DE102012222125A1 - Transmission i.e. dual clutch transmission, for motor vehicle i.e. passenger car, has counter shaft connected with shaft of one of partial transmissions, where shaft of another partial transmission is coupled with one of reduction gears - Google Patents

Abstract

The transmission has partial transmissions (1, 2) comprising respective input shafts (EW1, EW2) arranged coaxial to each other, and reduction gears (4, 5) arranged parallel to the shafts and comprising respective counter shafts (VW1, VW2). A hollow shaft (HW1) is connected with the input shafts over a first transmission stage (A). The counter shaft is connected with the shaft of one of the partial transmissions over second, third and fourth transmission stages (D, E, F). The shaft of another partial transmission is coupled with one of the reduction gears over a fifth transmission stage (I).

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 of the at least one output side with one of a plurality of discrete and according to a sequence alternately divided on 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 at least one of the countershaft and at least one translation stage under change between the partial transmissions are 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 usually combined in a double clutch. The switchable via such a motor vehicle transmission gears are in this case 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 translation stages, each with discrete ratios, these gear ratios can then be integrated 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.

By alternately splitting the gears on the two partial transmissions, it is possible when driving in one, the one sub-transmission associated gear in the other sub-transmission by appropriate operation of the associated switching elements already select a subsequent gear, with a final change in the following 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 a common output side of the transmission and can each be connected to the input shafts to represent a particular 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 with a drive side, the two partial transmissions can be alternately incorporated into a power flow from the drive side to an output side, the input shaft of a subtransmission being 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 an output side of both partial transmission forming output shaft is provided, wherein a rotational movement of the drive side with one of several discrete gears on the output side is translatable by the power flow over at least one of two Vorgelegen is performed, which parallel to the input shafts and the output shaft run. 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 countershaft of the intermediate gear via an intermediate switching element. To represent a gear, at least one respective associated gear ratio, each with a discrete ratio by actuation of a respective associated switching element in the power flow is switched. In this case, at least one gear is designed as a so-called Windungsgang, in which the power flow of one of the input shafts translated via one of the countershaft back to the input shaft axis and then transferred from there via the respective other countershaft on the output side. Here the gear ratios of other gears are used. Overall, the gear ratios are the two sub-transmissions assigned in such a way that when switching along a gear sequence is always a change between the sub-transmissions, 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, wherein in a compact as possible in the axial direction and using less gear ratios a large number of powershift gears is displayed.

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 each represented by actuation of at least one respective associated switching element and an associated guiding the power flow over at least one of the countershaft and at least one gear ratio, with a change between the partial transmissions can be performed under load.

For the purposes of the invention, switching elements are 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 gear ratio 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 shaft of the first partial transmission is designed as a transmission central shaft or as a hollow gear shaft of the coaxial input shafts, in which case the input shaft of the second partial transmission is provided as a coaxial hollow shaft 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 transmission and the input shaft of the other sub-transmission exactly opposite formed as a coaxial extending hollow shaft or transmission central shaft.

Furthermore, the at least one output side of both partial transmissions is formed, in particular, by a respective shaft end of an output shaft which is offset in the axial direction with respect to the input shafts and with which the countershaft each communicate via an output stage. These output stages are then arranged in particular in a common gear plane by a fixed gear from the output shaft with a fixed gear on the part of the first and on the side of the second Vorgeleges, wherein the output stages arranged here in the axial direction either between the gear ratios or in an end region of the countershaft are. The arrangement of the output stages in a gear plane in this case 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 placed very close to each bearing points of the countershaft, so that deflections of waves of the countershaft can be kept low. Apart from that, however, a placement between the gear ratios is also conceivable, in particular when bearing lugs of the countershafts are arranged in the respective region, so that deflections occurring as a result of the output also placed close to a bearing can be limited. In addition, the output shaft can 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 can also be configured on one or both countershaft, wherein the two countershaft must then be coupled together accordingly.

The invention includes the technical teaching that a hollow shaft of a first intermediate gear can be coupled in each case via a first gear ratio to the input shaft of a first sub-transmission and to the input shaft of a second sub-transmission. Furthermore, the hollow shaft of the first countershaft with a coaxially extending countershaft of the first intermediate gear is rotatably connected and coupled via a second gear ratio with the input shaft of the first sub-transmission. Further, a third translation stage is provided, via which on the one hand in cooperation with the second gear stage, the hollow shaft of the first counter gear and on the other hand, the input shaft of the first sub-transmission can be coupled in each case with a countershaft of a second counter gear. The countershaft of the first countershaft can also be connected via a fourth gear stage, via a fifth gear stage and a sixth gear stage respectively to the input shaft of the second sub-transmission, while the countershaft of the second gear on a seventh Translation stage and via an eighth gear stage can be coupled in each case with the input shaft of the second sub-transmission. Finally, the input shaft of the first partial transmission is still connectable via a ninth translation stage with one of the countershaft.

By means of the inventive design of a motor vehicle transmission, it is possible to perform at least one gear as a so-called Windungsgang by an interaction of the first, the second and the third gear stage, and the hollow shaft of the first gear, in which the power flow from the one input shaft translated to one of the countershaft and from there then transferred to the respective other countershaft to at least one output side. In this case, several translation stages are used in the presentation of this Windungsganges. Accordingly, with the respective number of gear ratios can represent a higher number of gears and thus also reduce the total axial space of the transmission. In this case, a first gear of the motor vehicle transmission is preferably designed as a winding gear, as a result of which a mechanical spread of the transmission and thus speed losses can be reduced. At the same time, a deterioration in efficiency caused by the multiple meshing operations occurring in the force flow has only a slight effect, since driving components of the first gear are low over the service life. In total, ten discrete aisles can be realized with the nine gear ratios.

In particular, the first gear stage is a gear set of a sixth gear and the second gear stage is a gear set of an eighth gear, while the third gear stage is a gear set of a second gear. With respect to the fourth, fifth, seventh and eighth gear ratios, one is a third speed gear set, one gear wheel is a fifth speed, one is a seventh speed gear set and one is a reverse speed gear set , In this case, however, the fourth gear ratio is particularly preferably formed by the gear set of the fifth gear, the fifth gear stage by the gear set of the seventh gear, the seventh gear stage by the gear set of the reverse gear and the eighth gear stage by the gear train of the third gear. Finally, the sixth gear ratio is, in particular, a gear set of a ninth gear, and in the ninth gear stage, a gear set of a fourth gear.

According to one embodiment of the invention, the input shaft of the first partial transmission can be coupled by means of the ninth transmission stage with the countershaft of the first countershaft. In a further development of this variant, a switching element, via which the hollow shaft can be rotatably connected with the countershaft of the first countershaft coaxial therewith, combined with a switching element in a switching device, which controls the countershaft of the first countershaft with the input shaft of the first subgear on the ninth translation stage couples. This switching device is arranged on the countershaft of the first countershaft. The combination 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, the placement of the switching device on the countershaft of the first counter gear with respect to the ninth gear stage, depending on their gear ratio leads to a reduction of a moment of inertia on the input shaft of the first sub-transmission. Finally, by the thus given Abkoppelungsmöglichkeiten of the ninth gear ratio of the countershaft of the first counter co-rotation of a loose wheel of the ninth gear ratio can be prevented if the power flow is performed over the first counter gear at other courses.

According to an alternative embodiment of the invention, the input shaft of the first partial transmission can be coupled by means of the ninth transmission stage with the countershaft of the second countershaft. In particular, in this case, a switching element, via which the third gear stage is einbindbar in the power flow, summarized with switching element in a switching device which couples the countershaft of the second intermediate gear with the input shaft of the first partial transmission via the ninth gear stage when driving the countershaft. The switching device formed thereby is then placed on the countershaft of the second countershaft. The incorporation of the third gear ratio is in this case achieved in that a, provided by the countershaft of the second intermediate gear idler gear of the third gear ratio is fixed by the associated switching element on the 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. Furthermore, by placing the switching device on the countershaft of the second countershaft a mass moment of inertia reduced to the input shaft of the first sub-transmission and also reduces the number of moving components by Abkopplungsmöglichkeiten be switched when gears of the second sub-transmission via the second countershaft.

According to an advantageous embodiment of the invention, the fourth gear stage and the seventh gear ratio are arranged together in a gear plane by a non-rotatably provided on the input shaft of the second gear part gear with a rotatably mounted on the countershaft of the first gear gear of the fourth gear stage and a rotatable the countershaft of the second counter gear arranged gear of the seventh gear ratio meshes respectively. By combining the fourth and the seventh gear ratio in a gear plane axial length of the transmission can be reduced, since the two gear ratios are thereby at an axial height.

According to an alternative or supplementary embodiment of the invention, the fifth gear ratio and the eighth gear ratio are placed together in a gear plane by a rotationally fixed placed on the input shaft of the second gear part gear for a rotatably mounted on the countershaft of the first gear gear of the fifth Translation stage and on the other with a rotatably provided on the countershaft of the second counter gear of the eighth gear stage respectively meshes. By merging the two gear ratios in a wheel plane can also be built compact in the axial direction, since the two gear ratios are at an axial height.

According to a further alternative or additional embodiment of the invention, the second gear stage and the third gear stage are arranged together in a gear plane by a common, rotatably mounted on the input shaft of the first gear part with a gear rotatably mounted on the countershaft of the second gear gear of the third Translation stage and a non-rotatably mounted on the hollow shaft of the first counter gear of the second gear stage meshes respectively. This also axial length can be reduced by the second and third gear stage are arranged at an axial height. Alternatively, but it is also conceivable to place the second and the third gear ratio axially very close to each other, then an input shaft side gear of the second gear ratio and an input shaft side gear of the third gear ratio are arranged as fixed gears on a common hollow shaft, coaxial with the input shaft of the first Part gear is placed and can be fixed via an associated switching element on the input shaft.

In particular, all three aforementioned variants are realized together, so that six of the total of ten gear ratios are arranged in pairs in wheel planes. As a result, a placement of all gear ratios in only six wheel planes is possible, resulting in a particularly compact design in the axial direction.

According to a further embodiment of the invention, a switching element which couples the hollow shaft via the first gear stage with the input shaft of the first partial transmission when actuated, combined with a switching element in a switching device via the second gear stage and the third gear stage in the power flow when driving are einbindbar. This switching device is arranged on the input shaft of the first sub-transmission. The merging of the two switching elements has the advantage that thus with the aid of an actuator actuation of both the one and the other switching element can be made, so that in turn a compact design and simplification of a transmission control can be achieved. In addition, be reduced by the arrangement of the switching device on the input shaft of the first sub-transmission and depending on the defined ratios of the first and the second gear stage to be applied upon actuation of the switching device switching forces, so that the switching device designed to be smaller and thus smaller design can be performed. The, the second and the third gear stage respectively in the power flow einbindende switching element sets when operating in particular a common idler gear of the second and the third gear stage fixed to the input shaft of the first sub-transmission, when the second and the third gear stage are placed in a common gear plane. Otherwise, it is also conceivable that this switching element connects a hollow shaft with the input shaft of the first partial transmission, wherein the hollow shaft carries fixed wheels of the second and the third gear stage.

In a further development of the invention, a switching element via which the hollow shaft of the first intermediate gear can be coupled via the first gear ratio with the input shaft of the second partial transmission, combined with a switching element in a switching device, which when driving the countershaft of the first counter gear on the sixth gear ratio the input shaft of the second partial transmission coupled. The switching device is placed on the input shaft of the second sub-transmission. As a result, these two switching elements can also be actuated in each case via a common actuator, whereby a structure of the motor vehicle transmission can be realized again compact and also a Simplification of a transmission control can be displayed. The placement of this switching device on the input shaft of the second partial transmission results depending on the associated ratios of the first and the sixth gear ratio in a reduction of applied switching forces upon actuation of the switching elements. Accordingly, the common actuator and thus also the switching device can optionally be made smaller.

According to a further embodiment of the invention, a switching element which couples the countershaft of the first countershaft with the input shaft of the second subgear when actuated, the countershaft with a switching element in a switching device, via which when driving the countershaft of the first intermediate gear to the input shaft of the second partial transmission via the fifth gear ratio can be brought into connection. Here, the switching device is provided on the countershaft of the first countershaft. Accordingly, the two switching elements can also be actuated by the combination in a switching device by a common actuator. Furthermore, by placing the switching device on the countershaft of the first countershaft mass moment of inertia reduced to the input shaft of the second subgear and also be reduced by Abkopplungsmöglichkeiten the number of moving components when gears of the first subgear are switched over the first countershaft.

According to the invention is further comprises a switching element which couples the countershaft of the second gear on the seventh gear stage with the input shaft of the second subgear when actuated, summarized with a switching element in a switching device, via which when driving the countershaft of the second Vorgeleges on the eighth gear stage with the Input shaft of the second partial transmission can be brought into connection. The switching device is placed on the countershaft of the second Vorgeleges. As a result, two connection possibilities of the input shaft of the second partial transmission with the second countershaft can thus be controlled via a common actuator, which accordingly simplifies a transmission control and overall enables a compact construction. Furthermore, by placing the switching device on the countershaft of the second countershaft mass moment of inertia reduced to the input shaft of the second subgear and also be reduced by Abkopplungsmöglichkeiten the number of moving components when gears of the first subgear are switched via the second countershaft.

In the case of the motor vehicle transmission according to the invention, all of the aforementioned variants with regard to the combination of switching elements into switching devices are preferably realized, so that all switching activities can be represented by a total of six actuators.

According to one embodiment of the invention, a connection of the input shafts of the two partial transmissions to the drive side is carried out in a variant 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 power shift elements, in such an alternative variant such connection of the input shafts may also be represented by a single load switching element coupling the input side to the input side of the drive and a coupling between both input shafts, with the gear change and the associated transition from one input to the other 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 may also be provided in the region of the input shafts in order to be able to switch between the two aforementioned possibilities for providing a drive torque.

In a further development of the invention is a rotatably mounted on the countershaft of the second counter gear of the third gear stage with a gear in tooth engagement, which is arranged on a shaft of an electric machine. As a result, a hybridization of the motor vehicle transmission according to the invention is given. Because of the existing Abkoppelungsmöglichkeiten of the gear of the third gear ratio on the one hand from the drive side and on the other by the at least one output side can be generated via the tethered electric machine on the one hand targeted electrical energy without affecting the output side and on the other hand supports a drive motion 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 third gear stage, while no rotational movement is transmitted to the output side. On the other hand, when the connection to the drive side is interrupted, purely electric driving can be represented without causing drag losses on a double clutch provided on the drive side. Apart from the third gear ratio, however, a connection of an electric machine can also take place at the first or the second gear stage. In addition, the electric machine can also be provided coaxially with one of the gears of the respective transmission stage or the hollow shaft in addition to the connection via a separate gear and be connected to the respective gear or the hollow shaft. Furthermore, it is possible according to the invention to provide a total of only one electric machine in the region of one of the transmission stages or the hollow shaft or else in each case an electric machine in the transmission stages and the hollow shaft.

Apart from that, it is also generally conceivable within the scope of the invention to arrange at least one electric machine in the region of one of the shafts of the transmission, directly on each fixed gear of the gear ratios, directly on each idler gear of the gear ratios or on an additional fixed gear. At the respective positions, either energy is recuperated or assisted by the at least one electric machine or a purely electric driving, i. a pure operation of the motor vehicle via the at least one electric machine allows.

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

5 a schematic view of a fifth 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 1 to 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, it is in this motor vehicle transmission is preferably a transmission of a car. In the present case, the 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 transmission central shaft, to which the hollow shaft designed as a transmission 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 in particular a wet-running double clutch.

The two output sides AB1 and AB2 are presently formed by shaft ends of an output shaft AW, which is offset in the axial direction to the two input shaft EW1 and EW2 and is indicated only by dashed lines due to the course in another plane. On the two output sides AB1 and AB2 can then be made in each case a connection to each driven axle of the motor vehicle. Furthermore are parallel to the two input shafts EW1 and EW2 and also the output shaft AW two countershaft 4 and 5 provided, wherein a first countershaft 4 in this case composed of a countershaft VW1 and a coaxial hollow shaft HW1, while a second countershaft 5 is formed by a countershaft VW2.

A rotational movement of the drive side AN can now be on one of the two partial transmission 1 or 2 translated to the output shaft AW and thus to the output sides AB1 and AB2 be transmitted by the power flow from the input shaft EW1 and the input shaft EW2 via one of several translation stages A to I on one of the countershaft 4 respectively. 5 and starting from this via a respective associated output stage RA1 or RA2 is guided on the output shaft AW. In this case, each of the gear ratios A to I defines an associated gear of the motor vehicle transmission in interaction with the respective output stage RA1 or RA2. so that by appropriate switching of the individual gear ratios A to I, a second to ninth gear, and a reverse gear of the transmission can be displayed.

The gear ratios A to I are formed here by sets of wheels R2 to R9 of a second to ninth forward gear and a gear set RR of a reverse gear, wherein the wheelsets R2 to R9 each from a, placed by one of the two gear shafts to be coupled gear and a, with this Gear permanently meshed with each other and provided on the other gear shaft gear. In the case of the wheelset RR, which provides for integration in a power flow from the drive side AN to the output sides AB1 and AB2 for a reversal of direction compared to a circuit of the remaining wheelsets R2 to R9 is between a rotatably provided on the input shaft EW2 gear Z1 and one rotatably on the countershaft VW2 of the second countershaft 5 mounted gear Z2 of the wheelset RR also provided an intermediate gear Z3, said gear Z3 is rotatably mounted on a parallel to the countershaft VW2 and the input shaft EW2 extending intermediate shaft ZW and is on the one hand with the gear Z1 and on the other hand with the gear Z2 in meshing engagement , Thus, when the power flow is conducted via the wheel set RR, the said direction of rotation reversal is displayed.

On the other hand, a first gear of the motor vehicle transmission can be represented as a winding path, by the power flow starting from the input shaft EW2 via the gear set R6 to the hollow shaft HW1 of the first counter gear 4 and from there by means of an interaction of the wheelsets R8 and R2 on the countershaft VW2 of the second countershaft 5 translated, wherein a final translation takes place on the output shaft AW, starting from the countershaft VW2 via the output stage RA2.

As further out 1 can be seen, the gear ratios A to I in a total of six wheel planes I to VI arranged, of which in the wheel planes III . IV and VI one of the translation stages A to I is arranged individually, while the wheel planes I . II and V are designed as Doppelradebenen, in each of which two of the translation stages A to I are placed in pairs.

In the present case is a first wheel plane I configured as a double-wheel plane in which the gear ratios D and G are arranged, wherein the gear ratio D is formed by the wheelset R5 and the gear ratio G by the wheel RR. The two sets of wheels R5 and RR are now thereby placed in a common axial plane by the provided on the input shaft EW2 gear Z1 in addition to the gear Z3 of the intermediate shaft ZW also with a rotatable on the countershaft VW1 of the first Vorgeleges 4 mounted gear Z4 of the wheel set R5 meshes. The two sets of wheels R5 and RR thus share the common, sitting on the input shaft EW2 gear Z1. When integrated in the power flow, a fifth forward gear of the motor vehicle transmission is represented by the wheel set R5, while the reverse gear is produced when the gear set RR is shifted. For this purpose, with respect to the wheelset R5 on the countershaft VW1 of the first Vorgeleges 4 rotatably mounted gear Z4 are rotatably connected via a switching element S1 with the countershaft VW1, so that a rotational movement of the input shaft EW2 via the gearset R5 is transmitted to the countershaft VW1 and from there via the output stage RA1 to the output shaft AW. With regard to the wheelset RR, this can be done on the countershaft VW2 of the second countershaft 5 rotatably mounted gear Z2 are set via a switching element S2 on the countershaft VW2, whereby a rotational movement of the input shaft EW2 is coupled according to a translation of the wheel RR with a movement of the countershaft VW2 and in the further course on the output stage RA2 with a rotational movement of the output shaft AW , Here, the wheelset RR defines the reverse gear of the motor vehicle transmission.

As further out 1 is apparent, follows in the axial direction on the first wheel plane I a likewise configured as a double wheel level, second wheel plane II , in which the translation stages E and H are arranged together. In the present case, the translation stage E is hereby formed by the wheelset R7 and the gear ratio H by the wheelset R3. The wheelsets R7 and R3 are thereby placed axially at the same height that a gear rotatably provided on the input shaft EW2 Z5 provided on the one hand with a rotatably mounted on the countershaft VW1 of the first countershaft 4 mounted gear Z6 of the wheel set R7 and on the other with a rotatably mounted on the countershaft VW2 of the second Vorgeleges 5 provided gear Z7 of the wheel set R3 meshes. When integrated in the power flow, a seventh forward gear of the motor vehicle transmission is represented by means of the wheel set R7 in that the toothed wheel Z6 provided on the countershaft VW1 is fixed by means of a switching element S3. Similarly, that too, on the countershaft VW2 of the second Vorgeleges 5 rotatably mounted gear Z7 of the wheelset R3 are set via a switching element S4 on the countershaft VW2, so that a rotational movement of the input shaft EW2 according to a translation of the wheelset R3 with a movement of the countershaft VW2 and in the further course on the output stage RA2 with a rotational movement of the Output shaft AW is coupled. Here, a third forward gear of the motor vehicle transmission is defined via the wheelset R3.

Axially adjacent to the second wheel plane II is then a third wheel plane III provided in which the translation stage F is arranged. How out 1 can be seen, the translation stage F is thereby formed by the wheel set R9, which consists of one, on the countershaft VW1 rotationally fixed gear Z8 and one, with this in meshing engagement and rotatably mounted on the input shaft EW2 of the second sub-transmission 2 mounted gear Z9 composed. A ninth forward gear of the motor vehicle transmission can now be represented via the wheel set R9 by fixing the toothed wheel Z9 provided on the input shaft EW2 to the input shaft EW2 by means of a switching element S5.

On the third wheel plane III follows a fourth wheel plane IV in which the translation stage A formed by the wheel set R6 is arranged. The wheelset R6 is made up of one, on the hollow shaft HW1 of the first countershaft 4 rotatably provided gear Z10 and one, with this meshing and rotatably mounted on the input shaft EW1 gear Z11 together. As a special feature, the toothed wheel Z11 of the wheel set R6 can in this case on the one hand via a switching element S6 with the input shaft EW2 of the second partial transmission 2 and on the other hand by means of a switching element S7 with the input shaft EW1 of the first partial transmission 1 get connected. In the second-mentioned case, a sixth forward gear of the motor vehicle transmission can be represented by additionally coupling the hollow shaft HW1 to the countershaft VW1 by actuating a switching element S8, so that the power flow starting from the input shaft EW2 of the second subtransmission 2 via the wheelset R6 on the first countershaft 4 and in the course of the output stage RA1 is performed on the output shaft AW. Accordingly, the wheel set R6 and the output stage RA1 together define the sixth forward speed of the transmission. In the other case, the wheel set R6 is involved together with adjacent wheelsets on the representation of the designed as Windungsgang first forward gear.

Axially adjacent to the translation stage A and in a fifth wheel plane V lying the gear ratios B and C are arranged, wherein the gear ratio B is formed here by the wheelset R8 and the gear ratio C by the wheelset R2. The two gear ratios B and C are placed with their sets of wheels R8 and R2 in an axial plane by a common, rotatably mounted on the input shaft EW1 gear Z12 on the one with a rotatably mounted on the hollow shaft HW1 gear Z13 of the wheel R8 and Others with a gear Z14 of the wheel R2 is in meshing engagement. The gear Z14 is rotatable on the countershaft VW2 of the second countershaft 5 stored. To represent an eighth forward gear of the transmission via the wheelset R8 the common gear Z12 is fixed by means of a switching element S9 on the input shaft EW1 and also to couple the hollow shaft HW1 via the switching element S8 with the countershaft VW1, so that the power flow starting from the input shaft EW1 via the wheelset R8 on the first countershaft 4 and is guided in the further course on the output shaft via the output stage RA1. Furthermore, a second forward gear of the transmission can be represented by the gear Z12 in turn coupled via the switching element S9 to the input shaft EW1 and also the gear Z14 by means of a switching element S10 to the countershaft VW2 of the second Vorgeleges 5 is fixed. In this case, the second forward gear is defined jointly by the wheelset R2 and the output stage RA2.

Finally, the wheelset R8 and the wheelset R2 are still involved in the representation of the first forward gear in cooperation with the wheelset R6. For this purpose, the power flow is first performed on the hollow shaft HW1 via the wheelset R6 and then translated together via the wheelsets R8 and R2 by actuation of the switching element S10 on the countershaft VW2 under actuation of the switching element S6. Proceeding from this, a translation to the output shaft AW then takes place by means of the output stage RA2.

On the fifth wheel plane V follows a sixth wheel plane VI in which the translation stage I is placed. In the present case, the translation stage I is formed by the wheelset R4, which in the Power flow can be integrated by a rotatably mounted on the countershaft VW1 of the first Vorgeleges 4 stored gear Z15 is set via an associated switching element S11 on the countershaft VW1, the gear Z15 is permanently engaged with a on the input shaft EW1 rotatably provided gear Z16 in meshing engagement. In this case, the wheel set R4, in interaction with the output stage RA1, defines a fourth forward gear of the motor vehicle transmission, in which the power flow over the first counter gear 4 to be led.

How out 1 it can be seen that the gear sets R2 to R9 forming the gear ratios A to F and H to I are in such a manner dependent on the two sub-transmissions 1 and 2 distributed that the first partial transmission 1 are associated with the wheelsets R2, R4, R6 and R8 wheelsets that define even gears while in the second partial transmission 2 are provided with the wheelsets R3, R5, R7 and R9 sets of wheels are shown on which odd gears of the motor vehicle transmission. Accordingly, in a sequential shift according to a course always between the two partial transmissions 1 and 2 is changed back and forth so that the circuits can be performed under load.

In the present case, the switching elements S1 to S11 are each designed as synchronizers. In the case of the switching elements S1 to S7, S9 and S11, a respective associated toothed wheel Z2 or Z4 or Z6 or Z7 or Z9 or Z11 or Z12 or Z14 or Z15 of the respective wheelsets R2 to R9 and RR coupled with previous reduction of speed differences with the respective shaft EW1 or EW2 or VW1 or VW2. When the switching element S8 is actuated, by contrast, the hollow shaft HW1 and the countershaft 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 S4 to a second switching device SE2, the switching element S5 and the switching element S6 to a third switching device SE3, the switching element S7 and the switching element S9 to a fourth switching device SE4, and the switching element S8 and the switching element S11 to a fifth switching device SE5 each summarized. Here, the first switching device SE1 and the fifth switching device SE5 are each on the countershaft VW1 of the first countershaft 4 provided while the second switching device SE2 on the countershaft VW2 of the second Vorgeleges 5 , the third switching device SE3 on the input shaft EW2 of the second partial transmission 2 and the fourth switching device SE4 on the input shaft EW1 of the first partial transmission 1 are placed. 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 S4 or S5 and S6 or S7 and S9 or S8 and S11 each have a common shift sleeve, which from a respective neutral position via an associated respective actuator either in an actuating position of the respective one switching element S1 or S2 or S5 or S7 or S8 or in an actuating position of the other switching element S3 or S4 or S6 or S9 or . S11 can be moved. The switching element S10, however, is provided as a single switching element, which can be actuated via an associated actuator.

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 shaft AW, each with a toothed wheel Z18 or Z19 on the countershafts VW1 and VW2. This Doppelradebene is between the second wheel plane II and the third wheel plane III arranged, in particular bearing glasses of the countershafts VW1 and VW2 are provided in this area, so that the output stages RA1 and RA2 are placed close to bearings of the two countershafts VW1 and VW2. By this close placement deflections can be kept low when transmitting the high torque to the output shaft AW.

Another optional feature is still an electric machine EM is provided, the - not shown here - rotor is connected via a standing with the gear Z14 meshing gear Z20 on the wheelset R2. As a result, a rotational movement of the gear Z14 of the wheelset R2 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 an electric accumulator (not shown here) or as electric motor is operable, which acts on current acting on the gear Z14. The electric machine EM can thus be driven either via the wheelset R2 or drive the wheelset R2 and thereby either support a rotational movement or initiate a corresponding drive movement.

The connection of the electric machine EM to the wheelset R2 here has the advantage that the electric machine EM thus on the switching element S9 to one of the double clutch 3 and can be decoupled via the switching elements S8 and S10 to the other in each case from the output sides AB1 and AB2. In the latter case, an operation of the electric machine EM on the wheelset R2 without Transmission of a rotational movement on the driven sides AB1 and AB2 allows, so that the electric machine EM can be operated even when the vehicle is stationary for charging an electrical storage. In the other case, a purely electric driving can be represented by the electric machine EM by these via the switching element S9 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.

Out 2 shows a second preferred embodiment of a motor vehicle transmission according to the invention. Different from the variant after 1 is that the wheelset R5 and the wheelset RR within the first wheel plane I , as well as the wheel set R3 and the wheel set R7 within the second wheel plane II each have changed positions. Consequently, the translation stage D is now formed by the wheelset RR, the gear ratio E by the wheelset R3, the gear ratio G through the wheelset R5 and the gear ratio H by the wheelset R7. As a result, the gearwheel Z4 of the gearwheel R5 and the gearwheel Z6 of the gearwheel R7 are now each rotatably mounted on the countershaft VW2, while the gearwheel Z2 of the gearwheel RR and the gearwheel Z7 of the gearwheel R3 are each rotatably mounted on the countershaft VW1. Together with the wheelsets R3, R5, R7 and RR and the associated switching elements S1 to S4 have exchanged the positions, so that the switching device SE1 on the countershaft VW2 of the second Vorgeleges 5 and the switching device SE2 on the countershaft VW1 of the first countershaft 4 is arranged. Furthermore, the output sides AB1 and AB2 are each formed by a respective shaft end of the countershafts VW1 and VW2, wherein the two countershafts 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. Finally, the electric machine EM is connected with its gear Z20 to the wheel set R8 by the gear Z20 is in mesh with the gear Z13 of the wheel set R8. Here, via the switching elements S8, S9 and S10 also a corresponding Abkoppelbarkeit to one of the dual clutch 3 and on the other hand given by the output sides AB1 and AB2. Incidentally, the embodiment corresponds to 2 according to the variant 1 ,

Furthermore goes out 3 a third preferred embodiment of a motor vehicle transmission according to the invention. Different from the variant according to 1 Here is that the wheelsets R5 and RR have exchanged the positions in the axial direction with the wheelsets R3 and R7. Thus, the gear ratio D is now formed by the wheelset R7, the gear ratio E by the wheelset R5, the gear ratio G through the wheelset R3 and the gear ratio H by the wheelset RR. As a result, the wheelsets R3 and R7 are now common in the first wheel plane I placed while the wheelsets R5 and RR in the second wheel plane II are arranged. Because of this position change, the respective associated switching elements S1 and S3 in the first switching device SE1, as well as the associated switching elements S2 and S4 in the second switching device SE2 have changed their arrangement in the axial direction. As a further difference, the electric machine is connected in this case with its gear Z20 to the wheelset R6, via the switching elements S6 and S7, and S8 and S10 again corresponding decoupling possibilities of both the dual clutch 3 as well as from the output sides AB1 and AB2 are given. Incidentally, the embodiment corresponds to 3 according to the variant 1 ,

Furthermore, in 4 an embodiment of a motor vehicle transmission according to a fourth embodiment of the invention shown. Unlike the variant after 1 is the translation stage I here between the input shaft EW1 and the countershaft VW2 of the second Vorgeleges 5 intended. Accordingly, the gear Z15 of, the gear ratio I forming wheelset R4 is rotatably mounted on the countershaft VW2 of the second Vorgeleges 5 arranged, wherein also the switching element S11 has migrated to the countershaft VW2. Further, the switching element S11 is summarized together with the switching element S10 in a fifth switching device SE5 ', which is provided on the countershaft VW2, while the switching element S8 now remains as a single switching element on the countershaft VW1. Incidentally, the embodiment corresponds to 4 but then the variant 1 ,

Finally is off 5 a fifth preferred embodiment of a motor vehicle transmission according to the invention can be seen. In contrast to the variant according to 1 are the two partial transmissions 1 and 2 reversed in terms of their arrangement in the axial direction, so that in the sequence, the input shaft EW1 of the first sub-transmission is designed as a hollow shaft transmission, while the input shaft EW2 of the second sub-transmission 2 is designed as a coaxially extending transmission central shaft. Likewise, the load switching elements K1 and K2 have their arrangement within the dual clutch 3 changed. Also, an arrangement of the gear ratios A to I and thus also the wheelsets R2 to R8 and RR in the wheel planes I to VI is subsequently changed by the gear set R4 forming the gear stage I in the first gear plane I , which form the translation stages B and C. Sets of wheels R8 and R2 in the second wheel plane II , the gear stage R6 designed as gear stage A in the third wheel plane III and the translation stage F formed by the wheel set R9 in the fourth gear plane IV are arranged. The gear ratios E and H, which are formed by the wheelsets R7 and R3, are now also in the fifth gear plane V and the gear ratios D and G in the sixth gear plane VI placed. Together with this, the switching devices SE1 to SE5 have also changed their positions. In addition, the output stages RA1 and RA2 in this case between the fourth gear plane IV and the fifth wheel plane V arranged horizontally. Incidentally, the embodiment corresponds to 5 according to the variant 1 ,

In 6 Now, an exemplary circuit diagram is shown, which extends through each of the transmission variants according to the 1 to 5 can be realized. In total, nine powershift forward gears and one reverse gear can be displayed. The load switching between the forward gears is achieved by driving in one gear and guiding the power flow through 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 and S3 to S11 are preselected and the eventual switching only the load switching element K1 or 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 elements S6 and S10 are operated. To change to the second gear, the switching element S9 is to operate and then make a switch between the load switching elements K1 and K2 by the load switching element K2 is opened and the load switching element K1 is closed, and after switching the switching element S6 is off. In the following, third gear can be passed under renewed change between the load switching elements K1 and K2, in the run-up the switching element S4 is to operate and after switching the switching elements S9 and S10 are turned off. The fourth gear is obtained by driving the switching element S11, as well as renewed change between the load switching elements K1 and K2, wherein the switching element S4 is to be transferred after a successful change in an unactuated state. In fifth gear, the input shaft EW2 is coupled to the output sides AB1 and AB2 by the switching element S1, with load switching element K1 to be opened and load switching element K2 to be closed in order to ultimately shift the gear. In addition, after completed gear change, the switching element S11 off. The sixth forward speed results from actuation of the switching elements S7 and S8, as well as a renewed change between the load switching elements K1 and K2. In addition, after switching over between the load switching elements K1 and K2, the switching element S1 must be converted into an unactuated state. In the case of the seventh forward gear, the switching element S3 is to be controlled, wherein after switching gear shift elements S7 and S8 are turned off. In this case, to implement the gear change, the load switching element K1 is to be opened and the load switching element K2 to close. The eighth forward gear is switched starting from the seventh forward gear by first actuating the shift elements S8 and S9 and, after a successful switchover between the load shift elements K1 and K2, the shift element S3 is switched off. Subsequent to the eighth forward gear finally results in the ninth forward gear by the switching element S5 driven and then opened load switching element K1, and shortly thereafter the load switching element K2 is closed. The reverse gear is switched by operating the switching element S2 and by connecting the input shaft EW2 to the drive side AN by closing the load switching element K2.

In general, the individual transmission variants can be combined with each other in terms of their 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

VI

sixth wheel plane

AT

driving side

AB1

output side

STARTING AT 2

output side

EW1

input shaft

DR2

input shaft

VW1

Countershaft

VW2

Countershaft

HW1

hollow shaft

AW

output shaft

ZW

intermediate 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

Z20

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

S11

switching element

SE1

switching device

SE2

switching device

SE3

switching device

SE4

switching device

SE5

switching device

SE5 '

switching device

A-I

translation stages

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

R9

Wheelset ninth 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 [0004]

Claims (14)

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 S11) and an associated guiding the power flow over at least one of the countershaft ( 4 . 5 ) and at least one translation stage (A to I) with change between the partial transmissions ( 1 . 2 ) can be displayed power-shiftable, characterized in that a hollow shaft (HW1) of the first intermediate gear ( 4 ) via a first transmission stage (A) on the one hand with the input shaft (EW1) of the first partial transmission ( 1 ) and on the other hand with the input shaft (EW2) of a second partial transmission ( 2 ) is coupled in each case, wherein the hollow shaft (HW1) of the first Vorgeleges ( 4 ) with a coaxial countershaft (VW1) of the first 4 ) rotatably connected and via a second translation stage (B) with the input shaft (EW1) of the first partial transmission ( 1 ) is coupled, that a third translation stage (C) is provided, via which on the one hand in cooperation with the second translation stage (B), the hollow shaft (HW1) of the first countershaft ( 4 ) and on the other hand, the input shaft (EW1) of the first partial transmission ( 1 ) each with a countershaft (VW2) of the second 5 ), that the countershaft (VW1) of the first 4 ) via a fourth transmission stage (D), via a fifth transmission stage (E) and via a sixth transmission stage (F) in each case to the input shaft (EW2) of the second partial transmission ( 2 ), whereas the countershaft (VW2) of the second 5 ) via a seventh gear stage (G) and via an eighth gear stage (H) in each case with the input shaft (EW2) of the second gear unit ( 2 ) is coupled, and that the input shaft (EW1) of the first partial transmission ( 1 ) further comprising a ninth translation stage (I) with one of the counterparts ( 4 ; 5 ) can be coupled. Motor vehicle transmission according to claim 1, characterized in that the input shaft (EW1) of the first partial transmission ( 1 ) by means of the ninth gear stage (I) with the countershaft (VW1) of the first gear ( 4 ) can be coupled. Motor vehicle transmission according to claim 2, characterized in that a switching element (S8), via which the hollow shaft (HW1) rotatably with the coaxial thereto countershaft (VW1) of the first countershaft ( 4 ) is connectable, with a switching element (S11) in a switching device (SE5) is summarized, which when activated, the countershaft (VW1) of the first Vorgeleges ( 4 ) with the input shaft (EW1) of the first partial transmission ( 1 ) via the ninth transmission stage (I), this switching device (SE5) on the countershaft (VW1) of the first counterweight ( 4 ) is arranged. Motor vehicle transmission according to claim 1, characterized in that the input shaft (EW1) of the first partial transmission ( 1 ) by means of the ninth gear stage (I) with the countershaft (VW2) of the second gear ( 5 ) can be coupled. Motor vehicle transmission according to claim 4, characterized in that a switching element (S10), via which the third gear ratio (C) is einbindbar in the power flow, with a switching element (S11) in a switching device (SE5 ') is summarized, which controls the countershaft (VW2) of the second submission ( 5 ) with the input shaft (EW1) of the first partial transmission ( 1 ) is coupled via the ninth transmission stage (I), this switching device (SE5 ') being mounted on the countershaft (VW2) of the second intermediate gear ( 5 ) is placed. Motor vehicle transmission according to claim 1, characterized in that the fourth gear stage (D) and the seventh gear stage (G) together in a wheel plane ( I ; VI ) are arranged by a rotationally fixed on the input shaft (EW2) of the second partial transmission ( 2 provided gear (Z1, Z5) with a rotatably mounted on the countershaft (VW1) of the first counter-gear (Z1) 4 ) gear (Z4; Z2; Z6) of the fourth gear stage (D) and one rotatably mounted on the countershaft (VW2) of the second gear ( 5 ) arranged gear (Z2; Z4; Z7) of the seventh gear ratio (G) is in each case in communication. Motor vehicle transmission according to claim 1, characterized in that the fifth gear stage (E) and the eighth gear stage (H) together in a wheel plane ( II ; V ) are placed by a rotationally fixed on the input shaft (EW2) of the second partial transmission ( 2 gear (Z5, Z1) placed on the one hand with a rotatably mounted on the countershaft (VW1) of the first gear ( 4 ) mounted gear (Z6; Z7; Z4) of the fifth gear ratio (E) and on the other with a rotatably mounted on the countershaft (VW2) of the second gear ( 5 ) gear (Z7; Z6; Z2) of the eighth gear stage (H) is in each case in communication. Motor vehicle transmission according to claim 1, characterized in that the second transmission stage (B) and the third transmission stage (C) together in a wheel plane ( V ; II ) are arranged by a common, rotatable on the input shaft (EW1) of the first partial transmission ( 1 ) mounted gear (Z12) with a rotatably mounted on the countershaft (VW2) of the second Vorgeleges ( 5 ) mounted gear (Z14) of the third gear ratio (C) and a rotationally fixed on the hollow shaft (HW1) of the first counter gear ( 4 ) arranged gear (Z13) of the second translation stage (B) respectively meshes. Motor vehicle transmission according to claim 1, characterized in that a switching element (S7), which upon actuation of the hollow shaft (HW1) via the first transmission stage (A) with the input shaft (EW1) of the first partial transmission ( 1 ), is combined with a switching element (S9) in a switching device (SE4), via which the second transmission stage (B) and the third transmission stage (C) are each einbindbar in the power flow, said switching means (SE4) 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 (S6) via which the hollow shaft (HW1) via the first transmission stage (A) with the input shaft (EW2) of the second partial transmission ( 2 ) is coupled, with a switching element (S5) in a switching device (SE3) is summarized, which upon activation, the countershaft (VW1) of the first Vorgeleges ( 4 ) via the sixth gear stage (F) to the input shaft (EW2) of the second gear unit ( 2 ), wherein this switching device (SE3) on the input shaft (EW2) of the second partial transmission ( 2 ) is placed. Motor vehicle transmission according to claim 1, characterized in that a switching element (S1; S2; S3) which, when actuated, drives the countershaft (VW1) of the first countershaft (S1; 4 ) via the fourth gear stage (D) with the input shaft (EW2) of the second sub-transmission ( 2 ) is combined with a switching element (S3; S4; S1) in a switching device (SE1; SE2) via which the countershaft (VW1) of the first counter-gear (S3) 4 ) with the input shaft (EW2) of the second partial transmission ( 2 ) is connectable via the fifth gear stage (E), this gear shift unit (SE1; SE2) on the countershaft (VW1) of the first counter gear ( 4 ) is provided. Motor vehicle transmission according to Claim 1, characterized in that a switching element (S2; S1; S4) which, when actuated, drives the countershaft (VW2) of the second countershaft (S2; 5 ) via the seventh transmission stage (G) to the input shaft (EW2) of the second partial transmission ( 2 ) is combined with a switching element (S4; S3; S2) in a switching device (SE2; SE1), via which the countershaft (VW2) of the second counterweight ( 5 ) via the eighth gear stage (H) with the input shaft (EW2) of the second sub-transmission ( 2 ), wherein this switching device (SE2, SE1) on the countershaft (VW2) of the second counter-gear ( 5 ) is provided. Motor vehicle transmission according to claim 1, characterized in that the input shafts (EW1, EW2) in each case via an associated load switching element (K1, K2) of a double clutch ( 3 ) or via a power shift element and an electric machine with the drive ( 3 ) are connectable. Motor vehicle transmission according to claim 1, characterized in that a rotatably mounted on the countershaft (VW2) of the second countershaft ( 5 ) mounted gear (Z14) of the third gear ratio (C) with a gear (Z20) is in meshing engagement, which is arranged on a shaft of an electric machine (EM).

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