DE102019130882B3 - Manual transmission with three wheel planes - Google Patents

Abstract

The invention relates to a gearbox (1) for a motor vehicle with at least one drive shaft (2) via which torque can be introduced, with a first intermediate shaft (7) and a second between the drive shaft (2) and an output shaft (16) used for torque output Intermediate shaft (11) are integrated into the torque flow as a function of a switching position of coupling elements (A1, A3, B1, B2, B3, C1, C2, C3, X1, X2, X3) so that the torque via the first intermediate shaft (7) and / or the second intermediate shaft (11) is guided, the coupling elements (A1, A3, B1, B2, B3, C1, C2, C3, X1, X2, X3) being gearwheels (5, 6, 8, 9 , 12, 13, 19, 20) with the drive shaft (2), the first intermediate shaft (7), the second intermediate shaft (11) and / or the output shaft (18), and the gears (5, 6, 8, 9, 12, 13, 19, 20) are arranged in three axially spaced wheel planes (I, II, III).

Description

The invention relates to a gearbox for a motor vehicle with at least one drive shaft via which torque, for example from a crankshaft that can be driven by an internal combustion engine, can be introduced, with a first intermediate shaft and a second intermediate shaft depending on a switching position of coupling elements between the drive shaft and an output shaft used for torque transfer are integrated into the torque flow in such a way that the torque is guided via the first intermediate shaft and / or the second intermediate shaft, and the coupling elements connect gears to the drive shaft, the first intermediate shaft, the second intermediate shaft and / or the output shaft during torque transmission.

Multi-speed transmissions are already known from the prior art. These are installed in almost every motor vehicle with an internal combustion engine. In the case of passenger vehicles with a front engine, a distinction is made between longitudinally or transversely installed transmissions, depending on the installation direction.

In the case of transversely installed transmissions, there are usually several shiftable gear ratios between a gear input shaft and one or more intermediate shafts and one gear ratio each between each intermediate shaft and a common output gear. Conventionally, this output gear is positively connected to a differential. An example of such a manual transmission is in DE 28 42 357 A1 disclosed.

An example of a longitudinally built-in manual transmission is in DE 101 37 356 A1 disclosed. This comprises a transmission input shaft and a countershaft arranged parallel to it, on which several shiftable gear ratios are arranged. An output shaft can be arranged axially parallel to the transmission input shaft, further shiftable gear ratios being arranged between the countershaft and the output shaft.

Further examples of transversely installed gearboxes are in the U.S. 5,437,205 and the EP 0 995 930 A1 disclosed. Here, switchable transmission stages are arranged between an intermediate shaft and an output shaft with a differential. The smallest gears of the total of four pairs of wheels are each arranged as a fixed gear on the intermediate shaft or the output shaft. All other gears are designed as idler gears. Coupling elements of the respective idler gears act, in contrast to conventional gearboxes, in which the coupling elements interact with the respective shaft, with the respective smaller gear of the same shaft.

Another example of a manual transmission of a hybrid vehicle with an internal combustion engine for providing internal combustion engine drive power and an electric machine for providing electromotive drive power is shown in FIG DE 10 2011 105 521 A1 disclosed. The multi-step transmission has a transmission input and a transmission output, the transmission input being connectable to the internal combustion engine and the multi-step transmission being designed to set up a plurality of different forward gears. Furthermore, the multi-step transmission is a group transmission with a first transmission group and a downstream second transmission group, the electrical machine being connected to the input of the second transmission group.

Another document also discloses DE 10 2010 055 643 A1 , an automatic, in particular automated gearbox for a motor vehicle with at least one drive shaft and at least one output shaft, a first and a second countershaft being additionally provided and the individual axes of the drive shaft, the output shaft and the first and second countershaft being arranged parallel to one another. The drive shaft, the first and second countershaft and the output shaft each have a first and a second gear wheel, some of the gear wheels being designed as fixed wheels and the other gear wheels as loose wheels. An axially short transmission with great flexibility is achieved in that all of the first gear wheels in each case are arranged in a first gear plane and all of the second gear wheels in each case in a second gear plane and the gear wheels and / or shafts are arranged and / or designed such that the gears of at least one gear plane, in particular each gear plane, form a closed chain.

A manual transmission with four wheel planes is further out of the range DE 35 21 932 A1 known.

However, the prior art has the disadvantage that the known transmissions take up more installation space with a further increase in the transmission ratio or the spread.

It is therefore the object of the invention to avoid or at least alleviate the disadvantages of the prior art. In particular, a multi-speed transmission that is as short as possible is to be implemented, which has a gear ratio of 14 and a spread of approx. 6 in a first gear stage. In addition, the transmission according to the invention should have a progressive gear stepping and as Can serve as the basis for a dedicated hybrid transmission (DHT transmission).

In a device of the generic type, this object is achieved according to the invention in that the gear wheels are arranged in three gear planes which are axially spaced from one another. This has the advantage that the installation space can be optimally used for a transmission that is as flexible as possible.

The term gear plane refers to a plane extending perpendicular to the axial direction, in which a plurality of gear wheels are arranged on different shafts, which mesh with one another and thereby form a closed chain. I.e. those cross-sectional areas which are central in the axial direction (formed in the case of a theoretical intersection with a gear plane) of the individual gears of a specific gear plane are essentially coplanar.

Advantageous embodiments are claimed in the subclaims and are explained in more detail below.

According to the invention, all gears of a gear plane can be designed as fixed gears and all gears of the other gear planes as idler gears. In particular, it is advantageous if all the gears in a first gear plane are designed as fixed gears and all gears in a second and third gear plane are designed as idler gears. This means that up to 16 different gear stages can be achieved with three gear planes without the external dimensions of the transmission increasing significantly.

Preferably, the first gear plane can be used as a final drive gear plane, i.e. for the final drive. This is particularly advantageous for fulfilling special customer requirements.

In a preferred embodiment, the gearbox according to the invention can also be equipped with a differential shaft arranged coaxially to the output shaft, which is non-rotatably connected to a differential / differential gear and transmits torque from the first intermediate shaft and / or the second intermediate shaft to the output shaft. Preferably, two gears designed as loose gears can be arranged on the differential shaft. This is useful for good switchability.

In addition, it is conceivable that the idler gears of the second gear plane and the third gear plane arranged on the first intermediate shaft, the second intermediate shaft or the differential shaft can be coupled to one another via the coupling elements.

According to the invention, the coupling elements can be designed as form-fit couplings with synchronization, in particular as synchronizer rings. Such synchronizer rings can be stockpiled inexpensively as standard parts.

According to an advantageous embodiment, one idler gear in the second gear plane and one in the third gear plane can be arranged on the drive shaft. Furthermore, according to the invention, one idler gear can be arranged in the second gear plane and in the third gear plane on the first intermediate shaft and the second intermediate shaft as well as the differential shaft. This enables desired integers to be predetermined.

In a further development according to the invention, only one idler gear in the second gear plane and on the other of the two intermediate shafts one idler gear in the second gear plane and in the third gear plane can be arranged on one of the two intermediate shafts and the differential shaft. It is conceivable that the release gears arranged on the other of the two intermediate shafts in the second gear plane and in the third gear plane are designed as a permanently non-rotatably coupled double idler gear.

It is also advantageous if the axes of the drive shaft, the first intermediate shaft, the second intermediate shaft and the output shaft are aligned parallel to one another.

In a further development according to the invention, an electrical machine can be assigned to each intermediate shaft and can be coupled to the intermediate shaft in such a way that a lack of torque can be supplied in a targeted manner in the event of a tractive force interruption. The electrical machine can preferably be operatively connected to the first intermediate shaft and / or the second intermediate shaft via a transmission stage, as a result of which the electrical machine can be operated closer to its optimal speed range.

According to the invention, it is conceivable that a rotor shaft of the electrical machine has an axial offset to the drive shaft or the rotor shaft is aligned coaxially with the drive shaft. With this configuration, the installation space of the gearbox can be optimally used and the external dimensions can be kept small. If the rotor shaft has an axial offset to the drive shaft, the gearbox can be kept short in the axial direction. If the rotor shaft is aligned coaxially to the drive shaft, however, the gearbox can be made small in the radial direction (perpendicular to the axial direction).

An advantageous embodiment of the invention is characterized in that a gear of the transmission stage arranged on the first intermediate shaft and / or the second intermediate shaft is designed as a loose wheel, which can be connected non-rotatably to the first intermediate shaft and / or the second intermediate shaft via a coupling element. The electrical machine can thus be decoupled in a structurally simple manner from the intermediate shaft, and thus from the gearbox, so that the maximum speed of the motor vehicle is not limited by the maximum speed of the electrical machine.

Alternatively, it is also conceivable to decouple the electrical machine from the gearbox in that a rotor of the electrical machine is rotatably mounted on the rotor shaft and can be connected to the rotor shaft in a rotationally fixed manner via the coupling element or that a gear wheel of the transmission stage arranged on the rotor shaft is designed as a loose wheel , which can be connected to the rotor shaft in a rotationally fixed manner via the coupling element.

In a further advantageous development, an additional idler wheel can be arranged on the drive shaft, which is in engagement with the gear wheel of the transmission stage arranged on the rotor shaft and can be connected non-rotatably to the drive shaft via the coupling element. The direct connection of the rotor shaft to the drive shaft makes it possible to drive the electric machine directly with the combustion engine when the motor vehicle is stationary, in order to operate the electric machine in generator mode and to charge a battery provided for storing electrical power in the motor vehicle (stationary charging function).

Alternatively, an axially displaceable gearwheel can be arranged on the rotor shaft of the electrical machine to implement the stationary charging function, which engages with one of the gearwheels of the gearbox, in particular the second drive wheel, by moving axially. However, it is also conceivable that an additional idler wheel is arranged on the rotor shaft of the electrical machine to implement the stationary charging function, which can be connected to the rotor shaft in a rotationally fixed manner via the coupling element and which meshes with one of the gear wheels of the gearbox, in particular the second drive wheel.

In other words, the invention relates to a manual transmission with three gear planes, which consists of four shafts. Only fixed gears are arranged in one gear plane (final drive plane) and only idler gears are arranged in the other gear planes. Idler gears are also arranged on the differential carrier (differential shaft). The idler gears can be coupled to the respective shaft and adjacent idler gears of the intermediate shafts and the differential shaft can also be coupled to one another. The coupling elements consist of form-fitting couplings with synchronization. In a first embodiment, the idler gears of the differential shaft also mesh with only one of the two intermediate shafts and the idler gears of the differential shaft have a smaller pitch circle diameter than the final drive wheel. The final drive wheel meshes with both final drive pinions of the intermediate shafts. This means that 16 gear steps can be represented. In an alternative embodiment, the idler gears of an intermediate shaft are permanently coupled and thus form a double idler gear. Only one idler gear is arranged on the other intermediate shaft. Only one idler gear is arranged on the differential shaft, the idler gear of the differential shaft meshing with the idler gear of the other intermediate shaft. This means that six gear steps can be displayed.

• 1 eine schematische Ansicht eines Schaltgetriebes nach einem ersten Ausführungsbeispiel,
• 2 eine tabellarische Übersicht von mit dem Schaltgetriebe nach dem ersten Ausführungsbeispiel darstellbaren Gangstufen;
• 3 eine schematische Ansicht eines Schaltgetriebes nach einem zweiten Ausführungsbeispiel,
• 4 eine tabellarische Übersicht von mit dem Schaltgetriebe nach dem zweiten Ausführungsbeispiel darstellbaren Gangstufen;
• 5 ein Geschwindigkeits-Drehzahl-Diagramm des Schaltgetriebes nach dem zweiten Ausführungsbeispiel;
• 6 eine erste perspektivische Ansicht des Schaltgetriebes nach dem zweiten Ausführungsbeispiel, und
• 7 eine zweite perspektivische Ansicht des Schaltgetriebes nach dem zweiten Ausführungsbeispiel,

The invention is explained below with the aid of a drawing. Show it:

• 1 a schematic view of a manual transmission according to a first embodiment,
• 2 a tabular overview of the gear steps that can be represented with the manual transmission according to the first embodiment;
• 3 a schematic view of a gearbox according to a second embodiment,
• 4th a tabular overview of the gear steps that can be represented with the manual transmission according to the second exemplary embodiment;
• 5 a speed-rotational speed diagram of the manual transmission according to the second embodiment;
• 6th a first perspective view of the transmission according to the second embodiment, and
• 7th a second perspective view of the gearbox according to the second embodiment,

The figures are merely of a schematic nature and are used exclusively for understanding the invention. The same elements are provided with the same reference symbols. The features of the individual exemplary embodiments can be interchanged with one another.

In 1 is schematically an automatic gearbox 1 shown for a motor vehicle according to a first embodiment. A drive shaft is on the input side 2 arranged, which by means of a friction clutch 3 rotatably with a crankshaft 4th can be coupled. The crankshaft 4th is in turn with an internal combustion engine installed in the motor vehicle as a drive source (in 1 not shown) connected, so that a torque generated during operation of the internal combustion engine via the crankshaft 4th and the friction clutch 3 on the drive shaft 2 and the manual transmission 1 is transmitted.

On the drive shaft 2 is a first drive wheel 5 and a second drive wheel 6th arranged / stored. The first drive wheel 5 or the second drive wheel 6th are each designed as idler gears and can use corresponding coupling elements designed as form-fit couplings with synchronization (hereinafter simply referred to as form-fit coupling) A1 and A3 in a rotationally fixed manner with the drive shaft 2 be coupled. Ie if the form-fit coupling A1 or. A3 is closed, the torque of the drive shaft 2 on the first drive wheel 5 or the second drive wheel 6th transfer.

The first drive wheel 5 stands in the first embodiment with one on a first intermediate shaft 7th arranged and designed as a loose gear first intermediate shaft gear 8th in engagement and the second drive wheel 6th stands with one on the first intermediate shaft 7th arranged and designed as a loose gear second intermediate shaft gear 9 engaged. The first idler gear 8th and the second idler gear 9 are via the form-fit couplings B1 and B3 non-rotatably and torque-transmitting with the first intermediate shaft 7th connectable. In addition, the two intermediate shaft gears 8th and 9 via the form-fit coupling B2 are non-rotatably connected to each other. At an end section of the first intermediate shaft on the transmission input side 7th is an intermediate shaft fixed gear designed as a fixed gear 10 arranged. The intermediate shaft fixed gear 10 integral with the first intermediate shaft 7th be formed or permanent, for example via a welded connection, with the first intermediate shaft 7th be connected.

The first drive wheel is also stationary 5 in the first embodiment with one on a second intermediate shaft 11 arranged and designed as a loose gear third intermediate shaft gear 12 in engagement and the second drive wheel 6th stands with one on the second intermediate shaft 11 arranged and designed as a loose gear fourth intermediate shaft gear 13 engaged. The third idler gear 12 and the fourth idler gear 13 are via the form-fit couplings C1 and C3 non-rotatably and torque-transmitting with the second intermediate shaft 11 connectable. In addition, the two intermediate shaft gears 12 and 13 via the form-fit coupling C2 are non-rotatably connected to each other At an end section of the second intermediate shaft on the transmission input side 11 is an intermediate shaft fixed gear designed as a fixed gear 14th arranged. The intermediate shaft fixed gear 14th integral with the second intermediate shaft 11 be formed or permanently, for example via a welded connection, with the second intermediate shaft 11 be connected.

As in 1 can be seen, the intermediate shaft fixed gear is 10 with one output gear (final drive gear) 15th , which is permanently rotationally fixed on an output shaft 16 is arranged in engagement. The output shaft 16 transmits the torque to the vehicle's drive wheels. In addition, there is the output gear 15th non-rotatably with a differential carrier 16 connected. This differential carrier 17th is in turn designed as a hollow shaft and the output shaft 16 coaxially receiving differential shaft 18th connected.

On the differential shaft 18th are a first differential gear 19th and a second differential gear 20th arranged. The differential gears designed as loose gears 19th , 20th are each via form-fit couplings X1 or. X3 rotatably with the differential shaft 18th connectable and stand, as in 1 shown, each in engagement with the first intermediate shaft gear 8th and the second idler gear 9 . In addition, the two differential gears are 19th , 20th with the form-fit coupling X2 non-rotatably connectable to each other.

As in 1 indicated by the dashed lines, the output gear is 15th additionally with the intermediate shaft fixed gear 14th engaged. In the first exemplary embodiment, the gear wheel diameter (tip circle) of the individual idler gears are also selected so that the intermediate shaft gears 12 and 13 the second intermediate shaft 11 not with the differential gears 19th and 20th the differential shaft 18th come into engagement. Thus, as described in more detail below, the torque can be adjusted depending on the switching position of the form-fitting clutches A1 , A3 , B1 , B2 , B3 , C1 , C2 , C3 , X1 , X2 and X3 from the drive shaft 2 via the first intermediate shaft 7th and / or the second intermediate shaft 11 and / or the differential shaft 18th on the output shaft 16 be transmitted.

In the manual transmission 1 are the gears 5 , 6th , 8th , 9 , 10 , 12 , 13 , 14th , 15th , 19th and 20th in three wheel levels I. , II , III arranged so that the gears are in one of the gear planes I. , II , III each form a closed chain. Ie the gears 10 , 14th , 15th the first wheel plane I. are in mesh with one another, the gears 5 , 8th , 12 , 19th the second wheel plane II are in mesh with each other and the gears 6th , 9 , 13 , 20th the third wheel plane III are in engagement with each other. Additionally are the waves 2 , 7th , 11 , 18th , especially the central axes of the shafts 2 , 7th , 11 , 18th , in the manual transmission 1 aligned parallel to each other according to the first embodiment.

In other words, a 6-speed transmission is used as an automated manual transmission 1 suggested. The gear 1 consists of four shafts, a gearbox input or drive shaft 2 , two intermediate shafts 7th , 11 and a differential shaft 18th with the concentric output shafts 16 connected to drive wheels of the vehicle. The drive shaft 2 is about the friction clutch 3 with the crankshaft 4th of the internal combustion engine frictionally connectable.

How 1 shows, two idler gears are arranged on all four shafts to represent the various gear stages i. A special feature of the invention is that also on the output shaft 16 (Final drive shaft) idler gears are arranged. All idler gears are in two gear planes II , III arranged. Each idler wheel can be individually coupled to the respective shaft. In addition, the neighboring idler gears can be coupled to one another. The coupling of adjacent idler gears allows the representation of so-called bridge gears, turning gears or winding gears, as they are often used in various transmissions. The idler gears are advantageously coupled by means of synchronized form-fit couplings.

A fixed gear is arranged on each of the intermediate shafts, which meshes with the fixed gear of the differential shaft (so-called final drive). In 1 is the final drive wheel, to show the meshing with the fixed gear of the shaft 11 , shown in dashed lines. But it is the same wheel as the final drive wheel on the final drive shaft.

Another characteristic of the transmission according to the invention is that the idler gears on the differential shaft have a smaller pitch circle diameter than the fixed gear ( 1 : Finaldrive wheel). As a consequence, the idler gears point to the intermediate shaft 7th a larger pitch circle diameter than the fixed gear ( 1 : Finaldrive pinion, shaft 7th ) on. The axis positions and the gear wheel diameter (tip circle) of the remaining idler gears are chosen so that the idler gears of the shaft 11 not with the idler gears of the differential shaft 18th come into engagement.

2 shows in a table the different gear steps i, which are achieved by shifting the form-fitting clutches A1 , A3 , B1 , B2 , B3 , C1 , C2 , C3 , X1 , X2 and X3 with the manual transmission 1 can be realized. An x means a closed form-fit coupling, 0 corresponds to an open form-fit coupling and an empty field means that one of the form-fit couplings of a shaft can be closed. If now, for example, the manual transmission 1 into gear 2 should be switched, the form-fitting couplings A1 and C1 are closed, whereas the form-fit couplings B1 and X1 need to be opened. Thus, the torque is in the gear stage 2 from the drive shaft 2 via the first drive wheel 5 and the third idler gear 12 on the second intermediate shaft 11 and there via the intermediate shaft fixed gear 14th on the output gear 15th and the output shaft 16 forwarded.

In other words, in 2 all interconnection options shown in table form. The names of the synchronizers from A1 to X3 are listed in the left column. The top line indicates the different switching states. The numbers do not correspond to the gear steps, but are just a numbering.

The switching states 1 to 4th , as 11 and 12 are direct aisles. All other switching states are winding turns. With a winding path it is characteristic that one of the middle synchronizations B2 , C2 , X2 is closed and couples two idler gears together. There is also the driving idler gear of the drive shaft 2 in a different gear plane than the idler gear of an intermediate shaft 7th or 11 , or the differential shaft 18th . For example, the first drive wheel is in switching state no 5 the drive shaft 2 connected to this. The drive torque is passed on to the third intermediate shaft gear 12 the second intermediate shaft 11 transmitted which via the synchronization C2 with the fourth idler gear 13 the second intermediate shaft 11 is coupled. From there, the drive torque is passed through the second drive wheel 6th the drive shaft 2 on the fourth idler gear 13 the second intermediate shaft 11 transmitted which via the synchronization C3 is coupled with this. From the second intermediate shaft 11 the torque is then via the output gear 15th and the differential 17th on the output shaft 16 and further transferred to the wheels.

3 , 6th and 7th show a simplified, second embodiment of the gearbox 1 . It is on the first intermediate shaft 7th only the first idler gear 8th arranged. Ie the second intermediate shaft gear 9 not applicable. As a result, the second differential gear 20th omitted. In addition, the two intermediate shaft gears are 12 and 13 the second intermediate shaft 11 permanently connected or in one piece as a double idler gear 21st executed. The form-fit couplings of the respective omitted gears can therefore also be omitted or modified.

On the drive shaft 2 can continue to use the two form-fit couplings A1 and A3 be arranged to the first drive wheel 5 or the second drive wheel 6th to be coupled with this. Alternatively, as in 3 indicated, only one form-fit coupling can be arranged, which is optionally the first drive wheel 5 or the second drive wheel 6th with the drive shaft 2 couples. If only a form-fit coupling on the drive shaft 2 is arranged, this must, however, be designed so that only the first or the second drive wheel with the drive shaft 2 can couple (and thus two states A1 and A3 can map). Also on the first intermediate wave 7th and the differential shaft 18th are only the form-fit couplings B2 or. X2 arranged around the one remaining first intermediate shaft gear 8th and the first differential gear 19th with the first intermediate shaft 7th or the differential shaft 18th connect to. That on the second intermediate shaft 11 arranged double idler 21st can via the form-fit coupling C3 be coupled with this. With this arrangement of the gears and form-fitting clutches, six switching stages can be achieved.

In 4th are similar to in 2 , the switching states of the form-fit clutches A1 , A3 , B2 , C3 and X2 in the various gears i in table form for the manual transmission 1 listed after the second embodiment. Gear steps i are listed in the top line. The first column contains the synchronization number. The penultimate line contains the translation of the respective gear stage i, the last line the step change. Of the 1 . and 4th gear are designed as a winding gear. All other gear stages are designed as direct gear.

5 shows the speed-RPM diagram. The gear 1 has a progressive gear ratio in the first three gears and a geometric ratio in the last three gears.

List of reference symbols

1

Manual transmission

2

drive shaft

3

Friction clutch

4th

crankshaft

5

first drive wheel

6th

second drive wheel

7th

first intermediate shaft

8th

first idler gear

9

second idler gear

10

Intermediate shaft fixed gear

11

second intermediate shaft

12

third idler gear

13

fourth idler gear

14th

Intermediate shaft fixed gear

15th

Output gear

16

Output shaft

17th

Differential carrier

18th

Differential shaft

19th

first differential gear

20th

second differential gear

21st

Double idler

A1, A3, B1, B2, B3, C1, C2, C3, X1, X2, X3

Form-fit couplings with synchronization

I, II, III

Wheel planes

Claims (10)

Gearbox (1) for a motor vehicle with at least one drive shaft (2), via which torque can be introduced, a first intermediate shaft (7) and a second intermediate shaft (11) between the drive shaft (2) and an output shaft (16) used for torque output. depending on a switching position of coupling elements (A1, A3, B1, B2, B3, C1, C2, C3, X1, X2, X3) are integrated into the torque flow in such a way that the torque via the first intermediate shaft (7) and / or the second intermediate shaft (11) is guided, and wherein the coupling elements (A1, A3, B1, B2, B3, C1, C2, C3, X1, X2, X3) in the torque transmission gear wheels (5, 6, 8, 9, 12, 13, 19, 20; 21) with the drive shaft (2), the first intermediate shaft (7), the second intermediate shaft (11) and / or the output shaft (16), characterized in that the gears (5, 6, 8 , 9, 10, 12, 13, 14, 15, 19, 20; 21) are arranged in three axially spaced wheel planes (I, II, III). Manual transmission (1) Claim 1 , characterized in that all gears (10, 14, 15) of a gear plane (I) are designed as fixed gears and all gears (5, 6, 8, 9, 12, 13, 19, 20; 21) of the other gear planes (II , III) are designed as loose gears. Manual transmission after Claim 1 or 2 , characterized in that all gears (10, 14, 15) of a first gear plane (I) are designed as fixed gears and all gears (5, 6, 8, 9, 12, 13, 19, 20; 21) of a second and third Gear plane (II, III) are designed as loose wheels. Manual transmission (1) Claim 3 , characterized in that the first gear plane (I) is designed as a final drive gear plane. Manual transmission (1) according to one of the Claims 1 to 4th , furthermore with a differential shaft (18) which is arranged coaxially to the output shaft (16) and which is non-rotatably connected to a differential (17) and transmits torque from the first intermediate shaft (7) and / or the second intermediate shaft (11) to the output shaft (16 ) transmits. Manual transmission (1) Claim 5 , characterized in that two gear wheels (19, 20) designed as loose wheels are arranged on the differential shaft (18). Manual transmission (1) according to one of the Claims 5 or 6th , characterized in that the idler gears of the second gear plane (II) and the third gear plane (III) arranged on the first intermediate shaft (7), the second intermediate shaft (11) or the differential shaft (18) via the coupling elements (B2, C2, X2) can be coupled to one another. Manual transmission (1) according to one of the Claims 1 to 7th , characterized in that the coupling elements (A1, A3, B1, B2, B3, C1, C2, C3, X1, X2, X3) are designed as form-fitting couplings with synchronization. Manual transmission (1) according to one of the Claims 3 to 8th , characterized in that one idler gear (5, 6) is arranged in the second gear plane (II) and in the third gear plane (III) on the drive shaft (2). Manual transmission (1) according to one of the Claims 1 to 9 , characterized in that the axes of the drive shaft (2), the first intermediate shaft (7), the second intermediate shaft (11) and the output shaft (16) are aligned parallel to one another.

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