hybridisability. Moreover, it is an object of the present invention to provide a transmission for a motor vehicle, which is easier and cheaper to produce and at the same time allows reliable transmission of torque between the drive and output. Another object of the present invention is to provide an alternative transmission for a motor vehicle. Finally, an object of the present invention is to enable improved power sharing.

The invention solves the problems in a transmission, in particular dual-clutch transmission, for a motor vehicle comprising at least two partial transmissions, each of the partial transmissions having at least one input shaft on a drive side of the transmission, which are arranged on an input shaft axis, an output shaft as the output shaft of the at least two Partial gear on an output side of the transmission, wherein the output shaft is arranged on the input shaft axis or on at least one, in particular parallel to the input shaft axis, countershaft axis, a countershaft, wherein the countershaft comprises at least one countershaft, and wherein the at least one countershaft disposed on the at least one countershaft axis is, and a planetary gear, which is connectable to the output shaft, wherein at least one of the input shafts on at least one gear plane and / or at least one switching element and via the planetary gear with the Abtriebswel Le is connectable, in that M wheel planes and N switching devices are arranged, where M and N natural numbers are greater than or equal to two, and that at least two switching devices are arranged on the input shaft axis that at least one of the input waves via an intermediate shaft on the input shaft axis with a shaft of the planetary gear is connectable and that at least one of the M wheel planes by means of one of the N switching devices with the intermediate shaft is connectable and that at least one of the M wheel planes by means of another of the N switching devices with at least one of the input shafts is connectable, said means of the other of the N Switching devices, the intermediate shaft with at least one of the input shafts is connectable.

The invention solves the tasks also in a motor vehicle, in particular a passenger or a truck, with a transmission according to one of claims 1 to 20.

One of the advantages achieved with this is that in this way a comfortable way of power sharing by using at least one countershaft is possible. Another advantage is that the transmission has a very good load shifting capability and a good hybridisability.

The term "wheel stage" or "wheel plane" are preferably to be understood in the description, in particular in the claims, essentially two mutually cooperating transmission elements for transmitting torques from the one transmission element to the other transmission element, preferably a sub- or translation for provide in particular with the transmission elements cooperating waves in the transmission.

The term "switching element" is preferably in the description, in particular in the claims, a device having at least one open and a closed state, wherein in the open state, the device no torque and wherein in the closed state, the device torque between two can transmit with this device or the switching element cooperating devices.

The term "switching device" is preferably to be understood in the description, in particular in the claims, at least one switching element and at least one switching element actuation device for actuating the at least one switching element.

The term "transmission element" is preferably in the description, in particular in the claims to understand a device with which force and / or torques are transferable. Transmission elements can preferably be designed as wheels, preferably as gears, in particular spur gears, bevel gears, worm wheels or the like.

Transmission elements are formed in particular in the description, preferably in the claims, in terms of fixed wheels or idler gears. If transmission elements are designed in the sense of loose wheels, these are arranged on a hollow shaft and can be coupled by means of a switching element to a further shaft on the same axis of the transmission.

Further advantageous embodiments, features and advantages of the invention are described in the subclaims.

Conveniently, all switching devices of the transmission are arranged on the input shaft axis. One of the advantages achieved with this is that, therefore, the countershaft does not comprise any switching elements or switching devices, so that a simple and reliable power sharing is made possible by means of the counter. In addition, larger torques can be transmitted from the drive to the output side in this way. Another advantage is that the transmission can be made compact in the radial direction, since no switching elements are arranged on the countershaft axis.

Advantageously, at least two shafts are arranged coaxially with each other. This reduces the overall space for the at least two shafts and also of the corresponding transmission as a whole, so that the transmission can also be used in cramped conditions in a motor vehicle. If, for example, two countershafts are arranged coaxially with one another, a plurality of countershafts can thereby be provided, which allows a representation of a plurality of gears or gear steps by means of the transmission.

Conveniently, the number N is equal to six and / or the number M is equal to seven. Thus, if N = 6 and / or M = 7 switching devices or wheel planes are arranged, at least several forward gears can be represented by the transmission, wherein at the same time the transmission can be made compact, so that it can be used in a variety of vehicles.

Advantageously, at least one of the shafts of the transmission is designed as a solid shaft and the respective other shaft on the same axis of the transmission as a hollow shaft. For a particularly space-saving arrangement of the two shafts is possible because the shaft formed as a hollow shaft coaxial and can be arranged parallel to the shaft formed as a solid shaft. When training as a solid shaft or as a hollow shaft respective transmission elements, if they are to be firmly connected to the solid shaft or hollow shaft, with the respective shaft in one piece and thus be produced inexpensively. A time-consuming and therefore costly determination of the respective transmission elements on the corresponding shaft can thus be dispensed with.

Conveniently, the intermediate shaft of the transmission is connectable to the shaft of the planetary gear, which is designed as a sun shaft. Through the connection between the intermediate shaft of the transmission and planetary gear a more direct transmission of force and torque from the intermediate shaft directly to the planetary gear is possible.

Advantageously, at least one wheel plane is designed as a reverse gear. By means of the at least one reverse gear stage, the direction of rotation of the output shaft with respect to one of the input shafts can be reversed, so that a reverse gear for a vehicle can be provided, which substantially increases the flexibility with respect to the insertion of the transmission in different vehicles.

Conveniently, the reverse gear can be actuated by means of at least one of the N switching devices, wherein the at least one switching device is arranged in the region of the axial position of the intermediate shaft in the transmission. The axial position of the intermediate shaft is to be understood as the range of the axial extent of the intermediate shaft on the input shaft axis and the corresponding corresponding extension region of the intermediate shaft, this would be arranged on the countershaft axis. One of the advantages achieved thereby is that on the one hand by the arrangement of the reverse gear in the axial region of the intermediate shaft, a large number of possible reverse gears can be provided by means of the reverse gear stage. In addition, it is an advantage that the reverse gear can rotate substantially load-free, since it is not coupled with the intermediate shaft when not operated.

Advantageously, the reverse gear is arranged with respect to its axial position on the intermediate shaft on the side adjacent to the output side of the intermediate shaft. Advantage is, inter alia, that the reverse gear is arranged as far as possible on the intermediate shaft to the output, allowing a reliable transmission of power and torque by means of the reverse gear ultimately to the output shaft.

Conveniently, the switching device for actuating the reverse gear is arranged on the countershaft axis. In this way, at least two of the switching devices, namely those for operating the reverse gear stage and a further switching device on the input shaft axis with respect to their axial position can be arranged closer together, so that the transmission can be made more compact overall.

Advantageously, at least four reverse gears, in particular at least eight reverse gears can be represented by means of the transmission. One of the advantages achieved with this is that it further increases the flexibility of the transmission in terms of use in a wide variety of vehicles.

Expediently, an electric machine is connected to at least one transmission element of a gear plane and / or to at least one countershaft and / or to at least one of the shafts on the input shaft axis for hybridizing the transmission, in particular by means of an additional transmission Switching device and / or an associated transmission element arranged.

One of the advantages achieved is that the transmission can also be used in hybrid vehicles where both an electric machine and an internal combustion engine are to interact with the transmission to transmit forces to drive the hybrid vehicle. The connection of the at least one electric machine can be carried out in particular to at least one of the input shafts or to the output shaft or at least one of the countershafts. The electric machine can also be coupled to a transmission element of one of the wheel planes in the sense of a loose wheel. The corresponding transmission element can thus be coupled by means of a switching element to the respective shaft.

It is also possible to connect the electric machine to a transmission element in the sense of a fixed wheel, that is to a transmission element, which is connected in particular fixed and without further switching element directly to one of the shafts of the transmission. It is particularly advantageous to make the connection of the electric machine to the transmission by means of at least one switching element, in particular to a transmission element of a wheel plane. The advantage achieved with this first connection possibility is that so that a so-called stand-charge capability and an electric driving without drag losses in the transmission is possible. For this purpose, the disclosure content of DE 10 2010 030 569 A1 explicitly referred to by reference: In this case, a first input shaft with a load switching element can be coupled. A second input shaft, which is arranged in particular coaxially to the first input shaft, is directly connected to a rotor of the electric machine for driving it. As a result, two parallel power transmission branches can be coupled to one another on the input side.

Advantageously, the electric machine is arranged on a transmission element of at least one of the wheel planes, which is connected to a countershaft, designed as a solid shaft. In this way, a particularly simple and reliable arrangement or coupling of the electric machine to the transmission and thus a reliable transmission of force and torque from the electric machine to the transmission, in particular ultimately to the output shaft, possible.

Appropriately, a switching device for actuating the planetary gear is arranged, which comprises at least one switching element, wherein by means of the at least one switching element, a ring gear of the planetary gear with a housing of the transmission is rotatably connected. In this way, a ring gear of the planetary gear, for example by means of a ring gear relative to the housing can be arranged rotationally fixed, so that gears are provided which allow a translation into the fast.

Advantageously, the switching device for actuating the planetary gear comprises two switching elements, wherein by means of one of the switching elements, the ring gear is coupled to a planet carrier of the planetary gear. One of the advantages achieved with this is that it allows a block circulation of the planetary gear.

Appropriately, a planet carrier shaft of the planetary gear is designed as an output shaft. The advantage here is that can be dispensed with further components or parts for connection of planet carrier or web of the planetary gear, planet carrier shaft and output shaft.

Advantageously, a switching element of one of the N switching devices is designed such that a transmission element on the input shaft axis of at least one of the M wheel planes with a planet carrier of the planetary gear is connectable. One of the advantages achieved thereby is that it allows a direct connection to the planet carrier or web of the planetary gear, in particular with the output shaft, if the planet carrier is designed as an output shaft. For a particularly reliable and more direct transmission of power and torque from the one wheel plane to the output shaft is possible.

Advantageously, the N switching devices and the M wheel planes and the planetary gear are arranged so that at least twelve forward gears and at least eight reverse gears are represented by the transmission. In this way, the transmission can provide a high number of forward gears and reverse gears for a variety of vehicles, especially for both passenger cars and trucks.

Advantageously, the reverse gear is arranged as the middle of three wheel planes on the intermediate shaft. Advantage is, inter alia, that thus the intermediate shaft is loaded evenly when operated reverse gear and thus the wear of the intermediate shaft is reduced.

Conveniently, the countershaft comprises a countershaft, in particular designed as a hollow shaft, on which transmission elements of at least two wheel planes are arranged, these being at least two wheel planes in respectively different axial areas of the gearbox, comprising the areas of input shafts, Intermediate shaft, sun shaft and output shaft, are arranged. Thus, the flexibility of the transmission is further increased because a variety of possible combinations of waves and wheel planes are possible and so a large number of possible gears can be provided by the transmission.

Further important features and advantages of the invention will become apparent from the subclaims, from the drawings, and from associated figure description with reference to the drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Preferred embodiments and embodiments of the invention are illustrated in the drawings and will be described in more detail in the following description, wherein like reference numerals refer to the same or similar or functionally identical components or elements.

In each case show in a schematic form

1 a transmission according to a first embodiment of the present invention;

2 a shift matrix for a transmission according to the first embodiment of the present invention;

3 a transmission according to a second embodiment of the present invention;

4 a transmission according to a third embodiment of the present invention;

5 a transmission according to a fourth embodiment of the present invention; such as

6 a transmission according to a fifth embodiment of the present invention.

1 shows a transmission according to a first embodiment of the present invention.

In 1 denotes reference numeral 1 a transmission in the form of a dual-clutch transmission. The dual-clutch transmission 1 has two load switching elements in the form of clutches K1, K2. By means of the double clutch K1, K2 can thus the drive side AN with the output side AB of the transmission 1 coupled or connected for transmitting power and torque. For this purpose, the first clutch K1 is connected to a first input shaft EW1 and the second clutch K2 is connected to a second input shaft EW2. The first input shaft EW1 is formed as a solid shaft, whereas the second input shaft EW2 is formed as a hollow shaft. The two input shafts EW1, EW2 are arranged coaxially and parallel to each other.

Furthermore, the transmission includes 1 two partial transmissions 2 . 3 , The first partial transmission 2 is coupled or connectable to the first input shaft EW1, the second partial transmission 3 is coupled or connected to the second input shaft EW2. The first partial transmission 2 In this case, a third wheel plane III is assigned, whereas the second part gearbox 3 a first wheel plane I and a second wheel plane II are assigned.

Likewise, the transmission includes 1 an input shaft axis 4 on which the two input shafts EW1, EW2 are arranged. Torque and power downstream of the drive side AN starting from the two input shafts EW1, EW2 an intermediate shaft ZW is arranged, which is connected on the one hand to the first input shaft EW1, on the other hand with a sun shaft SW of a planetary gear GP. The sun shaft SW can be connected on the side of the planetary gear GP adjacent to the output side AB to the output shaft AW in the form of a planet carrier PTW of the planetary gear GP. Starting from the drive side AN and starting from the two clutches K1 and K2, the transmission comprises 1 first the first gear plane I on the input shaft axis 4 and further a first shift element S1, a second shift element S2, the second wheel plane II, the third wheel plane III, a third shift element S3, a fourth shift element S4, a fourth wheel plane IV, a seventh wheel plane VII in the form of a reverse drive step, a fifth shift element S5 , a sixth shift element S6, a fifth gear plane V, a seventh shift element S7, a sixth wheel plane VI, an eighth shift element S8, a ninth shift element S9, the planetary gear GP, a tenth shift element S10, and an eleventh shift element S11.

Each of the said wheel planes I, II, III, IV, V, VI and VII has transmission elements, in particular in the form of gears, which each with a shaft of the transmission 1 are connected.

Parallel to the input shaft axis 4 is a countershaft axle 5 for a counterfeit 6 arranged. The counterpart 6 comprises a first countershaft VW1, which is designed as a solid shaft and a second countershaft VW2, which is designed as a hollow shaft and is arranged coaxially and parallel to the first countershaft VW1. The second countershaft VW2 is arranged in the region of the third wheel plane III and the fourth wheel plane IV. Between the input shaft axis 4 and the countershaft axis 5 7, the seventh wheel plane VII in the form of the reverse gear on a reversing element in the form of an intermediate ZR to reverse the direction of rotation, so that by means of the output shaft AW in the same direction of rotation of the input shafts EW1, EW2 a reverse direction of rotation is provided to provide at least one reverse gear.

Starting from the drive side AN, the countershaft axis points 5 First, the first wheel plane I and on the second wheel plane II, the third wheel plane III, the fourth wheel plane IV, the seventh wheel plane VII, the fifth wheel plane V and the sixth wheel plane VI on.

The planetary gear GP is constructed in a conventional manner and includes a central sun gear 40 which is in at least one planetary gear 41 engages on the radial outer side. The planetary gears 41 are in a planet carrier 42 , also called web, rotatably mounted. On the radial outside of the planet gears 41 turn is a ring gear 43 the planetary gear GP arranged, in which the planetary gears 41 intervention. The planet carrier 42 is connected to a planetary carrier shaft PTW both on the side of the planetary gear GP adjacent to the drive side AN and to the side of the planetary gear GP adjacent to the output side AB. The planet carrier shaft PTW on the side adjacent to the output side AB of the transmission 1 is designed as a full and output shaft AW. The planet carrier shaft PTW on the side adjacent to the drive side AN is designed as a hollow shaft. The ring gear 43 is connected to a hollow shaft HW formed as a hollow shaft, which is arranged on the output side AB adjacent side of the planetary gear GP.

 The eleven switching elements S1, S2, S3, S4, S5, S6, S7, S8, S9, S10 and S11 will now be described below.

 The respective switching element mentioned below is connected to two shafts, one shaft and one transmission element, or two transmission elements of the transmission and, when actuated, establishes a connection for transmitting force and torques between the respective shafts and / or transmission elements.

The first switching element S1 is on the input shaft axis 4 arranged and connected on the one hand with the second input shaft EW2, on the other hand with a first hollow shaft H1. The first hollow shaft H1 is arranged coaxially and parallel to the second input shaft EW2 on the radial outer side. Arranged on the first hollow shaft H1 is a transmission element, which interacts with a transmission element on the first countershaft VW1 to form the first wheel plane I. The second switching element S2 is on the input shaft axis 4 arranged and connected on the one hand with the second input shaft EW2, on the other hand with a second hollow shaft H2. The second hollow shaft H2 is arranged coaxially and parallel to the second input shaft EW2 on the radial outer side. On the second hollow shaft H2, a transmission element is arranged which cooperates with a transmission element on the first countershaft VW1 to form the second wheel plane II.

 The first switching element S1 and the second switching element S2 are combined in a first switching device SE1 arranged and actuated by means of a common first switching element actuator SB1.

The third switching element S3 is on the input shaft axis 4 arranged and connected on the one hand with the first input shaft EW1, on the other hand with a third hollow shaft H3. The third hollow shaft H3 is arranged coaxially and parallel to the first input shaft EW1 on the radial outer side. On the third hollow shaft H3, a transmission element is arranged, which cooperates with a transmission element on the second countershaft VW2 to form the third wheel plane III. The fourth switching element S4 is on the input shaft axis 4 arranged and connected on the one hand to the first input shaft EW1, on the other hand to the intermediate shaft ZW.

 The third switching element S3 and the fourth switching element S4 are combined in a second switching device SE2 arranged and actuated by means of a second switching element actuator SB2.

The fifth switching element S5 is on the input shaft axis 4 arranged and connected on the one hand with the intermediate shaft ZW, on the other hand with a fourth hollow shaft H4. The fourth hollow shaft H4 is arranged coaxially and parallel to the intermediate shaft ZW on the radial outer side. On the fourth hollow shaft H4, a transmission element is arranged, which with an intermediate ZR between input shaft axis 4 and countershaft axis 5 and a transmission element on the first countershaft VW1 cooperating to form the seventh wheel plane VII in the form of the reverse gear. The sixth switching element S6 is on the input shaft axis 4 arranged and connected on the one hand with the intermediate shaft ZW, on the other hand with a fifth hollow shaft H5. The fifth hollow shaft H5 is arranged coaxially and parallel to the intermediate shaft ZW on the radial outer side. On the fifth hollow shaft H5 is a Transmission element arranged, which cooperates with a transmission element on the first countershaft VW1 to form the fifth gear plane V.

 The fifth switching element S5 and the sixth switching element S6 are combined in a third switching device SE3 arranged and actuated by means of a third switching element actuator SB3.

The seventh switching element S7 is on the input shaft axis 4 arranged and connected on the one hand with the intermediate shaft ZW, on the other hand with the sun (rad) wave SW.

 The seventh switching element S7 is arranged in a fourth switching device SE4 and can be actuated by means of a fourth switching element actuating device SB4.

The eighth switching element S8 is on the input shaft axis 4 arranged and on the one hand with a transmission element of the sixth gear plane VI on the input shaft axis 4 on the other hand connected to the sun shaft SW. The transmission element of the sixth gear plane VI on the input shaft axis 4 is rotatably mounted on a coaxial and parallel to the sun (rad) wave SW arranged sixth hollow shaft H6. The transmission element of the sixth gear plane VI on the input shaft axis 4 acts with a transmission element on the first countershaft VW1 to form the sixth wheel plane VI together. The ninth switching element S9 is on the input shaft axis 4 arranged and on the one hand with the transmission element of the sixth gear plane VI on the input shaft axis 4 on the other hand connected to the planet carrier PTW shaft on the side adjacent to the drive side AN of the planetary gear GP.

 The eighth switching element S8 and the ninth switching element S9 are combined in a fifth switching device SE5 arranged and actuated by means of a fifth switching element actuator SB5.

The tenth switching element S10 is on the input shaft axis 4 arranged and on the one hand with the housing G of the transmission 1 on the other hand connected to the Hohlradwelle HW of the planetary gear GP. The eleventh switching element S11 is on the input shaft axis 4 arranged and connected on the one hand with the Hohlradwelle HW, on the other hand with the arranged on the output side AB of the planetary gear GP planet carrier shaft PTW.

 The tenth switching element S10 and the eleventh switching element S11 are arranged in a summarized manner in a sixth switching device SE6 and can be actuated by means of a sixth switching element actuating device SB6.

The switching element actuators SB1, SB2, SB3, SB4, SB5 and SB6 or the switching devices SE1, SE2, SE3, SE4, SE5 and SE6 can be designed as double synchronizers in the case of two switching elements, and in the case of a switching element as a single synchronization. Overall, the gearbox has 1 according to 1 two input shafts EW1, EW2 on the input shaft axis 4 on, wherein the first input shaft EW1 as a solid shaft and the second input shaft EW2 arranged coaxially and parallel to this and is designed as a hollow shaft. On the input shaft axis 4 are further downstream of the two input shafts EW1, EW2 first an intermediate shaft ZW and further arranged a sun (rad) wave SW, which is connected to a planetary gear GP. The planetary gear GP is further connected to an output shaft AW, wherein in 1 which is arranged on the output side AB planet carrier PTW PT as the output shaft AW. On the to the input shaft axis 4 parallel countershaft axis 5 two countershafts VW1, VW2 are arranged, wherein the first countershaft VW1 as a solid shaft and the second countershaft VW2 arranged coaxially and parallel to and in a partial region of the first countershaft VW1 and is formed as a hollow shaft.

The gear 1 according to 1 comprises seven wheel planes I, II, III, IV, V and VI and VII, wherein the seventh wheel plane VII is formed as a reverse gear. All wheel planes I to VII are designed in particular as spur gears with discrete ratios. Per gear plane I, II, III, IV, V, VI and VII each two transmission elements, in particular in the form of gears are arranged. The reverse gear stage VII comprises an additional gear in the form of an intermediate gear ZR between the input shaft axis 4 and countershaft axis 5 , Overall, thus fifteen transmission elements, in particular in the form of gears, arranged.

The gear 1 according to 1 thus comprises a planetary gear GP, which by a switching device comprising two switching elements, two different translations i ₁ = 1 and i ₂ ≠ 1 can represent and thus acts as a range group. Next are the gearbox 1 according to 1 the first gear plane I, the second gear plane II and the third gear plane III by means of at least one switching element with at least one of the input shafts EW1, EW2 coupled. The transmission elements of the third gear plane III and the fourth gear plane IV on the countershaft axis 5 are rotationally fixed on the second countershaft VW2 mounted coaxially with the first countershaft VW1 designed as a solid shaft arranged, which is designed as a hollow shaft. The fifth gear plane V and the seventh gear plane VII are coupled by means of at least one switching element to the coaxial with the two input shafts EW1, EW2 mounted intermediate shaft ZW. The intermediate shaft is in turn via a respective switching element to one of the input shafts EW1, EW2 and to the sun shaft SW, which is connected to the planetary gear GP coupled. The sixth wheel plane VI can be coupled by means of at least one switching element both to the sun shaft SW and to the planet carrier shaft PTW. The ring gear shaft HW, so the shaft, with the ring gear 43 of the planetary gear GP is connected by means of at least one switching element both to the housing G of the transmission 1 as well as with the planet carrier PTW coupled. The planet carrier PTW shaft is designed as output shaft AW.

2 shows a shift matrix for a transmission according to the first embodiment of the present invention.

In 2 is a switching matrix for a transmission 1 according to the 1 shown. Horizontal are columns for different groups G1, G2 ("Group"), for the gearshift wheels ("stages") involved in representing the corresponding gear, the corresponding gear, where forward gears with V1 to V13 and reverse gears with R1 to R8 are designated as well corresponding columns for the two clutches K1, K2 and the eleven switching elements S1 to S11. The released in the switching matrix entries indicate that the corresponding switching element or the corresponding coupling is open, ie that the switching element or the clutch here no forces or no torque from the connected to the switching element or to the clutch or with this or transmits associated with these respective waves or transmission elements. An entry in the switching matrix provided with a cross designates a correspondingly actuated or closed switching element or coupling, which then transmits forces and torques between the shafts or transmission elements connected to the switching element or to the coupling.

The steps in the switching matrix, which are denoted by letters, correspond to the wheel planes as follows: a corresponds to the first wheel plane I, b corresponds to the second wheel plane II, c corresponds to the third wheel plane III, d corresponds to the fourth wheel plane IV, e corresponds to FIG fifth gear plane V, f corresponds to the sixth gear plane VI and R corresponds to the seventh gear plane VII in the form of the reverse gear stage. The designation DD is to be understood as an abbreviation for "direct drive", in which a direct drive through of the first input shaft EW1 without involvement of wheel planes is ultimately made possible on the output shaft AW. The term "to include" in relation to wheel planes and gears is to be understood in particular in the sense of wheel planes, which are involved in the representation of the corresponding gear.

Further, the reference character G1 denotes the "slow" group of the forward gears V1 to V6 and reverse gears R1 to R4, the reference character G2 the "fast" group of the forward gears V7 to V13 and reverse gears R5 to R8.

Unless otherwise described below, all clutches K1 and K2 and all switching elements S1, S2, S3, S4, S5, S6, S7, S8, S9, S10 and S11 are each open.

The first forward gear V1 comprises the first gear plane I and the sixth gear plane VI and to illustrate this, the clutch K2 and the switching elements S1, S8 and S10 are closed. The second forward gear V2 includes the fifth gear plane V and the sixth gear plane VI and to illustrate this, the clutch K1 and the switching elements S4, S6, S8 and S10 are closed. The third forward gear V3 comprises the second gear plane II and the sixth gear plane VI and to illustrate this, the clutch K2 and the switching elements S2, S8 and 10 are closed. The fourth forward gear V4 includes the third gear plane III and the fourth gear plane IV and to illustrate this, the clutch K1 and the switching elements S3, S7 and S10 are closed. The fifth forward gear V5 comprises the first gear plane I and the fifth gear plane V and to illustrate this, the clutch K2 and the switching elements S1, S6, S7 and S10 are closed. The sixth forward gear V6 is a direct gear and to represent this, the clutch K1 and the switching elements S7 and S10 are closed.

The seventh forward gear V7 comprises the first gear plane I and the sixth gear plane VI and to illustrate this, the clutch K2 and the switching elements S1 and S9 are closed. The eighth forward gear V8 includes the fifth gear plane V and the sixth gear plane VI and to illustrate this, the clutch K1 and the switching elements S4, S6 and S9 are closed. The ninth forward gear V9 includes the second gear plane II and the sixth gear plane VI and to illustrate this, the clutch K2 and the switching elements S2 and S9 are closed. The tenth forward gear V10 includes the third gear plane III and the fourth gear plane IV and to illustrate this, the clutch K1 and the switching elements S3, S7 and S11 are closed. The eleventh forward gear V11 includes the first gear plane I and the fifth gear plane V, and to illustrate this, the clutch K2 and the switching elements S1, S6, S7 and S11 closed. The twelfth forward V12 is a direct gear to represent this, the clutch K1 and the switching elements S7 and S11 are closed. The thirteenth forward gear V13 includes the second gear plane II and the fifth gear plane V, and to illustrate this, the clutch K2 and the switching elements S2, S6, S7 and S11 are closed.

The first reverse gear R1 comprises the first gear plane I and the seventh gear plane VII and to illustrate this, the clutch K2 and the switching elements S1, S5, S7 and S10 are closed. The second reverse gear R2 includes the second gear plane II and the seventh gear plane VII and to illustrate this, the clutch K2 and the switching elements S2, S5, S7 and S10 are closed.

The third reverse gear R3 comprises the third gear plane III, the fourth gear plane IV, the seventh gear plane VII and the sixth gear plane VI and to represent this, the clutch K1 and the switching elements S3, S5, S8 and S10 are closed. The fourth reverse gear R4 comprises the seventh wheel plane VII and the sixth wheel plane VI and to illustrate this, the clutch K1 and the switching elements S4, S5, S8 and S10 are closed. The fifth reverse gear R5 comprises the first gear plane I and the seventh gear plane VII and to illustrate this, the clutch K2 and the switching elements S1, S5, S7 and S11 are closed. The sixth reverse gear R6 includes the second gear plane II and the seventh gear plane VII and to illustrate this, the clutch K2 and the switching elements S2, S5, S7 and S11 are closed. The seventh reverse gear R7 comprises the third gear plane III, the fourth gear plane IV, the seventh gear plane VII and the sixth gear plane VI and to represent this, the clutch K1 and the switching elements S3, S5 and S9 are closed. The eighth reverse gear R8 comprises the seventh gear plane VII and the sixth gear plane VI and to illustrate this, the clutch K1 and the switching elements S4, S5 and S9 are closed.

Overall, therefore, by means of the switching matrix according to 2 with the gearbox 1 according to 1 thirteen forward gears V1 to V13 and eight reverse gears R1 to R8 can be displayed.

3 shows a transmission according to a second embodiment of the present invention.

In 3 is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 are at the transmission 1 according to 3 the fifth gear plane V and the seventh gear plane VII and the associated fifth switching element S5 and the sixth switching element S6 with respect to their axial position on the input shaft axis 4 or countershaft axis 5 arranged reversed. The sixth switching element S6 is now connected on the one hand to the fourth hollow shaft H4, on the other hand to the intermediate shaft ZW. On the fourth hollow shaft H4 now the transmission element is arranged, which cooperates with the transmission element on the first countershaft VW1 to form the fifth gear plane V. The fifth switching element S5 on the input shaft axis 4 is now connected to the fifth hollow shaft H5 on the one hand, on the other hand to the intermediate shaft ZW. On the fifth hollow shaft H5 now the transmission element is arranged, which with the intermediate gear ZR between input shaft axis 4 and countershaft axis 5 and the transmission element on the first countershaft VW1 to form the seventh wheel plane VII cooperates.

The sequence of wheel planes and switching elements on the input shaft axis 4 is now starting from the drive side AN as follows: first gear plane I, first switching element S1, second switching element S2, second gear plane II, third gear plane III, third switching element S3, fourth switching element S4, fourth gear plane IV, fifth gear plane V, sixth switching element S6, fifth shifting element S5, seventh wheel plane VII, seventh shifting element S7, sixth wheel plane VI, eighth shifting element S8, ninth shifting element S9, planetary gear GP, tenth shifting element S10 and eleventh shifting element S11.

Alternatively or additionally, the first gear plane I and the second gear plane II and the associated first switching element S1 and the second switching element S2 with respect to their axial position on the input shaft axis 4 or countershaft axis 5 The second switching element S2 is then connected to the first hollow shaft H1 and the second input shaft EW2. On the first hollow shaft H1 then the transmission element is arranged, which cooperates with the transmission element on the first countershaft VW1 to form the second gear plane II. The first switching element S1 is then connected to the second hollow shaft H2 and the second input shaft EW2. On the second hollow shaft H2, the transmission element is then arranged, which cooperates with the transmission element on the first countershaft VW1 to form the first gear plane I.

The sequence of wheel planes and switching elements would then be starting from the drive side AN on the input shaft axis 4 as follows: second wheel plane II, second shift element S2, first shift element S1, first wheel plane I, third wheel plane III, third shift element S3, fourth shift element S4, fourth wheel plane IV, fifth wheel plane V, sixth shift element S6, fifth shift element S5, seventh wheel plane VII , seventh switching element S7, sixth gear plane VI, eighth switching element S8, ninth switching element S9, planetary gear GP, tenth switching element S10 and eleventh switching element S11.

Just as the fifth switching element S5 and the sixth switching element S6 are also arranged in the third switching device SE3, the two switching elements S1 and S2 continue to be in the first switching device SE1 even in the axial interchange of the two gear planes I and II together with associated switching elements S1 and S2 arranged.

4 shows a transmission according to a third embodiment of the present invention.

In 4 is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 4 the third switching device SE3 instead of the input shaft axis 4 now on the countershaft axis 5 arranged. The fifth switching element S5 is now connected on the one hand to the first countershaft VW1, on the other hand with a third countershaft VW3. The third countershaft VW3 is arranged parallel and coaxial with the first countershaft VW1, designed as a hollow shaft and arranged on the radial outer side of the first countershaft VW1. On the third countershaft VW3, the transmission element is arranged, which with the intermediate gear ZR between input shaft axis 4 and countershaft axis 5 and the transmission element on the intermediate shaft ZW to form the seventh wheel plane VII cooperates. The sixth switching element S6 is now connected on the one hand to the first countershaft VW1, on the other hand to a fourth countershaft VW4. The fourth countershaft VW4 is formed as a hollow shaft and arranged parallel and coaxial with the first countershaft VW1 on the radial outer side. On the fourth countershaft VW4, the transmission element is arranged, which cooperates with the transmission element on the intermediate shaft ZW to form the fifth gear plane V.

The fifth switching element S5 and the sixth switching element S6 are further arranged in the third switching device SE3 and actuated by means of the third switching element actuator SB3.

The sequence of wheel planes and shift elements on the countershaft axle 5 is now as follows: first gear plane I, second gear plane II, third gear plane III, fourth gear plane IV, seventh gear plane VII, fifth switching element S5, sixth switching element S6, fifth gear plane V and sixth gear plane VI. The sequence of wheel planes and switching elements on the input shaft axis 4 corresponds to the 1 without the two switching elements S5 and S6.

5 shows a transmission according to a fourth embodiment of the present invention.

In 5 is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 5 the first switching device SE1 instead of the input shaft axis 4 now on the countershaft axis 5 arranged. The first switching element S1 is now connected on the one hand to the first countershaft VW1, on the other hand with a third countershaft VW3. The third countershaft VW3 is formed as a hollow shaft and arranged parallel and coaxial with the first countershaft VW1 on the radial outer side. On the third countershaft VW3, the transmission element is arranged, which cooperates with the transmission element on the second input shaft EW2 to form the first gear plane I. The second switching element S2 is now connected on the one hand to the first countershaft VW1, on the other hand with a fourth countershaft VW4. The fourth countershaft VW4 is formed as a hollow shaft and arranged parallel and coaxial with the first countershaft VW1 on the radial outer side. On the fourth countershaft VW4, the transmission element is arranged, which cooperates with the transmission element on the second input shaft EW2 to form the second gear plane II.

The first switching element S1 and the second switching element S2 are further arranged combined in the first switching device SE1 and actuated by means of the first switching element actuation device SB1.

The sequence of wheel planes and shift elements on the countershaft axle 5 is now starting from the drive side AN as follows: first gear plane I, first switching element S1, second switching element S2, second gear plane II, third gear plane III, fourth gear plane IV, seventh gear plane VII, fifth gear plane V and sixth gear plane VI. The sequence of wheel planes and switching elements on the input shaft axis 4 corresponds to the 1 without the two switching elements S1 and S2.

6 shows a transmission according to a fifth embodiment of the present invention.

In 6 is essentially a transmission 1 according to 1 shown. Unlike the gearbox 1 according to 1 is at the transmission 1 according to 6 an electric machine EM for hybridization of the transmission 1 arranged. The electric machine EM is connected to the transmission element of the first gear plane I on the countershaft axis via a shaft and a transmission element connected to the shaft 5 connected. In this way, the electric machine EM can apply power and torques the transmission element of the first gear plane I on the countershaft axis 5 and further via the wheel planes to the input shafts EW1, EW2, the intermediate shaft ZW and / or the sun shaft SW, in particular by means of at least one switching element and thus transmit a hybridization of the transmission 1 provide via the output shaft AW. The connection or coupling of the electric machine EM to the transmission can also also on the transmission elements of the other wheel planes II, III, IV, V, VI and VII on the countershaft axis 5 take place, ie at those transmission elements on the countershaft axis 5 which are fixedly connected to a countershaft VW1, VW2 designed as a solid shaft or as a hollow shaft.

Overall, the switching elements S1 to S11 in the transmission 1 according to the 1 to 6 Also referred to as coupling devices and be designed in particular as synchronizers. The switching devices SE1 to SE6 and the switching element actuators SB1 to SB6 can be designed as double synchronizers in the case of two switching elements and in the case of a switching element as a single synchronization. The transmission elements can in particular in the transmission 1 according to the 1 to 6 be designed both in terms of a fixed wheel as well as in the sense of a loose wheel. For example, the gearbox 1 according to 1 the transmission elements of the wheel planes I-VII on the countershaft axis 5 designed in the sense of fixed wheels, since they are firmly connected to the first countershaft VW1 and second countershaft VW2. The transmission elements of the first gear plane I and the second gear plane II on the input shaft axis 4 are arranged in the sense of loose wheels for the second input shaft EW2, since these can be coupled by means of the first switching element S1 and the second switching element S2 to the second input shaft EW2.

The transmission elements can be designed in particular in the form of gears, preferably as spur gears, so that the wheel planes I, II, III, IV, V, VI and VII represent spur gears. To provide various forward and reverse gears, so different translations, the spur gears, in particular their gears, correspondingly comprise different translations. In the transmission 1 according to the 1 to 6 For example, the first switching element S1 of the first gear plane I, the second switching element S2 of the second gear plane II, the third switching element S3 of the third gear plane III, the fourth switching element S4 the two input shafts EW1, EW2 and the intermediate shaft ZW, the fifth switching element S5 of the seventh wheel plane VII in the form of the reverse gear, the sixth switching element S6 of the fifth gear plane V, the seventh switching element S7 of the intermediate shaft ZW and the sun shaft SW, the eighth switching element S8 of the sixth gear plane VI and the sun shaft SW, the ninth switching element S9 of the sixth gear plane VI and the Planet carrier shaft PTW, the tenth switching element S10 of the ring gear HW and the housing G and the eleventh switching element S11 of the Hohlradwelle HW and the planet carrier PTW are assigned.

In summary, the present invention provides, inter alia, the advantage that a load-switchable group change between a slow group G1 comprising the forward gears V1 to V6 and the reverse gears R1 to R4 and a fast group G2 comprising the forward gears V6 to V13 and the reverse gears R5 to R8 is possible. Another advantage is that the vast majority of switching devices on the input shaft axis, which acts as the central axis of the transmission, are arranged, and thus a comfortable way of power sharing by using at least one countershaft is possible. Another advantage is that with a total of seven wheel planes and a planetary gear at least thirteen forward gears and at least eight reverse gears are provided. Another advantage is that a twelfth forward gear allows a direct drive in the form of a direct gear and thus relatively small increments between the courses, in particular a relatively short first gear ratio, are possible. In addition, it is an advantage that a thirteenth forward gear can be provided in the form of an overdrive gear, which can be used for speed reduction and thus to reduce fuel consumption of a motor vehicle provided with the transmission. Further advantages are that the transmission has a good load shifting capability and a good hybridisability.

Although the present invention has been described above with reference to preferred embodiments, it is not limited thereto, but modifiable in many ways.

The gear 1 according to the 1 to 6 can be transformed functionally identical by different positions of the wheel planes and / or the switching elements. For this purpose, the switching elements, in particular designed as synchronizers as mentioned above, the wheel planes or the waves are assigned. The switching matrix according to 2 thus does not change by a rearrangement of the wheel planes and / or the switching elements and / or the switching devices.

LIST OF REFERENCE NUMBERS

1

transmission

2

first partial transmission

3

second partial transmission

4

Input shaft axis

5

Countershaft axis

6

countershaft

40

sun

41

planet

42

Planet carrier / Steg

43

ring gear

I, II, III, IV, V, VI, VII

wheel plane

EW1, EW2

input shaft

H1, H2, H3, H4, H5, H6

hollow shaft

ZW

intermediate shaft

SW

sun wave

PTW

Planetary carrier shaft

HW

ring gear

AW

output shaft

K1, K2

first / second load switching element

S1, S2, S3, S4, S5, S6, S7, S8, S9, S10, S11

switching element

SB1, SB2, SB3, SB4, SB5, SB6

Switching element actuator

SE1, SE2, SE3, SE4, SE5, SE6

 switching device

VW1, VW2, VW3, VW4

Countershaft

ZR

idler

AT

driving side

FROM

output side

EM

electric machine

G

casing

V1, V2, V3, V4, V5, V6, V7, V8, V9, V10, V11, V12, V13

forward gear

R1, R2, R3, R4, R5, R6, R7, R8

reverse gear

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• DE 102006054281 A1 [0005]
• DE 102007049267 A1 [0006]
• DE 102010030569 A1 [0029]

Claims (21)

Transmission ( 1 ), in particular dual-clutch transmission, for a motor vehicle, comprising at least two partial transmissions ( 2 . 3 ), each of the partial transmissions ( 2 . 3 ) at least one input shaft (EW1, EW2) on a drive side (AN) of the transmission ( 1 ), which are located on an input shaft axis ( 4 ) are arranged, an output shaft as the output shaft (AW) of the at least two partial transmissions ( 2 . 3 ) on a driven side (AB) of the transmission ( 1 ), wherein the output shaft (AW) on the input shaft axis ( 4 ) or on at least one, in particular to the input shaft axis ( 4 ) parallel, countershaft axis ( 5 ), a counterpart ( 6 ), whereby the counterpart ( 6 ) comprises at least one countershaft (VW1, VW2, VW3, VW4), and wherein the at least one countershaft (VW1, VW2, VW3, VW4) on the at least one countershaft axis ( 5 ), and a tarpaulin gear (GP), which is connectable to the output shaft (AW), wherein at least one of the input shafts (EW1, EW2) via at least one wheel plane (I, II, III, IV, V, VI, VII) and / or at least one switching element (S1, S2, S3, S4, S5, S6, S7, S8, S9, S10, S11) and via the planetary gear (GP) with the output shaft (AW) is connectable, characterized in that M And N switching devices (SE2, SE4, SE5, SE6) are arranged, wherein M and N are each natural numbers greater than or equal to two, and that at least two switching devices ( SE1, SE2, SE3, SE4, SE5, SE6) on the input shaft axis ( 4 ) are arranged so that at least one of the input shafts (EW1, EW2) via an intermediate shaft (ZW) on the input shaft axis (ZW) ( 4 ) is connectable to a shaft (SW) of the planetary gear (GP) and that at least one (V, VII) of the M wheel planes (I, II, III, IV, V, VI, VII) by means of one (SE3) of the N switching devices ( SE1, SE2, SE3, SE4, SE5, SE6) is connectable to the intermediate shaft (ZW) and that at least one (III) of the M wheel planes (I, II, III, IV, V, VI, VII) is connected by means of another (SE2 ) of the N switching devices (SE1, SE2, SE3, SE4, SE5, SE6) can be connected to at least one of the input shafts (EW1, EW2), the intermediate shaft (ZW) being connected to at least one of the input shafts (EW1, EW2) by means of the other of the N switching devices. EW2) is connectable. Transmission according to claim 1, characterized in that all the switching devices (SE1, SE2, SE3, SE4, SE5, SE6) of the transmission ( 1 ) on the input shaft axis ( 4 ) are arranged. Transmission according to one of claims 1-2, characterized in that at least two shafts (EW1, EW2, VW1, VW2, VW3, VW4, ZW, SW, H1, H2, H3, H4, H5, H6) are arranged coaxially with each other. Transmission according to one of claims 1-3, characterized in that the number N is equal to six and / or the number M is equal to seven. Transmission according to one of claims 1-4, characterized in that at least one of the shafts (EW1, VW1) of the transmission as a solid shaft and the respective other shaft (EW2, VW2) on the same axis ( 4 . 5 ) of the transmission ( 1 ) is designed as a hollow shaft. Transmission according to one of claims 1-5, characterized in that the intermediate shaft (ZW) of the transmission ( 1 ) is connectable to the shaft (SW) of the planetary gear (GP), which is designed as a sun shaft (SW), Transmission according to one of claims 1-6, characterized in that at least one wheel plane (VII) is designed as a reverse gear. Transmission according to claim 7, characterized in that the reverse gear (VII) by means of at least one (SE3) of the N switching devices (SE1, SE2, SE3, SE4, SE5, SE6) is operable, wherein the at least one switching device (SE3) in the axial position of the intermediate shaft (ZW) in the transmission ( 1 ) is arranged. Transmission according to one of claims 7-8, characterized in that the reverse gear (VIII) with respect to their axial position on the intermediate shaft (ZW) on the output side (AB) adjacent side of the intermediate shaft (ZW) are arranged. Transmission according to one of claims 7-9, characterized in that the switching device (SE3) for actuating the reverse gear stage (VII) on the countershaft axis ( 5 ) is arranged. Transmission according to one of claims 1-10, characterized in that by means of the transmission ( 1 ) at least four reverse gears (R1, R2, R3, R4), in particular at least eight reverse gears (R1, R2, R3, R4, R5, R6, R7, R8) can be represented. Transmission according to one of claims 1-11, characterized in that an electric machine (EM) on at least one transmission element of a wheel plane (I, II, III, IV, V, VI, VII) and / or on at least one countershaft (VW1, VW2, VW3, VW4) and / or on at least one of the shafts (EW1, EW2, ZW, SW) on the input shaft axis ( 4 ) for the hybridization of the transmission ( 1 ), in particular by means of an additional switching device and / or an associated transmission element is arranged. Transmission according to claim 12, characterized in that the electric machine (EM) is arranged on a transmission element of at least one of the wheel planes (I, II, VII, V, VI) which is connected to a countershaft (VW1), designed as a solid shaft , Transmission according to one of claims 1-13, characterized in that a switching device (SE6) for actuating the planetary gear (GP) is arranged, which comprises at least one switching element (S10), wherein by means of the at least one switching element (S10) a ring gear ( 43 ) of the planetary gear (GP) with a housing (G) of the transmission ( 1 ) is rotatably connected. Transmission according to claim 14, characterized in that the switching device (SE6) for actuating the planetary gear (GP) comprises two switching elements (S10, S11), wherein by means of one of the switching elements (S11) the ring gear ( 43 ) with a planet carrier ( 42 ) of the planetary gear (GP) can be coupled. Transmission according to one of claims 1-15, characterized in that a planet carrier shaft (PTW) of the planetary gear (GP) is designed as an output shaft (AW). Transmission according to one of claims 1-16, characterized in that a switching element (S9) of one (SE5) of the N switching devices (SE1, SE2, SE3, SE4, SE5, SE6) is designed such that a transmission element on the input shaft axis ( 4 ) at least one (VI) of the M wheel planes (I, II, III, IV, V, VI, VII) with the planet carrier ( 42 ) of the planetary gear (GP) is connectable. Transmission according to one of claims 1-17, characterized in that the N switching devices (SE1, SE2, SE3, SE4, SE5, SE6) and the M wheel planes (I, II, III, IV, V, VI, VII), preferably seven gear planes, and the planetary gear (GP) are arranged so that at least thirteen forward gears (V1, V2, V3, V4, V5, V6, V7, V8, V9, V10, V11, V12, V13) and at least eight reverse gears (R1 , R2, R3, R4, R5, R6, R7, R8) through the transmission ( 1 ) are representable. Transmission according to one of claims 7-18, characterized in that the reverse gear (VII) is arranged as an average of three wheel planes (IV, VII, V) on the intermediate shaft (ZW). Transmission according to one of claims 1-19, characterized in that the countershaft ( 6 ) comprises a countershaft (VW2) designed in particular as a hollow shaft, on which transmission elements of at least two wheel planes (III, IV) are arranged, these being at least two wheel planes (III, IV) in respectively different axial regions of the transmission ( 1 ), comprising the areas of input shaft (EW1, EW2), intermediate shaft (ZW), sun shaft (SW) and output shaft (AW), are arranged. Motor vehicle, in particular a passenger or a truck, with a transmission ( 1 ) according to any one of claims 1-20.

Images