DE102020116542A1 - Vehicle transmission for a drive device of a motor vehicle, corresponding drive device and method for operating a vehicle transmission - Google Patents

Abstract

The invention relates to a vehicle transmission (1) for a drive device (2) of a motor vehicle (3) which has a first input shaft (15) and a second input shaft (16) for coupling to a drive unit (8) and for coupling to a wheel axle (4 ) of the motor vehicle (3) has an output shaft (23). It is provided that the vehicle transmission (1) has a first countershaft (17), which is drive-connected to a further drive unit (18), and a second countershaft (26), in a starting gear of the vehicle transmission (1) for starting the drive unit (8) by means of the further drive unit (18), a primary input shaft (11) of the vehicle transmission (1) via the second input shaft (16), the second countershaft (26) and the first countershaft (17) with the output connected to the further drive unit (18) -shaft (23) is drive-coupled, wherein between the second input shaft (16) and the second countershaft (26), the second countershaft (26) and the first countershaft (17) and the first countershaft (17) and the output shaft (23 ) one of several gear stages (47, 48, 49, 50, 51, 52, 53) is present. The invention also relates to a drive device (2) for a motor vehicle (3) and a method for operating a vehicle transmission (1).

Description

The invention relates to a vehicle transmission for a drive device of a motor vehicle, which has a first input shaft and a second input shaft for coupling to a drive unit and an output shaft for coupling to a wheel axle of the motor vehicle.

From the prior art, for example, is the document WO 2014/166541 A1 known. This describes a transmission for motor vehicles that can be switched between several gear shifts, comprising four degrees of freedom, one of the degrees of freedom being a first input, one of the degrees of freedom being an output, one of the degrees of freedom being an intermediate degree of freedom, at least two for forward gears Usable, switchable connections between the first input and the intermediate degree of freedom, at least two switchable connections between the intermediate degree of freedom and the output that can be used for forward gears, at least two switchable connections that can be used for forward gears between the second input and the output, and at least one that can be used for a forward gear , switchable connection between the second input and the intermediate degree of freedom.

The object of the invention is to propose a vehicle transmission for a drive device of a motor vehicle, which has advantages over known vehicle transmissions, in particular with a small number of switching units, flexible operation, the efficient integration of a further drive unit and effective starting of the drive unit, in particular by means of the further Drive unit allows.

This is achieved according to the invention with a vehicle transmission for a drive device of a motor vehicle with the features of claim 1. It is provided that the vehicle transmission has a first countershaft that is drive-connected to a further drive unit and a second countershaft, with a primary input shaft of the vehicle transmission via the second input shaft, the second countershaft and the The first countershaft, which is drive-connected to the further drive unit, is drive-connected to the output shaft, with one of several transmission stages being present between the second input shaft and the second countershaft, the second countershaft and the first countershaft and the first countershaft and the output shaft.

The vehicle transmission preferably represents a component of the drive device and thus of the motor vehicle, but can also be present separately from the drive device or the motor vehicle. The drive device is used to drive the motor vehicle, that is to say to provide a drive torque aimed at driving the motor vehicle. To generate the drive torque, the drive device has the drive unit. The drive unit is designed, for example, as an internal combustion engine or as an electric traction machine.

The vehicle transmission is provided and designed to transmit the drive torque provided by the drive unit to the wheel axle of the motor vehicle. In this respect, the vehicle transmission is on the one hand connected to the drive unit in terms of drive technology and on the other hand is connected to the wheel axle in terms of drive technology. A wheel of the motor vehicle is preferably arranged on the wheel axle of the motor vehicle, so that ultimately the drive torque of the drive unit is applied to the wheel via the vehicle transmission. At this point it should be emphasized that neither the drive unit nor the wheel axle are part of the vehicle transmission. Rather, the drive unit is to be assigned to the drive device, the wheel axle to the motor vehicle.

The vehicle transmission has the first input shaft, the second input shaft and the output shaft. Both the first input shaft and the second input shaft can each be optionally coupled to the drive unit. For this purpose, they are each connected to the drive assembly via a coupling, for example. The drive torque provided by the drive unit can therefore be fed to the vehicle transmission via the first input shaft, via the second input shaft or via both the first input shaft and the second input shaft.

It is provided here that the drive unit is connected to the primary input shaft in terms of drive technology and the first input shaft and the second input shaft can each be optionally coupled to the primary input shaft in terms of drive technology. The primary input shaft can on the one hand be coupled or coupled, preferably permanently, to the drive unit in terms of drive technology. For example, the primary input shaft is via a torsional vibration damper, respectively Torsional vibration damper connected to the drive unit in terms of drive technology. The drive torque provided by the drive unit is completely applied to the primary input shaft. From this it can be divided as desired between the first input shaft and the second input shaft, that is to say it can also be transferred completely to the first input shaft and / or completely to the second input shaft.

For example, for this purpose, the first input shaft is connected in terms of drive technology to the primary input shaft via the already mentioned first clutch and the second input shaft via the also already mentioned second clutch. The first clutch and the second clutch are each designed, for example, as a multi-disc clutch, thus enabling both a slip-free and a slipping coupling of the primary input shaft with the first input shaft and / or the second input shaft. The first clutch and the second clutch are, for example, part of a double clutch, which can also be part of the vehicle transmission. In this case, the vehicle transmission can also be referred to as a dual clutch transmission.

The double clutch has the two clutches, namely the first clutch and the second clutch, via which the two input shafts are connected in terms of drive technology to the primary input shaft. The double clutch is preferably equipped in such a way that, in at least one shift setting, the primary input shaft is coupled to the first input shaft or to the second input shaft without slipping, so that the drive torque applied to the primary input shaft is completely transferred to the first input shaft or the second input shaft. The design as a double clutch enables the seamless provision of a torque on the output shaft or a seamless transmission of the drive torque from the primary input shaft to the output shaft, even if the transmission ratio between the primary input shaft and the output shaft changes.

The output shaft is used to at least temporarily provide the drive torque for the wheel axle. For example, the output shaft is at least temporarily, preferably permanently, connected to the wheel axle in terms of drive technology. For example, the output shaft is drive-connected to the wheel axle via a differential gear, in particular an axle differential gear. The output shaft is at least temporarily coupled in terms of drive technology to the first input shaft and / or the second input shaft so that the drive torque supplied to the vehicle transmission via the input shafts is at least temporarily transmitted to the output shaft.

The vehicle transmission is provided and designed to set different gear ratios between the drive unit on the one hand and the wheel axle on the other. For this purpose, the vehicle transmission has means in order to implement the different gear ratios between the input shafts and the output shaft. In particular, the vehicle transmission enables the setting of at least nine or at least ten different gear ratios, which can be set within the scope of seven forward gears, a start gear and one or more reverse gears.

In order to enable particularly flexible operation of the vehicle transmission, it has five degrees of freedom, the first input shaft representing a first of the degrees of freedom, the second input shaft representing a second of the degrees of freedom and the output shaft representing a third of the degrees of freedom. In contrast, a fourth of the degrees of freedom is formed by the first countershaft and a fifth of the degrees of freedom is formed by the second countershaft.

The first countershaft is drive-connected to the further drive unit, in particular rigidly and / or permanently. Of course, however, it can also be provided that the first countershaft is only connected in terms of drive technology to the further drive unit, for example via a clutch. In this case, the further drive unit can be decoupled in terms of drive technology from the first countershaft. However, the rigid and permanent connection of the further drive unit to the first countershaft is preferred.

The further drive unit is preferably in the form of an electrical machine, in particular an electrical traction machine. For example, the further drive unit has a nominal power which corresponds to at least 10%, at least 15%, at least 20% or at least 25% of the nominal power of the drive unit. Additionally or alternatively, the nominal power of the further drive unit is at most 50%, at most 40%, at most 30% or at most 25% of the nominal power of the drive unit. The nominal power can, however - depending on the concept of the motor vehicle - be significantly higher and, for example, correspond or at least to the nominal power of the drive unit be bigger than this. This is particularly the case if the additional drive unit is connected to a power source with a nominal voltage or source voltage of at least 100 V, at least 200 V, at least 400 V, at least 600 V or at least 800 V.

The vehicle transmission is designed in particular in such a way that the drive unit can be towed by means of the further drive unit, preferably in order to start the drive unit. This means that a speed of the drive unit is increased by means of the further drive unit, in particular up to a minimum speed or an idling speed of the drive unit. The minimum speed is to be understood as a speed of the drive unit from which the drive unit can increase its speed further automatically, that is to say without an externally provided torque. The idling speed corresponds in particular to a speed at which particularly smooth operation of the drive unit is ensured without the provision of a drive torque. The idle speed is usually higher than the minimum speed.

If, in the context of this description, it is said that two elements are connected to one another in terms of drive technology, this means that they are at least temporarily coupled to one another in terms of drive technology, but at least temporarily also separated from one another in terms of drive technology. In other words, they can be coupled to one another in terms of drive technology. If it is said that two elements are coupled to one another in terms of drive technology, they are actually connected to one another for torque transmission, in particular - within the framework of tolerances and taking torsion into account - rigidly.

In order to realize a particularly effective starting of the drive unit by means of the further drive unit, i.e. in particular a towing of the drive unit by means of the further drive unit, it is now provided that in the starting gear the primary input shaft of the vehicle transmission, to which the drive unit is coupled or at least can be coupled, over both countershafts are drive-connected to the further drive unit.

The starting gear is different from the driving gears of the vehicle transmission and is available in addition to these. When the start gear is engaged, the drive unit can be started particularly comfortably with the aid of kinetic energy from the output shaft and / or with the aid of the further drive unit. In particular, a particularly high starting torque for starting the drive unit is available in the starting gear. In the starting gear, the primary input shaft is drive-coupled to the first countershaft via the second input shaft and the second countershaft. The further drive unit is connected in terms of drive technology to the first countershaft, for example rigidly and / or permanently.

In the starting gear, the primary input shaft is coupled to the second input shaft and decoupled from the first input shaft. The second input shaft is coupled to the second countershaft, which in turn is drive-coupled to the first countershaft. It can be provided that the primary input shaft is decoupled in terms of drive technology from the output shaft in the starting gear. For this purpose, in particular the first countershaft is decoupled from the output shaft, namely by a corresponding setting of the fourth switching unit. When the primary input shaft is decoupled from the output shaft, the drive unit can be towed or started by means of the further drive unit without the output shaft being driven by the drive unit and / or the further drive unit.

The first countershaft and consequently the primary input shaft can, however, also be coupled to the output shaft. In this case, the output shaft can be driven at the same time as the towing or starting of the drive unit by means of the further drive unit. For example, by means of the further drive unit, on the one hand, the further drive unit is started and, on the other hand, the output shaft is driven. The starting gear has in particular a gear ratio between the output shaft and the primary input shaft which is different from the gear ratios of the driving gears. For example, the starting gear corresponds to a geometric ninth gear, so that the gear ratio is smaller than the gear ratio of the seventh gear. The transmission ratio of the starting gear is preferably at most 75%, at most 70%, at most 65%, at most 60%, at most 55% or at most 50% of the transmission ratio of the seventh gear.

In order to achieve the described gear ratio between the first countershaft and the primary input shaft, there is one between the second input shaft and the second countershaft of the gear stages and another of the gear stages between the second countershaft and the first countershaft. The seventh gear stage is preferably provided between the second input shaft and the second countershaft and the second gear stage is provided between the second countershaft and the first countershaft.

In addition, the first countershaft can be coupled to the output shaft via the fourth gear stage. The starting gear is present as a modified seventh gear, which additionally uses the fourth gear stage, which is otherwise used to implement the fifth gear and / or the sixth gear. The gear ratio of the sixth gear is converted into length by the winding gear over the seventh gear, in particular with a factor of at least 0.3 and at most 0.5, at least 0.325 and at most 0.45, at least 0.35 and at most 0.4 or roughly or exactly 0.375.

If the drive unit in the starting gear is coupled to the output shaft in terms of drive technology, the further drive unit is permanently connected to the output shaft with a specific transmission ratio and cannot be decoupled from it. To this extent, the start gear is an excessively long start gear which is used to start the drive unit by means of the further drive unit and / or by utilizing the kinetic energy of the motor vehicle or the output shaft. The excessively long starting gear has the advantage that the drive unit can easily be started even when the vehicle is traveling at a very high speed. If, on the other hand, the drive unit is decoupled in terms of drive technology from the output shaft, this also applies to the further drive unit.

It is provided according to the invention that not only the primary input shaft is drive-connected to the first countershaft, namely via the second input shaft and the second countershaft, but also that the first countershaft is drive-connected to the output shaft. This has already been pointed out above. Correspondingly, not only the further drive unit can be used to start the drive unit, but also the kinetic energy of the output shaft or of the motor vehicle in addition or as an alternative.

The primary input shaft is coupled to the second input shaft in the start gear and decoupled from the first input shaft. The second input shaft is coupled to the second countershaft via one of the gear stages, in particular via the seventh gear stage. The second countershaft is drive-coupled to the first countershaft via another of the gear stages, in particular via the second gear stage. The first countershaft is also drive-coupled to the output shaft via another of the gear stages, in particular via the fourth gear stage, so that overall the primary input shaft is connected to the output shaft via three gear stages.

The further drive unit is coupled to the first countershaft, preferably rigidly and / or permanently. Such a configuration enables the drive unit to be started comfortably by means of kinetic energy of the motor vehicle, which is provided to the drive unit or transmitted to it via the output shaft. The start gear is designed as an excessively long start gear so that the drive unit can be started reliably and comfortably even at high driving speeds of the motor vehicle, without any loss of comfort for a user of the motor vehicle.

It should be pointed out that the first input shaft, the second input shaft, the first countershaft, the second countershaft and the output shaft are preferably different shafts from one another. In this respect, each of the shafts mentioned can preferably be decoupled from all of the other shafts mentioned and in this case decoupled from the other shaft in at least one (relative) direction of rotation of the shafts to one another. Each of the shafts mentioned is, for example, at least temporarily decoupled from each of the other shafts in at least one direction of rotation, or at least can be decoupled.

A further development of the invention provides that the primary input shaft of the vehicle transmission in a first gear of the vehicle transmission via the second input shaft, the second countershaft, the first countershaft and the first input shaft and in a second gear of the vehicle transmission via the first input shaft, bypassing the second input shaft , the first countershaft and the second countershaft is drive-coupled to the output shaft, with one of the gear stages being present between the second input shaft and the second countershaft and the second countershaft and the first countershaft.

In order to implement a particularly compact design of the vehicle transmission with the smallest possible number of shift units and gear stages, provision is now made for the primary input shaft to be coupled differently to the output shaft in the first gear and in the second gear. In the first gear, the drive connection between the primary input shaft and the output shaft is established via the second input shaft, the second countershaft, the first countershaft and the first input shaft. One of the gear stages is present between the second input shaft and the second countershaft. Another of the gear stages is also present in terms of drive technology between the second countershaft and the first countershaft. In the second gear, however, the primary input shaft is coupled to the output shaft via the first input shaft, namely bypassing the second input shaft, the first countershaft and the second countershaft.

The first driving gear and the second driving gear are preferably the lowest driving gears of the vehicle transmission and follow one another directly in terms of their gear ratios. The first driving gear is present, for example, as a driving gear which is used for starting the motor vehicle from a standstill. Both in the first travel gear and in the second travel gear, the primary input shaft and the output shaft are coupled in terms of drive technology, namely rigidly, for example via an overrunning clutch. In both driving gears, the torque is thus transmitted at least in some areas via the first input shaft to the output shaft, in particular via the overrunning clutch.

In the first gear, the primary input shaft is drive-coupled to the second input shaft and is decoupled from the first input shaft in drive technology. The drive-related coupling between the primary input shaft and the output shaft occurs in the specified sequence, namely via the second input shaft, the second countershaft, the first countershaft and the first input shaft. The torque provided via the primary input shaft is thus transmitted from the second input shaft to the second countershaft, from this to the first countershaft and from there to the first input shaft and from there to the output shaft, in particular via the overrunning clutch.

In the first gear, a gear ratio between the output shaft and the first input shaft is used, in particular the gear ratio of a first gear stage, but also the gear ratios of other gear stages, namely the gear ratios between the second input shaft and the second countershaft and the second countershaft and the first countershaft present transmission stages. Correspondingly, the gear ratio between the output shaft and the primary input shaft in the first gear is different from the gear ratio between the output shaft and the first input shaft, in particular from the gear ratio of the first gear stage. For this purpose, one of the gear stages is present between the second input shaft and the second countershaft and between the second countershaft and the first countershaft. There is preferably a sixth gear stage between the second input shaft and the second countershaft and a second gear stage between the second countershaft and the first countershaft, which will be discussed below.

In the second gear, however, the drive-related coupling between the primary input shaft and the output shaft is established via the first input shaft, the second input shaft, the first countershaft and the second countershaft being bypassed. For this purpose, the primary input shaft is coupled to the first input shaft via the respective clutch or via the double clutch and decoupled from the second input shaft. This means that the transmission ratio between the output shaft and the primary input shaft corresponds to the transmission ratio between the output shaft and the first input shaft, in particular the transmission ratio of the first gear stage.

As a result, only one gear ratio present between the output shaft and the first input shaft is necessary for realizing the first gear and the second gear, namely in particular the gear ratio of the first gear stage. The transmission ratio of this gear stage is modified with the help of further gear stages to implement the different travel gears. In particular, there is a factor of at least 1.4 and at most 1.6, at least 1.45 and at most 1.5 or approximately or exactly 1.47 between the gear ratios of the first travel gear and the second travel gear. This results from the tooth ratio of the second gear stage and the sixth gear stage.

It should be noted that - if the overrunning clutch is implemented - only driving the output shaft by means of the drive unit and the further drive unit is possible in the described configuration of the vehicle transmission in the first gear and the second gear. A braking the output shaft and in this respect, for example, the implementation of an engine brake are not possible due to the overrunning clutch. Nevertheless, the described configuration of the vehicle transmission offers a high degree of flexibility with little effort at the same time.

A further development of the invention provides that, in a third gear of the vehicle transmission, the primary input shaft is drive-coupled to the output shaft via the second input shaft and the second countershaft. In this respect, the primary input shaft is coupled to the second input shaft, whereas it is decoupled from the first input shaft. The second input shaft is coupled to the second countershaft, which in turn is drive-connected to the output shaft, namely directly, that is, not via the first countershaft. In the third gear, the second input shaft and therefore the primary input shaft are rigidly coupled to the output shaft, namely independently of a direction of rotation. In the third gear, the output shaft can be braked by means of the drive unit.

The further drive unit can optionally be coupled to the output shaft in the third gear, namely preferably with different gear ratios. In this case, however, the case may arise that with a preset fourth gear, i.e. with a prepared switch from the third gear to the fourth gear, the further drive unit can only be coupled to the output shaft via a single gear ratio. This configuration also enables flexible operation of the vehicle transmission.

A further development of the invention provides that, in a fourth gear of the vehicle transmission, the primary input shaft is drive-coupled to the output shaft via the first input shaft. In the fourth gear, the primary input shaft is coupled to the first input shaft by means of the double clutch and decoupled from the second input shaft. At the same time, the first input shaft is rigidly connected to the output shaft regardless of its direction of rotation, namely via the fifth gear stage.

This rigid coupling is unproblematic because the first gear stage is connected to the first input shaft and / or the output shaft only via the overrunning clutch. In the fourth gear, the further drive unit can only be connected to the output shaft with a single specific transmission ratio. The described configuration of the vehicle transmission enables particularly flexible operation of the same.

A further development of the invention provides that, in a fifth gear of the vehicle transmission, the primary input shaft is drive-coupled to the output shaft via the second input shaft, the second countershaft and the first countershaft. In the fifth gear, the primary input shaft is coupled to the second input shaft and decoupled from the first input shaft. At the same time, the second input shaft is coupled to the second countershaft, the second countershaft to the first countershaft, and this is finally coupled to the output shaft. Ultimately, the primary input shaft is drive-coupled to the output shaft via the sixth gear stage, the second gear stage and the fourth gear stage - in the order mentioned.

The gear ratio of the fourth gear stage is modified with the help of the sixth gear stage and the second gear stage, analogous to the procedure for the first gear. The second gear stage has a gear ratio similar to that of the fifth gear stage. The connection of one of the gear stages via the sixth gear stage and the second gear stage can also be referred to as a spiral gear or the sixth gear stage and the second gear stage form a spiral gear for one of the other gear stages. In the fifth gear, the further drive unit is permanently coupled to the output shaft with a specific gear ratio and cannot be decoupled from it. Overall, with this configuration of the vehicle transmission, a high level of flexibility is achieved with little technical effort.

A further development of the invention provides that, in a sixth gear of the vehicle transmission, the primary input shaft is drive-coupled to the output shaft via the first input shaft and the first countershaft. In the sixth gear, the primary input shaft is coupled to the first input shaft and decoupled from the second input shaft. The first input shaft is coupled to the output shaft, namely via the first countershaft. This is preferably connected in terms of drive technology to the output shaft via the fourth gear stage. In the sixth gear, as in the fifth gear, the further drive unit is permanently coupled to the output shaft with a specific gear ratio and cannot be decoupled from it.

Finally, it becomes clear that the fifth gear and the sixth gear are provided with the same gear stage, namely the fourth gear stage. The transmission ratio of the fourth gear stage is in the sixth gear directly between the first input shaft and the output shaft. In the fifth gear, the transmission ratio of the fourth gear stage is adjusted with the help of the sixth gear stage and the second gear stage. As a result, a large number of different gear ratios can be achieved by means of the vehicle transmission without having to accept a complex structure for this.

A further development of the invention provides that, in a seventh gear of the vehicle transmission, the primary input shaft is drive-coupled to the output shaft via the second input shaft and the second countershaft. In the seventh gear, the primary input shaft is coupled to the second input shaft and decoupled from the first input shaft. The second input shaft is coupled to the second countershaft, in particular via the seventh gear stage. The second countershaft, however, is rigidly coupled to the output shaft. In the seventh gear, the further drive unit can only be coupled to the output shaft with a specific gear ratio. However, it can be decoupled from the output shaft. This enables flexible operation of the vehicle transmission.

A further development of the invention provides that the second input shaft is arranged coaxially with the first input shaft, and / or that the output shaft is arranged axially parallel to the first input shaft and / or the second input shaft, and / or that the first countershaft is arranged coaxially with the first Input shaft is arranged, and / or that the second countershaft is arranged coaxially to the output shaft. The two input shafts, that is to say the first input shaft and the second input shaft, are arranged coaxially to one another. This means that their axes of rotation coincide or are identical. An axis of rotation of the first input shaft thus corresponds to an axis of rotation of the second input shaft. For example, the first input shaft extends through the second input shaft. The second input shaft is thus designed as a hollow shaft and accommodates the first input shaft at least in some areas. For example, the first input shaft is rotatably mounted in and / or on the second input shaft. Particularly preferably, the first input shaft extends completely through the second input shaft in the axial direction with respect to its axis of rotation, that is to say protrudes both on the one hand and on the other hand beyond the second input shaft.

Additionally or alternatively, the output shaft is arranged axially parallel to the first input shaft, the second input shaft or both input shafts. This means that an axis of rotation of the output shaft is present at a distance parallel to one of the axes of rotation of the input shafts or both axes of rotation of the input shafts. It is particularly preferred that the output shaft, viewed in the axial direction, is drive-connected to the wheel axle on the same side of a transmission housing of the vehicle transmission, on which the two input shafts are also drive-connected to the drive unit. For example, the further drive unit is therefore on the same side of the transmission housing as the drive unit. For example, the wheel axle overlaps a machine shaft of the drive unit, at least in plan view, which is connected in terms of drive technology to the first input shaft and the second input shaft, for example via the couplings already mentioned above.

Additionally or alternatively, the first countershaft is arranged coaxially to the first input shaft, so that the axis of rotation of the first input shaft coincides with the axis of rotation of the first countershaft. The first input shaft preferably extends through the first countershaft in the axial direction, in particular completely. For example, viewed in the axial direction, the first countershaft is arranged next to the second input shaft, in particular at a distance from it. In this respect, both the second input shaft and the first countershaft are preferably rotatably mounted in and / or on the first input shaft.

The second countershaft is arranged coaxially with the output shaft. This means that an axis of rotation of the second countershaft coincides with the axis of rotation of the output shaft. The second countershaft is preferably designed as a hollow shaft and the output shaft extends through it in the axial direction, in particular completely. Correspondingly, viewed in the axial direction, the output shaft protrudes from the second countershaft on both sides. The second countershaft is arranged at a distance from the two input shafts and the first countershaft. It is particularly preferred, viewed in the axial direction, that it overlaps the second input shaft and / or the first countershaft. Seen in the axial direction, it extends through the second input shaft at least partially, in particular only partially, and also the first countershaft. This results in a compact design of the vehicle transmission.

A further development of the invention provides that the first input shaft is connected to the first countershaft and the output shaft by means of a first switching unit, the second input shaft is connected to the second countershaft by means of a second switching unit with different gear ratios, the second countershaft is connected to the first countershaft by means of a third switching unit and the output shaft and the output shaft can be coupled in terms of drive technology to the first countershaft by means of a fourth switching unit with different gear ratios.

The first input shaft, the second input shaft, the first countershaft, the second countershaft and the output shaft can be flexibly connected to one another, in particular rigidly connected, by means of a plurality of switching units. The first switching unit, the second switching unit, the third switching unit and the fourth switching unit are present as switching units, particularly preferably exclusively. With reference to the switching units, a decoupling or a decoupled state is preferably to be understood as meaning that there is no direct coupling between two elements, for example shafts. Of course, however, there can be an indirect coupling via at least one further element, for example a further shaft. In this case, too, it is said that the two elements are decoupled from one another in terms of drive technology and are accordingly not in direct operative connection with one another.

In terms of drive technology, the first switching unit is arranged between the first input shaft on the one hand and the first countershaft and the output shaft on the other. With the aid of the first switching unit, the first input shaft can either be coupled to or decoupled from the first countershaft or the output shaft.

In terms of drive technology, the second switching unit is arranged between the second input shaft and the second countershaft. The second shift unit enables the setting of different gear ratios between the second input shaft and the second countershaft, in particular of two different gear ratios, as well as a decoupling of the second input shaft from the second countershaft.

For this purpose, for example, two gear stages with different gear ratios are arranged in terms of drive technology between the second gear shift unit and the second countershaft, the second gear shift unit optionally coupling the second input shaft with the second countershaft via one or the other of the gear stages or decoupling them from one another.

In terms of drive technology, the third shift unit is arranged between the second countershaft on the one hand and the first countershaft and the output shaft on the other. The third switching unit is used to either couple the second countershaft with the first countershaft or the output shaft or to decouple them from one another.

Finally, in terms of drive technology, the fourth switching unit is located between the output shaft on the one hand and the first countershaft on the other. By means of the fourth switching unit, the output shaft can be coupled to the first countershaft with different transmission ratios in terms of drive technology, or the output shaft and the first countershaft can be decoupled from one another. For this purpose, for example, there are several gear stages with different gear ratios between the fourth shift unit and the first countershaft. With the aid of the fourth switching unit, the output shaft can either be coupled in terms of drive technology to the first countershaft via one or the other of the gear stages, or the output shaft and the first countershaft can be decoupled from one another.

It is therefore provided that each of the switching units can also decouple the respective named shafts from one another in terms of drive technology. For example, the first input shaft can be decoupled in terms of drive technology from the first countershaft and the output shaft by means of the first switching unit. Likewise, the drive technology of the second input shaft can be decoupled from the second countershaft by means of the second shift unit. The same applies to the second countershaft, which can be decoupled in terms of drive technology from the first countershaft and the output shaft by means of the third shift unit. Finally, the output shaft can be decoupled in terms of drive technology from the first countershaft with the aid of the fourth switching unit. In this respect, there are ultimately three different switching settings for each of the switching units.

It is particularly preferably provided that the first input shaft and the output shaft are permanently coupled to one another in terms of drive technology in at least one first direction of rotation of the first input shaft. In a second direction of rotation opposite to the first direction of rotation, the first In contrast, the input shaft, the first input shaft and the output shaft can be decoupled from one another or at least can be decoupled. For this purpose, for example, the first input shaft and the output shaft are permanently connected to one another in terms of drive technology via an overrunning clutch.

In the first direction of rotation of the first input shaft, the overrunning clutch provides a drive connection between the first input shaft and the output shaft, bypassing the switching units. When the first input shaft is in the second direction of rotation, however, the drive-related coupling between the first input shaft and the output shaft can only be established via one or more of the switching units. In other words, when the first direction of rotation of the first input shaft is present, a direct drive-related coupling is established between the first input shaft and the output shaft, whereas there is no such direct coupling when the second direction of rotation is present.

The described embodiment of the vehicle transmission enables particularly flexible operation with a limited number of switching units, namely only four switching units or - at most - five switching units. In addition, the vehicle transmission enables the additional drive unit to be effectively integrated and used flexibly, for example to provide additional drive torque which, in particular, in addition to the drive torque, is provided at least temporarily on the output shaft. The vehicle transmission described also has a particularly compact design.

A further development of the invention provides that the first switching unit has a primary gear that is rigidly coupled to the first input shaft, a first secondary gear that is rigidly coupled to the first countershaft, and a second secondary gear that is rigidly coupled to the output shaft, the primary gear being in a first switching setting the first switching unit is decoupled from the drive technology of the first secondary gear and the second secondary gear, in a second switching setting of the first switching unit is rigidly coupled to the first secondary gear and in a third switching setting of the first switching unit to the second secondary gear.

The first switching unit thus has the primary gear as well as the first secondary gear and the second secondary gear as essential elements. The primary gear can be decoupled from both secondary gears by means of a shift element, for example a shift sleeve, and can be coupled to exactly one of the secondary gears in each case. In the first shift setting, the shift element is arranged in such a way that it decouples the primary gear from both secondary gears in terms of drive technology. For this purpose, for example, it is arranged at a distance from both secondary gears.

In the second shift setting, the shift element is arranged in such a way that it couples the primary gear with the first secondary gear in terms of drive technology and decouples the primary gear wheel in terms of drive technology from the second secondary gear wheel. Finally, in the third shift setting, the shift element is arranged in such a way that it couples the primary gear with the second secondary gear in terms of drive technology and decouples it with drive technology from the first secondary gear wheel. The first switching unit or its switching element are provided and designed for rigidly coupling the primary gear to the respective secondary gear. The configuration described enables flexible operation of the vehicle transmission.

A further development of the invention provides that the second switching unit has a primary gear that is rigidly coupled to the second input shaft in terms of drive technology, a first secondary gear wheel that is rigidly coupled to the second countershaft in terms of drive technology with a first transmission ratio and a second transmission ratio that is rigidly coupled to the drive technology with a second transmission ratio that differs from the first transmission ratio second countershaft coupled second secondary gear, the primary gear in a first switching setting of the second switching unit decoupled from the first secondary gear and the second secondary gear in terms of drive technology, in a second switching setting of the second switching unit with the first secondary gear and in a third switching setting of the second switching unit with the second Secondary gear is rigidly coupled in terms of drive technology.

The second switching unit is equipped analogously to the first switching unit, so that reference is made to the corresponding explanations. The second switching unit also has the primary gear, the first secondary gear and the second secondary gear as essential components. These are using of a switching element of the second switching unit can be decoupled from one another in terms of drive technology and coupled to one another in terms of drive technology. For this purpose, reference is made to the explanations relating to the first switching unit.

In the first shift setting, the primary gear is decoupled in terms of drive technology both from the first secondary gear and from the second secondary gear. In the second shift setting, the primary gear is coupled in terms of drive technology to the first secondary gear wheel and is decoupled in terms of drive technology from the second secondary gear wheel. Finally, in the third switching position, the primary gear is coupled in terms of drive technology to the second secondary gear wheel and is decoupled in terms of drive technology from the first secondary gear wheel.

The second switching unit is used to couple the second input shaft to the second countershaft with different gear ratios, namely the first gear ratio and the second gear ratio, which are different from one another. For this purpose, the first gear ratio is present between the first secondary gear and the second countershaft and the second gear ratio is present between the second secondary gear and the second countershaft. This enables, for example, two different gears or driving gears of the vehicle transmission to be provided.

A further development of the invention provides that the third switching unit has a primary gear that is rigidly coupled to the second countershaft in terms of drive technology, a first secondary gearwheel that is rigidly coupled to the first countershaft in terms of drive technology and a second secondary gear wheel that is rigidly coupled to the output shaft in terms of drive technology, the primary gear wheel in a first shift setting the third switching unit is decoupled from the drive technology of the first secondary gear and the second secondary gear, in a second switching setting the third switching unit is rigidly coupled to the first secondary gear and in a third switching setting the third switching unit is rigidly coupled to the second secondary gear.

With regard to the third switching unit, too, reference is made to the statements relating to the first switching unit and in addition to the second switching unit. The third switching unit has the primary gear, the first secondary gear and the second secondary gear as relevant elements. The third switching unit also has a switching element by means of which the primary gear, on the one hand, and the first secondary gear and the second secondary gear, on the other hand, can be decoupled from one another and coupled with one another.

In the first shift setting, the primary gear is decoupled in terms of drive technology both from the first secondary gear and from the second secondary gear. In the second shift setting, the primary gear is coupled in terms of drive technology to the first secondary gear wheel and is decoupled in terms of drive technology from the second secondary gear wheel. Finally, in the third switching position, the primary gear is coupled in terms of drive technology to the second secondary gear wheel and is decoupled in terms of drive technology from the first secondary gear wheel. In this way, the flexible operation of the vehicle transmission already described is realized.

A further development of the invention provides that the fourth switching unit has a primary gearwheel which is rigidly coupled to the output shaft in terms of drive technology, a first secondary gearwheel which is rigidly coupled to the first countershaft in terms of drive technology and which is rigidly coupled in terms of drive technology with a second transmission ratio with the output shaft that is different from the first transmission ratio having coupled second secondary gear, wherein the primary gear is decoupled from the first secondary gear and the second secondary gear in terms of drive technology in a first shift setting of the fourth shift unit, in terms of drive technology in a second shift setting of the fourth shift unit with the first secondary gear wheel and in a third shift setting of the fourth shift unit with the second secondary gear wheel is rigidly coupled.

For the fourth switching unit, reference is made to the explanations relating to the first switching unit, the second switching unit and the third switching unit, which can be used analogously. The fourth switching unit has the primary gear, the first secondary gear and the second secondary gear as relevant components. The fourth switching unit, analogous to the other switching units, has the switching element, which is in the form of a switching sleeve, for example. By means of the switching element, the primary gear can be decoupled from the secondary gears and optionally coupled to one of the secondary gears.

In a first shift setting, the primary gear is therefore decoupled in terms of drive technology from the two secondary gearwheels. In the second shift setting, the primary gear is with the first secondary gear coupled in terms of drive technology and decoupled from the second secondary gear wheel in terms of drive technology. In the third shift setting, the primary gear is finally coupled in terms of drive technology to the second secondary gear wheel and is decoupled in terms of drive technology from the first secondary gear wheel. This enables the flexible mode of operation of the vehicle transmission.

A further development of the invention provides that the first input shaft is connected in terms of drive technology to the output shaft via an overrunning clutch and / or a first gear stage. Preferably, at least the overrunning clutch is present between the first input shaft and the output shaft, so that when there is a first direction of rotation of the first input shaft (relative to the output shaft), the first input shaft is rigidly coupled to the output shaft in terms of drive technology, whereas it is rigidly coupled to the output shaft in a direction of rotation that is opposite to the first direction of rotation (likewise relative to the output shaft) the second direction of rotation of the first input shaft is decoupled from the output shaft in terms of drive technology. The first input shaft and the output shaft are only rigidly connected to one another via the overrunning clutch in the first direction of rotation of the first input shaft.

In addition, the first gear stage can be present between the first input shaft and the output shaft. For example, in terms of drive technology, the first gear stage is arranged between the first input shaft and the overrunning clutch or, alternatively, between the overrunning clutch and the output shaft. For example, a gear of the first gear stage is connected in terms of drive technology to the first input shaft or the output shaft via the overrunning clutch.

The use of the overrunning clutch makes it possible to dispense with an additional switching unit, so that the high flexibility of the vehicle transmission described is achieved with at the same time little effort and low costs in the manufacture of the vehicle transmission. The drive connection of the first input shaft and the output shaft via the overrunning clutch and - optionally - the first gear stage is preferably used to implement both a first gear and a second gear of the vehicle transmission. Both in the first gear and in the second gear, the drive torque is transmitted at least partially or completely via the overrunning clutch and / or the first gear stage from the first input shaft to the output shaft and provided there.

A further development of the invention provides that the first secondary gear of the first switching unit is connected via a second gear stage to the first secondary gear of the third switching unit and / or via a third gear stage to the first secondary gear of the fourth switching unit and / or via a fourth gear stage to the second secondary gear the fourth gearshift unit is connected in terms of drive technology, and / or that the second secondary gearwheel of the first gearshift unit is connected in terms of drive technology to the output shaft via a fifth gear stage, and / or that the first secondary gearwheel of the second gearshift unit is connected in terms of drive technology to the primary gearwheel of the third gearshift unit via a sixth gear stage is, and / or that the second secondary gear of the second switching unit is connected in terms of drive technology to the primary gear of the third switching unit via a seventh gear stage.

Overall, there are one or more of the following gear stages: second gear stage, third gear stage, fourth gear stage, fifth gear stage, sixth gear stage and seventh gear stage. The gear stages preferably each have at least or exactly two gears, which can also be referred to as gear stage gears. The gear wheels of the gear stages are preferably designed as spur gears, so that the gear stages can also be referred to as spur gear stages. Each of the gear stages has a specific gear ratio. The transmission ratios of the different gear stages are preferably different from one another. This will be discussed below.

The second gear stage, the third gear stage and the fourth gear stage are all assigned to the first secondary gear of the first shift unit or rigidly coupled to it, namely via the first countershaft, in particular rigidly and / or permanently. For example, the second gear stage, the third gear stage and the fourth gear stage are rigidly and permanently coupled in terms of drive technology to the first countershaft. On its side facing away from the first secondary gear or the first countershaft, the second gear stage is drive-connected to the first secondary gear of the third switching unit, in particular rigidly and / or permanently. The third gear stage and the fourth gear stage are each drive-connected to the fourth gear shift unit, namely the third gear stage to the first secondary gear of the fourth gear unit and the fourth gear stage to the second secondary gear of the fourth gear unit, in particular rigid and / or permanent.

Additionally or alternatively, the fifth gear stage is connected in terms of drive technology, on the one hand, to the second secondary gearwheel of the first switching unit and, on the other hand, to the output shaft, preferably rigidly and / or permanently. Furthermore, the sixth gear stage can be drive-connected on the one hand to the first secondary gear of the second switching unit and on the other hand to the primary gear of the third switching unit, preferably likewise rigidly and / or permanently. The seventh gear stage, on the other hand, is drive-connected, for example, on the one hand to the second secondary gear of the second switching unit and on the other hand to the primary gear of the third switching unit, preferably rigidly and / or permanently. The sixth gear stage and the seventh gear stage are therefore each between the second switching unit and the primary gear of the third switching unit and connect them with different gear ratios.

With the aid of the gear stages mentioned, i.e. from the first gear stage to the seventh gear stage, a large spread of the gear ratio of the vehicle transmission can be achieved, i.e. a large ratio between a largest gear ratio and a smallest gear ratio or vice versa. The third gear stage is particularly preferably designed as a reverse gear stage, that is, it reverses the direction of rotation. For example, in addition to the two gearwheels already described, the third gear stage includes a third gearwheel with which the two gearwheels mesh and are coupled to one another in terms of drive technology via the third gearwheel. The embodiment described enables a particularly flexible mode of operation of the vehicle transmission and also an excellent integration of the further drive unit.

A further development of the invention provides that the gear ratios of the gear stages increase in the following order: seventh gear stage, fourth gear stage, second gear stage, fifth gear stage, sixth gear stage, first gear stage and third gear stage. The seventh gear stage has the smallest gear ratio and the third gear stage the largest gear ratio.

For example, the first gear stage has a gear ratio of 2.1 to 2.3, the second gear stage a gear ratio of 0.9 to 1.1, the third gear stage a gear ratio of 2.65 to 2.85, the fourth gear stage a gear ratio of 0.4 to 0.6, the fifth gear stage has a gear ratio which is from 0.95 to 1.15, the sixth gear stage has a gear ratio of 1.4 to 1.6 and the seventh gear stage has a gear ratio of 0.3 to 0.5 on.

It is particularly preferred that the gears of the first gear stage 46 and 21 teeth, the gears of the second gear stage 36 and 35 teeth, the gears of the third gear stage 55 and 20 teeth, the gears of the fourth gear stage 32 and 63 teeth, the gears of the fifth gear stage 37 and 35 teeth, the gears of the sixth gear stage 44 and 29 teeth and the gears of the seventh gear stage 27 and 70 teeth. As a result, an extremely large spread of the gear ratios of the vehicle transmission is implemented.

A further development of the invention provides that the further drive unit is coupled to the first countershaft via a first coupling gear stage. In terms of drive technology, the first coupling gear stage is provided between the further drive unit and the first countershaft. The further drive unit is preferably rigidly and / or permanently coupled to the first countershaft via the first coupling gear stage. The first coupling gear stage preferably has a transmission ratio which is different from one.

For example, the further drive unit is coupled to the first countershaft with a transmission ratio of at least three and at most five. The transmission ratio is particularly preferably at least 3.5 and at most 4.75, at least 3.75 and at most 4.5 or at least 4.0 and at most 4.5. The transmission ratio is preferably 4.25. The connection of the further drive unit via the first coupling gear stage ensures that the further drive unit can be operated within a wide speed range.

A further development of the invention provides that the further drive unit is drive-coupled via a second coupling gear stage to a first intermediate shaft which is drive-coupled via the first coupling gear stage to the first countershaft. The further drive unit is therefore not directly drive-coupled to the first countershaft via the first coupling gear stage, but rather both via the first coupling gear stage and the second coupling gear stage, which are drive-connected one behind the other. So are the first coupling gear stage and the second coupling gear stage coupled to one another in terms of drive technology via the first intermediate shaft, preferably rigidly and / or permanently.

The first intermediate shaft is now on the one hand connected to the drive unit via the first coupling gear stage or coupled to the first countershaft and on the other hand via the second coupling gear stage to the further drive unit. Particularly preferably, an auxiliary unit of the drive device is drive-connected to the first intermediate shaft, for example a drive shaft of the auxiliary unit is rigidly and permanently connected to the first intermediate shaft. The auxiliary unit is, for example, a pump, a compressor or the like. The embodiment described has the advantage of a simple and compact implementation with high flexibility at the same time.

The invention further relates to a drive device for a motor vehicle, with a drive unit and a vehicle transmission, in particular a vehicle transmission according to the statements within the scope of this description, the vehicle transmission having a first input shaft and a second input shaft, which are connected to the drive unit in terms of drive technology, and for Coupling with a wheel axle of the motor vehicle has an output shaft.

It is provided that the vehicle transmission has a first countershaft that is drive-connected to a further drive unit and a second countershaft, with a primary input shaft of the vehicle transmission via the second input shaft, the second countershaft and the the first countershaft, which is drive-technically connected to the further drive unit, is drive-technically coupled to the output shaft, with one of several transmission stages being present between the second input shaft and the second countershaft, the second countershaft and first countershaft and the first countershaft and the output shaft.

The advantages of such a configuration of the drive device or the vehicle transmission have already been pointed out. Both the drive device and the vehicle transmission can be developed in accordance with the explanations in the context of this description, so that reference is made to them in this respect.

The drive device is used to drive the motor vehicle. In addition to the drive unit, it has the vehicle transmission, which in turn has the first input shaft and the second input shaft. The input shafts are connected to the drive unit in terms of drive technology, for example via a coupling in each case, particularly preferably via a double clutch having two clutches. This means that both the first input shaft and the second input shaft are each switchably connected to the drive unit.

For example, the drive unit is permanently coupled to the primary input shaft of the vehicle transmission, for example via a torsional vibration damper or directly. The primary input shaft is in turn connected to the first input shaft and the second input shaft in a switchable manner via the multiple clutches or the double clutch. This results in a drive device which can be operated particularly flexibly and yet has a comparatively simple structure.

The invention further relates to a method for operating a vehicle transmission, in particular a vehicle transmission according to the statements in the context of this description, the vehicle transmission having a first input shaft and a second input shaft for coupling to a drive unit and an output shaft for coupling to a wheel axle of the motor vehicle.

It is provided that the vehicle transmission has a first countershaft, which is drive-connected to a further drive unit, and a second countershaft, with the primary input shaft of the vehicle transmission via the second input shaft, the second countershaft and the the first countershaft, which is drive-connected to the further drive unit, is drive-connected to the output shaft, with one of several transmission stages being present between the second input shaft and the second countershaft, the second countershaft and the first countershaft and the first countershaft and the output shaft.

With regard to the advantages and possible further configurations of the vehicle transmission and the method for its operation, reference is again made to the further explanations in the context of this description.

It should again be expressly pointed out that the coupling is preferably to be understood in each case as a direct coupling, in particular a rigid coupling, at least with regard to the switching units. If two elements, in particular two shafts, are coupled to one another in terms of drive technology, then they are connected to one another directly and not via another element, for example another shaft. The coupling is preferably carried out by means of the respective switching unit or the switching element of the respective switching unit. To couple the respective shafts with one another, the switching element engages rigidly on a first of the shafts and rigidly on a second of the shafts, i.e. fixes them directly against one another, at least within the framework of customary tolerances and / or a torsion customary in the context of normal operation of the vehicle transmission .

If two shafts of the first input shaft, the second input shaft, the output shaft, the first countershaft and the second countershaft are coupled to one another, this is preferably always done by bypassing the other of the shafts. If, for example, the first input shaft is coupled to the first countershaft by means of the first shifting unit, this is done by bypassing the second input shaft, the second countershaft and the output shaft. The same applies to the other waves. It should be pointed out, however, that of course the first input shaft and the first countershaft coupled to it can in turn be coupled to one or more of the other shafts. To this extent, such a coupling is not ruled out, but is often even necessary. However, it does not take place via the respective switching unit, but - if provided - via one of the other switching units.

• 1 eine schematische Darstellung eines Fahrzeuggetriebes für eine Antriebseinrichtung eines Kraftfahrzeugs in einer ersten Ausführungsform, sowie
• 2 eine schematische Darstellung des Fahrzeuggetriebes in einer zweiten Ausführungsform.

The invention is explained in more detail below with reference to the exemplary embodiments shown in the drawing, without restricting the invention. It shows:

• 1 a schematic representation of a vehicle transmission for a drive device of a motor vehicle in a first embodiment, and
• 2 a schematic representation of the vehicle transmission in a second embodiment.

the 1 shows a schematic representation of a vehicle transmission 1 for a drive device 2 of a motor vehicle 3 . From the motor vehicle 3 are only a wheel axle here 4th as well as an axle differential 5 shown. The wheel axle 4th has two partial axes 6th and 7th on which via the axle differential 5 to the drive device 2 and especially to the vehicle transmission 1 are connected in terms of drive technology. The drive device 2 has in addition to the vehicle transmission 1 via a drive unit 8th , which is designed in the embodiment shown here as an internal combustion engine. The vehicle transmission 1 is provided and designed to provide different gear ratios between the wheel axle 4th and the drive unit 8th adjust, in particular several forward gears and at least one reverse gear.

The drive unit 8th has a machine shaft 9 on that via a torsional vibration damper 10 to a primary input shaft 11 of the vehicle transmission 1 connected. The primary input shaft is preferred 11 permanently with the drive unit 8th or its machine shaft 9 coupled in terms of drive technology. The primary input shaft 11 is via a double clutch 12th which a first clutch 13th and a second clutch 14th has, to a first input shaft 15th and a second input shaft 16 of the vehicle transmission 1 connected in terms of drive technology.

That means the primary input shaft 11 with each of the first input wave 15th and the second input shaft 16 each can be coupled separately. In a first shift setting of the first clutch 13th is the primary input shaft 11 from the first input shaft 15th decoupled and coupled with her in a second switching setting. The same is true in a first shift setting of the second clutch 14th the primary input shaft 11 from the second input shaft 16 decoupled and coupled with her in a second switching setting.

With reference to the double clutch 12th it should be noted that in a first shift setting of this the primary input shaft 11 from both the first input shaft 15th as well as from the second input shaft 16 is decoupled. The primary input shaft is in a second shift setting 11 with the first input shaft 15th at least slipping or rigidly coupled and from the second input shaft 16 decoupled.

The primary input shaft is in a third shift setting 11 from the first input shaft 15th decoupled and connected to the second input shaft 16 at least slipped or rigidly connected. The primary input shaft is in a fourth shift setting 11 both with the first input shaft 15th as well as with the second input shaft 16 coupled, especially slipping. Also a rigid coupling with at least one of the input shafts 15th and 16 or both input shafts 15th and 16 can however be realized.

The second input shaft 16 is coaxial with the first input shaft 15th arranged and designed for this purpose as a hollow shaft, which the first input shaft 15th absorbs in some areas. Also coaxial with the first input shaft 15th is a first countershaft 17th arranged, in particular in the axial direction with respect to an axis of rotation of the first input shaft 15th spaced from the second input shaft 16 . With the first countershaft 17th is another drive unit 18th Drive technology coupled, preferably rigid and permanent.

In the exemplary embodiment shown here, the further drive unit is 18th via a first coupling gear stage 19th and a second coupling gear stage 20th with the first countershaft 17th coupled in terms of drive technology. Instead of the second coupling gear stage 20th a belt drive, in particular a V-belt drive, or the like can also be present. For example, the first coupling gear stage 19th an intermediate shaft 21 with the first countershaft 17th coupled. The further drive unit 18th is about the second coupling gear stage 20th with the intermediate shaft 21 coupled. It can be provided that with the intermediate shaft 21 an auxiliary unit 22nd Is drive technology connected, preferably rigid and / or permanent.

Axially parallel to the input shafts 15th and 16 as well as to the first countershaft 17th is an output shaft 23 of the vehicle transmission 1 arranged. The output shaft 23 is with the wheel axle 4th via the axle differential 5 coupled, preferably via a spur gear stage 24 and / or via a bevel gear stage 25th . This results in an arrangement of the wheel axle 4th , which in plan view in overlap with the drive unit 8th , the machine shaft 9 and / or the torsional vibration damper 10 is arranged. In any case, the wheel axle preferably intersects 4th seen in plan view the axis of rotation of the first input shaft 15th on one of the other drive units 18th remote side of the double clutch 12th and / or on one of the first drive unit 8th facing side of a transmission housing of the vehicle transmission 1 in which the input shafts 15th and 16 and the first countershaft 17th arranged and / or on and / or in which they are stored.

Coaxial with the output shaft 23 is a second countershaft 26th arranged, which in turn is designed as a hollow shaft and the output shaft 23 absorbs in some areas. In the axial direction with respect to the axis of rotation of the first input shaft 15th seen is the second countershaft 26th in overlap with both the second input shaft 16 as well as with the first countershaft 17th before. Also the second countershaft 26th is preferably arranged in the gear housing and / or rotatably mounted on and / or in it.

The first input shaft 15th is by means of a first switching unit 27 with the first countershaft 17th and the output shaft 23 connectable. The second input shaft 16 is, however, by means of a second switching unit 28 with different gear ratios with the second countershaft 26th connectable. The second countershaft 26th is by means of a third switching unit 29 with the first countershaft 17th and the output shaft 23 connectable. The output shaft 23 is finally by means of a fourth switching unit 30th with different gear ratios with the first countershaft 17th connectable. The first switching unit 27 and the second switching unit 28 are coaxial with the first input shaft 15th arranged, the third switching unit 29 and the fourth switching unit 30th coaxial with the output shaft 23 .

The first switching unit 27 has a primary gear 31 , a first secondary gear 32 and a second secondary gear 33 on. These are by means of a switching element 34 can be coupled with each other. The second switching unit 28 has a primary gear 35 , a first secondary gear 36 . and a second secondary gear 37 on, which by means of a switching element 38 are coupled to each other. The third switching unit 29 has a primary gear 39 , a first secondary gear 40 and a second secondary gear 41 on, by means of a switching element 42 are coupled to each other. The fourth switching unit 30th finally has a primary gear 43 , a first secondary gear 44 and a second secondary gear 45 on, by means of a switching element 46 are coupled to each other.

The switching elements 34 , 38 , 42 and 46 are each designed, for example, as a shift sleeve and arranged to be displaceable in the axial direction. About the switching elements 34 , 38 , 42 and 46 is the respective primary gear 31 , 35 , 39 respectively 43 with the respective secondary gears 32 , 33 or 36 and 37 or 40 and 41 or 44 and 45 connectable. This is provided in such a way that the corresponding primary gear 31 , 35 , 39 respectively 43 at any point in time with at most one of the associated secondary gears 32 , 33 or 36 and 37 or 40 and 41 or 44 and 45 is coupled, i.e. at no time with both.

For example, each of the switching elements 34 , 38 , 42 and 46 each assigned a separate actuator, by means of which the respective switching element 34 , 38 , 42 and 46 to implement different switching settings independently of the other switching elements 34 , 38 , 42 and 46 is relocatable. However, it can also be provided that several of the switching elements 34 , 38 , 42 and 46 a common actuator is assigned, by means of which an independent displacement is possible, but only with a time delay, for example.

For the first switching unit 27 The following applies: The primary gear 31 is rigid with the first input shaft 15th coupled, the first secondary gear 32 rigid with the first countershaft 17th and the second secondary gear 33 rigid with the output shaft 23 . The primary gear is in a first shift setting 31 from both secondary gears 32 and 33 decoupled. The primary gear is in a second shift setting 31 with the first secondary gear 32 coupled and from the second secondary gear 33 decoupled. The primary gear is in a third shift setting 31 from the first secondary gear 32 decoupled and with the second secondary gear 33 coupled.

For the second switching unit 28 The following applies: The primary gear 35 is rigid with the second input shaft 16 coupled, the first secondary gear 36 rigid with the second countershaft via a first transmission ratio 26th and the second secondary gear 37 also rigid with the second countershaft via a second transmission ratio 26th . The primary gear is in a first shift setting 35 from both secondary gears 36 and 37 decoupled, in a second shift setting it is with the first secondary gear 36 coupled and from the second secondary gear 37 decoupled, whereas it is in a third shift setting from the first secondary gear 36 decoupled and with the second secondary gear 37 is coupled.

For the third switching unit 29 The following applies: The primary gear 39 is rigid with the second countershaft 26th coupled, the first secondary gear 40 rigid with the first countershaft 17th and the second secondary gear 41 rigid with the output shaft 23 . The primary gear is in a first shift setting 39 from the secondary gears 40 and 41 decoupled. In a second shift setting it is with the first secondary gear 40 coupled and from the second secondary gear 41 decoupled, whereas it is in a third shift setting from the first secondary gear 40 decoupled and with the second secondary gear 41 is coupled.

For the fourth switching unit 30th The following applies: The primary gear 43 is rigid with the output shaft 23 coupled, the first secondary gear 44 rigid with the first countershaft via a first transmission ratio 17th and the second secondary gear 45 also rigid with the first countershaft via a second transmission ratio 17th . The primary gear is in a first shift setting 43 from the secondary gears 44 and 45 decoupled. In a second shift setting it is with the first secondary gear 44 coupled and from the second secondary gear 45 decoupled, whereas it is in a third shift setting from the first secondary gear 44 decoupled and with the second secondary gear 45 is coupled.

Overall, there are now several gear stages, namely a first gear stage 47 , a second gear stage 48 , a third gear stage 49 , a fourth gear stage 50 , a fifth gear stage 51 , a sixth gear stage 52 and a seventh gear stage 53 . The first gear stage 47 engages on the one hand on the first input shaft 15th and on the other hand on a one-way clutch 54 on. The overrunning clutch 54 turn is on its the first gear stage 47 facing away from the output shaft 23 coupled. In this respect, then, is the first input shaft 15th via the first gear stage 47 and the overrunning clutch 54 to the output shaft 23 tied up.

The second gear stage 48 connects the first secondary gear 32 the first switching unit 27 with the first secondary gear 40 the third switching unit 29 . The third gear stage 49 connects the first secondary gear 32 the first switching unit 27 with the first secondary gear 44 the fourth switching unit 30th . The third gear stage 49 is designed here as a reverse gear stage and has an intermediate gear to this extent 55 by means of which a reversal of the direction of rotation is achieved. The third gear stage 49 serves to provide a reverse gear of the vehicle transmission 1 .

The fourth gear stage 50 connects the first secondary gear 32 the first switching unit 27 with the second secondary gear 45 the fourth switching unit 30th . The fifth gear stage 51 connects the second secondary gear 33 the first switching unit 27 with the output shaft 23 . The sixth gear stage 52 connects the first secondary gear 36 the second switching unit 28 with the primary gear 39 the third switching unit 29 . The seventh gear stage 53 connects the second secondary gear 37 the second switching unit 28 also with the primary gear 39 the third switching unit 29 . About the gear stages 47 until 53 a rigid and permanent drive connection is preferably established between the respectively designated elements.

The gear stages 47 until 53 have different translations from each other. For example, the first gear stage has 47 via a gear ratio of 2.1 to 2.3, the second gear stage 48 via a gear ratio which is from 0.9 to 1.1, the third gear stage 49 via a gear ratio of 2.65 to 2.85, the fourth gear stage 50 via a gear ratio of 0.4 to 0.6, the fifth gear stage 51 via a gear ratio of 0.95 to 1.15, the sixth gear stage 52 over a gear ratio of 1.4 to 1.6 and the seventh gear stage 53 over a gear ratio of 0.3 to 0.5.

With the help of the vehicle transmission 1 seven driving gears, a start gear and a reverse gear or several reverse gears can be set. The driving gears are to be understood here as forward driving gears. For reverse gear, the primary input shaft is located for a given direction of rotation 11 the opposite direction of rotation as for the travel gears. A direction of travel of the motor vehicle 3 , namely a forward direction of travel, is otherwise indicated by the arrow 56 indicated. During operation of the vehicle transmission 1 a gear is selected from the gears mentioned and on the vehicle transmission 1 set. The switching units are based on the selection of the gear 27 , 28 , 29 and 30th brought into one of their switching settings.

• - Erster Fahrgang: Zweite Schalteinstellung der ersten Schalteinheit 27, zweite Schalteinstellung der zweiten Schalteinheit 28, zweite Schalteinstellung der dritten Schalteinheit 29 und erste Schalteinstellung der vierten Schalteinheit 30.
• - Zweiter Fahrgang: Erste Schalteinstellung der ersten Schalteinheit 27, erste Schalteinstellung der zweiten Schalteinheit 28, erste Schalteinstellung der dritten Schalteinheit 29 und erste Schalteinstellung der vierten Schalteinheit 30.
• - Dritter Fahrgang: Erste Schalteinstellung der ersten Schalteinheit 27, zweite Schalteinstellung der zweiten Schalteinheit 28, dritte Schalteinstellung der dritten Schalteinheit 29 und erste Schalteinstellung der vierten Schalteinstellung 30.
• - Vierter Fahrgang: Dritte Schalteinstellung der ersten Schalteinheit 27, erste Schalteinstellung der zweiten Schalteinheit 28, erste Schalteinstellung der dritten Schalteinheit 29 und erste Schalteinstellung der vierten Schalteinheit 30.
• - Fünfter Fahrgang: Erste Schalteinstellung der ersten Schalteinheit 27, zweite Schalteinstellung der zweiten Schalteinheit 28, zweite Schalteinstellung der dritten Schalteinheit 29 und dritte Schalteinstellung der vierten Schalteinheit 30.
• - Sechster Fahrgang: Zweite Schalteinstellung der ersten Schalteinheit 27, erste Schalteinstellung der zweiten Schalteinheit 28, erste Schalteinstellung der dritten Schalteinheit 29 und dritte Schalteinstellung der vierten Schalteinheit 30.
• - Siebter Fahrgang: Erste Schalteinstellung der ersten Schalteinheit 27, dritte Schalteinstellung der zweiten Schalteinheit 28, dritte Schalteinstellung der dritten Schalteinheit 29 und erste Schalteinstellung der vierten Schalteinheit 30.
• - Startgang: Erste Schalteinstellung der ersten Schalteinheit 27, dritte Schalteinstellung der zweiten Schalteinheit 28, zweite Schalteinstellung der dritten Schalteinheit 29 und dritte Schalteinstellung der vierten Schalteinheit 30.
• - Rückwärtsgang: Erste Schalteinstellung der ersten Schalteinheit 27, zweite Schalteinstellung der zweiten Schalteinheit 28, zweite Schalteinstellung der dritten Schalteinheit 29 und zweite Schalteinstellung der vierten Schalteinheit 30.

The following switch unit settings are available for the individual gears:

• - First gear: Second shift setting of the first shift unit 27 , second switching setting of the second switching unit 28 , second shift setting of the third shift unit 29 and first shift setting of the fourth shift unit 30th .
• - Second gear: First shift setting of the first shift unit 27 , first switching setting of the second switching unit 28 , first shift setting of the third shift unit 29 and first shift setting of the fourth shift unit 30th .
• - Third gear: First shift setting of the first shift unit 27 , second switching setting of the second switching unit 28 , third shift setting of the third shift unit 29 and first shift setting of the fourth shift setting 30th .
• - Fourth gear: Third shift setting of the first shift unit 27 , first switching setting of the second switching unit 28 , first shift setting of the third shift unit 29 and first shift setting of the fourth shift unit 30th .
• - Fifth gear: First shift setting of the first shift unit 27 , second switching setting of the second switching unit 28 , second shift setting of the third shift unit 29 and third shift setting of the fourth shift unit 30th .
• - Sixth gear: Second shift setting of the first shift unit 27 , first switching setting of the second switching unit 28 , first shift setting of the third shift unit 29 and third shift setting of the fourth shift unit 30th .
• - Seventh gear: First shift setting of the first shift unit 27 , third shift setting of the second shift unit 28 , third shift setting of the third shift unit 29 and first shift setting of the fourth shift unit 30th .
• - Starting gear: First shift setting of the first shift unit 27 , third shift setting of the second shift unit 28 , second shift setting of the third shift unit 29 and third shift setting of the fourth shift unit 30th .
• - Reverse gear: First shift setting of the first shift unit 27 , second switching setting of the second switching unit 28 , second shift setting of the third shift unit 29 and second shift setting of the fourth shift unit 30th .

This is clearly summarized in the following table, where the shift setting for the respective gear and the respective shift unit is specified: Gear / shift unit 1 2 3 4th 5 6th 7th S. R. 1 2 1 1 3 1 2 1 1 1 2 2 1 2 1 2 1 3 3 2 3 2 1 3 1 2 1 3 2 2 4th 1 1 1 1 3 3 1 3 2

The other drive unit is in the first gear 18th permanently with the output shaft 23 coupled and cannot be decoupled from it. The further drive unit can be used in the second gear 18th by setting the first switching unit 27 to one of the three possible switching settings of the output shaft 23 decoupled or coupled with it with different gear ratios. The additional drive unit can be used for the third gear 18th by setting the first switching unit 27 on one of the possible switching settings of the output shaft 23 decoupled or coupled with it with different gear ratios.

The further drive unit is in the fourth gear 18th from the output shaft 23 can be decoupled or can be coupled with exactly one transmission ratio. The other drive unit is in the fifth gear 18th permanently with the output shaft 23 coupled with a certain gear ratio. This also applies to the sixth aisle. The other drive unit is in the seventh gear 18th by setting the first switching unit accordingly 27 from the output shaft 23 can be decoupled or coupled with it with a certain transmission ratio. The other drive unit is in the start gear 18th permanently with a certain transmission ratio with the output 23 coupled. This also applies to reverse gear.

• - Erster Fahrgang: Erste Kupplung 13 geöffnet, zweite Kupplung 14 geschlossen.
• - Zweiter Fahrgang: Erste Kupplung 13 geschlossen und zweite Kupplung 14 geöffnet.
• - Dritter Fahrgang: Erste Kupplung 13 geöffnet und zweite Kupplung 14 geschlossen.
• - Vierter Fahrgang: Erste Kupplung 13 geschlossen und zweite Kupplung 14 geöffnet.
• - Fünfter Fahrgang: Erste Kupplung 13 geöffnet und zweite Kupplung 14 geschlossen.
• - Sechster Fahrgang: Erste Kupplung 13 geschlossen und zweite Kupplung 14 geöffnet.
• - Siebter Fahrgang: Erste Kupplung 13 geöffnet und zweite Kupplung 14 geschlossen.
• - Startgang: Erste Kupplung 13 geöffnet und zweite Kupplung 14 geschlossen.
• - Rückwärtsgang: Erste Kupplung 13 geöffnet und zweite Kupplung 14 geschlossen.

The double clutch 12th or the couplings 13th and 14th are operated in the individual aisles as follows:

• - First gear: first clutch 13th open, second clutch 14th closed.
• - Second gear: first clutch 13th closed and second clutch 14th open.
• - Third gear: first clutch 13th open and second clutch 14th closed.
• - Fourth gear: first clutch 13th closed and second clutch 14th open.
• - Fifth gear: first clutch 13th open and second clutch 14th closed.
• - Sixth gear: first clutch 13th closed and second clutch 14th open.
• - Seventh gear: first clutch 13th open and second clutch 14th closed.
• - Starting gear: first clutch 13th open and second clutch 14th closed.
• - Reverse gear: first clutch 13th open and second clutch 14th closed.

A closed clutch is to be understood as meaning that at least one slipping or preferably a rigid connection between the primary input shaft 11 and the respective input shaft 15th or 16 is established, with an open clutch is the primary input shaft 11 from the respective input shaft 15th respectively 16 decoupled.

the 2 shows a schematic representation of the vehicle transmission 1 in a second embodiment. This corresponds essentially to the first embodiment, so that reference is made to the corresponding statements and only the differences are discussed below. These are located in a bridging switch unit 57 , which in addition to the switching units 28 until 30th exists and in terms of drive technology to bypass the overrunning clutch 54 is provided and designed.

The bypass switching unit 57 has a primary gear 58 and a secondary gear 59 on, which by means of a switching element 60 are coupled to each other. In a first shift setting of the bridging shift unit 57 is the primary gear 58 from the secondary gear 59 decoupled and coupled with it in a second switching setting. The primary gear 58 is in the embodiment shown here rotatably with the first input shaft 15th coupled, in particular via the first gear stage 47 . The secondary gear 59 however, is with the output shaft 23 coupled. With the help of Bridging switch unit 57 can therefore use the first input shaft 15th and the output shaft 23 are rotatably coupled to each other, namely via the first gear stage 47 .

Such a configuration of the vehicle transmission 1 has the advantage over the first embodiment that braking of the output shaft is more effective in a simple manner 23 using the drive unit 8th is feasible. The following settings are made for this purpose: On the first switching unit 27 the first switching setting is set on the second switching unit 28 the first switching setting on the third switching unit 29 the first switching setting and on the fourth switching unit 30th the second shift setting.

On the bridging switch unit 47 is used to bypass the overrunning clutch 54 the second switching setting selected. In addition, the first clutch 13th closed. The primary input shaft is accordingly 11 via the first gear stage 47 with the output shaft 23 coupled so that for braking the output shaft 23 by means of the drive unit 8th now the second gear is used. Without the bridging shift unit, the third gear can be used as the smallest gear for this purpose.

In addition, the bridging switch unit is used 47 a blocking of the vehicle transmission 1 realizable. The bridging switch unit is used for this purpose 57 for bridging the overrunning clutch 54 controlled and at the same time between the first input shaft 15th and the output shaft 23 another drive connection is established with a different gear ratio, for example by setting the second shift setting on the first shift unit 27 and the third shift setting of the fourth shift unit 30th .

It can of course also be provided for both clutches 13th and 14th to close and the second input shaft 16 drive with the output shaft 23 to couple, for example by setting either the second or the third switching setting of the second switching unit 28 and setting the third shift setting on the third shift unit 29 . With such a procedure, too, there are two different drive connections between the input shafts 15th and 16 to the output shaft 23 before, so that the vehicle transmission 1 blocked and accordingly the output shaft 23 is fixed, in particular with respect to a gearbox of the vehicle transmission 1 .

The vehicle transmission described 1 Both in the first embodiment and in the second embodiment, it has the advantage that extremely flexible operation is possible with a simple and compact structure and, moreover, a wide spread of gears, i.e. the driving gears and also the starting gear, is very high. This means that in every operating state of the motor vehicle 1 quick and easy starting of the drive unit 8th can take place, in particular independently of a speed of the output shaft 23 .

List of reference symbols

1

Vehicle transmission

2

Drive device

3

Motor vehicle

4th

Wheel axle

5

Axle differential

6th

Partial axis

7th

Partial axis

8th

Drive unit

9

Machine shaft

10

Torsional vibration damper

11th

Primary input shaft

12th

Double coupling

13th

first clutch

14th

second clutch

15th

first input shaft

16

second input shaft

17th

first countershaft

18th

further drive unit

19th

first coupling gear stage

20th

second coupling gear stage

21

Intermediate shaft

22nd

Auxiliary unit

23

Output shaft

24

Spur gear stage

25th

Bevel gear stage

26th

second countershaft

27

first switching unit

28

second switching unit

29

third switching unit

30th

fourth switching unit

31

Primary gear

32

first secondary gear

33

second secondary gear

34

Switching element

35

Primary gear

36

first secondary gear

37

second secondary gear

38

Switching element

39

Primary gear

40

first secondary gear

41

second secondary gear

42

Switching element

43

Primary gear

44

first secondary gear

45

second secondary gear

46

Switching element

47

first gear stage

48

second gear stage

49

third gear stage

50

fourth gear stage

51

fifth gear stage

52

sixth gear stage

53

seventh gear stage

54

One-way clutch

55

Idler gear

56

Direction of travel

57

Bridging switch unit

58

Primary gear

59

Secondary gear

60

Switching element

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• WO 2014/166541 A1 [0002]

Claims (10)

Vehicle transmission (1) for a drive device (2) of a motor vehicle (3) which has a first input shaft (15) and a second input shaft (16) for coupling to a drive unit (8) and for coupling to a wheel axle (4) of the motor vehicle ( 3) has an output shaft (23), characterized in that the vehicle transmission (1) has a first countershaft (17), which is drive-coupled to a further drive unit (18), and a second countershaft (26), with a start gear of the vehicle transmission (1 ) To start the drive unit (8) by means of the further drive unit (18), a primary input shaft (11) of the vehicle transmission (1) via the second input shaft (16), the second countershaft (26) and the drive unit connected to the further drive unit (18) first countershaft (17) is drive-coupled to the output shaft (23), wherein between the second input shaft (16) and the second countershaft (26), the z wide countershaft (26) and the first countershaft (17) as well as the first countershaft (17) and the output shaft (23) each have one of several gear stages (47, 48, 49, 50, 51, 52, 53). Vehicle transmission according to Claim 1 , characterized in that the primary input shaft (11) of the vehicle transmission (1) in a first gear of the vehicle transmission (1) via the second input shaft (16), the second countershaft (26), the first countershaft (17) and the first input shaft ( 15) and in the second gear of the vehicle transmission (1) via the first input shaft (15) bypassing the second input shaft (16), the first countershaft (17) and the second countershaft (26) with the output shaft (23) , one of the gear stages (47, 48, 49, 50, 51, 52, 53) being present between the second input shaft (16) and the second countershaft (26) as well as the second countershaft (26) and the first countershaft (17) . Vehicle transmission according to one of the preceding claims, characterized in that in a third gear of the vehicle transmission (1) the primary input shaft (11) is drive-coupled to the output shaft (23) via the second input shaft (16) and the second countershaft (26). Vehicle transmission according to one of the preceding claims, characterized in that in a fourth gear of the vehicle transmission (1) the primary input shaft (11) is drive-coupled to the output shaft (23) via the first input shaft (15). Vehicle transmission according to one of the preceding claims, characterized in that in a fifth gear of the vehicle transmission (1) the primary input shaft (11) via the second input shaft (16), the second countershaft (26) and the first countershaft (17) with the output shaft ( 23) is coupled in terms of drive technology. Vehicle transmission according to one of the preceding claims, characterized in that in a sixth gear of the vehicle transmission (1) the primary input shaft (11) is drive-coupled to the output shaft (23) via the first input shaft (15) and the first countershaft (17). Vehicle transmission according to one of the preceding claims, characterized in that in a seventh gear of the vehicle transmission (1) the primary input shaft (11) is drive-coupled to the output shaft (23) via the second input shaft (16) and the second countershaft (26). Vehicle transmission according to one of the preceding claims, characterized in that the second input shaft (16) is arranged coaxially to the first input shaft (15), and / or that the output shaft (23) is axially parallel to the first input shaft (15) and / or the second Input shaft (16) is arranged, and / or that the second countershaft (26) is arranged coaxially to the output shaft (23). Drive device (2) for a motor vehicle (3), with a drive unit (8) and a vehicle transmission (1), in particular a vehicle transmission (1) according to one or more of the preceding claims, wherein the vehicle transmission (1) has a first input shaft (15) as well as a second input shaft (16) which are connected to the drive unit (8) in terms of drive technology and which have an output shaft (23) for coupling to a wheel axle (4) of the motor vehicle (3), characterized in that the vehicle transmission (1 ) has a first countershaft (17) that is drive-connected to a further drive unit (18) and a second countershaft (26), a primary input shaft in a starting gear of the vehicle transmission (1) for starting the drive unit (8) by means of the further drive unit (18) (11) of the vehicle transmission (1) via the second input shaft (16), the second countershaft (26) and the drive with the further drive unit (18) technically connected first countershaft (17) is drive-coupled to the output shaft (23), wherein between the second input shaft (16) and the second countershaft (26), the second countershaft (26) and the first countershaft (17) and the first countershaft (17) and the output shaft ( 23) one of several gear stages (47, 48, 49, 50, 51, 52, 53) is present. Method for operating a vehicle transmission (1), in particular a vehicle transmission (1) according to one or more of the preceding claims, wherein the vehicle transmission (1) has a first input shaft (15) and a second input shaft (16) for coupling to a drive unit (8) and has an output shaft (23) for coupling to a wheel axle (4) of the motor vehicle (3), characterized in that the vehicle transmission (1) has a first countershaft (17), which is drive-connected to a further drive unit (18), and a second countershaft ( 26), with a primary input shaft (11) of the vehicle transmission (1) via the second input shaft (16), the second countershaft (26) in a starting gear of the vehicle transmission (1) for starting the drive unit (8) by means of the further drive unit (18) ) and the first countershaft (17), which is connected in terms of drive technology to the further drive unit (18), is coupled to the output shaft (23) in terms of drive technology lt, whereby between the second input shaft (16) and the second countershaft (26), the second countershaft (26) and the first countershaft (17) and the first countershaft (17) and the output shaft (23) each have one of several gear stages (47, 48, 49, 50, 51, 52, 53) is present.

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