SE1551280A1

SE1551280A1 - Motor vehicle transmission or group design

Info

Publication number: SE1551280A1
Application number: SE1551280A
Authority: SE
Inventors: Bernd Woelfle
Original assignee: Zahnradfabrik Friedrichshafen
Priority date: 2014-10-27
Filing date: 2015-10-06
Publication date: 2016-04-28
Also published as: DE102014221830A1

Abstract

Motor vehicle transmission of group design. The invention relates to a motor vehicle transmission (1) of a group design, comprising a. main group (2) which can be shifted under load and a range group {3} which is embodied in a planetary design ana can be connected downstream of the main group (2! in the direction of the flow cf force towards an output. {5} , wherein a flow of force can be guided from the main group (2) , bypassing- the range group (3), directly to the output (5). Moreover, a retarder (19; 27; 31) is provided which is integrated or can be integrated into the flow of force, in order to thus solve the problem of bypassing the range group (3) in a compact manner, the output (5) is formed by an output shaft (7) which is guided axially through the range group (3) to the main group (2), in order to bypass the range group (3), and can be coupled to the main, group ( 2) .Fig, 1

Description

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Proceeoing from the prior art described above, theohj,ot, of the present. invention_ is thus to create amotor* vehicle transmission of group design in whichbypassing of a range group to represent a comprehensiveability to shift under load in. a compact manner is achieved.

This object is achieved prooeeding from the preamble ofCirini 1 in combination with it* oharaoterisingfeatures. The eubsequent åependent claims reflect ineach case advantageons further developments of the invention, in;'LI MJC) b.)Uï .ien, a meter vehicleHC? ff 'f 1, 93. ëí "fïïší .Éﬁfl 'CJKKIÅF U. 63. TI i' 63. .ïfšå TÉ i; Üf lifif) LHC ïfšïl j- i? 1 e planetery design enﬁ can he connected the twin *“eup in the directien ct the íiew oi íerce teweräe an/ output, wherein. s ílew ef -. :så »i ^:'.~'r\1~. \. 5. i. E, feree een he guiàed frem tårange group, directly te the output. mereever, eretarder is provided which is integreteﬁ inte the flew ferse er can he integrated herein.

In the context ef the inventieni the motor vehicletransmission embodied in a group design can, hewever,in edåitien to the main group and the range greup, elsecempriee further transmission grenps such as, forexample, a split greup which is then prefereblyconnected upstreem ef the main group. The range group further eemprises in particular a single plenetary QS stege end cerrespondingly encømpasses, as compenenti,sun gear, a planetary' Carrier gniding at least eneplanetary gear, as well es en internal gear. Theplanetary stage can he realized es a negative plsnetary set er es a positive plenetery set.

Within the meaning ef the invention, the retaråerpreíerably' involves e hvåredynemic retarder which issompesed in e nmnher known in principle to the personskilled in the art of a stater and e rater, wherein therotor and stater are provided in each case with blaåesand en intermediete working space cenfigured inparﬁieular iii a toreidal shape. Shi ene epereting modeof the retaråer, fluid, for example, in the term of oilor water, is then intredueed inte the werking space andis suhseqnently' carried along vis. the blaáes of theretar, conveyed in the direction of the hlades of thestater and is cenducted via these in turn hack to theblades ei the retar which hes e decelerating action on the rotor' and. eorrespendingly brings about si braking Via.. tv*LJ".- Û.

LI.) (fi Û U1 technical teaching The invention thus enoompesses the that the output is formed hy en output shaft which, to hypass the range group, is guided exielly through the range group to the main group and can he ooupled to the main group. In other woràs, en output sheft istherefore provided which forms the output of the motorvehicle transmission en , for hypassing the rangegroup, is guided from an output side of the range group through this tm: a drive side thereof in order to beable to reelize e link to the main group there.Such ax oonfigurationi of e Inotor 'vehicle transmission hes the advantage that hypassing of the range group een thus he reelireﬁ in e compact manner hy means ofguidenoe through the range group. This is because no shsft running radially oircumferentielly to the range group, which wouldt corresponding' increase the raäial vehicle transmission, At installation space of the motor he" "o he grovifee for the hyp ss ng tte s'ﬁe Timel.'s t al . ili.J “^ ' ' - er, i < . li- enat ;" \,of the bypassing does not impair the the this configuration errangement of ,a reterder int motor vehicle transmission. ln oontreet to this, hypassing of the range group inthe oase of e motor vehicle transmission ofWO2Ql3/187822 Al is reelired via a sheft providedseparately to an output shaft of the transmission,which sheft ie guided running redially to the outside tlleASthe of the main gr up for linking to main group from the output side of the range group. tlie into the region a result of this, radial space requirement of motor vehicle transmission. is correspondingly increased. l0 NI» b) LM' bl ^~1 m the invention, the shaft to one emhoåiment oi ie oonnecteö. to a rotor which. ean he rsmission staee ooupied on one hand via at least one each shaft ot the main and other hand by to in case one input group transmission stage to thš Of a Such a ïflišâïï = on the the output shaftﬂ configuration has advantage that the retarder can thus be integrated inzo the force as ande as a secondary L primary W flow of retarder^ as ai result. of these linking possibilities, nemely en one hand to each case one input ehaft of thﬁ shaft. An integration as a primary retarder hy ooupling main group end. en the other' hano. to the output in each case one snett of the main group the to the input then. leads to the hraking torque represented Åby still transmitted to the output in thevehicle transmission in to retaráer being aocordanoe with the transmission ratio of gear ourrentlv shifted in the motor eachi case. Ont the other' hand, a link the output retarder“ does not additionallyof transmission when a hraking torqne is fcd shaft as a secondary load the transmission stages the motor vehicle .lïl. x According ix: an alternative configuration jpossibility of the invention, the retarder is connected to a rotor he eoupled on one hand via at least one shaft of shaít which een transmission stage to in each case one input the main group and can he linked on the other hand hythe the means :ni a transmission stage fx: a drive side of As a result of this,he this integration can he earrieà out motor vehicle transmission. retarder can aovantageously integrated as a primary retarder, wherein on one hand in the region of in each case one input shaft of the main group or even entirely on the drive side of the motor vehicle transmission. The drive~side integration is preferably carrieå out hy eoupling the rotor shaft to a part of a starting element connected upstream of the main group, wherein this part within C: ~'-~ ' .w .\ »- ~ - -- --« +- »~ xa.. Û :f L L.?-~ alm: a.. tre?- ~P "y" t; ïn. the case of both. above-mentioned verients, it ispossible to carry' out en exterrwﬂ. synohronizaticmi inthe course of the ooupling of the rotor sheft, ïn thecase of the ability to couple the rotor shaft to the ineach case one input shsft sno. the output sheft, soonnectionr to the in esehi case one input shaft ceninitielly be produced anä a ro ationel speed edjustmentof the rotor shsft for oouplihg to the output shsft canbe set with the help of e starting element of the motorvehicle trensmissiont As a result, e shift element, viewhich. the oonçling between the rotor sheft sná theoutput shaft is produced, een he emhodied whereapplioahle as en unsychronised, positive~locking shiftelement: This een also he completed for e linking ofthe rotor shaft to the drive side of the motor vehicletransmission. hy virtue of the feet that in turn acoupiing tm: the iii each case :nns input sheft isf themain group is oompleted_ and_ snhsequently' an. externalsynohronisetion is carried out with, th- help of the starting element.

In e further development of the two shove-mentioneoconfiguration possibilities, the main group is e hodieáes e dual~clutch transmission, wherein the rotor shafteen he oonpled to hoth input shafts of the meih groupvie in each case one transmission stege. As a result ofthis, the reteroer can he integrated into bothcomponent trensmissions of the dual~clutoh transmissionor an external synohronization described above een he reslizeå Via both component trensmissions.

A ooupling of the rotor shsft to the respective shsftof the motor vehicle transmission is particularlypreferably carried out using existing transmission stages by virtue of the fett that in each case one gear i\_': h) DJfi) 1 L;LH f*-v f; t, , * 4 ~ _. -vi ” .q in,2375, .US E i. if: JQY Lf \f fi. L; tf OÄ Lat i is ir toothed engagement with e fpnr geek of the transmission stege present in each case. This spur gearof the existing transmission stage then sits on one ot shefts oi the main group or the range group the oonseqnently in toothed engegement with e total of geers, nemely on one hand with e further spur gear _ .i '1 . ..,':;. ..:: ;.'- ,. .:.sittinq en en esieiiy peieiiei sheit oi ene mein the range group and on the other hand , Mrotor snett. trsnsmissio:Q? h) however, e separate _ stage, \ exielly next to other trensmissi the motor vehicle transmission, een also he linkino the rotor snett. of invention is that the reterder ie coupled to a transmission stege of the mainlinked. to the snett, provided A, further emhodiment the group which is output In. this case, the reterder' is therefore as a permsnently integrated secondary retarder, wherein the one hand. so that a rotorthe rotetahly link oen_ he eonfigured. on hett is connected to en idler of respective -¿\.-. mounted inthe however, transmission stege which is particular on a oountershaft of main group.

.Alternetively, the rotor' shaft can, also he connected 'mo a. spur* gear which. cogs with. one of the spur gears of the transmission stege oi the main group.

Nevertheless, the fixed gear is preferehly positioned snett hv on the side of the output ti the spur geers of this transmission stege in order to realize e permanentooupling of the reterder to the output shsft.

In e further development of the inventionq e powertake-off is provided which is coupled to e transmissionto at be which ia oouplinggroup a power take-off for a vi aof this, stege of the main group least one input snett the main can produced. As a result of further component, which is to he driven, of the motor ia)LT! L:- 1'(JTI vehicle transmission arr aiee; tor ;i component locatedeeperetely from thie nan adventageouelv he reelized in the region of the motor vehicle transmission. ii the main group is then eonfigured ae a dual-olutohtransmission, the power teke~oíf Can preterahly heeougied to hoth input ehet,e. Ae e result, enaetivationt of the power take-off een also herepresented under lead with the help of the respectivetransmission stege and. in interaction with. the dueeluteh of the main group. A gear wheel is particulepreferebly provided on e sheft of the power tehe~owhich gear wheel Cege with a epur gear, which site in arotetionelly conjoint manner en e eounterehaft of themain. group, of e transmission, stege, The spur gearprovided on the eide of the eheít of the power take offcan he connected either permanently to this shaft oreen he aetivated vie an intermediete shift element inorder to prevent a permanent driving ot the power take~off during guidanee of the flow ot force vie therespective eounterehaft of the maine group and only aotivete it when necessary.

According to a further configuration possibility of theinvention, the output ehaft runs eoexially on theinside of e eun sheít of the range group, The enn ehaftof the range group ie in this case then oonfigured ae ehollow ehett hy which the output ehaft is guided towerde the main group.

According to one edvantageoue emhodiment of theinventionq the output ehaft, fort hypeeeing" the rangegroup, can he conpled to et least one ehaft of the maingroupﬂ ln a t rth r development of this emhodiment, th ... v-- at least one eheft ie en input snett of the mein groupand/or at least one eounterehaft ei the main group. Itie fnrthermore oonceiveble in the context of theinvention to connect the output eheft on one hand in a rotationelly oenjoint manner to one of two input shafts BO inoioeted 'the not restricted to the invention iethe llïﬁ combination of features oi the main oleim or claims dependent thereon. Poseibilitifs also ariee to comhine individual features with one another aleo in so'tlle tlie far as they ere agperent trom the oleime, eubeequent description of preferred emhodimente of invention or directly from the dfawings. The reference of the claims to the drawinge hy the use ot reference numbers should not reetriet :he eoope of protection of the oleims.

Aåvantegeoue coníigurations of the invention, which ere explained. below, are represented. in the ﬁrewinge, In the drawinge; Fig. 1 shows e sohemetic view of e motor vehicle transmission according to a first embooiment of the invention;Circuit diagram of the shows en exemçlary motor vehicle transmission trom Fig. 1; Circuit for Lu Fi . shows eni exem larv die ram. .I _ integration ot e power teke~off in the motor vehicle transmission from Fig. 1; Fig. 4 shows aa sohematic: representation fot ei motor vehicle transmission eooording to a eeoond ooníiguration possibility of the invention; shows e sohematic view of a motor vehicle Mk).mm transmission according tt: a third emboâiment of the invention; and h)Uï FK AV schematie 'view ef a meter vehicle transmission 1 eorreeponding te a first embodiment of the invention Fig, 1, apparent frem wnerein meter vehicle1 transmissien is preíerably previded. for use in a drivetrain of a commercial vehicle such ae, for example, an HGV or a bus. Meter vehicle transmissien 1 ie embedied in the present case in group design and ie cempesed ef a m in group 2 and a range group 3 which aare provided between a drive 4 and en output 5. ïn thiss case, drive 4 i formed by e drive shaft 5 which, in the installed_ state, of motor vehicle transmission 1, serves the purpose of cennectien to a drive machine efforms vehicle, while an output shaft 7 tlie tne commercial output 5 and is provided for linking further components, which fellow motor vehicle transmission 1, ei the drivetrain of the eemmercial vehicle.As is apparent in Fig. l, main group 2 is realizeå inthe transmissien se as to be capable of being shifted under present case in tnf farm of a dual~clutch load and eorrespondingly has twe input shafts Ewl and EW2 running eoaxially to ene anntner, of which input snart Ewl is eønfigured ae a hollow snaft within which input enaft EW2 runs. Both input enafte Ewl and EW2 are provided ceaxially irl relation im: output snaft 'Y an can be connected via in each case one assoeia ed power i element Kl er K2 in a retationally' eonjeint and shift manner to drive snart 6. Pewersnift elements Kl are embodied in each. case as wet~running separating clutches and are combined to form a dual clutehn -..H-x Axis ly parallel te both input enafte Ewl and Ewa, main group 2 has two countershafts VWI and UW2 which can be ceupled via transmission stages 9 to ie in each case te 'E Ex)in b) LrJ Ü U? U: As is apparent in Fig, 1, transmission stage 9 iscomposed of a gear wheel Zl provided in a retatienally eenjoint manner en input shaít Ewl and a gear wheel 22 which ange therewith, which gear wheel 32 is mwunted rotatably on countersnaft Vwl and can be linked theretc rotationally conjoint manner via a snitt elementlü ll then in a S1. Transmission stages and lie in a wheel plane axially adjaeent to tranemiseien_ stage 9 by Z3 in. a wheel input snaft Ewl virtne ef the fact that a gear proviâed rotationallyi Conjoint 1nanner“ en cogs b C: t. h eeuntershaft with a gear wheel meunted rotatably en “VT/i 1. ana with a ear' wheei Z5 arranged LQ retatably en countershaft. VW2. Transmission. stage 10 be rotationally IOÉCG 24; flow ef by te can integrated inte the conjoint connection of geai* wheel ceunterehaft Vwl via a shift element S2 while this can be realizeå, in the case of transmission. stage ll byrotationally conjeint linking ef gear wheel 25 toeeunterehaft VWQ via a shift element 53.

Transmission stage 12 is tnen provideá axially aåjacentto transmission stage 19 and ll, gear wheel 26 of whichtransmission. stage 12 is proviàedt in a retationally conjeint manner en input shaft EW2 and ie in teothed engagement with a gear wheel 27 arranged rotatably en ceuntershaít Vwl. Said gear wheel Z? can be connected 5.. .a »w b) Éﬂ UI ha e rotationslly conjeint manner to ceuntersheit Vwl rotationelsheft EW2b? shift element S4 in erder to trsnslsïe via a between ceuntershaft Vwl and iiput with the movements in accordanee transmission ratio åefineå 37, ïiensmission eteee 13 is12, Z8 both gear wheels Z6 and then _previàed sxislly' next to transmission stege which transmission stage 13 eomprises e gear wheel provided ha e, retstioneliy' cenjoint manner en input EW2therewith and meunteå rotatebly en countershaft Vwl.

Zlü, 29 ißi teethed engsgement 7\ :..IÅICJ sheí: and ¿a geart wheel wheel which:fä/ifs , Z9 a particular feature, a further gear is 'mennted retetably can then be Vwl and eogs with. gear' wheel Z9. Gear' wheel vis ai shift element S5 :mi eountershsftZlü VW2. fixed 5 element S6 0 lá, gear wheel can be fixed vis e shift which g. :ïß eountersheft Trunsmissien stege eomposed sf gear wheels Z11 and Z12, is then else previåed lying sxially next to transmission stage 13.

Gear wheel Zí2 is positiened in a retatiensliy eonjeintVW2 and eo§s with gear wheel Eli msnner en eeuntershaft en input shaft EW2 and wkiehshift rotationally conjeint manner to input eheít EW2. which is mounteå retstsbly een be connected via a element S7 in e VW2 are else fitteá with 16, Finslln, eonntershaíts Vwl and n e*ch case one transmission stage 15 or wherein is eemyesed of gear wheels E13ësicí Z l 6 th. in theof sïid Z l 4Of while these ere gear wheels E15stage 16, wheel E13 transmission in case 15, transmission stage gear is eesitiened in cønjeint manner en output shaft 7 end 214 s rotstienslly with mounteá onE14 VW2. In Zlš eogs gear wheel rotatsbly can be fixed viathe ceuntersheft VW2, which gear wheel a shift element 58 en csuntershaft case of transmission stage 16, gear wheel is, however, arrenged in e rotstienslly cenjeint manner en ceuntersheft Vwl and geerwheel Zlê which cogs herewith U? 3..)L-"i 2Ü DJ(f) is also connected in a retatienally Cenjeint manner to a sun shaft 17 of range greup 3. range qreup 3 is embsdied in As is apparent in Pig. 1, ~ « a planetary de .gn and. is composeå of th . cemponents sun gear SO, planetary Carrier PT anà internal gear HO, Flanetary Carrier PT earries a plurality ef planetary gears PR which eng in_ each. case both_ with. radially internally lying sun gear S0 and surrounding internal gear HO, slanetary carrier PT is furthermore connected M1 a retetionally eenjoint nelner te cmtput enaft 7, while sun gear 30 is frsvided in a retatienallv.J _ .I cenjoint manner en sun shaft DT. Hewever, internal gear HO can be connected en ene han in a rstationally conjeint manner te sun shaft 17 via a shift element S9 and en the other hand can he fixed via a shift element S10 en a housing 18 of the motor vehicle tr'nsmissien.

As a particular feature, range group 3 can nevertheless be hypasseﬁ te represent a complete capacity of motor vehicle transmission 1 to shift unåer load in order te bring abeut the required change ef a range transmissionef range group 3 by switehing between shift elements S9 ann Slﬁ in the course of the hypassing. ln order tu is guided running fäfït bypass range group 3, output shaft 7 coaxially through range greup 3 by virtue ef internally' in relaticsl to sun. shaft 17 hollow shaft. that it runs sønfigured. ae a Output shaft. 7 can be ceupled cni the side :af neirx group 32 en viathe S11 one hanå transmission, stage 15 te ceuntershaft VW2 and. on other" hand can. be cennected. via. a shift element directly ins a retationally' ecnjoint manneri te input shaft EW2.

Motor vehicle transmission l 's furthermore fitted with a hydrodynamic retarder 19 which is integrateä inte housing 18 ef motor vehicle tr-nsmission l and stater 29 of which is configured fixedly with housing 18. In Contrast, a rotor 21 ef retarder l9 is guovided en a rotor shaft 22 en which a plurality of gear wheels Zl7,Zlä and Eli are rotatably mounted. ln this case, gearwith Zlß wheel Zl? is in each case in toothed engagementGear wheel 22 of transmission stage 9, gear wheel with gear wheel Z7 of trgnsmiesien stage 12 and gear wheel E19 with gear wheel Zle of transmission stage 15.A linking of gear wheel is then Zl? to rotor shaft 222 carried ent via a shift element 51 , while gear wheel Zlä can be fixed in a retationally conjoint manner en element S13 and gear wheel Slå. rotor shaft 22 via a shift According to these the E19 via a shift element different linking* possibilities, hydrodynamieet r' arder can he operated both as a primary retarder bylinking en the side of ene of the two input shafte Ewíintegration and thus ae a seeendary retarder byvia gear 219 at shaft 7. In and EW2 or "et wheel transmission stage 15 output this case, it is furthermore eonceivable that shift element S14 is embodied as an unsynehronired, poeitive~leeking shift element such ae, for example, as a jaw eluteh, wnereini an external synenrenizaticmi is eompleted. by" clesing' either shift S12 or S13 1 element and retatienal. speed. equalization with the help ef respective pewershift element K2 er Klfor an ectivation of said shift element Slät A power take~off in the form of a power take~off shafttake~eff is lö with finally also provided, which 215 of ¿ ie power 2 linked to gear wheel transmission stagewheel ZQOshaft 17. lt in the case of gear a gear and eorrespendingly runs permanently with sun would, however, also be wheel 220 to arrange take-off ehaft eeneeivable wheel 229 rotataülf on power necessary connect it to power take~ off shaft 23 vie a shift element which ie then te be previded. __! LU (J) E (I) LT! .CI Shift elements SL to S14 ou transmissien meter vehicle 1 een, in present in prineinle in each case preferebly invoive shift element, Sie is peeitive«iecking nnsynchroniied, term of e iew eluïth. Nevertneless; ell S1 to S14 men eiso ne present es jew cintehes. Mereever, shift elements 'Llïlfrï :Jil (l lïlïffjlïl ii? where erpedient, ein be eombineâ_ to form <3- Sv' 1. 4 _.

:Ln es :h Cåiid i' ïw ;:> 'vyynfz :t- arm 'f\,.':\., s».~.»..~2\.-.~..\\. devices es is the case13 S5, S7 and S11, S9 enn An exemçlery' Circuit diagram of motor vehicle transmission 1_ froni Pig. 1. is from Eigy 2, 12 epparent wherein. e total of ferwardi geers and. ene 'reverse gear can be represented in this case. A change between the forward gears durinm shifting along the gear without within load and thus This sequenee can šmæ reelized under interruption of tractive ferce. is achieved configureâ es ai dual-clutch transmission the main g7ro't1p in that, in component transmission respectively currently not integrated into the flow of force, the shift elements required for representing the following geer are elreeüy ectiveted and ultimetely, for gear changing, only e switching between both powershift of a shiftand K2 elements Kl anä K2 is oempleted. In the case along the gear sequence, powershift elements Kltherefere continueusly elternate.twelve A consenutive shifting ef forward geers one to described below, wnerein reference is not made indetail to the pewershift elements Kl and K2. As is apperent from Pig. is change required for this between jump .is representeå inf activeting S10, 2, a first forward shift elements S5 to wherein e switch can be made ca -w MJ 19 LW U”. 4- i; v., .ii ,.\lf .L .i .i u. Lu w;_ \ -. .-~ w ~k) .L ~ i.) 5.1 5 a shift should inte a fifth forward gear, shift carried out For thefirst time in the then he for the range group 3, wherein changes between two repreeentahle transmission ratioe of range group 3 can neverthelees not he carried. out without interruption of traotiveforce. For this reason, range group 3 ie hypaeeedA byooupled directly to S8. into the f th virtne of the Všﬂ? 2 during ehifting gear eonnterehaft ieby shift. element fact that aetivating shift element S7 output ehaft 7 aleo etill closed for Shift element S3 Moreover, is repreeenting the fifth forward gear. ehould then he atyivateå for the gear change inte a eixth forward gear and previously ehifted shift elementS7 should he transferred into an open state after theIn the the oompleted gear change. oaee of the shift into a representahletfie eeventh forward gear, other transmission ratio has then been ehifted in previously hypaeeed range group hy virtue of the fact fw that shift element m9, 1 element S10, Shift instead of shift has been traneferred into a closed state, element S5 should. furthermore then be a.tivated. in. the main roup for the ehifting of the eeventh forward gear.then ehifted hy virtue of the S2 An ei hth forward gear is that whereih. after shift fact shift element ie closed, oomçleted. ehifting' previously aetivateo element S5 can le opened. A ninth forward Gear ie euhseouently 'O (J) bdLW. å by virtue of the fact that shift element S4 is t element S2 is ter the change, shiopeneåﬂ A tenth forward gear ie eubseqnentlyrepresented hy aotivating' shift element S1 and shiftelement Se is opened efter the gear change. For the twofollowing forward geare eleven aná twelve, range group3 is then in turn hypaseed hy virtne of the faot thatoutput shaft 7 is connected by aotivationt of shiftelement S11 directly in a rotationally oonjoint mannerto input shaft EW2. In the case of the eleventh forwardgear, a direct driving through from drive shaft 6 tooutput ehaft 7 ie then carried out, while in the caseof the twelfth forward gear, by activatihg shiftelements S1 and S4, a mmrking through of the flow offorce from input shaft Ewl 'via oonnterehaft Vwl toinput shaft EW2 takes place. however, the reverse gearis shifted by virtue of the fact that shift elementslö n å S10 are shifted and powerehift element Fi L:Kr J Sf, S^, SK' is closed, For example, a Circuit diagram for differentaotivations of the power take~off under load isfurthermore: apparent_ fran: Fig. 3. The power* take~offsan on one hanâ be integrateå hy ectivating shiftelemen S5 and elosing powershift element K2, by activating shift element S2 and powerehift element FW by means of oloeing of shift element S4 and ofpowershift element K2, and hy aetivating shift elementS1 and powerenift element Kl. In the case of reversetravel, this is possible hy aotivating shift elements S3, S5 and S6 and by olosing powershift element Kl.

A, schematio representation of a motor vehicletransmission 24 oorresponding to a second oonfigurationpossibility* of the invention ie furthermore apparentfrom Fig. 4. Said motor vehicle transmission 24 as faras possible oorresponds to motor vehicle transmission from Fig. 1, wherein the only åifferenoe is that RIX fä L! f)L!! 18 toothed 222, ie monnted rotatahiy retarder 19 in addition to gear f? "\ "ä »i »- turn ifs v-- »-»,---- w.- ,J>.~“\-.~ï=š.d.ï'ls..=.~r.ë i m.) nä. f. x? t: ,. _. .f m.- _ ._ rç-fxq ,. . .. +.*.. ,. i. , fri' , 'i ,. _..snart. U. weir arr nan tnen ne iixeo_ on shaít. 25 with the help of a Shift element S15 theConfiguration. yofsihiiity aoooraing to Fig. i then Ü C. F; fšÉï-*I få. tf C C- 31* IG* 11") Ü 'fä S» i". f) i", iii '53 ïíf:1 so that reference ie made to the description in this regera above.

Fig. 5 turthermore shows a sohematio representation ofa motor vehicle transmission 26 according to a third the invention which aleo corresoonds ae embodiment offar ae possible to the variant according to Fit. 1. he difference is, however, that a retarder 27 is provided ae a secondary retarder in the region of transmission stage 15 by 'vii ae ot the fact that a rotor* 28 is connected, in. a rotationally“ eonjoint manner* to gear wheel 214 of transmission stage 15, In eo far as transmission stage 15 the viasnart 7. retardert 27, retarder 27 is oounled perianently to output Apart from arrangement elsewhere of the emhodiment according to Fig, 5 cmherwiee in turn corresponda to the Variant according to Pig. 1 so tha reference is made to the description in this regard above.

A echematic representation. of a motor vehicle transmission 29 oorresponåing to a fourth configuration possibility of the invention ie finally apparent from Fig. 6, wherein this variant corresponds as far as possible to the previous variant atcording to Fig, 5.

In this case, however, a rotor 30 of a retarder 31 is directly in a rotationally oonjoint 214 connecteå IT-.OÉ manner to gear wheel of transmission stage 15, .~ .kTM.ÅÉf."w......k-_ i U x»@\ MLWL. Nli ._ ßw ,. #1. m ._»i kr." v.\...x .. .wnaC.L 3._ <1 _ ß .m 4 k «ä.. xVL.fl. m.. .nux, _ _ ..wl. Lwa.._)...\.i wa.\ . .\f. kL w \ . ÜTÄ. \_. _. . \.~ N. y.N _ 'iii xt. à --\ _.-.*“_ _»v 1:13. C* *å _~\_ ,~_. _.. rn fw i» \.- .h \ __»

Claims

1. UI LH LO (JJU": Motor vehicle <1; 24; 26; 2%) of agroup <ﬁesign¶ comprieing en main. group CN whichcan be ehifted under load and a range group (3)which ie emhodied in a planetary design an. can beconnected do'netream of the main group (2) in thedirection ot th- flow of íoroe towards an output(5), wherein a flow of force can he guided fromne main group (2), hypassing the range group (3), tlv to the output (5), and wherein a retarder(l9; 27; 31) is provided vdﬁxﬂi is integrated orcan be integrated into the ílow of force,oharacterized in that the output (5) ie formed hy an output ehaft (7) which ie guided axially through the range group (3) to the main group 2) I x in order to bypass the range group (3), anf can be x coupled to the main group (2). Motor vehicle transmission (1) according to Cﬂaim1, eharaeterized in that the retarder (19) isconnected to a rotor ehaft (22) which can beooupled on one hand via at least one transmission 12) to in) eaoh_ case one input ehaft(EWl EW2) of the main group (2) and on the otherhand hy means of a transmission stage (15) to the output ehatt (7). Motor vehicle transmission (24) according to Claim1, oharaoterized. in tha. th, retarder (m9) ieconnected, to a rotor shaft (25) which can heooupled on one hand via at least one transmissionstage {9, 12) to in each) case one input shaftíäwi, EW2) of the main group (2) and can he linkedon the other hand by means of a transmission stage to a drive side. 1...xf) EU(I ) É/JU? Motor vehicle transmission (26; 29) according to Claim l, characterized in that the retarder {27;31) ie ooupled to a transmission stage (15) of the main orouo (2) which is linked to the outout ahatt__: i? Motor vehicle transmission íl; 24; 26; 29)aoooräing to Claim, 1, chaïaoteriäed in that apower take-off ia proviàeà which is ooupled to atransmission stage (16) of the main group (2) viawhich a ooupling to at least one input ahaft (Ewl, EW2} oi the main group (2) can he produoedl Motor vehicle transmission il; 2%; 26; 29,according to Claina 1, ohatacterized in. that tie output shaft (7) runs coaxially internally inrelation to a sun ehaft (17) of the range group(WN Motor vehicle tïanemission il; 24; 26; 29)oording' to Claim 1% oharaoterized ja: that thetput shafo (7), for bypasaing' the range group(_), can be ooupled to at least ohe shaft of the main group (2). Motor vehicle transmission ål; 2%; 26; 29)according to Claim 8, eharaoterized in that the atleast one shaft: ia an input ehaft {EW2) of themain. group (2) and/or at least one eountetehaft (VW2) of the main group (2). 1f . J k. vi: ~_~~_ sn ﬂ n n-n.~ .h nn _. Å sk? . .x “L __.T ..\ .qÄ H El I? F .g ' kl .L\_; \' \ .L v! “__ -tiï “I\1A. “e 'r,..Il. ~.. ,_.L L? \.~ .- -ïš

1. .. .w ."i :çalï 3 k.L