DE102021206962A1 - Transmission arrangement with two friction clutches for a vehicle and drive train and vehicle with the transmission arrangement - Google Patents

Abstract

A transmission arrangement 5 for a vehicle 1, in particular a commercial vehicle, is provided with a drive shaft 6 to form a transmission drive, with the drive shaft 6 having a first and a second drive wheel section 7a, 7b, with a transmission shaft 8, with the transmission shaft 8 being axially parallel to the Drive shaft 6 is arranged, with a first and a second gear wheel 11a, 11b, the first gear wheel 11a being in engagement with the first drive wheel 7a to form a first gear G1 and the second gear wheel 11b being in mesh with the second drive wheel to form a second gear G2 7b is engaged, with a first and a second friction clutch 10a, 10b, wherein the first and the second friction clutch 10a, 10b are arranged coaxially to the gear shaft 8, the first gear wheel 11a via the first friction clutch 10a and the second gear wheel 11b via the second friction clutch 10b with the transmission shaft 8 torque transmitted can be coupled.

Description

The invention relates to a transmission arrangement for a vehicle having the features of the preamble of claim 1. The invention also relates to a drive train with the transmission arrangement and a vehicle with the transmission arrangement and/or the drive train.

Electrification is also becoming increasingly important in the working machine sector. Compared to automotive applications, work machine applications require a significantly higher overall gear spread due to the wide range of applications. This brings with it the need for a downstream mechanical multi-range gearbox (2-4 ranges). In order to be able to use the full spread without a drop in traction, these areas must be changed under load without load interruptions. However, range switching under load is only possible with friction clutches.

The pamphlet DE 199 54 894 A1 discloses a power-split transmission, in particular for tractors, wheel and chain-driven work machines and commercial vehicles, with a mechanical branch, a hydrostatic branch and one or more planetary gears. The mechanical branch comprises a plurality of clutches, preferably multi-plate clutches, and a plurality of shafts, with a plurality or all of the shafts of the mechanical branch being provided with two clutches each.

The invention is based on the object of proposing a transmission arrangement of the type mentioned at the outset, which is characterized by an inexpensive and compact structure.

This object is achieved by a transmission arrangement having the features of claim 1, an electric drive train having the features of claim 14 and a vehicle having the features of claim 15. Further configurations and advantages according to the invention emerge from the corresponding subclaims and the following description and attached figures.

The subject matter of the invention is a transmission arrangement which is designed and/or suitable for a vehicle, in particular a commercial vehicle. In particular, the transmission arrangement is designed as a power-split transmission and/or as a multi-range transmission, preferably a dual-range transmission. The utility vehicle can be designed as a working machine, preferably a construction or agricultural machine.

The gear arrangement has a drive shaft which is designed and/or suitable for forming a gear drive. In particular, the drive shaft serves to transmit a drive torque. For this purpose, the drive shaft is preferably connected and/or can be connected in terms of drive technology to a drive machine, particularly preferably an electric machine, of the vehicle. In particular, the drive shaft can form a motor shaft of the drive machine.

The drive shaft has a first drive wheel portion and a second drive wheel portion. In particular, the two drive wheel sections are non-rotatably connected to the drive shaft and/or form an integral part of the drive shaft. Preferably, the two drive wheel sections are each designed as a gear, in particular as a spur gear, and/or have at least one spur gearing. The drive wheel sections can have a different tip circle diameter and/or different numbers of teeth.

The transmission arrangement has a transmission shaft which is designed and/or suitable for forming a transmission output. The transmission shaft is arranged axially parallel to the drive shaft. In particular, the transmission shaft is arranged in the same direction and/or radially offset relative to the drive shaft.

The gear assembly includes first and second gear wheels. The two gear wheels are preferably each configured as a further gear wheel, in particular a further spur gear wheel, and/or have at least one further spur gearing.

The first gear meshes with the first drive gear to form a first gear ratio, and the second gear gear meshes with the second drive gear to form a second gear ratio. In particular, the first and second gears are used to reduce the drive torque, also known as reducing the speed. In other words, the first and the second gear stage have a transmission ratio of absolute value (i)>1. In particular, the first and the second gear have a different transmission ratio. The gear wheels can have a different tip circle diameter and/or different numbers of teeth. Preferably, the first and the second gear are each formed by a spur gear.

The transmission arrangement has a first friction clutch and a second friction clutch. The function of the friction clutches is to generate a torque flow of the drive torque interrupt or to close by means of friction. The friction clutches are used in particular for power-shiftable range switching of the multi-range transmission.

In the context of the invention it is proposed that the first and the second friction clutch are arranged coaxially to the transmission shaft. In particular, the transmission shaft is arranged radially inside the two friction clutches and/or is guided in sections through the two friction clutches. The transmission shaft preferably defines an axis of rotation with its axis of rotation, the two friction clutches being arranged coaxially to the axis of rotation. The first gear wheel can be coupled in a torque-transmitting manner to the transmission shaft via the first friction clutch, and the second gear wheel can be coupled in a torque-transmitting manner to the transmission shaft via the second friction clutch. In particular, the drive shaft is selectively coupled to the transmission shaft via the first or the second friction clutch, it being possible to change between the first and the second gear under load.

The advantage of the invention is that by arranging the two friction clutches on the transmission shaft, a transmission arrangement is proposed which is characterized by a particularly compact structure. The invention is also based on the consideration that electrical machines generally have very high operating speeds of up to >10,000 rpm. At these speeds, however, it is extremely complex or impossible to reliably operate friction clutches due to e.g. For this reason, an additional input reduction stage, e.g. a spur gear stage or planetary reduction stage, is usually used for high-speed electrical machines (>8000 rpm). The invention therefore proposes using the gear stages of the transmission arrangement, which are necessary in any case, for speed reduction by means of a coaxial arrangement of the friction clutches in such a way that the input reduction stage is omitted. A significantly more cost-effective and component-reduced transmission arrangement is thus proposed. Due to the omission of the input reduction stage, the losses of the gear arrangement can also be reduced due to the reduced meshing, and the gear arrangement can thus be operated much more efficiently.

In a specific embodiment it is provided that in a first switching state the first friction clutch is closed and the second friction clutch is open, with a torque path running from the drive shaft via the first gear stage and the first friction clutch to the transmission shaft. Provision is also made for the first friction clutch to be opened and the second friction clutch to be closed in a second switching state, with the torque path running from the drive shaft via the second gear stage and the second friction clutch to the transmission shaft. In particular, a first gear is engaged in the first shifting state and a second gear is engaged in the second shifting state. In particular, in the first switching state, a high torque is transmitted to the transmission shaft at a low speed, and in the second switching state, a high speed is transmitted to the transmission shaft at a low torque. In any case, however, the drive speed on the drive shaft is geared down so that the transmission shaft is driven at a speed that is lower than the drive speed. Reliable operation of the friction clutch is thus ensured.

In a further specific embodiment it is provided that the first and the second gear wheel are each designed as a loose wheel. The first and the second loose wheel are mounted coaxially on the transmission shaft. In particular, the two loose wheels can be rotated relative to the transmission shaft. In particular, the transmission shaft is arranged radially inside the two idler gears and/or is guided axially through the two idler gears in the axial direction with respect to the axis of rotation. The loose wheels are preferably mounted on the transmission shaft at an axial distance. A particularly compact and space-saving gear arrangement is thus proposed.

In a further specific embodiment it is provided that the first friction clutch has a first clutch section and the second friction clutch has a second clutch section. Furthermore, the first and the second friction clutch have a common counter-coupling section, wherein the first and the second clutch section can be coupled with the counter-coupling section in a frictionally engaged manner. For this purpose, the first and the second clutch section can each be actuated by a switching element. The two coupling sections can preferably be moved relative to one another and relative to the counter-coupling section. In particular, in the first switching state, the first clutch section is subjected to a first actuating force in order to generate a frictional connection between the first clutch section and the mating clutch section. In particular, in the second switching state, the second clutch section is acted upon by a second actuating force in order to generate a frictional connection between the second clutch section and the mating clutch section. The two clutch sections can each have at least or exactly one friction have disc, which can be frictionally or non-positively coupled with at least or exactly one corresponding friction disc of the counter-coupling section.

In a further specification, it is provided that the first coupling section is connected to the first gear wheel in a torque-proof manner and the second coupling section is connected to the second gear wheel in a torque-proof manner. Furthermore, the counter-coupling section is non-rotatably connected to the transmission shaft. In principle, the coupling sections can be connected to the respectively associated gear wheel and/or the counter-coupling section to the transmission shaft at least in the direction of rotation in a form-fitting and/or force-fitting and/or cohesive manner. Alternatively, the two coupling sections and/or the gear shaft with the counter-coupling section with the respectively associated gear wheel can also be made from a common material section, in particular in one piece. In particular, the two coupling sections and the counter-coupling section are arranged concentrically and/or coaxially to the axis of rotation. The two coupling sections are preferably arranged radially inside the counter-coupling section. A transmission arrangement is thus proposed which is characterized by a small axial and radial installation space.

In a further specific implementation, it is provided that the two friction clutches together form a double clutch. The first and the second coupling section can be actuated independently of one another and/or can be coupled to the counter-coupling section independently of one another. In the first shifting state, the first clutch section is frictionally coupled to the counter-coupling section, and in the second shifting state, the second clutch section is frictionally coupled to the counter-coupling section. In particular, during a gear change, the torque can be passed on without any interruption in traction, in that the friction clutches are activated at the same time or in parallel. In this case, one friction clutch is opened while the other friction clutch is closed.

In a further specific embodiment, it is provided that the first and the second friction clutch are each designed as a multi-plate clutch. In particular, the two friction clutches each have at least two or more friction disks, which are arranged alternately one behind the other in the axial direction in relation to the axis of rotation. The friction disks are in the form of inner and outer disks, with the inner disks being connected in a torque-proof manner to the first or second clutch section and the outer disks being connected in a torque-proof manner to the counter-coupling section. The two multi-plate clutches can preferably be actuated in the axial direction in relation to the axis of rotation.

In a further specification, it is provided that the first and the second clutch section are each designed as an inner disk carrier. In particular, the first and second clutch sections each have at least or precisely one inner disk on their outer circumference. The counter-coupling section is designed as an outer disk carrier. In particular, the outer disk carrier has at least or exactly one outer disk on its inner circumference. In the first shifting state, the first clutch section is preferably acted upon by the actuating force in an axial direction, with the at least one inner disk of the first clutch section being in frictional engagement with the at least one outer disk of the mating clutch section and the at least one inner disk of the second clutch section being engaged with the at least one outer disk of the counter-coupling section is disengaged. In the second shifting state, the second clutch section is preferably acted upon by the actuating force in an opposite axial direction, with the at least one inner disk of the second clutch section being in frictional engagement with the at least one outer disk of the mating clutch section and the at least one inner disk of the first clutch section with the at least one outer disk of the counter-coupling section is disengaged. The outer disk carrier preferably has a correspondingly associated outer disk for each inner disk. In other words, the outer disk carrier has an associated outer disk for each inner disk of the first clutch section and for each inner disk of the second clutch section. A friction clutch is thus proposed which is characterized by a compact structure and low costs.

In a first possible implementation, the transmission shaft forms a transmission output of the transmission arrangement. In particular, the transmission shaft forms a longitudinal output, as is customary, for example, in agricultural machinery (tractors). The transmission output can form a wheel drive for driving at least one vehicle wheel or vehicle item. Alternatively, the transmission output can form a power take-off for driving an attachment that can be coupled and/or a pump output for driving at least one hydraulic pump. There is thus a gear arrangement with exactly four toothings (first/second drive wheel section, first/second gear wheel) and exactly two shafts (drive shaft, gear shaft) and exactly two clutches (first/second friction clutch) are proposed.

In an alternative or optionally supplementary implementation, the transmission arrangement has an output shaft for forming the transmission output or a further transmission output. In particular, the output shaft forms a drop-down output, as is common in construction machinery, for example. In particular, a drop-down output is to be understood in such a way that the output shaft is arranged axially parallel to the transmission shaft. In principle, the output shaft can optionally form the wheel drive or the auxiliary and/or pump output. Alternatively, the transmission shaft can, for example, form the auxiliary and/or pump output and the output shaft can form the wheel drive.

The output shaft has an output gear section and the transmission shaft has an intermediate gear section, the output gear section being in mesh with the intermediate gear section to form the intermediate stage. The intermediate stage serves in particular to space the input shaft from the output shaft. In addition, the intermediate stage can advantageously be adapted to different axle ratios or different tractive force requirements in order to adapt the translation, without the translations of the first or second gear stage having to be adjusted. In particular, the intermediate gear section and/or the output gear section is/are each designed as a gear, in particular as a spur gear, and/or has at least one spur gearing. The intermediate stage is preferably designed as a further spur gear stage. A gear arrangement with exactly six toothings (first/second drive wheel section, first/second gear wheel, intermediate wheel section, output wheel section) and exactly three shafts (drive shaft, transmission shaft, output shaft) and exactly two clutches (first/second friction clutch) is therefore proposed.

In a development, it is provided that the counter-coupling section is connected to the intermediate wheel section in a torque-proof manner. In particular, the outer disk carrier can be positively and/or non-positively and/or integrally connected to the intermediate wheel section. Alternatively, the outer disk carrier and the intermediate wheel section can be made from a common material section.

Alternatively or optionally in addition, the intermediate wheel section is arranged on an outer circumference of the counter-coupling section. In particular, the intermediate wheel section is designed as a spur gear toothing arranged on the outer disk carrier. Alternatively, the intermediate wheel section is preferably arranged on one of the two end faces of the transmission shaft. A gear arrangement is thus proposed which is characterized by a particularly compact design.

In a design implementation, it is provided that the first and the second friction clutch have a maximum clutch speed during operation, which is less than 4500 rpm and/or corresponds to at least half the drive speed on the drive shaft. In particular, the maximum clutch speed is to be understood as a maximum speed to be expected at the two clutch sections and/or the mating clutch section during operation. A gear arrangement is thus proposed which ensures reliable operation of the gear arrangement.

In a further design implementation, it is provided that the first and the second friction clutch have a maximum clutch torque during operation, which corresponds to less than 5000 Nm and/or at least half the drive torque on the drive shaft. In particular, the maximum clutch torque is to be understood as a maximum torque to be expected at the two clutch sections and the mating clutch section in a closed state of the first or second friction clutch during operation. A transmission arrangement is thus proposed which is designed for the use of series clutches.

A further object of the invention relates to a drive train for a vehicle, with an electric machine and with the transmission arrangement, as has already been described above. The electric machine can be operated in a drive mode to generate the drive torque. Optionally, the electrical machine can be operated in generator mode to generate electrical energy. The electric machine is drivingly connected to the drive shaft. In particular, the drive shaft is connected directly to the electric machine, so that the drive torque/drive speed generated by the electric machine is transmitted 1:1 to the drive shaft. The electrical machine is designed to generate a maximum drive torque of at least or exactly 745 Nm, in particular less than 1000 Nm, preferably less than 800 Nm, in particular less than 600 Nm. Alternatively or optionally in addition, the electrical machine is designed to generate a maximum drive speed of at least or exactly 11000 rpm, in particular more than 6000 rpm, preferably more than 10000 rpm, in particular more than 14000 rpm.

A further object of the invention relates to a vehicle with the transmission arrangement and/or the drive train as already described above. In particular, the vehicle is designed as a commercial vehicle, preferably an agricultural or construction machine.

• 1 eine stark schematisierte Darstellung eines Fahrzeugs mit einem elektrischen Antriebsstrang als ein Ausführungsbeispiel der Erfindung;
• 2 eine alternative Ausführung des elektrischen Antriebsstrangs in gleicher Darstellung wie 1.

The present invention is explained in more detail below with reference to the drawings. Show it:

• 1 a highly schematic representation of a vehicle with an electric drive train as an embodiment of the invention;
• 2 an alternative design of the electric drive train in the same representation as 1 .

1 shows a vehicle 1 with an electric drive train 2 as an exemplary embodiment of the invention in a highly schematic representation. The vehicle 1 is a commercial vehicle, for example a construction machine. The vehicle 1 has at least two driven vehicle wheels 3a, 3b or two drive axles, not shown, with the electric drive train 2 being designed to drive the two vehicle wheels 3a, 3b or two drive axles, not shown, during driving operation.

For this purpose, the electric drive train 2 has an electric machine 4 which is connected to the two vehicle wheels 3a, 3b via a gear arrangement 5 in terms of gearing. For example, the electric machine 4 is designed to generate a maximum drive speed of 11000 rpm and a maximum drive torque of 745 Nm in a drive mode.

The transmission arrangement 5 is designed as a multi-range transmission, in particular a two-range transmission, in order to convert the drive torque or the drive speed optionally via a first or a second gear stage G1, G2. The transmission arrangement 5 has a drive shaft 6 with a first and a second drive wheel section 7a, 7b, the two drive wheel sections 7a, 7b being connected to the drive shaft 6 in a torque-proof manner. For example, the two drive wheel sections 7a, 7b are each designed as a spur gear with different tip circle diameters and/or different numbers of teeth.

The gear arrangement 5 has a gear shaft 8 and an output shaft 9 which are offset parallel to the drive shaft 6 . Furthermore, the transmission arrangement 5 has a first and second friction clutch 10a, 10b and a first and a second gear wheel 11a, 11b, which are arranged coaxially to the transmission shaft 8. The first gear wheel 11a meshes with the first drive wheel 7a to form the first gear stage G1, and the second gear wheel 11b meshes with the second drive wheel 7b to form the second gear stage G2. The two gear wheels 11a, 11b are each designed as an idler wheel with different tip circle diameters and/or different numbers of teeth, the two gear wheels 11a, 11b being rotatable relative to the gear shaft 8 or rotatably mounted on the gear shaft 8.

The two friction clutches 10a, 10b form a double clutch, with the first friction clutch 10a having a first clutch section 12a and the second friction clutch 10b having a second clutch section 12b, which can each be frictionally engaged with a common counter-coupling section 13. The first clutch section 12a is non-rotatably connected to the first gear wheel 11a and the second clutch section 12b is non-rotatably connected to the second gear wheel 11b. The counter-coupling section 13 is connected to the transmission shaft 8 in a torque-proof manner.

The first and the second friction clutch 10a, 10b are each designed as a multi-disk clutch, with the first and the second clutch section 12a, 12b being designed as an inner disk carrier and the counter-coupling section 13 as an outer disk carrier. For this purpose, the first and the second clutch section 12a, 12b each have several inner disks 14 on their outer circumference and the counter-coupling section 13 has several outer disks 15 on its inner circumference. The inner and outer disks 14, 15 are arranged coaxially to the transmission shaft 8 and are arranged alternately one behind the other in the axial direction .

The two friction clutches 10a, 10b can be actuated independently of one another, with the first friction clutch 10a, in particular the first clutch section 12a, in an axial direction with a first actuation force F1 and the second friction clutch 10b, in particular the second clutch section 12b, in an opposite axial direction with a second actuating force F2 can be acted upon.

In a first switching state, the first friction clutch 10a is closed and the second friction clutch 10b is opened. For this purpose, the first clutch section 12a is acted upon by the first actuating force F1, so that the first clutch section 12a is frictionally engaged via the inner disks 14 with the outer disks 15 of the counter-coupling section 13. Thus, a torque path, not shown, runs from the drive shaft 6 via the first gear G1 and the first friction clutch 10a onto the transmission shaft 8.

In a second switching state, the second friction clutch 10b is closed and the first friction clutch 10a is opened. For this purpose, the second clutch section 12b is acted upon by the second actuating force F2, so that the second clutch section 12b is frictionally engaged via the inner disks 14 with the outer disks 15 of the counter-coupling section 13. A torque path, not shown, thus runs from the drive shaft 6 via the second gear stage G2 and the second friction clutch 10b to the transmission shaft 8. During a gear change, the torque can be passed on without an interruption in traction or with a reduced interruption in traction by the friction clutches 10a, 10b are controlled simultaneously or in parallel, with one friction clutch 10a, 10b being opened while the other friction clutch 10a, 10b is closed.

In the exemplary embodiment shown, the transmission shaft 8 serves as an intermediate shaft, the transmission shaft 8 having an intermediate gear section 16 which meshes with an output gear section 17 of the output shaft 9 to form an intermediate stage Z. The intermediate wheel section 16 is designed, for example, as a further spur gear which is connected to the transmission shaft 8 and the counter-coupling section 13 in a torque-proof manner.

The output shaft 9 can be connected to the two vehicle wheels 3a, 3b or the two vehicle axles, for example, to form a wheel drive. However, it should be pointed out that the transmission output formed by the output shaft 9 can also be used for an auxiliary drive and/or a pump output of the vehicle 6 as an alternative or as an option.

In the case of a longitudinal installation, the transmission shaft 8 or the output shaft 9 corresponds functionally to a typical pinion shaft of an axle differential of an axle. In the case of a transverse installation, on the other hand, the output gear 17 or the intermediate gear section 16 corresponds functionally to a ring gear of a conventional bevel gear of an axle differential.

In a specific implementation, the first gear stage G1 has a transmission ratio of absolute value (i)=6.06. For this purpose, the first drive wheel section 7a has a number of teeth of z=16 and the first gear wheel 11a has a number of teeth of z=97. Furthermore, it is provided that the second gear stage G2 has a transmission ratio of absolute value (i)=2.5. For this purpose, the second drive wheel section 7b has a number of teeth of z=38 and the second gear wheel 11b has a number of teeth of z=95. Optionally, in addition, the intermediate wheel section 16 can have a number of teeth of z=65 and the driven wheel section 17 can have a number of teeth of z=69. This results in a transmission ratio of absolute value (i)=1.06 for the intermediate stage Z.

Thus, the first gear wheel 11a and the first clutch section 12a have a maximum clutch speed of 4400 rpm and the second gear wheel 11b and thus the second clutch section 12b have a maximum clutch speed of 1814 rpm at a drive speed of 11000 rpm on the drive shaft 6 on. In the first switching state, the first friction clutch 10a thus has a maximum clutch torque of 4917 Nm at a drive speed of 11000 rpm. In the second switching state, the second friction clutch 10b thus has a maximum clutch torque of 1863 Nm at a drive speed of 11000 rpm.

The invention is based on the consideration that electrical machines generally have very high operating speeds of up to >10,000 rpm. At these high speeds, however, it is very complex or impossible to operate the friction clutches 10a, 10b reliably. (wobble, rotational pressures, shift shocks, etc.). For this reason, an additional input reduction stage (spur gear stage/planetary reduction stage) is usually used for fast-running e-machines (>8000 rpm). However, this entails disadvantages in terms of costs and installation space. In addition, despite this input reduction stage, speeds >10,000 rpm still occur in the second gear due to the concept and are technically difficult to get a grip on.

It is therefore proposed to use the gears G1, G2 of the transmission arrangement 5 or the two-range transmission, which are necessary anyway, to reduce the speed of the first and second clutch sections 12a, 12b, so that an additional input reduction stage can be dispensed with. This can be achieved by positioning the two friction clutches 10a, 10b on the transmission shaft 8.

2 shows a schematic representation of an alternative embodiment of the drive train 2, like this in 1 was described, in longitudinal design. The drive train 2 is particularly suitable for use in an agricultural machine or a tractor. For this purpose, the transmission shaft 8 itself forms the transmission output, with an additional output shaft 9 and the intermediate stage Z, as in 1 shown can be omitted. The transmission output can, for example, directly as a Wheel drive, in particular single wheel drive or axle drive for one or more axles, and/or used as an auxiliary and/or pump output. In other words, the drive train 2 with the two drive wheel sections 7a, 7b and the two gear wheels 11a, 11b has exactly four toothings, with the drive shaft 6 and the gear shaft 8 exactly two shafts and with the two friction clutches 10a, 10b exactly two clutches.

Reference List

1

vehicle

2

powertrain

3a,b

vehicle wheels

4

electric machine

5

gear arrangement

6

drive shaft

7a,b

drive wheel section

8th

gear shaft

9

output shaft

10a,b

friction clutches

11a,b

gear wheels

12a,b

coupling sections

13

mating coupling section

14

inner slats

15

outer slats

16

intermediate wheel section

17

output gear

F1

first actuation force

F2

second operating force

G1

first grade

G2

second grade

Z

intermediate

QUOTES INCLUDED IN DESCRIPTION

This list of 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

• DE 19954894 A1 [0003]

Claims (15)

Transmission arrangement (5) for a vehicle (1), in particular a commercial vehicle, with a drive shaft (6) to form a transmission drive, the drive shaft (6) having a first and a second drive wheel section (7a, 7b), with a transmission shaft (8 ), wherein the transmission shaft (8) is arranged axially parallel to the drive shaft (6), with a first and a second gear wheel (11a, 11b), the first gear wheel (11a) to form a first gear stage (G1) with the first drive wheel (7a) is in mesh and the second gear wheel (11 b) is in mesh with the second drive wheel (7b) to form a second gear stage (G2), with a first and a second friction clutch (10a, 10b), characterized in that the first and the second friction clutch (10a, 10b) are arranged coaxially to the transmission shaft (8), the first gear wheel (11 a) being connected via the first friction clutch (10a) and the second gear wheel (11 b) being connected via the second friction clutch (10b ) with the transmission shaft (8) can be coupled in a torque-transmitting manner. Transmission arrangement (5) after claim 1 , characterized in that in a first switching state the first friction clutch (10a) is closed and the second friction clutch (10b) is open, with a torque path from the drive shaft (6) via the first gear stage (G1) and the first friction clutch (10). the transmission shaft (8) runs, and that in a second switching state the first friction clutch (10a) is disengaged and the second friction clutch (10b) is engaged, with a torque path from the output shaft (6) via the second gear stage (G2) and the second friction clutch (10b) runs on the transmission shaft (8). Transmission arrangement (5) after claim 1 or 2 , characterized in that the first and the second gear wheel (11a, 11b) are each designed as a loose wheel, the first and the second gear wheel (11a, 11b) being mounted coaxially on the gear shaft (8). Transmission arrangement (5) according to one of the preceding claims, characterized in that the first friction clutch (10a) has a first clutch section (12a) and the second friction clutch (10b) has a second clutch section (12b) and in that the first and the second friction clutch (10a , 10b) have a common counter-coupling section (13), wherein the two coupling sections (12a, 12b) can be frictionally coupled to the counter-coupling section (13). Transmission arrangement (5) after claim 4 , characterized in that the first clutch section (12a) is non-rotatably connected to the first gear wheel (11a) and the second clutch section (12b) is non-rotatably connected to the second gear wheel (11b) and that the counter-coupling section (13) is non-rotatably connected to the gear shaft (8) connected is. Transmission arrangement (5) after claim 4 or 5 , characterized in that the two friction clutches (10a, 10b) form a double clutch, the two clutch sections (12a, 12b) being operable independently of one another. Transmission arrangement (5) according to one of the preceding claims, characterized in that the first and the second friction clutch (10a, 10b) are each designed as a multi-plate clutch. Transmission arrangement (5) after claim 7 , characterized in that the first and the second clutch section (12a, 12b) are each designed as an inner disc carrier and that the counter-coupling section (13) is designed as an outer disc carrier. Transmission arrangement (5) according to one of the preceding claims, characterized in that the transmission shaft (8) forms a transmission output of the transmission arrangement (5). Transmission arrangement (5) according to one of the preceding claims, characterized by an output shaft (9) for forming the transmission output or a further transmission output, the output shaft (9) being arranged axially parallel to the transmission shaft (8), the output shaft (9) having an output gear section (17) and the transmission shaft (8) has an intermediate wheel section (16), the driven wheel section (17) being in engagement with the intermediate wheel section (16) to form an intermediate stage (Z). Transmission arrangement (5) after claim 10 , characterized in that the counter-coupling section (13) is non-rotatably connected to the intermediate wheel section (16) and/or the intermediate wheel section (16) is arranged on an outer circumference of the counter-coupling section (13). Transmission arrangement (5) according to any one of the preceding claims, characterized in that the first and the second friction clutch (10a, 10b) in an operation has a maximum clutch speed, which is less than 4500 rpm and/or corresponds to at least half the drive speed on the drive shaft (6). Transmission arrangement (5) according to one of the preceding claims, characterized in that the first and the second friction clutch (10a, 10b) in operation has a maximum clutch torque which is less than 5000 Nm and/or at least half the drive torque on the drive shaft ( 6) corresponds. Drive train (2) for a vehicle (1), with an electric machine (4) and with the transmission arrangement (5) according to one of the preceding claims, characterized in that the electric machine (4) is drivingly connected to the drive shaft (6). . Vehicle (1) with the transmission arrangement (5) according to a Claims 1 until 13 and/or with the drive train (2). Claim 14 .

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