DE102018221849A1 - Seven-speed front-cross double clutch transmission with third countershaft - Google Patents

Abstract

The invention relates to a transmission (101, 201) with a first shaft (W1), a second shaft (W2), a third shaft (W3), a fourth shaft (W4), a fifth shaft (W5), a first shift element ( K1), a second switching element (K2), a third switching element (A), a fourth switching element (B), a fifth switching element (H) and a sixth switching element (G); wherein the first shaft (W1) and the third shaft (W3) can be connected to one another in a rotationally fixed manner via the first switching element (K1); wherein the first shaft (W1) and the second shaft (W2) can be connected to one another in a rotationally fixed manner via the second switching element (K2); the second shaft (W2) and the fourth shaft (W4) being rotatably connectable to one another via the third switching element (A); wherein via the fourth switching element (B) the third shaft (W3) and the fourth shaft (W4) can be rotatably connected to one another; wherein the fifth shaft (W5) has at least one fixed gear (F5); wherein the fixed gear (F5) of the fifth shaft (W5) is rotatably connected to the second shaft (W2); and wherein the third shaft (W3) and the fifth shaft (W5) can be rotatably connected to one another via the fifth switching element (H). The third shaft (W3) and the fifth shaft (W5) can be rotatably connected to one another via the sixth switching element (G).

Description

The invention relates to a transmission according to the preamble of claim 1 and a method according to the independent method claim.

The publication DE 10 2012 213 450 A1 discloses a dual clutch transmission with a third countershaft. This has an idler gear, a fixed gear and a switching element. The idler gear can be non-rotatably connected to the countershaft via the switching element. The fixed gear and the idler gear can be rotatably connected or connected to one of the other two countershafts. By closing the switching element of the third countershaft, a rotationally effective connection can be established between the two further countershafts.

In addition, double clutch transmissions with two countershafts are known from the prior art, with which seven forward gears can be realized.

The invention is based on the object of making available a transmission which does not have the disadvantages inherent in the solutions known from the prior art. In particular, the installation space requirement of the transmission is to be reduced in the axial direction.

This object is achieved by a transmission according to claim 1 and a method according to the independent method claim. Preferred further developments are contained in the subclaims and result from the exemplary embodiments shown in the figures.

The transmission has at least five, preferably no more than six shafts, a first shaft, a second shaft, a third shaft, a fourth shaft and a fifth shaft. A shaft is a machine element for the transmission of rotary movements and torques between firmly connected, i.e. H. rotating parts.

In addition, the transmission has at least six, preferably no more than ten shift elements - a first shift element, a second shift element, a third shift element, a fourth shift element, a fifth shift element and a sixth shift element. A switching element is formed, two components rotatable relative to one another, e.g. to connect a gear and a shaft or two shafts in a rotationally fixed manner. The switching element has a closed and an open state. In the open state, the components can be rotated relative to one another. If the switching element is in the closed state, it connects the components to one another in a rotationally fixed manner. The switching element can be operated selectively. This means that the switching element can be switched from the open state to the closed state and from the closed state to the open state at any time by actuation.

Two components, e.g. two shafts or a gear and a shaft are connected to one another in a rotationally fixed manner if there is no rotational degree of freedom between the components. Components that are connected in a rotationally fixed manner cannot therefore be rotated relative to one another.

The first shaft and the third shaft can be connected to one another in a rotationally fixed manner via the first switching element, and the first shaft and the second shaft can be connected via the second switching element. The first shaft preferably serves as the input shaft of the transmission. In particular, it can be connected to an internal combustion engine or its crankshaft in a rotationally fixed or rotationally effective manner. Accordingly, the transmission according to the invention is suitable for use in a motor vehicle.

Partial transmissions are defined by the second shaft and the third shaft. Components of the transmission, which are driven via the second shaft, form a first sub-transmission, components of the transmission, which are driven via the third shaft, form a second sub-transmission. By opening the first shift element and closing the second shift element or by opening the second shift element and closing the first shift element, it is possible to switch between the partial transmissions.

The first shifting element and the second shifting element preferably serve as starting clutches and in that case are designed as frictional shifting elements. In particular, the first switching element and the second switching element can be integrated in a double clutch.

The first shaft, the second shaft and the third shaft are preferably arranged coaxially to one another. This means that the three shafts have identical axes of rotation. The second shaft is preferably designed as a hollow shaft through which the third shaft runs. Alternatively, the third shaft can be designed as a hollow shaft through which the second shaft runs.

The fourth shaft is a countershaft. A countershaft is a shaft which is arranged axially offset to a drive shaft - the second shaft or the third shaft - and an output, and via which a torque flow of at least one gear running from the drive shaft to the output is conducted.

The third switching element and the fourth switching element serve to direct the torque flow over the fourth shaft. Thus, the second shaft and the fourth shaft can be connected to one another via the third switching element in a rotationally effective manner, preferably in opposite directions. Via the fourth switching element, the third shaft and the fourth shaft can be connected to one another in a rotationally effective manner, preferably in opposite directions.

Two components are connected to one another in a rotationally effective manner if they are coupled with a gearbox degree of freedom of 1. A general definition of the term gear freedom, also called gear run, can be found in the “Dubbel” (Karl-Heinrich Grote, Jörg Feldhusen: “Dubbel”. 22nd edition, 2007). There is a reversible, unambiguous relationship between the speeds of the components that are rotationally connected to one another. A speed of a second component clearly defines a speed of a second component. Conversely, the speed of the first component is clearly defined by the speed of the second component. In particular, there can be a linear speed relationship between the components. A gear ratio between the two components can be greater or less than 1.

The two components are coupled in the same direction if the direction of rotation of the two components coincides. If the components rotate in the opposite direction, they are coupled in opposite directions.

If a first component and a second component can be rotatably connected to one another via a switching element, there is a rotationally effective connection between the first component and a third component and / or a rotationally active connection between the second component and a fourth component. The third component and the fourth component can be non-rotatably connected to one another via the switching element, the first component and the fourth component can be non-rotatably connected to one another, or the second component and the third component can be non-rotatably connected to one another.

The third shift element preferably acts on a first idler gear of the fourth shaft. The first idler gear of the fourth shaft and the fourth shaft can thus be connected to one another in a rotationally fixed manner via the third shift element. The first idler gear of the fourth shaft is in turn connected to the second shaft, preferably in opposite directions.

The fourth shift element preferably acts on a second idler gear of the fourth shaft. The second idler gear of the fourth shaft and the fourth shaft can thus be connected to one another in a rotationally fixed manner via the fourth shift element. The second idler gear of the fourth shaft is in turn connected to the third shaft, preferably in opposite directions

The fifth shaft is preferably rotatably, preferably in opposite directions, connected to an output. The output can be, for example, an output shaft with a fixed gear or an axle differential.

The fifth shaft is also a countershaft. In contrast to conventional countershafts, the fifth shaft is permanently connected to an input shaft. The fifth shaft has at least one, preferably exactly one, fixed gear. This is rotatably, preferably in opposite directions, connected to the second shaft. Via the fifth switching element, the third shaft and the fifth shaft can be connected to one another in a rotationally effective manner, preferably in opposite directions.

According to the invention, the third shaft and the fifth shaft can be connected to one another via the sixth switching element, preferably in opposite directions. A transmission ratio of the rotational connection between the third shaft and the fifth shaft via the fifth switching element and a transmission ratio of the rotational connection between the third shaft and the fifth shaft via the sixth switching element are preferably different from one another.

Additional gears can be realized by integrating the fifth shaft with the coupling of the sixth shift element according to the invention into an existing transmission diagram. The installation space requirement of the gearbox only grows in the radial direction. The axial length of the gearbox is retained. Such a transmission is particularly suitable for installation in a front transverse arrangement.

In a preferred development, the fifth shaft has a first idler gear. The fifth shift element acts on the first idler gear. The first idler gear of the fifth shaft and the fifth shaft can thus be connected to one another in a rotationally fixed manner via the fifth shift element. The first idler gear of the fifth shaft is in turn connected to the third shaft, preferably in the opposite direction.

Alternatively, the fifth shift element can act on a first idler gear of the third shaft. In this case, the first idler gear of the third shaft and the third shaft can be connected to one another in a rotationally fixed manner via the fifth shift element. The first idler gear of the third shaft is in turn connected to the fifth shaft, preferably in opposite directions. In particular, the fifth shaft can have a first fixed gear with which the first idler gear of the third shaft meshes.

In a further preferred development, the fifth shaft has a second idler gear. According to a further development, the sixth shift element acts on the second idler gear of the fifth shaft. The second idler gear of the fifth shaft and the fifth shaft can thus be connected to one another in a rotationally fixed manner via the sixth shift element. The second idler gear of the fifth shaft is also rotationally effective, preferably connected in opposite directions to the third shaft. Preferably, a translation of the rotational connection of the first idler gear to the fifth shaft and a translation of the rotational connection of the second idler gear to the fifth shaft differ from one another.

Alternatively, the sixth shift element acts on a second idler gear of the third shaft. The second idler gear of the third shaft and the third shaft can thus be connected to one another in a rotationally fixed manner via the sixth shifting element. The second idler gear of the third shaft is rotationally effective, preferably connected in opposite directions to the fifth shaft. In particular, the fifth shaft can have a second fixed gear with which the second idler gear of the third shaft meshes.

In a further preferred development, the transmission has a seventh shift element. This is provided to connect the third shaft and the fourth shaft to one another in a rotationally effective, preferably in opposite directions. In particular, the fourth shaft can have a third idler gear which can be connected to the fourth shaft in a rotationally fixed manner via the seventh shifting element. Between the third idler gear of the fourth shaft and the third shaft there is still a rotationally effective, preferably opposite connection.

In a preferred development, in addition to the fourth shaft, a sixth shaft is provided, which is designed as a countershaft and is preferably connected to the output in a rotationally effective, preferably in opposite directions. According to a further development, an eighth switching element serves to connect the second shaft and the sixth shaft in a rotationally effective manner, preferably in opposite directions. In particular, the sixth shaft can have a first idler gear which can be connected in a rotationally fixed manner to the sixth shaft via the ninth shift element. In addition, there is a connection, preferably in opposite directions, between the first idler gear of the sixth shaft and the second shaft.

According to a further development, a ninth switching element is provided to connect the third shaft and the sixth shaft in a rotationally effective manner, preferably in the same direction. The connection in the same direction reverses the direction of rotation so that reverse gears can be achieved. In particular, the sixth shaft can have a second idler gear which can be connected to the sixth shaft in a rotationally fixed manner via the ninth shift element. The second idler gear of the sixth shaft and the third shaft are rotatably connected to one another, preferably in the same direction. For this purpose, the second idler gear of the sixth shaft preferably meshes with the second idler gear of the fourth shaft.

In a further preferred development, the transmission has a tenth shift element. Via the tenth switching element, the third shaft and the sixth shaft can be connected to one another in a rotationally effective manner, preferably in opposite directions. For this purpose, the sixth shaft preferably has a third idler gear which can be connected in a rotationally fixed manner to the sixth shaft via the tenth shift element. Between the third idler gear of the sixth shaft and the third shaft there is a, preferably opposite, rotationally fixed connection.

In a method according to the invention, seven forward and two reverse gears can be realized by means of such a transmission. The method provides that a first gear is realized by closing the second shift element, the sixth shift element and the fourth shift element; wherein a second gear is realized by closing the first shift element and the fourth shift element; wherein a third gear is realized by closing the second switching element and the eighth switching element; a fourth gear is realized by closing the first shift element and the tenth shift element; wherein a fifth gear is realized by closing the second shift element and the third shift element; wherein a sixth gear is realized by closing the first shift element and the seventh shift element; wherein a seventh gear is realized by closing the second shift element, the fifth shift element and the seventh shift element; wherein a first reverse gear is realized by closing the second switching element, the sixth switching element and the ninth switching element; and wherein a second reverse gear is realized by closing the first shift element and the ninth shift element. Reverse gear is a gear in which the direction of rotation of the output reverses while the direction of rotation of the first shaft remains the same.

The shift elements, which do not have to be closed for the respective gear as described above, are preferably open. A gear can be preselected by closing one or more of the switching elements 3 to 10. Depending on the gear engaged, the first shift element is opened and the second shift element is closed, or the first shift element is closed and the second shift element is opened, the transmission can be switched to the preselected gear. So it is possible, when the first gear is engaged, to preselect the second gear. If the second gear is engaged, the first gear, the third gear and the fifth gear can be selected. With the third gear engaged, it is possible to preselect the second reverse gear, the second gear, the fourth gear and the sixth gear. The third gear and the fifth gear can be selected when the fourth gear is engaged. When the fifth gear is engaged, the second reverse gear, the second gear, the fourth gear and the sixth gear can be selected. The third gear, the fifth gear and the seventh gear are preselectable when the sixth gear is engaged. If the seventh gear is engaged, the sixth gear can be selected. If the first reverse gear is engaged, the second reverse gear can be preselected. When the second reverse gear is engaged, the first gear, the third gear and the fifth gear can be preselected.

• 1 einen ersten Radsatz; und
• 2 einen zweiten Radsatz.

Preferred embodiments of the invention are shown in the figures. In detail shows:

• 1 a first wheel set; and
• 2nd a second wheel set.

The in 1 illustrated first wheelset 101 includes a first wave W1 , a second wave W2 , a third wave W3 , a fourth wave W4 , a fifth wave W5 and a sixth wave D6 . The first wheelset 101 also has a third switching element A , a fourth switching element B , a fifth switching element H , a sixth switching element G , a seventh switching element C. , an eighth switching element D , a ninth switching element E and a tenth switching element F on.

The first wave W1 , the second wave W2 and the third wave W3 are arranged coaxially to each other. The second wave W2 is designed as a hollow shaft through which the third shaft W3 runs through. In the closed state there is a first switching element K2 a non-rotatable connection between the first shaft W1 and the third wave W3 forth. A second switching element K2 provides a non-rotatable connection between the first shaft in the closed state W1 and the second wave W2 forth. Both switching elements K1 , K2 are integrated in a double clutch.

The second wave W2 has a fixed gear F2 on. The third wave W3 has a first fixed gear F3.1 , a second fixed gear F3.2 , a third fixed gear F3.3 and a fourth fixed gear F3.4 on. With regard to an axial direction, hereinafter referred to as the axial reference direction, the fixed wheels are arranged as follows: Fixed wheel F2 the second wave W2 , first fixed gear F3.1 the third wave W3 , second fixed gear F3.2 the third wave W3 , third fixed gear F3.3 the third wave W3 and fourth fixed gear F3.4 the third wave W3 . Furthermore, the fixed wheels mentioned are in relation to the axial reference direction after the first switching element K1 and the second switching element K2 arranged. The fixed gear F2 the second wave W2 is located axially between the two switching elements K1 , K2 and the first fixed gear F3.1 the third wave W3 .

The fourth wave W4 runs axially spaced from the first shaft W1 , the second wave W2 and the third wave W3 . It has a fixed gear F4 , a first idler gear L4.1 , a second idler gear L4.2 and a third idler gear L4.3 on. The first idler gear L4.1 the fourth wave W4 combs with the fixed gear F2 the second wave W2 . The second idler gear L4.2 the fourth wave W4 combs with the second fixed gear F3.3 the third wave W3 . With the fourth fixed gear F3.4 the third wave W3 combs the third idler gear L4.3 the fourth wave W4 . A third switching element A provides a non-rotatable connection between the first idler gear when closed L4.1 the fourth wave W4 and the fourth wave W4 forth. A fourth switching element B provides a non-rotatable connection between the second idler gear when closed L4.2 the fourth wave W4 and the fourth wave W4 forth. A non-rotatable connection between the third idler gear L4.3 the fourth wave W4 and the fourth wave W4 comes through the seventh switching element C. occurs when it is in the closed state.

Due to the axial arrangement of the fixed gears of the second shaft W2 and the third wave W3 With regard to the axial reference direction, the following arrangement of the idler gears of the fourth shaft results W4 : first idler gear L4.1 , second idler gear L4.2 and third idler gear L4.3 . The third switching element A is axial between the first idler gear L4.3 and the second idler gear L4.2 the fourth wave W4 arranged. The fourth switching element B and the seventh switching element C. are axially between the second idler gear L4.2 and the third idler gear L4.3 the fourth wave W4 arranged. Accordingly, the fourth switching element B and the seventh switching element C. structurally integrated. They can be switched with a single actuator. This is either the fourth switching element B opened while the seventh switching element C. is closed, or the seventh switching element C. is open while the fourth switching element B closed is.

The sixth wave D6 has a fixed gear F6 , a first idler gear L6.1 , a second idler gear L6.2 and a third idler gear L6.3 on. When closed, the eighth switching element connects D the first idler gear L6.1 the sixth wave D6 rotatable with the sixth shaft D6 . The ninth switching element E connects the second idler gear when closed L6.2 the sixth wave D6 rotatable with the sixth shaft D6 . The third idler gear L6.3 the sixth wave D6 is from the tenth switching element F when closed, rotatably with the sixth shaft D6 connected.

The first idler gear L6.1 the sixth wave D6 combs with the fixed gear F2 the second wave W2 . The second idler gear L6.2 the sixth wave D6 combs with the second idler gear L4.2 the fourth wave W4 . The third idler gear L6.3 the sixth wave D6 finally combs with the fourth fixed gear F3.4 the third wave W3 . With regard to the axial reference direction, this results in the following arrangement: first idler gear L6.1 the sixth wave D6 , second idler gear L6.2 the sixth wave D6 and third idler gear L6.3 the sixth wave D6 .

Both the fixed gear F4 the fourth wave W4 as well as the fixed gear F6 the sixth wave D6 mesh with the teeth of an output. Regarding the axial reference direction are the fixed gear F4 the fourth wave W4 and the fixed gear F6 the sixth wave D6 in front of the idler gears of the respective shaft W4 , D6 arranged. The first idler gear is located accordingly L4.1 the fourth wave W4 axially between the fixed gear F4 the fourth wave W4 and the second idler gear L4.2 the fourth wave W4 . The first idler gear L6.1 the sixth wave D6 is located between the fixed gear F6 the sixth wave D6 and the second idler gear L6.2 the sixth wave D6 . The sixth wave D6 is axially spaced on the one hand from the first shaft W1 , the second wave W2 and the third wave W3 and on the other hand from the fourth wave W4 arranged.

The fifth wave W5 has a fixed gear F5 , a first idler gear L5.1 and a second idler gear L5.2 on. In the closed state, the fifth switching element connects H the first idler gear L5.1 the fifth wave W5 rotationally fixed with the fifth shaft W5 . The second idler gear L5.2 the fifth wave W5 is from the sixth switching element G in the closed state non-rotatably with the fifth shaft W5 connected.

The fixed gear F5 the fifth wave W4 combs with the fixed gear F2 the second wave W2 . The first idler gear L5.1 the fifth wave W5 combs with the first fixed gear F3.1 the third wave W3 . The first fixed gear F3.1 the third wave W3 is intended for this purpose only. It can be omitted if the first idler gear L5.1 the fifth wave W5 instead with the second fixed gear F3.2 the third wave W3 or the fourth fixed gear F3.4 the third wave W3 combs. However, this would result in disadvantages regarding the interpretation of the translation of the individual gear stages.

The second idler gear L5.2 the fifth wave W5 combs with the third fixed gear F3.3 the third wave W3 . Also the third fixed gear F3.3 the third wave W3 is intended for this purpose only. It can be omitted if the second idler gear L5.2 the fifth wave W5 instead with the second fixed gear F3.2 the third wave W3 or with the fourth fixed gear F3.4 the third wave W3 combs. Due to the axial arrangement of the fixed gears of the second shaft W2 and the third wave W3 With regard to the axial reference direction, the following arrangement of the gear wheels of the fifth shaft results W5 : Fixed gear F5 , first idler gear L5.1 and second idler gear L5.2 .

The in 2nd shown second wheel set 201 largely corresponds to the first wheelset 101 . The only difference is the axial arrangement of the third switching element A , the fourth switching element B and the seventh switching element C. . Axially between the second idler gear L4.2 the fourth wave W4 and the third idler gear L4.3 the fourth wave W4 only the seventh switching element is located here. The fourth switching element B is like the third switching element A axially between the first idler gear L4.1 and the second idler gear L4.2 the fourth wave W4 arranged. Accordingly, both switching elements are structurally integrated and can be switched using a single actuator. This is either the third switching element A closed while the fourth switching element B is open, or the fourth switching element B is closed while the third switching element A is open.

Reference symbol list

101

first wheelset

201

second wheelset

K1

first switching element

K2

second switching element

A

third switching element

B

fourth switching element

H

fifth switching element

G

sixth switching element

C.

seventh switching element

D

eighth switching element

E

ninth switching element

F

tenth switching element

W1

first wave

W2

second wave

F2

Fixed gear of the second wave

W3

third wave

F3.1

first fixed gear of the third wave

F3.2

second fixed gear of the third wave

F3.3

third fixed gear of the third wave

F3.4

fourth fixed gear of the third wave

W4

fourth wave

F4

Fixed gear of the fourth wave

L4.1

first idler gear of the fourth shaft

L4.2

second idler gear of the fourth shaft

L4.3

third idler gear of the fourth shaft

W5

fifth wave

F5

Fixed gear of the fifth wave

L5.1

first idler gear of the fifth shaft

L5.2

second idler gear of the fifth shaft

D6

sixth wave

F6

Fixed gear of the sixth wave

L6.1

first idler gear of the sixth shaft

L6.2

second idler gear of the sixth shaft

L6.3

third idler gear of the sixth shaft

QUOTES INCLUDE IN THE DESCRIPTION

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

Patent literature cited

• DE 102012213450 A1 [0002]

Claims (9)

Transmission (101, 201) with a first shaft (W1), a second shaft (W2), a third shaft (W3), a fourth shaft (W4), a fifth shaft (W5), a first shift element (K1), one second switching element (K2), a third switching element (A), a fourth switching element (B), a fifth switching element (H) and a sixth switching element (G); wherein the first shaft (W1) and the third shaft (W3) can be connected to one another in a rotationally fixed manner via the first switching element (K1); wherein the first shaft (W1) and the second shaft (W2) can be connected to one another in a rotationally fixed manner via the second switching element (K2); wherein the second shaft (W2) and the fourth shaft (W4) can be rotatably connected to one another via the third switching element (A); wherein the third shaft (W3) and the fourth shaft (W4) can be rotatably connected to one another via the fourth switching element (B); wherein the fifth shaft (W5) has at least one fixed gear (F5); wherein the fixed gear (F5) of the fifth shaft (W5) is rotatably connected to the second shaft (W2); and wherein the third shaft (W3) and the fifth shaft (W5) can be rotatably connected to one another via the fifth switching element (H); characterized in that the third shaft (W3) and the fifth shaft (W5) can be rotatably connected to one another via the sixth switching element (G). Transmission (101, 201) after Claim 1 ; characterized in that the fifth shaft (W5) has a first idler gear (L5.1); wherein the first idler gear (L5.1) of the fifth shaft (W5) and the fifth shaft (W5) can be connected to one another in a rotationally fixed manner via the fifth shift element (H); and wherein the first idler gear (L5.1) of the fifth shaft (W5) is rotatably connected to the third shaft (W3). Transmission (101, 201) after Claim 1 ; characterized in that the third shaft (W3) has a first idler gear; wherein the first idler gear of the third shaft (W3) and the third shaft (W3) can be connected to one another in a rotationally fixed manner via the fifth shifting element (H); and wherein the first idler gear of the third shaft (W3) is rotatably connected to the fifth shaft (W5). Transmission (101, 201) according to one of the preceding claims; characterized in that the fifth shaft (W5) has a second idler gear (L5.2); wherein the second idler gear (L5.2) of the fifth shaft (W5) and the fifth shaft (W5) can be connected to one another in a rotationally fixed manner via the sixth shift element (G); and wherein the second idler gear (L5.2) of the fifth shaft (W5) is rotatably connected to the third shaft (W3). Transmission (101, 201) according to one of the Claims 1 to 3rd ; characterized in that the third shaft (W3) has a second idler gear; wherein the second idler gear of the third shaft (W3) and the third shaft (W3) can be connected to one another in a rotationally fixed manner via the sixth shifting element (G); and wherein the second idler gear of the third shaft (W3) is rotatably connected to the fifth shaft (W5). Transmission (101, 201) according to one of the preceding claims; characterized by a seventh switching element (C); wherein the fourth shaft (W4) and the third shaft (W3) can be rotatably connected to one another via the seventh switching element (C). Transmission (101, 201) according to one of the preceding claims; characterized by a sixth shaft (W6), an eighth switching element (D) and a ninth switching element (E); the second shaft (W2) and the sixth shaft (W6) being rotatably connectable to one another via the eighth switching element (D); and wherein the third shaft (W3) and the sixth shaft (W6) can be rotatably connected to one another via the ninth switching element (E). Transmission according to the preceding claim; characterized by a tenth switching element (F); the third shaft (W3) and the sixth shaft (W6) being rotatably connectable to one another via the tenth switching element (F). Method for shifting a transmission (101, 201) according to the preceding claim; characterized in that a first gear is realized by closing the second shift element (K2), the sixth shift element (G) and the fourth shift element (B); wherein a second gear is realized by closing the first switching element (K1) and the fourth switching element (B); wherein a third gear is realized by closing the second switching element (K2) and the eighth switching element (D); wherein a fourth gear is realized by closing the first shift element (K1) and the tenth shift element (F); wherein a fifth gear is realized by closing the second shift element (K2) and the third shift element (A); wherein a sixth gear is realized by closing the first shift element (K1) and the seventh shift element (C); wherein a seventh gear is realized by closing the second shift element (K2), the fifth shift element (H) and the seventh shift element (C); wherein a first reverse gear by closing the second switching element (K2), the sixth Switching element (G) and the ninth switching element (E) is realized; and wherein a second reverse gear is realized by closing the first switching element (K1) and the ninth switching element (E).

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