DE102020211061A1 - Transmission for a motor vehicle - Google Patents

Abstract

The invention relates to a transmission (4) comprising a drive shaft (9), a first input shaft (10), a second input shaft (11) and at least one countershaft (28, 29) which is permanently coupled to an output side (36). The first input shaft (10) can be connected in a torque-proof manner to the drive shaft (9) via a first switching element (K3) and coupled to the at least one countershaft (28) via a first spur gear stage (30) by closing a second switching element (A), whereby the at least one countershaft (29) can be brought into connection with the second input shaft (11) via a second spur gear stage (33) by actuating a third shifting element (B). In addition, the first input shaft (10) and the second input shaft (11) can be connected to one another in a torque-proof manner via a fourth shifting element (C), while the second input shaft (11) can be coupled to the drive shaft (9) via a planetary gear set system (13). Four shafts (14, 15, 16, 17) are assigned to the planetary gear set system (13), of which the first shaft (14) is non-rotatably connected to the drive shaft (9) or is formed in one piece with the drive shaft, while the second shaft (15 ) rotatably connected to the second input shaft or formed in one piece with the second input shaft (11). In addition, the third shaft (16) can be fixed by means of a fifth switching element (K2) and the fourth shaft (17) by means of a sixth switching element (K1).

Description

The invention relates to a transmission for a motor vehicle, comprising a drive shaft, a first input shaft, a second input shaft and at least one countershaft which is permanently coupled to an output side, the first input shaft being non-rotatably connected to the drive shaft via a first shifting element and via a first Spur gear stage can be coupled to the at least one countershaft by closing a second shifting element, wherein the at least one countershaft can be brought into connection with the second input shaft via a second spur gear stage by actuating a third shifting element, the first input shaft and the second input shaft being non-rotatable via a fourth shifting element are connectable to each other, and wherein the second input shaft can be coupled to the drive shaft via a planetary gear set system. Furthermore, the invention relates to a motor vehicle drive train with an aforementioned transmission.

Multi-gear transmissions are known in motor vehicles, in which several different transmission ratios can be shifted as gears by actuating corresponding shifting elements, this preferably being carried out automatically. In this case, the transmission is used to suitably implement a tractive force available from a drive machine of the motor vehicle with regard to various criteria. In transmissions for hybrid vehicles, an aforementioned transmission is often combined with one or more electric machines, with the at least one electric machine being able to be integrated in different ways in the transmission to represent different operating modes, such as purely electric driving.

From the WO 2018/192965 A1 discloses a transmission that includes a drive shaft, a first input shaft, and a second input shaft. The drive shaft is used within a motor vehicle drive train to connect to an upstream drive unit of a motor vehicle and can be connected to the first input shaft in a rotationally fixed manner by actuating a switching element. Likewise, the first input shaft can be connected in a rotationally fixed manner to the second input shaft by closing a further shifting element, which in turn can be connected to the drive shaft via an intermediate planetary gear set system in the form of a planetary stage, whereby this can be brought about by fixing one of the elements of the planetary stage. A countershaft is also arranged axially parallel to the drive shaft and also to the two input shafts, which is permanently connected to an output side of the transmission and can be coupled to each of the input shafts via different spur gear stages. The latter is realized by actuating an associated switching element.

Proceeding from the prior art described above, it is now the object of the present invention to create a transmission with a compact structure.

This object is achieved based on the preamble of claim 1 in conjunction with its characterizing features. The dependent claims that follow each specify advantageous developments of the invention. A motor vehicle drive train, in which an aforementioned transmission is provided, is also the subject of claim 17.

According to the invention, a transmission includes an input shaft, a first input shaft, a second input shaft, and at least one countershaft permanently coupled to an output side. The first input shaft can be connected in a rotationally fixed manner to the drive shaft via a first switching element and can be coupled via a first spur gear stage by closing a second switching element to the at least one countershaft, which can also be connected to the second input shaft via a second spur gear stage by actuating a third switching element is. Furthermore, the first input shaft and the second input shaft can be connected to one another in a torque-proof manner via a fourth shifting element, it also being possible for the second input shaft to be coupled to the drive shaft via a planetary gear set system.

In the context of the invention, a “shaft” is to be understood as meaning a rotatable component of the transmission, via which a power flow can be guided between components, if necessary with simultaneous actuation of a corresponding shifting element. The respective shaft can connect the components to one another axially or radially or both axially and radially. The respective shaft can also be present as an intermediate piece, via which a respective component is connected radially, for example.

In the context of the invention, “axial” means an orientation in the direction of a longitudinal central axis of the transmission, parallel to which the axes of rotation of shafts of the transmission are also oriented. “Radial” is then to be understood as meaning an orientation in the diameter direction of a respective component of the transmission, in particular a respective shaft.

The transmission according to the invention has a drive shaft, a first input shaft and a second input shaft, with the drive shaft and the two input shafts preferably being coaxial with one another. In particular, the input shafts are each assigned to a partial transmission of the transmission, via which a power flow can be guided starting from the respective associated input shaft to the at least one countershaft and thus also to the output side permanently coupled thereto. The at least one countershaft is here arranged axially parallel to the drive shaft and the two input shafts. According to the invention, the transmission can have exactly one countershaft, which can then be coupled on the one hand to the first input shaft via the first spur gear stage and on the other hand to the second input shaft via the second spur gear stage. However, the transmission according to the invention particularly preferably has a plurality of countershafts, one of which can be coupled to the first input shaft via the first spur gear stage and one to the second input shaft by means of the second spur gear stage, with the countershafts each being permanently connected to the common output side. In particular, in the transmission according to the invention, only the first spur gear stage and the second spur gear stage are provided for coupling the input shafts to the at least one countershaft, and power flow to the output side accordingly always takes place either via the first spur gear stage or the second spur gear stage.

In the transmission according to the invention, the at least one countershaft is permanently coupled to a common output side. Furthermore, a coupling with a differential gear arranged axially parallel to the input shafts of the gear is preferably produced via the output side of the gear. In this case, the output side is preferably located axially in the area of or close to a connection point at which, in the installed state of the transmission, the drive shaft is or can be connected to the drive side. In principle, however, the output side can also be placed in an area between the axial ends of the transmission. This type of arrangement is particularly suitable for use in a motor vehicle with a drive train oriented transversely to the direction of travel of the motor vehicle.

As an alternative to this, the output side of the transmission could, in principle, also be provided on an axial end of the transmission which is opposite to a connection point. In this case, an input and an output of the transmission are placed in particular on opposite axial ends of the transmission. A transmission designed in this way is suitable for use in a motor vehicle with a drive train aligned in the direction of travel of the motor vehicle.

The invention now includes the technical teaching that the planetary gear set system is assigned four shafts, of which the first shaft is non-rotatably connected to the drive shaft or is integrally formed with the drive shaft, while the second shaft is non-rotatably connected to the second input shaft or is integrally formed with the second input shaft educated. In addition, the third shaft can each be fixed by means of a fifth switching element and the fourth shaft by means of a sixth switching element. In other words, the planetary gear set system in the transmission according to the invention is integrated via four associated shafts, with a first shaft being permanently non-rotatably connected to the drive shaft or being formed in one piece with the drive shaft. A second shaft of the planetary gear set system is permanently connected in a rotationally fixed manner to the second input shaft or is formed in one piece with the second input shaft. Furthermore, a third shaft of the planetary gear set system can be locked by actuating a fifth shifting element, whereas a fourth shaft of the planetary gear set system can be locked by closing a sixth shifting element.

Such a configuration of a transmission has the advantage that different translations of a drive movement initiated on the drive shaft to the second input shaft can be implemented in a particularly compact manner via the planetary gear set system and by actuating either the fifth shifting element or the sixth shifting element. Because the planetary gear set system with its four shafts can be arranged accordingly with little space. In particular, the transmission according to the invention is characterized by a short axial length. At the same time, the production costs for designing the transmission according to the invention are reduced. The drive movement translated from the drive shaft to the second input shaft can then be guided to the at least one countershaft and thus to the output side either by integrating the second spur gear stage or by non-rotatably connecting the second input shaft to the first input shaft and by integrating the first spur gear stage .

In the WO 2018/192965 A1 the planetary gear set system, on the other hand, is designed as a planetary stage with three associated shafts, with a translation of a drive movement from the drive shaft to the second input shaft Fixing one of the waves over the planetary stage is accomplished. A large number of gears that can be displayed is used in the WO 2018/192965 A1 realized via a high number of spur gears, which on the one hand increases the space requirement and on the other hand increases the manufacturing costs.

Within the meaning of the invention, the first shaft of the planetary gear set system is either permanently connected to the drive shaft in a rotationally fixed manner or is formed in one piece with it, which is to be understood within the scope of the invention that the drive shaft and the first shaft of the planetary gear set system are present in one piece, in that the drive shaft is also forms the first wave of the planetary gear system. Likewise, the second input shaft and the second shaft of the planetary gear set system are either permanently connected to one another in a rotationally fixed manner or configured in one piece, with the second input shaft being the one-piece design with the second shaft of the planetary gear set system at the same time also representing the second shaft.

According to one embodiment of the invention, the planetary gear set system comprises a first sun gear, a second sun gear, a ring gear and a planet carrier, which guides at least one planet gear in a rotatably mounted manner. The at least one planetary gear meshes with the first sun gear and the ring gear on a first toothing, the at least one planetary gear also being in meshing engagement on a second toothing with the second sun gear. In the case of the at least one planet gear, meshing with the first sun gear and the ring gear takes place on a first toothing in a first axial plane, while meshing with the second sun gear is simultaneously performed on a second toothing in a second axial plane. The ring gear is non-rotatably connected to the first shaft, the planet carrier is non-rotatably connected to the second shaft, the first sun gear is non-rotatably connected to the fourth shaft and the second sun gear is non-rotatably connected to the third shaft. As a result, a suitable structure of the planetary gear set system can be implemented, with this structure being characterized by a small space requirement.

In the case of the at least one planetary wheel, the first toothing and the second toothing can be configured so as to lie axially next to one another on a one-piece planetary wheel body. Alternatively, it is also conceivable within the scope of the invention for the at least one planetary gear to be composed of two planetary gear parts that are permanently connected to one another in a rotationally fixed manner, with the first toothing being configured on one planetary gear part and the second toothing being configured on the other planetary gear part. Particularly preferably, a plurality of planetary gears are rotatably mounted in the planetary carrier, each of which is correspondingly in meshing engagement on the toothing with the two sun gears and also with the ring gear.

In a further development of the invention, a first gear results between the drive shaft and the output side by actuating the second shifting element, the fourth shifting element and the sixth shifting element, while a second gear between the drive shaft and the driven side is obtained by engaging the second shifting element, the fourth shifting element and the fifth switching element can be shown. Since the second and the fourth shifting element are actuated both in the first gear and in the second gear, the second gear is already preselected in the shifted state of the first gear. Furthermore, a third gear results between the input shaft and the output side by actuating the first shifting element and the second shifting element. In this respect, third gear is already preselected in second gear, since the second shifting element is actuated in both gears. Conversely, starting from the third gear, the second gear can be preselected by additionally actuating the fourth shifting element. Furthermore, in the second gear, the first gear is also already preselected, since the second shifting element and the fourth shifting element are also to be closed in the first gear.

In addition, a fourth gear can be shifted between the input shaft and the output side by closing the third shifting element and the sixth shifting element. Starting from fourth gear, third gear can be preselected by additionally actuating the second shift element. In addition, starting from fourth gear, a fifth gear can also be preselected, which is engaged by engaging the third shifting element and the fifth shifting element, since the third shifting element is actuated both in fourth gear and in fifth gear. If third gear is not already preselected in fourth gear by closing the second shifting element, the first shifting element can also be actuated in order to avoid drag losses on the first shifting element.

Fourth gear is also preselected in fifth gear, since in fifth gear, as in fourth gear, the third shifting element is actuated and shifting between the gears only has to take place by changing between the fifth shifting element and the sixth shifting element. Furthermore, a sixth gear can already be preselected in the fifth gear, which results from the engagement of the first shifting element, the third shifting element and the fourth shifting element. For this purpose, the fourth shifting element can already be actuated in fifth gear. As in fourth gear, but can in one open state of the second switching element and the fourth switching element, the first switching element can also be closed in order to avoid drag losses on the first switching element. When the sixth gear is in the engaged state, the fifth gear is already preselected because the third shifting element is actuated in both gears.

The numbering of the gears preferably corresponds to the ranking of the transmission ratios, which can be represented in each individual gear between the input shaft and the output side. In this respect, the highest gear ratio can preferably be in the first gear, the second highest gear ratio in the second gear, the third highest gear ratio in the third gear, the fourth highest gear ratio in the fourth gear, the fifth highest gear ratio in the fifth gear and the sixth highest gear ratio in the sixth gear between the input shaft and the output side can be realized.

According to one possible embodiment of the invention, the first spur gear stage has a fixed gear and an idler gear meshing with it, with the fixed gear being placed on the first input shaft in a rotationally fixed manner, while the idler gear is rotatably mounted on the at least one countershaft and can be fixed there by means of the second shifting element. As a result, direct coupling of the first input shaft and the at least one countershaft is brought about by actuating the second shifting element via the first spur gear stage. Alternatively, it is also conceivable within the scope of the invention that the fixed wheel of the first spur gear stage is placed on the at least one countershaft in a rotationally fixed manner, while the idler wheel meshing with it is rotatably arranged on the first input shaft and can be fixed there by closing the second shifting element.

It is an advantageous embodiment of the invention that a reverse gear is provided with a loose wheel which meshes with the loose wheel of the first spur gear. The loose wheel of the reverse gear stage can be fixed to an intermediate shaft via an additional shifting element, which is permanently coupled to the output side. For this purpose, the loose wheel of the first spur gear stage is rotatably mounted on the at least one countershaft. As a result, one or more reverse gears can also be implemented in the transmission according to the invention. A permanent coupling of the intermediate shaft to the output side is particularly preferably implemented in that a spur gear is placed on the intermediate shaft in a rotationally fixed manner, which gear meshes with an output spur gear that forms the output side and with which the at least one countershaft is also coupled. In principle, it would also be conceivable within the scope of the invention to have a loose wheel of the reverse gear mesh with a loose wheel of the second spur gear, which is rotatably mounted on the at least one countershaft.

In a further development of the aforementioned embodiment, a first reverse gear results between the drive shaft and the output side by actuating the fourth shifting element, the sixth shifting element and the additional shifting element, while a second reverse gear between the drive shaft and the output side is achieved by engaging the fourth shifting element, the fifth shifting element and of the additional switching element can be switched. In addition, a third reverse gear results between the drive shaft and the output side by actuating the first shifting element and the additional shifting element.

In a further development of the invention, the second spur gear stage has a fixed gear and an idler gear meshing with it, with the fixed gear being arranged in a rotationally fixed manner on the at least one countershaft or the second input shaft, while the idler gear of the second spur gear stage is rotatably mounted on the second input shaft or the at least one countershaft is and can be fixed there via the third switching element. It is therefore a first variant of the invention that the fixed wheel of the second spur gear stage is non-rotatably seated on the at least one countershaft, while the loose wheel meshing with it is rotatably mounted on the second input shaft and can be fixed there by means of the third shifting element. Alternatively, the fixed wheel of the second spur gear stage is then placed on the second input shaft in a rotationally fixed manner and meshes with the loose wheel, which is rotatably arranged on the at least one countershaft and can be fixed on the at least one countershaft by means of the third shifting element.

A further embodiment of the invention is that a first countershaft and a second countershaft are provided, wherein the first countershaft can be coupled to the first input shaft via the first spur gear stage and the second countershaft can be coupled to the second input shaft by means of the second spur gear stage. The second switching element is to be actuated for the coupling of the first countershaft to the first input shaft via the first spur gear stage, while the third switching element is to be closed for the coupling of the second countershaft to the second input shaft via the second spur gear stage is. Both countershafts are each permanently coupled to the common output side.

In a further development of the aforementioned embodiment, a spur gear is placed on the first countershaft and on the second countershaft in a rotationally fixed manner, with the spur gears meshing with a common output spur gear, which forms the output side. Particularly preferably, this common output spur gear is an output crown wheel of a differential gear that is parallel to the axis, although it is alternatively also conceivable within the scope of the invention for the output spur gear to be arranged in a rotationally fixed manner on an output shaft, which forms the output side of the gear at one shaft end .

More preferably, at least one of the spur gears meshing with the output spur gear is the fixed gear of the spur gear stage, via which the respective countershaft can be coupled to the respective input shaft. As a result, this fixed wheel of the spur gear stage can also be used at the same time for the coupling of the respective countershaft to the output side, which correspondingly reduces the manufacturing effort. The fixed wheel of the second spur gear stage is particularly preferably used, which is arranged on the second countershaft in a rotationally fixed manner for this purpose. Alternatively or additionally, the fixed gear of the first spur gear stage could also be used to couple the first countershaft to the output side, with the fixed gear of the first spur gear stage then having to be placed on the first countershaft in a torque-proof manner.

According to an advantageous embodiment of the invention, an electric machine is also provided, the rotor of which is coupled to the drive shaft. In the case of the transmission according to the invention, an electric machine is provided in this case, the rotor of which is permanently connected to the drive shaft. The arrangement of an electric machine makes the transmission according to the invention suitable for use in a hybrid or electric vehicle. A rotor of the electric machine is then connected directly or indirectly to the drive shaft. Within the scope of the invention, the electric machine can preferably be operated on the one hand as a generator and on the other hand as an electric motor. A "coupling" of the rotor of the electric machine to the drive shaft is to be understood within the meaning of the invention as a coupling between them, so that there is a constant speed dependency between the rotor of the electric machine and the drive shaft. Precisely one electric machine is particularly preferably provided in the transmission.

In a further development of the aforementioned embodiment, the electric machine is placed coaxially to the drive shaft, with the rotor being connected to the drive shaft in a torque-proof manner. In this case, the rotor of the electric machine is directly connected to the drive shaft in a rotationally fixed manner. Particularly preferably, the planetary gear set system and possibly also the fifth shifting element and the sixth shifting element are arranged axially at the height of the electric machine and lying radially on the inside of it, making a particularly compact axial design possible. Alternatively, it is also conceivable within the scope of the invention for the coaxial electric machine to be coupled to the drive shaft via at least one intermediate transmission stage, which can be a planetary stage and/or a spur gear stage. As a further alternative, the electric machine could also be arranged off-axis to the drive shaft, with the rotor of the electric machine being coupled to the drive shaft via at least one intermediate transmission stage, which can be present as a planetary stage and/or a spur gear stage or as a traction drive .

Due to the permanent coupling of the electric machine to the drive shaft, the gears of the transmission that can be shifted between the drive shaft and the output side can be used for purely electric driving, in that the electric machine is operated as an electric motor. Depending on the direction of rotation initiated, a forward drive or a reverse drive of the respective motor vehicle can be displayed in the individual gear. The third gear or the sixth gear between the input shaft and the output side is particularly preferred for this purpose, since a high level of efficiency can be achieved in these due to the few tooth engagements.

According to one possible embodiment of the invention, the drive shaft can be connected in a torque-proof manner via a further shifting element to a connection shaft, which is designed to connect the transmission to a drive motor of the motor vehicle. In this case, the drive shaft for the connection on the drive side to an upstream drive machine can be connected to a connecting shaft in that a further switching element is brought into a closed state. This configuration option is realized in particular when the electric machine is provided, the rotor of which is permanently coupled to the drive shaft. Because of this, it is possible to drive purely electrically via the electric machine without having to drag along the upstream drive machine.

As an alternative to this, the drive shaft is set up to connect the transmission to a drive engine of the motor vehicle. In this case, a connection to an upstream drive machine of the motor vehicle is produced on the drive shaft when the transmission is installed, with this variant being implemented in particular when no electric machine is provided in the transmission. In both variants, the gears that can be shifted between the drive shaft and the output side can be used for driving via the upstream drive machine, with the first-mentioned variant also having to actuate the further shift element in each case in order to connect the drive shaft to the connecting shaft. If the upstream drive machine is designed as an internal combustion engine, starting preferably takes place in first gear, with the sixth shifting element preferably being used as a starting element.

If an electric machine is provided, this and the upstream drive machine can be coupled to one another, if necessary by additionally closing the further switching element, so that when the electric machine is operating as a generator, it is possible to charge an electric energy store, while when the electric machine is in electric motor mode, the upstream drive machine can be shown if this is designed as an internal combustion engine.

According to one embodiment of the invention, the first shifting element and/or the fifth shifting element and/or the sixth shifting element and/or the further shifting element is designed as a non-positive shifting element, in particular a friction shifting element and preferably a multi-plate shifting element . In principle, non-positive shifting elements have the advantage that they can also be actuated under load, as a result of which switching between the gears can be carried out under load in the transmission according to the invention. For this purpose, the first shifting element, the fifth shifting element, the sixth shifting element and possibly also the further shifting element are preferably designed as non-positive shifting elements.

As an alternative or in addition to the aforementioned embodiment, the second shifting element and/or the third shifting element and/or the fourth shifting element and/or the additional shifting element is designed as a positive-locking shifting element, with the individual shifting element being a blocking synchronization in particular. As an alternative to this, however, an embodiment as an unsynchronized claw shifting element could also be considered. Positive-locking shifting elements have the advantage that they have lower drag losses when open, which has a positive effect on the efficiency of the transmission. The second shifting element, the third shifting element, the fourth shifting element and possibly also the additional shifting element are particularly preferably designed as form-fitting shifting elements. This is particularly preferably combined with an embodiment of the first shifting element, the fifth shifting element and the sixth shifting element and, if applicable, the further shifting element as non-positive shifting elements, so that the transmission according to the invention can be shifted under load between the gears, but still has good efficiency can be achieved. In the run-up to a shift from a starting gear to a respective target gear, the positive-locking shifting element involved in the target gear is actuated before a shift is made between the non-positive shifting elements for shifting to the target gear.

Within the scope of the invention, the transmission can be preceded by a starting element, for example a hydrodynamic torque converter or a friction clutch. This starting element can then also be part of the transmission and is used to design a starting process by enabling a slip speed between a drive machine designed as an internal combustion engine and the drive shaft of the transmission. In this case, the further shifting element that may be provided is designed as a starting element, in that it is present as a friction shifting element. As an alternative to this, the drive shaft can also be designed for a direct connection to the upstream drive machine, i.e. without an intermediate starting element. In addition, a freewheel to the transmission housing or to another shaft can in principle be arranged on each shaft of the transmission.

The transmission according to the invention is in particular part of a motor vehicle drive train for a hybrid or electric vehicle and is then arranged between a drive motor of the motor vehicle designed as an internal combustion engine or as an electric machine and other components of the drive train following in the direction of power flow to the drive wheels of the motor vehicle. The drive shaft of the transmission is either permanently coupled in a rotationally fixed manner to a crankshaft of the internal combustion engine or can be connected to it via an intermediate separating clutch or a starting element, with a torsional vibration damper also being able to be provided between the internal combustion engine and transmission. Even in the case of an execution of the drive machine as an electric machine, a direct non-rotatable connection of the drive shaft to a rotor of this electric machine can be made. On the output side, the transmission within the motor vehicle drive train is then preferably coupled to a differential gear of a drive axle of the motor vehicle, although here there can also be a connection to a longitudinal differential, via which distribution to several driven axles of the motor vehicle takes place. The differential gear or the longitudinal differential can be arranged with the gear in a common housing. A torsional vibration damper can also be integrated into this housing.

The fact that two components of the transmission are "connected" or "coupled" in a rotationally fixed manner or "are connected to one another" means, within the meaning of the invention, that these components are permanently coupled so that they cannot rotate independently of one another. In this respect, no switching element is provided between these components, which can be components of the planetary gear set system and/or spur gears of the spur gear stages and/or shafts and/or a non-rotatable component of the transmission, but the corresponding components are rigidly coupled to one another.

If, on the other hand, a switching element is provided between two components, these components are not permanently coupled to one another in a rotationally fixed manner, but instead a rotationally fixed coupling is only carried out by actuating the switching element in between. An actuation of the switching element in the sense of the invention means that the relevant switching element is transferred to a closed state and as a result the components directly coupled thereto are adjusted in their rotational movements to one another. If the shifting element in question is designed as a positive shifting element, the components connected directly to one another in a rotationally fixed manner will run at the same speed, while in the case of a non-positive shifting element, there may be speed differences between the components even after it has been actuated. Within the scope of the invention, this desired or also undesired state is nevertheless referred to as a non-rotatable connection of the respective components via the switching element.

The invention is not limited to the specified combination of features of the main claim or the claims dependent thereon. In addition, there are possibilities of combining individual features with one another, even if they emerge from the claims, the following description of preferred embodiments of the invention or directly from the drawings. Reference of the claims to the drawings by the use of reference signs is not intended to limit the scope of the claims.

• 1 eine schematische Ansicht eines Kraftfahrzeugantriebsstranges;
• 2 und 3 jeweils eine schematische Darstellung je eines Teils des Kraftfahrzeugantriebsstranges aus 1 mit je einem Getriebe entsprechend jeweils einer Ausführungsform der Erfindung;
• 4 ein beispielhaftes Schaltschema der Getriebe aus den 2 und 3;
• 5 eine tabellarische Darstellung unterschiedlicher Betriebsmodi des Kraftfahrzeugantriebsstranges aus 1 mit einem Getriebe nach 2 oder 3;
• 6 bis 9 jeweils eine schematische Ansicht je eines Teils des Kraftfahrzeugantriebsstranges aus 1 mit je einem Getriebe entsprechend jeweils einer Ausführungsform der Erfindung;
• 10 ein beispielhaftes Schaltschema der Getriebe aus den 6 bis 9; und
• 11 eine tabellarische Darstellung unterschiedlicher Betriebsmodi des Kraftfahrzeugantriebsstranges aus 1 mit einem Getriebe nach 7 bis 9.

Advantageous embodiments of the invention, which are explained below, are shown in the drawings. It shows:

• 1 a schematic view of a motor vehicle drive train;
• 2 and 3 each a schematic representation of a part of the motor vehicle drive train 1 each with a transmission corresponding to one embodiment of the invention;
• 4 an exemplary shift pattern of the transmission from the 2 and 3 ;
• 5 a tabular representation of different operating modes of the motor vehicle drive train 1 with a gearbox after 2 or 3 ;
• 6 until 9 each shows a schematic view of a part of the motor vehicle drive train 1 each with a transmission corresponding to one embodiment of the invention;
• 10 an exemplary shift pattern of the transmission from the 6 until 9 ; and
• 11 a tabular representation of different operating modes of the motor vehicle drive train 1 with a gearbox after 7 until 9 .

1 shows a schematic view of a motor vehicle drive train 1 of a motor vehicle, an internal combustion engine 2 in the motor vehicle drive train 1 being connected to a transmission 4 via an intermediate torsional vibration damper 3 . A differential gear 5 is connected downstream of the gear 4 on the output side, via which a drive power is distributed to drive wheels 6 and 7 of a drive axle of the motor vehicle. The gear 4 and the torsional vibration damper 3 are combined in a common gear housing 8 of the gear 4, in which the differential gear 5 can then also be integrated. As also in 1 can be seen, the internal combustion engine 2, the torsional vibration damper 3, the gear 4 and also the differential gear 5 are aligned transversely to a direction of travel of the motor vehicle.

the end 2 shows a schematic representation of the transmission 4, which corresponds to this according to a first embodiment of the invention. The transmission 4 includes a drive shaft 9, a first input shaft 10 and a second input shaft 11, which are arranged coaxially to one another. While the drive shaft 9 is designed as a solid shaft in the present case and extends axially almost over the entire axial length of the transmission 4, the first input shaft 10 and also the second input shaft 11 are designed as hollow shafts, which each overlap axially with a partial section of the drive shaft 9 and each are placed radially surrounding the drive shaft 9 .

A connecting shaft 12 is also provided coaxially to the drive shaft 9 and also to the input shafts 10 and 11, which is placed as a solid shaft on the front side of the drive shaft 9 and is used to connect to the upstream internal combustion engine 2 via the torsional vibration damper 3. The drive shaft 9 and the connecting shaft 12 can be connected to one another in a rotationally fixed manner via an intermediate shifting element K0, with the shifting element K0 being designed in the present case as a non-positive shifting element in the form of a friction shifting element.

A shifting element K3 is also provided axially immediately adjacent to the shifting element K0, which is also designed as a non-positive shifting element and is specifically present as a friction shifting element. In the actuated state, the switching element K3 ensures a non-rotatable connection of the drive shaft 9 with the first input shaft 10.

As also in 2 As can be seen, the drive shaft 9 can be coupled to the second input shaft 11 via an intermediate planetary gear set system 13 which is arranged coaxially with the drive shaft 9 and the two input shafts 10 and 11 and to which four shafts 14, 15, 16 and 17 are assigned. Of these shafts 14 to 17, the first shaft 14 is non-rotatably connected to the drive shaft 9, the non-rotatable connection being established via a rotor 18 of an electric machine 19, which is placed coaxially with the drive shaft 9 and the two input shafts 10 and 11. The electric machine 19 can be operated on the one hand as a generator and on the other hand as an electric motor and, in addition to the rotor 18 , also has a stator 20 which is permanently fixed to the transmission housing 8 .

The second shaft 15 of the planetary gear set system 13 is formed in one piece with the second input shaft 11 in that the second input shaft 11 also forms the second shaft 15 of the planetary gear set system 13 at the same time. Furthermore, the third shaft 16 of the planetary gear set system 13 can be connected in a rotationally fixed manner to the transmission housing 8 via a shifting element K2 and fixed accordingly. Likewise, the fourth shaft 17 can also be fixed, for which purpose a switching element K1 is to be closed, which in the actuated state connects the fourth shaft 17 in a rotationally fixed manner to the transmission housing 8 .

In the present case, the shifting elements K1 and K2 are designed as non-positive shifting elements and are actually present as friction shifting elements. Since both the shifting element K1 and the shifting element K2 in the actuated state ensure that the respective shaft 17 or 16 is fixed on the transmission housing 8, the shifting elements K1 and K2 are present as brakes.

As also in 2 As can be seen, the planetary gear set system 13 is composed of a first sun gear 21, a second sun gear 22, a planetary carrier 23 and a ring gear 24, with the planetary carrier 23 guiding several planetary gears 25 in a rotatably mounted manner, each with a first toothing 26 and a second teeth 27 are equipped. The toothings 26 and 27 are formed on the individual planetary gear 25 axially next to one another, the individual planetary gear 25 being in toothed engagement on its first toothing 26 and thus in a first axial plane with both the first sun gear 21 and the ring gear 24. while on the second toothing 27 of the individual planet gear 25 in a second axial plane, the meshing with the second sun gear 22 is formed.

In the present case, ring gear 24 is non-rotatably connected to first shaft 14 and thus also to drive shaft 9 via rotor 18 of electric machine 19, while planet carrier 23 is non-rotatably connected to second input shaft 11, which forms second shaft 15. The first sun gear 21, on the other hand, is permanently connected to the fourth shaft 17 in a rotationally fixed manner and can subsequently be fixed via the switching element K1, whereas the second sun gear 22 is permanently connected in a rotationally fixed manner to the third shaft 16. Accordingly, the second sun gear 22 can be fixed to the transmission housing 8 via the shifting element K2 and subsequently shut down.

By actuating either the switching element K1 and the associated locking of the first sun gear 21 or the switching element K2 and the associated locking of the second sun gear 22, the drive shaft 9 and the second input shaft 11 can be coupled to one another via the planetary gear set system 13 with two different gear ratios. The planetary gear set system 13 is axially at the level of the electric machine 19 and at least partially radially on the inside placed ser, while the two shifting elements K1 and K2 are provided axially on a side of the planetary gearset system 13 that faces the internal combustion engine 2 .

The transmission 4 is offset from the axis of the drive shaft 9 and the two input shafts 10 and 11 2 in addition, a first countershaft 28 and a second countershaft 29, which are each designed as solid shafts and are also offset from one another. Of these countershafts 28 and 29 , the first countershaft 28 can be coupled to the first input shaft 10 via a spur gear stage 30 , the spur gear stage 30 being composed of a fixed wheel 31 and a loose wheel 32 . While the fixed wheel 31 is arranged in a rotationally fixed manner on the first input shaft 10, the idler wheel 32 that permanently meshes with the fixed wheel 31 is rotatably mounted on the first countershaft 28 and can be fixed to the first countershaft 28 by closing a shifting element A. As a result, the spur gear stage 30 then couples the first input shaft 10 and the first countershaft 28 to one another.

The second countershaft 29 can be coupled to the second input shaft 11 via a spur gear 33, which is composed of a fixed gear 34 and a loose gear 35 meshing with it. The fixed wheel 34 is arranged in a rotationally fixed manner on the second countershaft 29, whereas the loose wheel 35 is rotatably mounted on the second input shaft 11 and can be fixed there by actuating a switching element B.

The two countershafts 28 and 29 are each permanently connected to a common output side 36 of the transmission 4, this output side 36 being formed by an output spur gear in the form of an output plate wheel 37 of the differential gear 5 lying parallel to the axis. To couple the output side 36 to the first countershaft 28, the output disk wheel 37 meshes with a spur gear 38 and forms a spur gear stage 39 with it, with the output disk wheel 37 also meshing with the fixed gear 34 of the spur gear stage 33 and forming a spur gear stage with it 40 forms. A permanent coupling of the driven plate gear 37 and thus also the driven side 36 to the second countershaft 29 is realized via the spur gear stage 40 .

Finally, the first input shaft 10 and the second input shaft 11 can be connected to one another in a rotationally fixed manner via a shifting element C. The shifting element C, like the shifting elements A and B, is designed as a positive-locking shifting element, with the shifting elements A, B and C being present specifically as blocking synchronizations.

Axially following a connection of the connecting shaft 12 to the upstream internal combustion engine 2 is first the shifting element K0, then the shifting element K3, then the spur gear stage 30, then the shifting elements A and C essentially in one plane, then the spur gear stages 33, 39 and 40 in one level, in the following the switching element K2, then the switching element K1 and finally the electric machine 19 and the planetary gear set system 13 in a further level.

the end 3 1 is a schematic view of a portion of the automotive powertrain 1. FIG 1 out, in which in this case a gear 4 'is provided according to a second embodiment of the invention. This configuration option essentially corresponds to the previous variant 2 , with the difference that the driven plate gear 37 is now next to the spur gear 38 with a spur gear 41 in meshing engagement, which is axially adjacent to the fixed gear 34 non-rotatably placed on the second countershaft 29. The spur gear 41 forms together with the driven ring gear 37 a spur gear stage 40 ′, via which the second countershaft 29 is permanently coupled to the driven ring gear 37 and thus also to the output side 36 . As a result, the spur gear stage 33 is no longer in the same plane as the spur gear stages 39 and 40', but is placed axially between the spur gear stages 39 and 40' on the one hand and the shifting element B on the other. Otherwise, the embodiment corresponds to 3 according to the variant 2 , so that reference is made to what has been described here.

In 4 is an exemplary shift scheme for the transmissions 4 and 4 'from the 2 and 3 tabulated. As can be seen, six different gears G1 to G6 can be shifted, with the columns of the shift pattern being marked with an X as to which of the shifting elements K1, K2, K3, A, B and C is closed.

As in 4 As can be seen, a first gear G1 is shifted between the input shaft 9 and the output side 36 by closing the shifting elements K1, A and C, while a second gear G2 is obtained by actuating the shifting elements K2, A and C. Furthermore, a third gear G3 can be produced by engaging the shifting elements K3 and A, whereas the shifting elements K1 and B are to be engaged for shifting a fourth gear G4. In addition, a fifth gear G5 can be achieved by actuating the shifting elements K2 and B and a sixth gear G6 by engaging the shifting elements K3, B and C.

In the shifted state of the first gear G1, the second gear G2 is already preselected, since the shifting elements A and C also have to be actuated to produce the second gear G2. Conversely, when the gear G2 is in the engaged state, the first gear G1 is accordingly preselected, it being possible to change from the second gear G2 to the third gear G3 without any problems, since the shifting element A is also involved in the representation of the third gear G3.

Starting from the third gear G3, the second gear G2 can be preselected without any problems, for which purpose the shifting element C has to be closed in addition to the shifting element A that has already been actuated. To prepare for a shift from third gear G3 to fourth gear G4, shifting element B only needs to be closed. As an alternative to this, no gear can be preselected at all and shifting element K1 or shifting element K2 can be engaged in order to avoid respective drag losses at K1 or K2.

In the shifted state of the fourth gear G4, a shift into the third gear G3 can be prepared in that the shifting element A is actuated. In addition, in the fourth gear G4, the fifth gear G5 is already forcibly preselected, since the shifting element B is also involved in the shifting of the fifth gear G5. If, on the other hand, a downshift into gear G3 is not prepared and the shifting elements A and C are opened accordingly, the shifting element K3 can also be closed instead in order to minimize drag losses at the shifting element K3.

Starting from the fifth gear G5, the fourth gear G4 is already preselected, since the shifting element B is also actuated in the fourth gear G4. In addition, a shift into sixth gear G6 can be prepared by additionally closing shift element C. However, if this is not done, the shifting element K3 can also be switched to a closed state instead, in order to again reduce drag losses at the shifting element K3.

Finally, in the shifted state of gear G6, gear G5 is already preselected, since the shifting element B is also actuated in this gear.

Shifting between the gears G1 to G6 can take place under load by changing between the shifting elements K1, K2 and K3 designed as non-positive shifting elements and, if necessary, additionally actuating the shifting elements A, B and C in preparation.

The gear 4 and 4 'from the 2 and 3 can now be used in the motor vehicle drive train 1 to represent different operating modes I to XII, which in 5 are presented in tabular form. In this case, in the operating modes I to VI, pure driving takes place via the upstream internal combustion engine 2 in the individual gears G1 to G6, which are already approaching 4 be switched in the manner described. In addition, the switching element K0 must be actuated in each case in order to connect the drive shaft 9 to the connection shaft 12 in a torque-proof manner and thus also to establish a connection between the drive shaft 9 and the upstream internal combustion engine 2 . For starting off in first gear G1 in operating mode I, the shifting element K1 acts as a starting element by being actuated in a slipping manner.

In contrast, in the operating modes VII to XII, driving takes place purely via the electric machine 19, which is operated as an electric motor for this purpose, with the upstream internal combustion engine 2 being decoupled by opening the switching element K0. However, purely electric driving is particularly preferred in gears G3 and G6, ie in operating modes IX and XII, since a high level of efficiency can be achieved in these. Depending on the direction of rotation initiated, a forward drive or a reverse drive of the motor vehicle can be displayed via the electric machine 19 .

the end 6 shows a schematic view of the motor vehicle drive train 1, which in this case has a transmission 4" according to a third embodiment of the invention. This embodiment also essentially corresponds to the variant 2 In contrast to this, a drive shaft 9' now serves directly for a connection to the internal combustion engine 2 via the torsional vibration damper 3, so that a connection shaft and an intermediate switching element are omitted. In addition, the transmission 4" in this case does not have an electric machine, with the first shaft 14 of the planetary gear set system 13 being non-rotatably connected to the drive shaft 9' in that the drive shaft 9' also forms the first shaft 14 at the same time.

Furthermore, a reverse gear stage 42 is also provided, which includes a loose wheel 43, the loose wheel 43 being rotatably mounted on an intermediate shaft 44 and being in toothed engagement with the loose wheel 32 of the spur gear stage 30. The intermediate shaft 44 is placed axially parallel to the drive shaft 9 ′, the two input shafts 10 and 11 and also the two countershafts 28 and 29 . The loose wheel 43 can be fixed via a switching element R on the intermediate shaft 44, whereby the intermediate shaft 44 through the simultaneous meshing of the idler wheel 30 with the idler wheel 43 and the fixed wheel 31 is coupled to the first input shaft 10 via the reverse gear stage 42 and the spur gear stage 30 . A spur gear 45 is also arranged in a rotationally fixed manner on the intermediate shaft 44 and is constantly in meshing engagement with the driven plate gear 37 and forms a spur gear stage 46 with it. In this respect, the intermediate shaft 44 is permanently coupled to the output side 36 via the spur gear stage 46 . In the present case, the shifting element R is designed as a positive-locking shifting element, with it being designed in particular as a blocking synchronization. Otherwise, the embodiment corresponds to 6 according to the variant 2 , so that reference is made to what has been described here.

Furthermore shows 7 a schematic representation of the motor vehicle drive train 1 from 1 , wherein the motor vehicle drive train 1 in this case has a transmission 4 ′″, which is designed according to a fourth embodiment of the invention. This embodiment essentially corresponds to the variant according to FIG 2 , whereas in contrast to it now, as already in the previous variant after 6 , In addition, a reverse gear 42 is provided. This reverse gear stage 42 has an idler gear 43 which is rotatably mounted on an intermediate shaft 44 and is in toothed engagement with the idler gear 32 of the spur gear stage 30 . The intermediate shaft 44 is placed axially parallel to the drive shaft 9 ′, the two input shafts 10 and 11 and also the two countershafts 28 and 29 .

In the present case, the idler gear 43 can be fixed to the intermediate shaft 44 via a shifting element R, whereby the intermediate shaft 44 is coupled to the first input shaft 10 by the simultaneous meshing of the idler gear 30 with the idler gear 43 and the fixed gear 31 via the reverse gear stage 42 and the spur gear stage 30 . In addition, a spur gear 45 is arranged on the intermediate shaft 44 in a rotationally fixed manner, which is constantly in meshing engagement with the driven plate gear 37 and forms a spur gear stage 46 with it. The reverse gear stage 42 is provided axially in one plane with the spur gear stage 30, while the spur gear stage 46 is axially in one plane with the spur gear stages 39 and 40. The shifting element R designed as a form-fitting shifting element and here in particular as a blocking synchronization is placed coaxially to the intermediate shaft 44 and lies axially essentially at the level of the shifting elements A and C. Otherwise the embodiment corresponds to FIG 7 according to the variant 2 , so that reference is made to what has been described here.

the end 8th 1 is a schematic view of a portion of the automotive powertrain 1. FIG 1 out, which includes a transmission 4 ^IV according to a fifth embodiment of the invention. This configuration largely corresponds to the previous variant 7 , with the difference that the second input shaft 11 can now be coupled to the second countershaft 29 via a spur gear stage 33′, which is composed of a fixed gear 47 and an idler gear 48 meshing with it. The fixed wheel 47 is arranged in a rotationally fixed manner on the second input shaft 11, while the loose wheel 48 is rotatably mounted on the second countershaft and can be fixed there by closing the switching element B. In this respect, the shifting element B is arranged coaxially to the second countershaft 11 in this case. In addition, the first countershaft 28 is coupled to the output side 36 via a spur gear stage 40', in which, as in the variant shown in FIG 3 , a spur gear 38 placed in a rotationally fixed manner on the first countershaft 28 meshes with the driven plate gear 37 .

As a further difference, the shifting elements K0 and K3 are followed axially by the spur gear stages 39, 40' and 46, with the reverse gear stage 42 and the spur gear stage 30 then axially in one plane, then the shifting elements A, B, C and R in one plane , then the spur gear stage 33', then the switching elements K2 and K1 and finally the electric machine 19 and the planetary gear set system 13 in a further level. Otherwise, the embodiment corresponds to 8th according to the variant 7 , so that reference is made to what has been described here.

Finally shows 9 a schematic view of a part of the motor vehicle drive train 1 from 1 , wherein the motor vehicle drive train 1 has a transmission 4 ^V according to a sixth embodiment of the invention in this case. This embodiment essentially corresponds to the previous variant 8th In contrast to this, a shift sleeve 49, via which the shifting element C can be brought into an actuated state, is placed axially on a side of the spur gear 31 which is opposite to the shifting element C. In order to connect the shift sleeve 49 to the shift element C, it is necessary to reach through the spur gear 31 . The shift sleeve 49 is particularly preferably provided axially in one plane with the spur gear stages 39, 40' and 46. Otherwise, the embodiment corresponds to 9 according to the variant 8th , so that reference is made to what has been described here.

the end 10 shows an example shift pattern for the 4" to 4 ^V gearboxes from 6 until 9 out. The gears G1 to G6 can each be shifted again, as has already been the case 4 has been described. Due to the respective additional arrangement of the reverse gear 42 but can also have three rear forward gears RG1, RG2 and RG3 are switched. A first reverse gear RG1 is obtained by actuating the shifting elements K1, C and R, while a second reverse gear RG2 is produced by engaging the shifting elements K2, C and R. Finally, a third reverse gear RG3 can be realized by actuating the shifting elements K3 and R.

With the 4" gearbox 6 the gears G1 to G6 and RG1 to RG3 can be used directly for the upstream internal combustion engine 2, since in this case no further switching element K0 is interposed. In addition, no electric machine is provided in this case.

On the other hand, in the case of the transmissions 4''" to 4 ^V , different operating modes can be represented during operation of the motor vehicle drive train 1, which are shown in 11 are tabulated. In this case, operating modes I' to XII' correspond to operating modes I to XII 5 , whereby for their representation thereby to the 5 Described is referenced. In the operating modes XIII′ to XV′, on the other hand, the motor vehicle can be driven backwards via the internal combustion engine 2 by shifting one of the reverse gears RG1, RG2 or RG3 and also simultaneously actuating the shifting element K0. In the operating modes XVI' to XVIII', on the other hand, the reverse gears RG1 to RG3 are used for a purely electric drive via the electric machine 19.

The modifications after the 3 , 8th and 9 can also be implemented in an analogous manner for the other variants.

By means of the configurations according to the invention, a compactly constructed transmission can be realized with low manufacturing costs.

Reference List

1

automotive powertrain

2

internal combustion engine

3

torsional vibration damper

4

transmission

4'

transmission

4"

transmission

4''

transmission

4IV

transmission

4V

transmission

5

differential gear

6

drive wheel

7

drive wheel

8th

gear case

9

drive shaft

9'

drive shaft

10

first input wave

11

second input shaft

12

connecting shaft

13

planetary gear system

14

wave

15

wave

16

wave

17

wave

18

rotor

19

electric machine

20

stator

21

sun gear

22

sun gear

23

planetary web

24

ring gear

25

planet wheel

26

gearing

27

gearing

28

countershaft

29

countershaft

30

spur gear stage

31

fixed wheel

32

loose wheel

33

spur gear stage

33'

spur gear stage

34

fixed wheel

35

loose wheel

36

output side

37

driven ring gear

38

spur gear

39

spur gear stage

40

spur gear stage

40'

spur gear stage

41

spur gear

42

reverse gear

43

loose wheel

44

intermediate shaft

45

spur gear

46

spur gear stage

47

fixed wheel

48

loose wheel

49

shift sleeve

A

switching element

B

switching element

C

switching element

K0

switching element

K1

switching element

K2

switching element

K3

switching element

G1 to G6

gears

RG1 to RG3

reverse gears

I to XII

operating modes

I' to XVIII'

operating modes

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited 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 2018/192965 A1 [0003, 0014]

Claims (17)

Transmission (4 to 4 ^V ) for a motor vehicle, comprising a drive shaft (9; 9'), a first input shaft (10), a second input shaft (11) and at least one countershaft (28, 29) which is permanently connected to an output side ( 36), the first input shaft (10) being non-rotatably connectable to the drive shaft (9; 9') via a first switching element (K3) and via a first spur gear stage (30) by closing a second switching element (A) with the at least one Countershaft (28) can be coupled, wherein the at least one countershaft (29) can be brought into connection with the second input shaft (11) via a second spur gear stage (33; 33') by actuating a third switching element (B), wherein the first input shaft ( 10) and the second input shaft (11) can be connected to one another in a torque-proof manner via a fourth shifting element (C), and wherein the second input shaft (11) can be coupled to the drive shaft (9; 9') via a planetary gear set system (13), characterized in that hnet that the planetary gear set system (13) is assigned four shafts (14, 15, 16, 17), of which the first shaft (14) is non-rotatably connected to the drive shaft (9) or is formed in one piece with the drive shaft (9'), while the second shaft (15) is non-rotatably connected to the second input shaft or is formed in one piece with the second input shaft (11), and that the third shaft (16) by means of a fifth shifting element (K2) and the fourth shaft (17) by a sixth shifting element (K1) can be fixed in each case. Transmission (4 to 4 ^V ) after claim 1 , characterized in that the planetary gear set system (13) comprises a first sun gear (21), a second sun gear (22), a ring gear (24) and a planetary carrier (23) which guides at least one planetary gear (25) in a rotatably mounted manner, the at least one planet wheel (25) meshes with the first sun wheel (21) and the ring wheel (24) on a first toothing (26) and meshes with the second sun wheel (22) on a second toothing (27), and wherein the ring wheel (24) non-rotatably with the first shaft (14), the planet carrier (23) non-rotatably with the second shaft (15), the first sun gear (21) non-rotatably with the fourth shaft (17) and the second sun gear (22) non-rotatably with the third shaft (16) is connected. Transmission (4 to 4 ^V ) after claim 1 or 2 , characterized in that - a first gear (G1) between the drive shaft (9; 9') and the output side (36) by actuating the second shifting element (A), the fourth shifting element (C) and the sixth shifting element (K1) - a second gear (G2) between the input shaft (9; 9') and the output side (36) by closing the second shifting element (A), the fourth shifting element (C) and the fifth shifting element (K2), - a third gear (G3) between the input shaft (9; 9') and the output side (36) by actuating the first shifting element (K3) and the second shifting element (A), - a fourth gear (G4) between the input shaft (9; 9') and the output side (36) by locking the third shifting element (B) and the sixth shifting element (K1), - a fifth gear (G5) between the input shaft (9; 9') and the output side (36) by actuating the third shifting element ( B) and the fifth switching element (K2), and - a sixth gear (G6) between the Antri ebswelle (9; 9') and the output side (36) by closing the first switching element (K3), the third switching element (B) and the fourth switching element (C). Transmission (4 to 4 ^V ) according to one of Claims 1 until 3 , characterized in that the first spur gear stage (30) has a fixed gear (31) and an idler gear (32) meshing with it, the fixed gear (31) being placed on the first input shaft (10) in a rotationally fixed manner, while the idler gear (32) is rotatable mounted on the at least one countershaft (28) and can be fixed there by means of the second shifting element (A). Gear (4" to 4 ^V ) according to claim 4 , characterized in that a reverse gear stage (42) is provided with an idler gear (43) which meshes with the idler gear (32) of the first spur gear stage (30), the idler gear (43) of the reverse gear stage (42) having an additional switching element ( R) can be fixed on an intermediate shaft (44) which is permanently coupled to the output side (36). Gear (4" to 4 ^V ) according to claim 5 , characterized in that - a first reverse gear (RG1) between the input shaft (9; 9') and the output side (36) by actuating the fourth shifting element (C), the sixth shifting element (K1) and the additional shifting element (R) , - a second reverse gear (RG2) between the input shaft (9; 9') and the output side (36) by closing the fourth shifting element (C), the fifth shifting element (K2) and the additional shifting element (R), and - a third Reverse gear (RG3) between the drive shaft (9; 9 ') and the output side (36) by actuating the first switching element (K3) and the additional switching element (R) results. Transmission (4 to 4 ^V ) according to one of the preceding claims, characterized in that the second spur gear stage (33; 33') is a fixed gear (34; 47) and a loose wheel (35; 48) meshing therewith, the fixed wheel (34; 47) being arranged in a rotationally fixed manner on the at least one countershaft (29) or the second input shaft (11), while the loose wheel (35; 48) of the second spur gear stage (33; 33') rotatably mounted on the second input shaft (11) or the at least one countershaft (29) and can be fixed there via the third switching element (B). Transmission (4 to 4 ^V ) according to one of the preceding claims, characterized in that a first countershaft (28) and a second countershaft (29) are provided, the first countershaft (28) being connected via the first spur gear stage (30) to the first The input shaft (10) and the second countershaft (29) can be coupled to the second input shaft (11) by means of the second spur gear stage (33; 33'). Transmission (4 to 4 ^V ) after claim 8 , characterized in that a spur gear (38, 34; 38, 41) is placed in a rotationally fixed manner on the first countershaft (28) and on the second countershaft (29), the spur gears (38, 34; 38, 41) in Comb individual with a common output spur gear, which forms the output side (36). Gear (4; 4";4'") after claim 9 , characterized in that at least one of the spur gears meshing with the output spur gear is the fixed gear (34) of the spur gear stage (33), via which the respective countershaft (29) can be coupled to the respective input shaft (11). Transmission (4; 4';4'" to 4 ^V ) according to one of the preceding claims, characterized in that an electric machine (19) is also provided, the rotor (18) of which is coupled to the drive shaft (9). Gears (4; 4';4'" to 4 ^V ). claim 11 , characterized in that the electric machine (19) is placed coaxially to the drive shaft (9), the rotor (18) being non-rotatably connected to the drive shaft (9). Transmission (4; 4';4'' to 4 ^V ) according to one of the preceding claims, characterized in that the drive shaft (9) can be connected in a torque-proof manner via a further shifting element (K0) to a connection shaft (12) which is set up for this purpose to connect the transmission (4; 4';4'" to 4 ^V ) to a prime mover of the motor vehicle. Gear (4") according to one of Claims 1 until 10 , characterized in that the drive shaft (9 ') is set up to connect the transmission (4 ") with a drive engine of the motor vehicle. Transmission (4 to ^4V ) according to one of the preceding claims, characterized in that the first shifting element (K3) and/or the fifth shifting element (K2) and/or the sixth shifting element (K1) and/or the further shifting element (K0) is designed in each case as a non-positive switching element, in particular as a lamellar switching element. Transmission (4 to ^4V ) according to one of the preceding claims, characterized in that the second shifting element (A) and/or the third shifting element (B) and/or the fourth shifting element (C) and/or the additional shifting element (R) is designed in each case as a form-fitting switching element, in particular as a blocking synchronization. Motor vehicle drive train (1) for a hybrid or electric vehicle, comprising a transmission (4 to 4 ^V ) according to one or more of Claims 1 until 16 .

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