DE102011088382A1 - Motor car gear box, has partial gearbox comprising input shaft connected solid shaft of reduction gear over first- and second wheel sets and with solid shaft of reduction gear over third and fourth wheel sets - Google Patents

Abstract

The gearbox has a partial gearbox (1) comprising an input shaft (EW1) that is connectable with a sleeve shaft (HW1) of a reduction gear (4) over first- and second wheel sets (RR, R4, R8). The input shaft is connected with a solid shaft (VW1) of the reduction gear over a third wheel set (R2, R6) and with a solid shaft (VW2) of another reduction gear (5) over a fourth wheel set. Another partial gearbox (2) comprises an input shaft (EW2) connected the former solid shaft over fifth and sixth wheel sets (R1, R3, R5, R7) and with the latter solid shaft over seventh and eighth wheel sets. The input shafts are designed as a gear box center shaft or as a gear box sleeve shaft.

Description

The invention relates to a motor vehicle transmission, comprising two partial transmissions, which have coaxially arranged input shafts and each alternately by connecting the respective associated input shaft with a drive side in a power flow to at least one output side are einbindbar, being provided parallel to the input shafts two countershaft and a Rotary movement of the drive side to the at least one output side with one of a plurality of discrete and according to a sequence alternately divided into the two partial transmissions gears can be translated, each by operating at least one per associated switching element and an associated guiding the power flow via one of the countershaft and at least a set of wheels under change between the partial transmissions can be displayed under load switchable.

Such motor vehicle transmissions are designed, inter alia, as so-called dual-clutch transmissions in which the input shafts of the two partial transmissions can be connected to a drive side via a respective load switching element, wherein the two power shift elements are combined in a double clutch. The representable on such a motor vehicle transmission gears are alternately divided between the two partial transmissions, so that the one partial transmission, the odd gears and the other partial transmission represents the even gears. Usually, the individual gears are defined by one or more sets of wheels, each with discrete ratios, these wheelsets are then einbindbar by associated switching elements targeted in the power flow, so that a corresponding ratio between the drive side and at least one output side of the motor vehicle transmission is shown. Due to the alternate division of the gears on the two partial transmissions, it is possible when driving in a gearbox associated with a gear in the other sub-transmission by appropriate actuation of the switching elements already select a subsequent gear, with a final change in the subsequent gear by Opening the power shift element of a sub-transmission and shortly thereafter following closing of the load switching element of the other sub-transmission is feasible. As a result, the gears of the motor vehicle transmission can be switched under load, which improves an acceleration capacity of the motor vehicle due to the almost traction interruption-free gear change and allows more comfortable switching operations. Among other things, dual-clutch transmissions are in this case carried out with off-axis to each other driving and driven sides, as well as two parallel Vorgelegen, so that in the axial direction, a compact design can be achieved. The two parallel countershaft are often coupled via a respective output stage with at least one common output side and can be connected to the input shafts respectively via the corresponding wheelset by operating associated switching elements to represent a respective gear.

From the DE 10 2009 002 358 A1 goes out such a motor vehicle transmission, which is designed as a double-clutch transmission and comprises two partial transmission with coaxially arranged input shafts. By connecting the respective associated input shaft via a respective load switching element, the two partial transmissions can each be alternately incorporated into a power flow from a drive side to an output side, wherein the input shaft of a subtransmission is designed as a transmission central shaft and the input shaft of the other subtransmission as a hollow shaft transmission. Axially offset to the two input shafts, the output side of both partial transmission forming output shaft is provided, wherein a rotational movement of the drive side with one of a plurality of discrete gears on the output side is translatable by the power flow over at least one of two parallel to the input shafts and the output shaft extending vortex becomes. In this case, the countershaft are each connected via output stages to the output shaft, wherein in the case of a counter-decoupling the output stage is given by a solid shaft of the intermediate gear via an intermediate switching element. To represent a gear at least one each associated wheelset, each with a discrete ratio by actuation of a respective switching element is switched into the power flow, wherein the transmission hollow shaft respectively connected to the present wheel sets are arranged in pairs in Doppelradebenen each by one on the transmission hollow shaft provided fixed gear meshes with respective idler gears on the Vorgelegen. Even with the wheelsets, via which the transmission central shaft is connectable to the Vorgelegen, two gear stages are placed in a Doppelradebene by standing on the Vorgelegen provided idler gears each with an intermediate fixed gear on the transmission central shaft meshing. Axially adjacent two additional gear planes are provided, in which on the one hand a lying between the transmission central shaft and a countershaft wheelset and between the transmission central shaft and the other countershaft provided wheelset are placed. Overall, the wheelsets are the two part transmissions assigned in such a way that when switching along a sequence of gears always a change between the partial transmissions takes place, whereby these circuits can be performed under load.

Based on the above-described prior art, it is now the object of the present invention to provide a motor vehicle transmission, in which a large number of powershift gears can be displayed in the most compact possible construction in the axial direction.

This object is achieved on the basis of the preamble of claim 1 in conjunction with its characterizing features. The following dependent claims give each advantageous embodiments of the invention.

According to the invention, a motor vehicle transmission comprises two partial transmissions which have input shafts arranged coaxially with respect to one another and in each case can be connected alternately by connecting the respective associated input shaft to a drive side into a force flow to at least one output side. In this case, two countershaft are provided parallel to the input shafts, wherein a rotational movement of the drive side can be translated to the at least one output side translated from one of several discrete and alternately divided according to a sequence of gears to the two partial transmissions gears. The gears are in each case representable by actuation of at least one respective associated switching element and an associated guiding the power flow over one of the countershaft and at least one wheelset, while a change between the partial transmissions is performed under load.

For the purposes of the invention, switching elements are hereby preferably designed as synchronizers, via which a positive coupling of two gear elements, such as a gear shaft and a rotatably mounted idler gear of a wheelset or two gear shafts, is produced after speed differences between the elements have been reduced. Alternatively, however, in principle, another embodiment of the switching elements as form-locking switching elements, such as claw couplings, or as non-positive switching elements, such as multi-plate clutches, conceivable.

According to the invention, the input shafts of the two partial transmissions are connected to the drive side, in particular via respectively assigned load switching elements, which are preferably combined in a double clutch. A dual clutch is designed in particular as a wet-running double clutch, but can also be designed dry running at low torques to be transmitted. Apart from two load switching elements, such a connection of the input shafts but also on a single input shaft with the drive side coupling load switching element and a positive coupling between the two input shafts are shown, wherein the gear shift and the associated transition from one to the other partial transmission, the load switching element separates the drive-side connection to a drive unit of the motor vehicle and a drive torque during the gear change is represented by a likewise provided electric machine. For this purpose, the electric machine is drivingly connected to the other input shaft during the shifting and engagement of the other sub-transmission. In addition, however, a planetary gear can be provided so that a common provision of a drive torque by an electric machine and the drive unit of the vehicle when changing gear is possible. In this case, a double switching element can also be arranged in the region of the input shafts in order to be able to switch between the two aforementioned possibilities for providing a drive torque.

For the purposes of the invention, the rotational movement of the drive side can be transmitted to one or more output sides. In this case, the at least one output side of both partial transmissions is preferably formed by an output shaft which extends in an off-axis manner to the input shafts and to which the countershaft each communicate via an output stage. The output stages are then arranged in particular in a Doppelradebene by a fixed gear on the part of the output shaft with a fixed gear on the part of the first and on the side of the second Vorgeleges, the output stages are arranged here either in the axial direction between the wheelsets or in an end region of the countershaft , The arrangement of the output stages in a double wheel plane has the advantage that thus an extremely compact in the axial direction output from the Vorgelegen is possible on the output shaft, since the gears of the two output stages thus lie in an axial plane. In this arrangement Doppelradebene in an end region of the countershaft, the meshing gears are also very close to each bearing points of the countershaft, so that deflections of waves of the countershaft can be reduced. Apart from that, however, a placement between the wheel sets is also conceivable, especially if bearing lugs of the countershaft are arranged in the respective region, so that deflections which likewise occur due to the output placed close to a bearing are kept low during transmission of the high torque to the output shaft can. In addition, the output shaft can in this case then each form an output of the motor vehicle transmission at both ends, so that a plurality of drive axles of a motor vehicle can be driven by appropriate connection. Likewise, one or more output sides but also on be configured one or both countershaft, the two countershaft must then be coupled together accordingly.

The invention includes the technical teaching that the input shaft of a first partial transmission can be connected via a first set of wheels and on the other via a second set of wheels each with a hollow shaft of a first intermediate gear, wherein the hollow shaft rotatably coupled to a coaxial solid shaft of the first countershaft is. Furthermore, a third set of wheels is provided by means of which, on the one hand, the hollow shaft of the first countershaft and, on the other hand, the input shaft of the first subgear can be coupled in each case to a solid shaft of a second countershaft in cooperation with the second wheel set. This third set of wheels is axially arranged at the same level with the second set of wheels by a common, rotatably mounted on the input shaft of the first gear with a gear rotatably mounted on the solid shaft of the second gear of the third gear and a rotationally fixed on the hollow shaft of the first Vorgeleges arranged gear of the second gear is in meshing engagement. Furthermore, the input shaft of the first partial transmission can be connected via a fourth set of wheels to the solid shaft of the first counter gear and on the other via a fifth set of wheels with the solid shaft of the second counter gear, while the input shaft of a second subtransmission on the one hand via a sixth gear, as well via a seventh wheel each with the solid shaft of the first countershaft and on the other hand via an eighth set of wheels, and via a ninth gear each with the solid shaft of the second countershaft is coupled.

In other words, therefore, a first and a second wheelset are provided, via which in each case a connection of the input shaft of a first partial transmission with a hollow shaft of a first countershaft can be produced. Coaxial with this hollow shaft then further a solid shaft of the first countershaft is placed, the solid shaft and the hollow shaft can be rotatably coupled together. Together in an axial plane with the second set of wheels, a third set of wheels is provided, via which the hollow shaft of the first counter gear and, secondly, the input shaft of the first sub transmission can each be connected to a solid shaft of a second intermediate gear together with the second gearset. The arrangement of the third set of wheels with the second gear in a Doppelradebene is thereby made possible by an intermediate common gear, which is rotatably mounted on the input shaft of the first gear, each with a gear of the second gear and a gear of the third gear permanently in meshing engagement stands. The gear of the second set of wheels is rotatably placed on the hollow shaft of the first gear, while the gear of the third gear is rotatably mounted on the solid shaft of the second gear. Furthermore, the input shaft of the first partial transmission can be connected on the one hand with the solid shaft of the first counter gear via a fourth gear and on the other hand with the Vollwelles of the second counter gear on a fifth gear. With respect to the input shaft of a second intermediate gear connections with the solid shaft of the first counter gear on a sixth gear and a seventh wheel are each representable, while the input shaft of the second gear on the part of the solid shaft of the second gear on the one hand via an eighth gear and the other via a ninth gear each can be coupled.

By means of the inventive design of a motor vehicle transmission, it is possible to build compact by the arrangement of the second and third wheelsets in a common wheel plane in the axial direction. The arrangement of the hollow shaft, as well as their coupling possibilities in conjunction with the second and the third set of wheels also given the opportunity to perform a gear as a so-called Windungsgang, in which the power flow from the one input shaft out to the hollow shaft and from there via the second and the third wheelset is translated to the second countershaft and thus to the at least one output side. Here, the wheelsets of other gears are used.

Furthermore, a good hybridisability of the motor vehicle transmission according to the invention is given on the hollow shaft and its coupling possibilities. Because of the thus given possibilities of decoupling from the drive side and also from the at least one output side of the transmission can be generated by connecting an electric machine to the first, the second or the third wheel on the one hand targeted electrical energy without retroactive effect on the output side and on the other hand Propulsion supported or a purely electric driving without connection to the drive side are shown. By means of a decoupling on the output side, a charging of an electrical store can be carried out at standstill of the vehicle by the electric machine being connected to the drive unit of the motor vehicle via the respective wheelset, while no rotational movement is transmitted to the output side. On the other hand, when the connection to the drive side is interrupted, a purely electric driving can be represented without causing drag losses of a double clutch provided on the drive side. The electric machine can in the sense of the invention either via a be connected separate gear, which is in meshing engagement with one of the gears of the respective wheelset, but it is also conceivable to provide the electric machine coaxial with one of the gears of the respective wheelset and connect to the gear. Furthermore, it is possible according to the invention to provide a total of only one electric machine in the area of one of the wheel sets or else in each case one electric machine in the case of several wheelsets.

Apart from that, it is generally conceivable within the scope of the invention to arrange at least one electric machine in the area of each one of the shafts of the gearbox, directly on each fixed gear of the wheel sets, directly on each idler gear of the wheelsets or on an additional fixed gear. At the respective positions, either at least one electric machine recuperates energy or supports a rotational movement or a purely electric driving, i. a pure operation of the motor vehicle via the at least one electric machine allows.

In addition, one of the first, the second, the third, the fourth and the fifth wheel set is one of a second gear set, one of a fourth gear, one of a sixth gear, one of an eighth gear, and one designed as a wheelset of a reverse gear. However, the first gear set is particularly preferably the gear set of the fourth gear, the second gear set is the gear set of the eighth gear, the third gear set is the gear set of the sixth gear, the fourth gear set is the gear set of the reverse gear and the fifth wheel set around the wheelset of the second gear. With regard to the sixth, the seventh, the eighth and the ninth wheelset in particular one each by a set of wheels of a first gear, one by a wheel of a third gear, one by a wheel of a fifth gear and one formed by a wheel of a seventh gear, wherein In this case, the sixth set of wheels is particularly preferably designed as wheelset of the third gear, the seventh wheelset as wheelset of the seventh gear, the eighth wheelset as wheelset of the first gear and the ninth wheelset as wheelset of the fifth gear.

According to an advantageous embodiment of the invention, the fourth gear and the fifth gear are arranged in a Doppelradebene by a common, non-rotatably mounted on the input shaft of the first gear with a gear rotatably mounted on the solid shaft of the first gear gear of the fourth gear and a rotatable on the solid shaft of the second intermediate gear gear of the fifth gear is in meshing engagement. By merging the two sets of wheels in a Doppelradebene can be built very compact in the axial direction, since the two wheelsets so then lie at an axial height. As a result, the axial length of the transmission according to the invention can be further reduced accordingly.

In a further development of the invention, the sixth gear and the eighth gear are also arranged in a Doppelradebene by a common, non-rotatably mounted on the input shaft of the second gear with a gear rotatably mounted on the solid shaft of the first gear of the sixth gear and a rotatably mounted on the Solid shaft of the second intermediate gear gear of the eighth gear set is in meshing engagement. This has the advantage that thus again the axial length can be shortened by the sixth and the eighth wheelset are arranged axially in one plane.

According to a further embodiment of the invention, the seventh wheelset and the ninth wheelset are arranged in a Doppelradebene by a common, non-rotatably mounted on the input shaft of the second partial transmission gear with a rotatably mounted on the solid shaft of the first intermediate gear of the seventh wheel and a rotatable on the solid shaft of the second intermediate gear mounted gear of the ninth gear each meshes. As a result, by the arrangement of the seventh and the ninth wheelset at an axial height in turn a shortening of the axial space of the motor vehicle transmission according to the invention possible.

In particular, all three aforementioned variants are realized, so that eight of the total of nine wheelsets are arranged in Doppelradebenen. This makes it possible to place all wheelsets in only five wheel planes, resulting in a particularly compact design in the axial direction.

Furthermore, in the case of the aforementioned variants, a gear set associated with a first gear and associated with a third gear, a gear set associated with a second gear and associated with a reverse gear, a gear set assigned to a fifth gear and a seventh gear, and a sixth gear and an eighth gear associated gear each in common in a Doppelradebene between the respective input shaft and the present arranged so that are defined by the arranged in a plane respectively wheel sets each closely spaced passages. Accordingly, the respective ratios to be displayed are also close to each other, so that in the representation of uniform center distances between the Input shafts and the Vorgelegen larger profile shifts in the gears of Doppelradebenen can be avoided.

According to a further embodiment of the invention, a switching element, by means of which the input shaft of the first gearset can be coupled via the first gear set upon actuation, is combined in a switching device with a switching element which controls the common gearwheel of the second gearset and when activated of the third set of wheels fixed to the input shaft of the first sub-transmission. In this case, this switching device is arranged on the input shaft of the first partial transmission. The merging of the two switching elements has the advantage that with the aid of an actuator actuation of both one and the other switching element can be made, so that a total of a compact design and simplification of a transmission control is possible. In addition, depending on the defined translations of the associated wheelsets by the summary and the associated arrangement of the switching device on the input shaft of the first sub-transmission applied switching forces on actuation of the switching device may be reduced so that it can be made smaller and thus designed smaller construction.

In a further development of the invention, a switching element via which the hollow shaft of the first countershaft is rotatably connected to the solid shaft of the first countershaft, connected in a switching device with a switching element, which on driving the input shaft of the first sub-transmission with the solid shaft of the first intermediate gear on couples the fourth wheel. This switching device is placed on the solid shaft of the first gear. As a result, the combined in a switching device switching elements can also be operated in each case via a common actuator, whereby a compact structure of the motor vehicle transmission can be achieved and a simplification of a transmission control can be displayed. The placement of this switching device on the solid shaft of the first gear with respect to the fourth gear results in a reduction of a moment of inertia on the input shaft of the first sub-transmission. In addition, the number of moving components can be reduced by the Abkopplungsmöglichkeiten thus given, when a second power transmission, a power flow is performed over the first countershaft gears.

According to one embodiment of the invention, a switching element which connects the input shaft of the first gear on the third gearset when operating the input shaft of the first gear, jointly grouped in a switching device with a switching element, via which when driving the input shaft of the first gear with the solid shaft of the second Vorgeleges can be coupled via the fifth set of wheels. In this case, this switching device is arranged on the solid shaft of the second countershaft. Accordingly, the two switching elements can also be actuated by the combination in a switching device by a common actuator, so that in turn a compact design of the motor vehicle transmission and a simplification of the structure of a transmission control is achieved. In addition, the placement of the switching device on the solid shaft of the second counter gear leads in both wheelsets to a reduction of a moment of inertia on the input shaft of the first sub-transmission. Finally, it can still be prevented by the thus given Abkoppelungsmöglichkeiten the wheelsets of the solid shaft of the second Vorgeleges co-rotation of the wheels of the third and fifth wheelset, if at courses of the second partial transmission of the power flow is performed on the second countershaft.

According to the invention, a switching element, via which the input shaft of the second gearset can be brought into connection with the solid shaft of the first gear via the sixth set of wheels when actuated, combined in a switching device with a switching element which controls the input shaft of the second partial transmission with the Solid shaft of the first gear on the seventh wheelset coupled, this switching device is placed on the shaft of the first gear. As a result, two connection possibilities of the input shaft of the second partial transmission with the first countershaft can thus be controlled via a common actuator, which accordingly simplifies a control and overall allows a compact construction. Furthermore, by placing the switching device on the solid shaft of the first countershaft mass moment of inertia reduced to the input shaft of the second sub-transmission and also be reduced by Abkopplungsmöglichkeiten the number of moving components when the power flow is performed over the first countershaft in gears of the first sub-transmission.

According to a further advantageous embodiment of the invention, a switching element which couples the input shaft of the second gear on the eighth gear set when driving the input shaft of the second gear, together in a switching device with a switching element grouped over which upon actuation the input shaft of the second partial transmission can be connected to the solid shaft of the second gear via the ninth gear. This switching device is on the solid shaft of the second countershaft arranged. As a result, the two switching elements can be actuated by the combination in a switching device by a common actuator, so that again a more compact design of the motor vehicle transmission and a simplification of the structure of a transmission control is achieved. The placement of this switching device on the solid shaft of the second countershaft results in a reduction of a moment of inertia on the input shaft of the second subgear and in a reduction of the number of moving parts in the representation of gears of the first subgear on the second countershaft.

According to the invention, the input shaft of the first partial transmission is designed as a transmission central shaft or as a hollow shaft transmission, in which case the input shaft of the second partial transmission is provided as a hollow shaft extending coaxially thereto or as a transmission central shaft. In other words, therefore, the input shaft of a partial transmission is designed either as a transmission central shaft or as a hollow shaft shaft and the input shaft of the second partial transmission exactly opposite formed as a coaxial extending hollow shaft or transmission central shaft.

The invention is not limited to the specified combination of the features of the main claim or the dependent claims. It also results in ways to combine individual features, even if they emerge from the claims, the following description of embodiments or directly from the drawings. The reference of the claims to the drawings by use of reference numerals is not intended to limit the scope of the claims.

Further, advantageous embodiments of the invention will become apparent from the following description of preferred embodiments of the invention, which refers to the figures shown in the drawings. It shows:

1 a schematic representation of a motor vehicle transmission according to the invention according to a first preferred embodiment of the invention;

2 a schematic representation of a second preferred embodiment of a motor vehicle transmission according to the invention;

3 a schematic view of a motor vehicle transmission according to the invention according to a third preferred embodiment of the invention;

4 an exemplary circuit diagram of a motor vehicle transmission according to the invention according to the 1 to 3 ;

5 a schematic representation of a fourth preferred embodiment of a motor vehicle transmission according to the invention; and

6 an exemplary circuit diagram of a motor vehicle transmission according to the invention according to the 5 ,

Out 1 is a schematic view of a motor vehicle transmission according to the invention according to a first preferred embodiment of the invention. In the present case, this motor vehicle transmission comprises two partial transmissions 1 and 2 , which in each case an input shaft EW1 and EW2 is assigned. In this case, the input shaft EW1 of the first partial transmission 1 designed as a hollow gear shaft, to which the gearbox central shaft designed as the input shaft EW2 of the second partial transmission 2 runs coaxially. The two partial transmissions 1 and 2 can now each be alternately in a power flow from a drive side AN of the motor vehicle transmission, which is in the installed state of the transmission with a drive unit of the motor vehicle in connection to output sides AB1 and AB2 are integrated by either the input shaft EW1 of the first sub-transmission 1 via an associated load switching element K1 or the input shaft EW2 of the second partial transmission 2 is coupled via an associated load switching element K2 with the drive side AN. The two load switching elements K1 and K2 are in a double clutch 3 summarized, which is preferably a wet-running double clutch. In the present case, the two output sides AB1 and AB2 are formed by shaft ends of an output shaft AW, which is offset in the axial direction from the two input shafts EW1 and EW2 and, in the present case, is indicated only by broken lines in another plane of the drawing. In this case can be made on the two output sides AB1 and AB2 each have a connection to each driven axle of the motor vehicle. Furthermore, parallel to the two input shafts EW1 and EW2 and also the output shaft AW are two countershafts 4 and 5 provided, wherein a first countershaft 4 in this case composed of a solid shaft VW1 and a coaxial hollow shaft HW1, while a second countershaft 5 is formed by a solid shaft VW2.

A rotational movement of the drive side AN can now via one of the two partial transmission 1 or 2 translated to the output shaft AW and thus to the output sides AB1 and AB2 are transmitted by the power flow starting from the input shaft EW1 and the input shaft EW2 via a of several wheelsets R1 to R8 or RR on one of the countershafts 4 respectively. 5 and starting from this, it is fed to the output shaft AW via one of two output stages RA1 and RA2. In this case, each of the wheelsets R1 to R8 and RR defined in conjunction with the respective output stage RA1 and RA2 a respective associated gear of the motor vehicle transmission, so that in this case by appropriate switching a total of a first to eighth gear and a reverse gear of the transmission can be displayed. The wheelsets R1 to R8 are in this case formed by spur gear stages, which in each case consist of a fixed gear placed on the side of one of the two respective transmission shafts and a idler gear which is permanently meshed therewith and rotatably mounted on the respective other gear shaft. In the case of the wheelset RR, which when incorporated into a power flow from the drive side AN to the output sides AB1 and AB2 provides for a reversal of direction compared to a circuit of the other sets of wheels R1 to R8 and thus defines a reverse gear of the motor vehicle transmission is between a rotationally fixed on In addition, an intermediate shaft ZW with a gear Z3 arranged thereon is provided on the input shaft EW1 arranged gearwheel Z1 and a gearwheel Z2 of the gearwheel RR mounted rotatably on the solid shaft VW1, wherein this gearwheel Z3 is permanently in meshing engagement with the toothed wheel Z1 and with the toothed wheel Z2 , so that when reversing the power flow via the wheel set RR, the said direction of rotation reversal is completed.

As further out 1 it can be seen, the wheelsets R1 to R8 are so on the two partial transmission 1 and 2 split, that at a circuit of the representable gears in accordance with a course always between the two sub-transmissions 1 and 2 is changed back and forth and thus the circuits can be performed under load. Furthermore, the wheel sets R1 to R8 and RR are arranged in a total of five wheel planes I to V, of which the wheel planes II to V are each configured as a double wheel plane, in which then two of the wheelsets R1 to R8 and RR are placed, while in the Gear plane I is a single of the wheelsets R1 to R8 and RR is provided.

In the present case, the wheelset R4 is provided in a first wheel plane I, via which a fourth gear of the transmission can be represented when it is integrated into the power flow from the drive side AN to the output sides AB1 and AB2 in interaction with the output stage RA1. For this purpose, a on the input shaft EW1 of the first partial transmission 1 rotatably mounted gear Z4 of the wheelset R4 are set via a switching element S1 on the input shaft EW1, so that a rotational movement of the input shaft EW1 corresponding to a translation of the wheel R4 by a permanent meshing of the gear Z4 with a rotatably provided on the hollow shaft HW1 gear Z5 on the Hollow shaft HW1 is transmitted. For final shifting of the fourth gear, the hollow shaft HW1 is then non-rotatable with the solid shaft VW1 of the first counter gear 4 to couple by means of a switching element S2, so that the power flow from the hollow shaft HW1 on the solid shaft VW1 and the output stage RA1 can be performed on the output shaft AW.

As further out 1 it can be seen, in the axial direction of the first gear plane I, designed as a double gear plane, second gear plane II, in which the wheelsets R6 and R8 are arranged. The wheelsets R6 and R8 are thereby axially placed at the same height that a gearwheel Z6 mounted rotatably on the input shaft EW1 firstly has a gearwheel Z7 of the wheelset R8 arranged rotatably on the hollow shaft HW1 and with a rotatable shaft on the solid shaft VW2 second feed 5 gear wheel Z9 of the wheel set R6 meshes. By way of the wheel set R8, an eighth gear of the motor vehicle transmission can be represented by, on the one hand, the hollow shaft HW1, via the shifting element S2, rotationally fixed to the solid shaft VW1 of the first counter gear 4 coupled and on the other hand provided on the input shaft EW1 gear Z6 is fixed by means of a switching element S3. With regard to the wheel set R6, this can be done on the solid shaft VW2 of the second intermediate gear 5 rotatably mounted gear Z9 are set via a switching element S4 on the solid shaft VW2, so that with simultaneous activation of the switching element S3, a rotational movement of the input shaft EW1 corresponding to a translation of the wheelset R6 with a movement of the solid shaft VW2 and in the course of the output stage RA2 with a rotational movement of the output shaft AW is coupled. Here, the wheel set R6 defines in cooperation with the output stage RA2 a sixth gear of the motor vehicle transmission.

Due to the configuration of the second wheel plane II and with a corresponding interaction of the hollow shaft HW1 and the wheelsets R6 and R8 but in principle there is the possibility to represent a gear as a winding course. Thus, for example, starting from the input shaft EW1, the power flow is guided via the wheel set R4 to the hollow shaft HW1 and from there translated by means of the wheel sets R6 and R8 under actuation of the switching element S4 to the solid shaft VW2, from which via the output stage RA2 a transmission takes place on the output shaft AW. The meaningfulness of a representation of such a winding course is, however, dependent on the fact that in this combination of the wheelsets R4, R8 and R6, and the output stage RA2 a suitable gear is switchable.

On the second wheel plane II follows a third wheel plane III, in which the wheelsets R2 and RR are arranged. This Doppelradebene is thereby formed by the fact that provided on the input shaft EW1 gear Z1 meshes with a rotatably mounted on the solid shaft VW2 gear Z10 of the wheel R2 and the gear Z3 of the wheel RR. The two wheelsets R4 and RR thus share the common, sitting on the input shaft EW1 gear Z1. When integrated into the power flow, a second gear of the motor vehicle is represented by the wheel set R2, while the reverse gear is produced when the gear set RR is switched with the direction of rotation reversal already explained. For this purpose, with respect to the wheelset RR on the solid shaft VW1 of the first Vorgeleges 4 rotatably mounted gear Z2 are rotatably connected via a switching element S5 with the solid shaft VW1, so that a rotational movement of the input shaft EW1 via the wheelset RR on the solid shaft VW1 and from there via the output stage RA1 is transmitted to the output shaft AW, wherein the wheelset RR and the output stage RA1 define the interaction in reverse. Similarly, that too, on the solid shaft VW2 of the second Vorgeleges 5 rotatably mounted gear Z10 of the wheelset R2 are set via a switching element S6 on the solid shaft VW2, so that a rotational movement of the input shaft EW1 according to a translation of the wheel R2 with a movement of the solid shaft VW2 and in the further course on the output stage RA2 with a rotational movement of the Output shaft AW is coupled. In this case, the wheel set R2, in interaction with the output stage RA2, defines the second gear of the motor vehicle transmission.

The third wheel plane III is followed by a fourth wheel plane IV and a fifth wheel plane V, which are each designed as a double wheel plane, wherein in the fourth wheel plane IV wheelset R1 and R3 and in the fifth wheel plane V of the wheelset R5 and the wheelset R7 are placed. Similar to the third wheel plane III, also in the fourth gear plane IV of the wheelset R1 and the wheelset R3, as well as in the fifth wheel plane V of the wheelset R5 and the wheel R7 each share a common, non-rotatably provided on the input shaft EW2 gear Z11 or Z12. The individual sets of wheels R1, R3, R5 or R7 can then be incorporated into the power flow by a respective on the solid shaft VW1 with respect to the wheelsets R3 and R7 and with respect to the wheelsets R1 and R5 one on the solid shaft VW2 rotatably mounted gear Z13 or Z14 or Z15 or Z16 via a respective associated switching element S7 or S8 or S9 or S10 rotationally fixed to the respective solid shaft VW1 or VW2 of the respective Vorgeleges 4 respectively. 5 is connected. In this case, the wheel set R3 and the wheel set R7 respectively define a third gear or a seventh gear in cooperation with the output stage RA1, while the gear set R1 and the gear set R5 each represent a first gear or a fifth gear together with the output stage RA2. In the case of wheelsets R3 and R7, the power flow is thereby over the first countershaft 4 guided, while in the wheelsets R1 and R5, a power flow over the second countershaft 5 takes place.

In the gearwheels II to V designed as double-wheel levels, wheel sets in each case are placed in a wheel plane with the gear sets R6 and R8, R2 and RR, R1 and R3, and also R5 and R7, whose associated gears are close to each other. As a result, the diameter of the associated output-side gears of the wheelsets R6 and R8, R2 and RR, R1 and R3, and R5 and R7 are close to each other, so that excessive profile shifts in these wheelsets can be avoided in the representation of uniform center distances.

In the present case, the switching elements S1 to S10 are each designed as synchronizers. In the case of the switching elements S1 and S3 to S10, a respective associated toothed wheel Z2 or Z4 or Z6 or Z9 or Z10 or Z13 or Z14 or Z15 or Z16 of the respective wheel R1 to R8 and RR coupled with previous reduction of speed differences with the respective shaft EW1 or VW1 or VW2. When the switching element S2 is actuated, by contrast, the hollow shaft HW1 and the solid shaft VW1 are connected to one another in a form-fitting manner as soon as a rotational speed equals is reached.

As well as out 1 is apparent, are now the switching element S1 and the switching element S3 to a first switching device SE1, the switching element S2 and the switching element S5 to a second switching device SE2, the switching element S4 and the switching element S6 to a third switching device SE3, the switching element S7 and the switching element S8 to a fourth switching device SE4, and the switching element S9 and the switching element S10 to a fifth switching device SE5 each summarized. Here, the first switching device SE1 on the input shaft EW1 of the first sub-transmission 1 placed, while the second switching device SE2 and the fourth switching device SE4 each on the solid shaft VW1 of the first Vorgeleges 4 , and the third switching device SE3 and the fifth switching device SE5 each on the solid shaft VW2 of the second countershaft 5 are arranged. In the present case, the switching devices SE1 to SE5 are each configured as double synchronizers, in which the respective associated switching elements S1 and S3 or S2 and S5 or S4 and S6 or S7 and S8 or S9 and S10 each have a common shift sleeve, which from a respective neutral position via a respective associated actuator either in an actuating position of the respective one switching element S1 or S2 or S4 or S7 or S9 or in an operating position of the respective other switching element S3 or S5 or S6 or S8 or S10 can be moved.

Furthermore, the output stage RA1 and the output stage RA2 are likewise placed in a double-wheel plane, in which a gearwheel Z17 meshes with the output shafts AW with gearwheels Z18 and Z19, respectively, on the solid shafts VW1 and VW2. This Doppelradebene is arranged between the third gear plane III and the fourth gear plane IV, in particular bearing glasses of the solid shaft VW1 and the solid shaft VW2 are provided in this area. By placing the output stages RA1 and RA2 close to these bearing glasses, deflections during transmission of the high torques to the output shaft AW can be kept low.

Another special feature is still coaxial with the input shaft EW1 of the first sub-transmission 1 provided an electric machine EM, whose - not shown here - rotor rotatably coupled to the gear Z4 of the wheel R4. As a result, a rotational movement of the gear Z4 of the wheelset R4 is coupled to a rotational movement of the rotor of the electric machine EM, wherein the electric machine EM either act as a generator and can feed electrical energy into a - not shown here - electrical memory, or as electric motor is operable, which acts on current acting on the gear Z4 of the wheelset R4. The electric machine EM can thus either be driven via the wheelset R4 or drive the wheelset R4 and thereby either support a rotational movement or initiate a corresponding drive movement.

The connection of the electric machine EM to the wheelset R4 here has the advantage that the electric machine EM thus on the switching element S1 on the one hand of the dual clutch 3 and can be decoupled via the switching element S2 to the other of the output sides AB1 and AB2. In the latter case, it is possible to operate the electric machine EM via the wheelset R4 without transmitting a rotational movement to the driven sides AB1 and AB2, so that the electric machine EM can also be operated to charge an electrical store when the vehicle is stationary. In the other case, a purely electric driving can be represented by the electric machine EM by these via the switching element S1 of the double clutch 3 and thus also decoupled from the drive side AN, which due to this decoupling drag losses of the dual clutch 3 can be prevented. Alternatively, an electric machine EM but also be connected in accordance with the wheelset R6 or wheelset R8, as well as corresponding decoupling options are given.

Out 2 shows a second preferred embodiment of a motor vehicle transmission according to the invention. In contrast to the embodiment according to 1 have the wheelsets R2, R4, R8 and RR within the first sub-transmission 1 and the wheelsets R1, R3, R5 and R7 within the second sub-transmission 2 exchanged positions with each other. Thus, the wheel set R8 is replaced by the wheel set R4 in the first wheel plane I, while the wheel set R4, the position of the wheel set R8 1 taken in the second wheel plane II. Furthermore, the wheelset R2 and the wheelset RR have their arrangement within the third wheel plane III exchanged by the gear Z2 of the wheel RR now rotatable on the solid shaft VW2 of the second Vorgeleges 5 and the gear Z10 now rotatably on the solid shaft VW1 of the first countershaft 4 is stored. On the other hand, in the fourth gear plane IV, the wheelset R1 and the wheelset R7 are arranged in common by the intermediate, non-rotatably provided on the input shaft EW1 gear Z11 on the one hand with the rotatably mounted on the solid shaft VW1 gear Z15 of the wheel R1 and the other with the rotatable on the solid shaft VW2 mounted gear Z14 of the wheel set R7 is in meshing engagement. In the fifth gear plane V, the intermediate gear Z12 now meshes respectively with the toothed wheel Z16 of the wheel set R5 rotatably mounted on the solid shaft VW1 and the toothed wheel Z13 of the wheel set R3 rotatably mounted on the solid shaft VW2.

Due to this restructuring, the switching elements S2 to S10 are partially summarized elsewhere, in which case the switching element S2 with the switching element S6 in a second switching devices SE2 ', the switching element S4 with the switching element S5 in a third switching device SE3', the switching element S9 with the switching element S10 in a fourth switching device SE4 ', and the switching element S7 with the switching element S8 in a fifth switching device SE5' are regrouped, while switching device SE1, the switching elements have remained the same under single change of order. Finally, an electric machine EM in the case of embodiment after 2 provided coaxially with the solid shaft VW2 and attached to the gear Z9 of the wheel set R6, which are given Abkoppelungsmöglichkeiten about the switching elements S1 and S4. Otherwise, the embodiment corresponds to 2 but the variant 1 ,

Furthermore goes out 3 a third preferred embodiment of a motor vehicle transmission according to the invention. This embodiment differs from the variant according to 1 to the effect that the two partial transmissions 1 and 2 are swapped with respect to their arrangement in the axial direction. As a result, the input shaft EW1 of the first subtransmission is designed as a transmission central shaft, while the input shaft EW2 of the second subtransmission 2 is designed as a coaxial thereto running hollow shaft. Likewise, the load switching elements K1 and K2 have their arrangement within the dual clutch 3 changed. Also, an arrangement of the wheelsets R1 to R8 and RR in the wheel planes I to V is changed in the sequence by the wheelsets R1 and R3 in the first gear plane I, the wheelsets R5 and R7 in the second gear plane II, the wheelset R4 in the third gear plane III, the wheelsets R6 and R8 in the fourth gear plane IV, and the wheelsets R2 and RR are arranged in the fifth gear plane V. Accordingly, the switching devices SE1 to SE5 have changed their positions. Finally, the output sides AB1 and AB2 are each by a shaft end of the solid shaft VW1 and VW2 of the two countershaft 4 and 5 formed, wherein the two solid shafts VW1 and VW2 are coupled to each other here via the output stages RA1 and RA2. In this case, the toothed wheels Z18 and Z19 connecting gear Z17 is placed in a different plane and therefore only indicated by dashed lines. In the present case, the two output stages RA1 and RA2 are in the end region of the two countershafts 4 and 5 on one of the double clutch 3 arranged side facing, so that a coupling of the solid shafts VW1 and VW2 in the range of their - not shown here - end-side bearings takes place. Furthermore, no electric machine is provided. Incidentally, the embodiment corresponds to 3 according to the variant 1 ,

In 4 Now, an exemplary circuit diagram is shown, which extends through each of the transmission variants according to the 1 to 3 can be realized. In total, eight powershift forward gears and one reverse gear can be displayed. The load shiftability of the forward gears is achieved in that when driving in a corridor and guiding the power flow via one of the two partial transmissions 1 or 2 in the respective other partial transmission 2 or 1 already participating in the representation of a subsequent transition of the switching elements S1 to S4 and S6 to S10 are preselected and the eventual switching only the load switching element K1 and K2 of a partial transmission 1 respectively. 2 opened and immediately thereafter the load switching element K2 or K1 of the other sub-transmission 2 respectively. 1 is closed. As a result, a virtually traction-free driving is possible.

In the present case, the first gear is represented by the fact that the load switching element K2 is closed and thus the input shaft EW2 connected to the drive side AN, and the switching element S9 is actuated. To change to the second gear, the switching element S6 must be operated in advance and then switching between the load switching elements K1 and K2 be made by the load switching element K2 is opened and the load switching element K1 is closed, and after switching the switching element S9 is turned off. In the following, third gear can be passed under renewed change between the load switching elements K1 and K2, in advance to operate the switching element S7 and switch off after switching the switching element S6. The fourth gear is obtained by driving the switching elements S1 and S2, as well as another change between the load switching elements K1 and K2, wherein the switching element S7 is to be transferred after a successful change to an unactuated state. In fifth gear is through the switching element S10, the input shaft EW2 on the second countershaft 5 coupled with the output sides AB1 and AB2, in this case the last shift of the gear here to open load switching element K1 and closing the load switching element K2. In addition, after completed gear change, the switching elements S1 and S2 off. The sixth forward speed is obtained by operating the switching elements S3 and S4 and under another change between the load switching elements K1 and K2, and transferring the switching element S10 in an unactuated state, while in the case of the seventh forward gear switching element S8 to control and the switching elements S2 and S3 are off , For final switching while the load switching element K1 is open and close the load switching element K2. Finally, the eighth forward gear is switched starting from the seventh forward gear by first the switching elements S2 and S3 are actuated and after a successful switching between the load switching elements K1 and K2, the switching element S8 is turned off. On the other hand, the reverse gear is obtained by operating the switching element S5, and by connecting the input shaft EW1 to the drive side AN by closing the load switching element K1.

Finally, in 5 an embodiment of a motor vehicle transmission according to a fourth embodiment of the invention shown. Different from the variant after 1 is that the first gear plane I is designed as a double-wheel plane in which the wheelsets R4 and R6 are arranged by the intermediate gear Z1 both with the rotatably mounted on the solid shaft VW1 gear Z9 of the wheel R6 and with the rotatable on the solid shaft VW2 provided gear Z5 of the gear set R4 is in meshing engagement. Furthermore, in the second wheel plane II, the wheelsets R2 and RR are placed together, each of which rotatably on the respective solid shaft VW1 or VW2 mounted gears Z2 and Z10 are each in communication with the intermediate gear Z6. Furthermore, the wheelset R8 is arranged separately in the third wheel plane III. With regard to the gear planes IV and V, the wheelsets R3 and R7 are placed together in the fourth gear plane IV and the wheelsets R1 and R5 in the fifth gear plane V, by a respectively intermediate gear Z11 and Z12, respectively rotatably provided on the solid shafts VW1 and VW2 Gears Z13 or Z14 or Z15 or Z16 meshes. Due to the changed arrangement, the switching elements S1 to S10 are also newly combined in switching devices. Thus, the switching elements S3 and S5 in a first switching device SE1 '', the switching elements S2 and S4 in a second switching device SE2 '', the switching elements S1 and S6 in a third switching device SE3 '', the switching elements S8 and S10 in a fourth switching device SE4 '', and the switching elements S7 and S9 in a fifth switching device SE5 '' each summarized. Here, then, the first switching device SE1 '' on the input shaft EW1 of the first sub-transmission 1 placed, while the second switching device SE2 '' and the fourth switching device SE4 '' respectively on the solid shaft VW1 of the first Vorgeleges 4 , as well as the third switching device SE3 '' and the fifth switching device SE5 '' respectively on the solid shaft VW2 of the second countershaft 5 are arranged. Finally, the two output stages RA1 and RA2 in the end region of the two countershaft 4 and 5 on one of the double clutch 3 arranged side facing away, so that a coupling of the solid shafts VW1 and VW2 takes place in the range of their - not shown here - end-side bearings. The two full shafts each represent a driven side AB1 and AB2. Furthermore, no electric machine is provided. Incidentally, the embodiment corresponds to 4 according to the variant 1 ,

Out 6 Now, an exemplary circuit diagram emerges, which is characterized by the transmission variant according to 5 can be realized. In this case, this circuit diagram largely corresponds to the circuit diagram 4 , with the difference that due to the position changes of the wheelsets R1 to R8 and RR in a fourth gear, only the switching element S1 and a sixth gear only the switching element S4 is to be operated, while in a second gear in addition to switching element S6 switching element S5, and at a reverse gear in addition to switching element S5 nor switching element S2 is to be operated. Otherwise, the exemplary circuit diagram then corresponds to that in FIG 4 shown schema, so that the described is true to that extent.

In general, in the previously described variants of a transmission, the wheelsets R2, R4, R6, R8 and RR within the sub-transmission 1 , as well as the wheelsets R1, R3, R5 and R7 within the sub-transmission 2 arbitrarily exchange in their arrangements with each other. Incidentally, the individual transmission variants can also be combined with each other with regard to their further individual design features.

Furthermore, the existing of the two load switching elements K1 and K2 double clutch 3 be replaced by an electric machine, which provides in combination with a single load switching element alone during the circuits for a corresponding support or in combination with the drive unit and an additional planetary gear nachfühlet the characteristic of a double clutch. Optionally, in these variants, an additional double switching element is then provided, by which the two aforementioned variants can be switched over.

By means of the individual embodiments of a motor vehicle transmission according to the invention, it is thus possible to present a very compact design with a small number of wheelsets and a large number of powershift gears.

LIST OF REFERENCE NUMBERS

1

first partial transmission

2

second partial transmission

3

Double coupling

4

first stop

5

second counter

I

first wheel plane

II

second wheel plane

III

third wheel plane

IV

fourth wheel plane

V

fifth wheel plane

AT

driving side

AB1

output side

STARTING AT 2

output side

EW1

input shaft

DR2

input shaft

VW1

Solid shaft

VW2

Solid shaft

HW1

hollow shaft

AW

output shaft

Z1

gear

Z2

gear

Z3

gear

Z4

gear

Z5

gear

Z6

gear

Z7

gear

Z8

gear

Z9

gear

Z10

gear

Z11

gear

Z12

gear

Z13

gear

Z14

gear

Z15

gear

Z16

gear

Z17

gear

Z18

gear

Z19

gear

S1

switching element

S2

switching element

S3

switching element

S4

switching element

S5

switching element

S6

switching element

S7

switching element

S8

switching element

S9

switching element

S10

switching element

SE1

switching device

SE2

switching device

SE3

switching device

SE4

switching device

SE5

switching device

SE2 '

switching device

SE3 '

switching device

SE4 '

switching device

SE5 '

switching device

SE1 ''

 switching device

SE2 ''

 switching device

SE3 ''

 switching device

SE4 ''

 switching device

SE5 ''

 switching device

R1

Wheelset first gear

R2

Second gear wheel set

R3

Wheel set third gear

R4

Wheelset fourth gear

R5

Wheelset fifth gear

R6

Wheel set sixth gear

R7

Wheel set seventh gear

R8

Wheelset eighth gear

RR

Wheel set reverse

RA1

output stage

RA2

output stage

K1

Load switching element

K2

Load switching element

EM

electric machine

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 102009002358 A1 [0003]

Claims (10)

Motor vehicle transmission, comprising two partial transmissions ( 1 . 2 ), which have coaxially arranged input shafts (EW1, EW2) and each alternately by connecting the respective associated input shaft (EW1, EW2) with a drive side (AN) in a power flow to at least one output side (AB1, AB2) are einbindbar, wherein parallel to the input shafts (EW1, EW2) two countershafts ( 4 . 5 ) are provided and a rotational movement of the drive side (AN) on the at least one output side (AB1, AB2) with one of a plurality of discrete and according to a sequence of turns alternately to the two partial transmission ( 1 . 2 ) is divided, which in each case by actuation of at least one respective associated switching element (S1 to S10) and an associated guiding the power flow over at least one of the countershaft ( 4 . 5 ) and at least one wheel set (R1 to R8, RR) with change between the partial transmissions ( 1 . 2 ) can be displayed power-shiftable, characterized in that the input shaft (EW1) of a first partial transmission ( 1 ) on the one hand via a first set of wheels (R4; R8) and on the other hand via a second set of wheels (R8; R4; RR) each with a hollow shaft (HW1) of a first counterweight ( 4 ), which rotatably with a coaxial solid shaft (VW1) of the first Vorgeleges ( 4 A third set of wheels (R6; R2) is provided, via which, on the one hand, in cooperation with the second set of wheels (R8; R4; RR), the hollow shaft (HW1) of the first counterweight (FIG. 4 ) and on the other hand, the input shaft (EW1) of the first partial transmission ( 1 ) each with a solid shaft (VW2) of a second Vorgeleges ( 5 ) which is axially arranged at the same height with the second set of wheels (R8; R4; RR) by a common, rotatable on the input shaft (EW1) of the first partial transmission ( 1 ) mounted gear (Z6) with a rotatable on the solid shaft (VW2) of the second Vorgeleges ( 5 ) mounted gear (Z9; Z10) of the third set of wheels (R6; R2) and a rotationally fixed on the hollow shaft (HW1) of the first counter-gear (Z9; Z10) 4 Gear wheel (Z7; Z5; Z2) of the second set of wheels (R8; R4; RR) is in meshing engagement with each other, that the input shaft (EW1) of the first partial transmission ( 1 ) on the one hand via a fourth set of wheels (RR; R2; R6) with the solid shaft (VW1) of the first counter-gear ( 4 ) and on the other via a fifth set of wheels (R2; RR; R4) with the solid shaft (VW2) of the second gear ( 5 ) can be brought into connection, and that the input shaft (EW2) of a second sub-transmission ( 2 on the one hand via a sixth set of wheels (R3; R1; R7), and via a seventh wheel set (R7; R5) in each case with the solid shaft (VW1) of the first counterweight (FIG. 4 ) and on the other hand via an eighth wheel set (R1; R7; R3) and via a ninth wheel set (R5; R3; R1) in each case with the solid shaft (VW2) of the second counter gear (R5; 5 ) can be coupled. Motor vehicle transmission according to claim 1, characterized in that the fourth wheel set (RR; R2; R6) and the fifth wheel set (R2; RR; R4) in a Doppelradebene (III; V; I) are arranged by a common rotatably on the Input shaft (EW1) of the first partial transmission ( 1 ) arranged gear (Z1) with a rotatable on the solid shaft (VW1) of the first Vorgeleges ( 4 ) mounted gear (Z2; Z10; Z9) of the fourth gear set (RR; R2; R6) and one rotatable on the solid shaft (VW2) of the second counter gear (Z2) 5 ) gear wheel (Z10; Z2; Z5) of the fifth wheel set (R2; RR; R4) is in meshing engagement. Motor vehicle transmission according to claim 1, characterized in that the sixth wheel set (R3; R1; R7) and the eighth wheel set (R1; R7; R3) are arranged in a double-wheel plane (IV; I) by a common rotation on the input shaft (R3; EW2) of the second partial transmission ( 2 ) arranged gear (Z11) with a rotatable on the solid shaft (VW1) of the first counter-gear ( 4 ) of the sixth set of wheels (R3; R1; R7) and one rotatable on the solid shaft (VW2) of the second counterweight (Z13; Z15; Z14); 5 ) gear wheel (Z15; Z14; Z13) of the eighth wheel set (R1; R7; R3) is in meshing engagement with each other. Motor vehicle transmission according to Claim 1, characterized in that the seventh wheel set (R7; R5) and the ninth wheel set (R5; R3; R1) are arranged in a double-wheel plane (V; II) by a common rotation on the input shaft (EW2) of the second partial transmission ( 2 ) arranged gear (Z12) with a rotatable on the solid shaft (VW1) of the first counter-gear ( 4 ) mounted gear (Z14, Z16) of the seventh wheel (R7; R5) and a rotatable on the solid shaft (VW2) of the second counter-gear (Z14; Z16) 5 ) gear wheel (Z16; Z13; Z15) of the ninth gear set (R5; R3; R1) is in meshing engagement with each other. Motor vehicle transmission according to claim 1, characterized in that a switching element (S1; S3), via which the input shaft (EW1) of the first partial transmission ( 1 ) with the hollow shaft (HW1) of the first gear ( 4 in a switching device (SE1; SE1 '') is combined with a switching element (S3; S1; S5) which, when activated, drives the common gear (Z6) of the second gearset (R8 R4; RR) and the third set of wheels (R6; R2) on the input shaft (EW1) of the first partial transmission ( 1 ), wherein this switching device (SE1; SE1 '') on the input shaft (EW1) of the first partial transmission ( 1 ) is arranged. Motor vehicle transmission according to claim 1, characterized in that a switching element (S2) via which, when activated, the hollow shaft (HW1) of the first countershaft ( 4 ) rotatable with the solid shaft (VW1) of the first submission ( 4 ) is connectable, in a switching device (SE2; SE2 ', SE2'') with a switching element (S5; S6; S4) is summarized which when driving the input shaft (EW1) of the first partial transmission ( 1 ) with the solid shaft (VW1) of the first intermediate gear ( 4 ) via the fourth set of wheels (RR; R2; R6), this shifting device (SE2; SE2 ';SE2'') being mounted on the solid shaft (VW1) of the first counterweight (R2). 4 ) is placed. Motor vehicle transmission according to Claim 1, characterized in that a switching element (S4; S6) which, when actuated, drives the input shaft (EW1) of the first sub-transmission (S4) 1 ) with the solid shaft (VW2) of the second intermediate gear ( 5 ) is jointly connected in a switching device (SE3, SE3 ', SE3'') to a switching element (S6; S5; S1) via which, when activated, the input shaft (EW1) of the first Partial transmission ( 1 ) with the solid shaft (VW2) of the second intermediate gear ( 5 ) can be coupled via the fifth wheel set (R2; RR; R4), wherein this switching device (SE3; SE3 ';SE3'') is mounted on the solid shaft (VW2) of the second counter gear (R2). 5 ) is arranged. Motor vehicle transmission according to claim 1, characterized in that a switching element (S7; S9; S8), via which the input shaft (EW2) of the second partial transmission ( 2 ) with the solid shaft (VW1) of the first intermediate gear ( 4 ) is combined in a switching device (SE4; SE4 ', SE4'') with a switching element (S8; S10) which, when activated, controls the input shaft (EW2) of the second partial transmission ( 2 ) with the solid shaft (VW1) of the first intermediate gear ( 4 ) is coupled via the seventh wheel set (R7; R5), this shifting device (SE4; SE4 ';SE4'') being mounted on the solid shaft (VW1) of the first intermediate gear ( 4 ) is placed. Motor vehicle transmission according to claim 1, characterized in that a switching element (S9; S8; S7), which controls the input shaft (EW2) of the second partial transmission ( 2 ) with the solid shaft (VW2) of the second intermediate gear ( 5 via the eighth set of wheels (R1; R7; R3) is jointly grouped in a switching device (SE5; SE5 ';SE5'') with a switching element (S10; S7; S9) over which the input shaft (EW2) is actuated when actuated. of the second partial transmission ( 2 ) with the solid shaft (VW2) of the second intermediate gear ( 5 ) is connectable via the ninth wheel set (R5; R3; R1), this switching device (SE5; SE5 ';SE5'') being mounted on the solid shaft (VW2) of the second counter gear (R5; 5 ) is arranged. Motor vehicle transmission according to claim 1, characterized in that the input shaft (EW1) of the first partial transmission ( 1 ) is designed as a transmission central shaft or as a hollow shaft transmission, wherein the input shaft (EW2) of the second partial transmission ( 2 ) is provided as a coaxial thereto running hollow shaft or as a transmission central shaft.

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