DE102011000151B4 - Transmission for a motor vehicle and method for controlling such a transmission - Google Patents

Abstract

A transmission for a motor vehicle comprising a first input shaft (1) which can be drive-connected to a drive motor via a first clutch (K1), a second input shaft (2) which is drive-connected to the drive motor via a second clutch (K2), and one to a drive train First output shaft (3) to be connected to drive wheels of the motor vehicle, which is drivably connectable to the first input shaft (1) via at least one gear pair (II, X) and to the second input shaft (2) via at least one gear pair (IV, VIII) , and a parallel shaft (14) which is drivingly connected to the first input shaft (1) via a gear pair (VI) and which is drivably connectable to the second input shaft (2) via at least one transfer gear pair (T1, T2), the parallel shaft (14 ) can be coupled via a switching arrangement (D) to a second output shaft (18) to be connected to the drive train of the motor vehicle.

Description

The invention relates to a transmission for a motor vehicle comprising a first input shaft which can be drive-connected to a drive motor via a first clutch,
a second input shaft which can be drivably connected to the drive motor via a second clutch,
a first output shaft to be connected to a drive train of the motor vehicle, which is drivably connectable to the first input shaft via at least one pair of gears and to the second input shaft via at least one pair of transfer gears, and
a parallel shaft which is drivingly connected to the first input shaft via a pair of gears and which can be drivingly connected to the second input shaft via at least one pair of gears.

Such a transmission is for example in DE 100 15 336 A1 disclosed. The dual clutch transmission described there comprises two input shafts, each of which can be connected to a drive motor with a friction clutch. Each of the input shafts can optionally be connected to an output shaft via two pairs of gears. Depending on which of the two friction clutches is closed, the drive torque is transmitted from the drive motor to the output shaft via the first input shaft or to the output shaft via the second input shaft. Thus, a total of four gear shift stages of the transmission could be implemented. In order to increase the number of gear shift stages, a parallel shaft is provided which is drivingly connected to one of the input shafts via a gear pair with two fixed gears. The parallel shaft can also be optionally connected to the other input shaft via two pairs of gears. Thus, the drive train can be formed from the first input shaft, the parallel shaft, the second input shaft and the output shaft at least at a specific gear stage engaged. Alternatively, the drive train can be formed from the second input shaft, the parallel shaft, the first input shaft and the output shaft. Thus, in theory, twelve gear shifts can be achieved.

The object of the present invention is to realize a higher number of usable gear shift steps without significantly increasing the installation space of the transmission.

The object is achieved according to the invention by comprising a transmission for a motor vehicle
a first input shaft which can be drivably connected to a drive motor via a first clutch,
a second input shaft which can be drivably connected to the drive motor via a second clutch,
a first output shaft to be connected to a drive train for driving wheels of the motor vehicle, which is drivably connectable to the first input shaft via at least one pair of gears and to the second input shaft via at least one pair of transfer gears, and
a parallel shaft which is drivingly connected to the first input shaft via a pair of gears and which is drivingly connected to the second input shaft via at least one pair of transfer gears,
wherein the parallel shaft can be coupled via a switching arrangement to a second output shaft to be connected to the drive train of the motor vehicle.

Thus, the gear pairs that serve as a connection between the input shafts and the parallel shaft can be used for additional gear shifts.

In the case of the transmission, it is provided that the two output shafts are connected to the same element of the drive train of the motor vehicle. The output shafts will each mesh with a gear with a wheel of a differential gear.

The second output shaft is preferably arranged coaxially to the parallel shaft.

In a preferred embodiment it is provided that the first input shaft can optionally be drive-connected to the first output shaft via at least two gear wheel pairs. Likewise, the second input shaft can optionally be drivably connected to the first output shaft via at least two gear wheel pairs.

The parallel shaft can optionally be drive-connected to the second drive shaft via at least two transfer gear pairs.

To implement a reverse gear, a gear pair arrangement with three gear wheels can be provided, via which the first input shaft can be drive-connected to the second output shaft.

All switchable gear pairs, including the at least one transfer gear pair, each include a fixed gear and an idler gear, the idler gears being able to be coupled to the respective shaft on which they are mounted via conventional shifting arrangements with shift sleeves.

The first clutch and the second clutch are preferably provided as friction clutches.

The transmission can be designed in such a way that there is always at least one generated gear shift step between two consecutive direct gear shift stages in which the second input shaft is not coupled to the parallel shaft via the at least one transfer gear pair, in which the second input shaft via the at least a pair of transfer gears is coupled to the parallel shaft.

Here, all gear shift steps are to be taken into account, which can be implemented in a shift sequence from the lowest mechanically possible gear shift steps to the highest mechanically possible gear shift steps, even if individual gear shift steps may remain unused in the actual shift sequence. It is therefore fundamentally conceivable that only two direct gear shift steps that follow one another with regard to their gear ratios are actually used. However, a mechanically at least theoretically realizable generated gear shift step is always arranged between these direct gear shift steps. This definition only applies to the forward gears and not to the reverse gears.

The object is also achieved by a method for controlling an aforementioned transmission, the transmission being controlled in such a way that the power path via the second clutch, the second input shaft, the at least one transfer gear pair between the second input shaft and the parallel shaft, the parallel shaft, the gear pair between the parallel shaft and first input shaft, first input shaft, which guides at least one gear pair between the first input shaft and the first output shaft and the first output shaft. (1st and 9th gear)

Furthermore, it can be provided that the power path leads via the first clutch, the first input shaft, the at least one gear pair between the first input shaft and the first output shaft and the first output shaft. (2nd and 10th gear)

Furthermore, both input shafts and the parallel shaft can be provided for a power path to the first output shaft, the transmission being controlled in such a way that the power path is via the first clutch, the first input shaft, the gear pair between the first input shaft and parallel shaft, the parallel shaft, the at least one transfer gear pair between the parallel shaft and the second input shaft, the second input shaft, which guides at least one pair of gears between the second input shaft and the first output shaft and the first output shaft. (3rd and 7th gear)

The same applies to the second clutch and the second input shaft, the transmission being controlled in such a way that the power path leads via the second clutch, the second input shaft, the at least one gear pair between the second input shaft and the first output shaft and the first output shaft. (4th and 8th gear)

The transmission can also be controlled in such a way that the power path leads via the second clutch, the second input shaft, the at least one transfer gear pair between the second input shaft and the parallel shaft, the parallel shaft, the shift arrangement and the second output shaft. Thus, the gear pairs between the second input shaft and the parallel shaft can also be used for further gear shift stages. (5th gear)

The power path can also lead via the first clutch, the first input shaft, the gear pair between the first input shaft and parallel shaft, the parallel shaft, the third clutch and the second output shaft. Thus, the gear pair between the first input shaft and the parallel shaft is used for a further gear shift stage. In principle, it can also be provided between the first input shaft and the parallel shaft that more than just one gear pair is provided, the gear pairs then each being selectively connectable so that a gear pair can be used for each gear shift stage. (6th gear)

A first reverse gear can be implemented in that the transmission is controlled in such a way that the power path via the second clutch, the second input shaft, the at least one transfer gear pair between the second input shaft and parallel shaft, the parallel shaft, the gear pair between the parallel shaft and the first input shaft, a gear pair arrangement between the first Input shaft and second output shaft, the switching arrangement and the second output shaft leads. (1st reverse gear)

A second reverse gear can be implemented by controlling the transmission in such a way that the power path leads via the first clutch, the first input shaft, a gear pair arrangement between the first input shaft and the second output shaft, the shifting arrangement and the second output shaft. (2nd reverse gear)

For switching between two gear shift levels, in particular between two successive gear shift levels, on the one hand a conventional sequence as in conventional double clutch transmissions can be provided, with the switching process from an output gear shift level in which the drive is via one of the two Clutches take place to a higher or lower subsequent gear shift stage, in which the drive takes place via the other of the two shift clutches, the clutch for driving in the subsequent gear shift stage is continuously closed while the clutch for driving in the output gear shift stage is continuously opened. It is thus “faded over” from one gear shift stage to the next without any interruption of tractive effort.

On the other hand, it can be provided that if the same clutch has to be used for driving in two successive gear shift stages, an intermediate shift to a higher gear shift stage, in which the other shift clutch is used, takes place.Here, the intermediate shift is only used temporarily for the duration of the shifting process as a "support circuit" to avoid an interruption in traction. For example, the next but one gear shift stage or another higher gear shift stage can be used. In a specific embodiment of this shifting process, it can be provided that during the shifting process from an output gearshift stage to a next higher subsequent gearshift stage, the drive being carried out via the same clutch in both the initial gearshift stage and in the subsequent gearshift stage, during the continuous When one of the two clutches is opened, the other of the two clutches is continuously closed in order to shift from the initial gear shift stage to an intermediate gear shift stage, in which the drive takes place via the other shift clutch, whereupon the next gear shift stage occurs during the drive via the other shift clutch is inserted and then the other clutch is continuously opened, while the clutch for the drive via the next gear shift stage is continuously closed.

• 1 eine schematische Darstellung eines erfindungsgemäßen Getriebes,
• 2 den Drehmomentverlauf bei einem Schaltvorgang von der ersten zur zweiten Gangschaltstufe,
• 3 den Drehmomentverlauf bei einem Schaltvorgang von der zweiten zur dritten Gangschaltstufe und
• 4 ein Schema der Schaltabfolgen.

A preferred embodiment is explained in more detail with reference to the following figures. Show here:

• 1 a schematic representation of a transmission according to the invention,
• 2 the torque curve during a shift from the first to the second gear shift stage,
• 3 the torque curve during a shift from the second to the third gear shift stage and
• 4th a scheme of the switching sequences.

1 shows a first input shaft 1 which can be drive-connected via a first clutch K1 to a drive motor, usually an internal combustion engine of a motor vehicle. There is also a second input shaft 2 shown, which is also drivably connectable to the drive motor via a second clutch K2. The two clutches K1, K2 are designed as friction clutches, the clutch K1, K2 only being shown with only one clutch element to simplify the present schematic illustration. In principle, however, other switchable clutches that ensure a shifting process with slip are also possible.

The first input shaft 1 is designed as a hollow shaft around the second input shaft 2 is arranged and rotatable coaxially to this. In principle, the two input shafts 1 , 2 however, they can also be arranged parallel to one another. The coaxial arrangement, however, enables a more compact design.

There is also a first output shaft 3 provided parallel to the two input shafts 1 , 2 is arranged. About two pairs of gears II , X is the first input shaft 1 with the first output shaft 3 drive connectable. The two pairs of gears II , X each include a fixed gear 4th , 6th and a loose wheel 5 , 7th , with the two fixed gears 4th , 6th rotatably with the first input shaft 1 are connected and the two idler gears 5 , 7th rotatable about the first output shaft 3 are arranged. The two idlers 5 , 7th are via a switching arrangement A. optionally with the first input shaft 3 connectable, that is, depending on the switching position of the switching arrangement A. is either the idler wheel 5 or the idler wheel 7th with the first output shaft 3 coupled. In principle, there is also a neutral position of the shift arrangement A. provided in which neither of the two idler gears 5 , 7th with the first output shaft 3 is coupled.

The second input shaft is in a comparable arrangement 2 via a pair of gears IV and a pair of gears VIII with the first output shaft 3 drive connectable. The two pairs of gears IV , VIII each include a fixed gear 8th , 10 as well as a loose wheel 9 , 11 . Both fixed gears 8th , 10 are non-rotatably with the second input shaft 2 connected, whereas the two idler gears 9 , 11 rotatable on the first output shaft 3 are arranged. Via a second switching arrangement B. are the two idler gears 9 , 11 optionally with the first output shaft 3 can be coupled, that is, depending on the switching position of the second switching arrangement B. is either the idler wheel 9 or the idler wheel 11 with the second output shaft 3 Drive connected and coupled. Neither of the two idler gears is in a switching position 9 , 11 with the first output shaft 3 connected.

Via a pair of gears VI , which has two fixed gears 12 , 13 comprises, wherein one of the fixed gears 12 rotatably with the first input shaft 1 and the other of the two fixed gears 13 rotatable with a Parallel wave 14th connected is the first input shaft 1 with the parallel wave 14th drive connected. The parallel wave 14th is parallel to the two input shafts 1 , 2 and parallel to the first output shaft 3 arranged.

The second input shaft 2 is via two pairs of transfer gears T1 , T2 with the parallel wave 14th drive connectable, with the two transfer gear pairs T1 , T2 one fixed gear each 15th , 10 and a loose wheel 16 , 17th include. The two fixed gears 15th , 10 are non-rotatably with the second input shaft 2 connected. The two idlers 16 , 17th can be rotated around the parallel shaft 14th arranged. A third switching arrangement C. is provided to the two idler gears 16 , 17th optionally with the parallel shaft 14th to be able to couple. In a switching position of the third switching arrangement C. is one of the two idler gears 16 with the parallel wave 14th coupled and in another switching position the other of the two idler gears 17th . In a further switch position of the third switch arrangement C. is neither of the two idler gears 16 , 17th with the parallel wave 14th coupled.

There is also a second output shaft 18th provided, which is coaxial with the parallel shaft 14th is arranged. In the present embodiment, the second output shaft is 18th on the parallel shaft 14th rotatably arranged. However, other arrangements are also conceivable, for example the parallel shaft 14th also be designed as a hollow shaft around the second output shaft 18th is arranged.

Via a fourth switching arrangement D. can the parallel wave 14th with the second output shaft 18th are coupled so that they rotate with one another in a rotationally fixed manner. Coupling via gear wheels is also conceivable here, in particular if the parallel shaft and the second output shaft 18th should not be arranged coaxially to one another.

About the fourth switching arrangement D. is the second output shaft 18th also with a gear pair arrangement R. drive connectable. The gear pair arrangement R. includes the idler wheel 5 that rotates on the first output shaft 3 is arranged and one with the idler wheel 5 meshing loose wheel 19th that is about the second output shaft 18th is rotatably arranged. About the fourth switching arrangement D. can be the second output shaft 18th with the idler wheel 19th be coupled non-rotatably. In this context it should be noted that the representation according to 1 is simplified in order to be able to map all gear pairs in one plane. In fact are the first input shaft 1 or the coaxial to the first input shaft 1 arranged second input shaft 2 , the first output shaft 3 and the second output shaft 18th arranged in a view in the direction of the axes on an imaginary triangle, so that the idler wheel 19th with the idler wheel 5 can comb.

In the present exemplary embodiment, a first power path is used to display a first gearshift stage, which is from the second input shaft when the second clutch K2 is closed and when the first clutch K1 is open 2 to the transfer gear pair T2 runs. The third switching arrangement C. couples the parallel shaft 14th with the idler wheel 17th of the transfer gear pair T2 so that the power path is through the transfer gear pair T2 to the parallel wave 14th runs. About the gear pair VI the first power path continues to the first input shaft 1 and from there via the gear pair II to the first output shaft 3 , wherein the first switching arrangement A. the idler wheel 5 rotatably with the first output shaft 3 couples. The first output wave 3 includes a first output gear 20th which meshes with a drive wheel, not shown here, of a differential gear.

To implement a second gear shift stage, a second power path is used, which is from the first input shaft when the first shift clutch K1 is closed 1 about the gear pair II to the first output shaft 3 runs, wherein the first switching arrangement A. the idler wheel 5 rotatably with the first output shaft 3 couples.

When shifting from the first gear shift stage to the second gear shift stage, there is a “fading” from the second clutch K2 to the first clutch K1, as is also the case with conventional double clutch transmissions. This means that during the continuous opening of the second clutch K2, the first clutch is continuously closed, so that there is no interruption of tractive force during the shifting process. In 2 shows the torque curve of the two clutches K1, K2 over time. When driving in the first gear shift stage, the second gear shift stage is preset so that it is possible to "fade over" without interrupting the tractive effort. To the extent that the torque on the second clutch K2 is reduced, the torque on the first clutch K1 is increased.

In the third gear shift stage, a third power path runs via the first input shaft when the first shift clutch K1 is closed and the second shift clutch K2 is open 1 about the gear pair VI to the parallel wave 14th . The switching arrangement C. couples the parallel shaft 14th with the idler wheel 16 of the transfer gear pair T1 so that the third power path continues to the second input shaft 2 is directed. From there, the third power path continues via the gear pair IV to the first output shaft 3 , the switching arrangement B. the idler wheel 11 of the gear pair IV with the first output shaft 3 couples.

A fourth power path is used to represent the fourth gear shift stage, which is from the second input shaft when the first shift clutch K1 is open and the second shift clutch K2 is closed 2 about the gear pair IV to the first output shaft 3 runs. Here is the second switching arrangement B. switched so that the idler wheel 11 of the gear pair IV rotatably with the first output shaft 3 is coupled.

When shifting from the second gear shift stage to the third gear shift stage, the first shift clutch K1 is closed and the second shift clutch K2 disengaged in both gear shift stages, so that the first shift clutch K1 has to be opened briefly for the shift process. This would lead to an interruption in the tractive force. In order to avoid this, for the duration of the switching process, within which the first switching arrangement A. to loosen the idler wheel 5 of the gear pair II and the third switching arrangement C. for coupling the idler gear 16 of the transfer gear pair T1 adjusted, the fourth gear shift stage used to have a supportive effect and to avoid an interruption in traction.

Here, while the drive is via the second gear shift stage and the second power path, the second clutch K2 is initially continuously closed, while the first clutch K1 is continuously opened. Thus, the performance path is "faded" in the direction of the fourth performance path. Second gear is then disengaged and third gear is engaged. Then the first clutch K1 is continuously closed again and the second clutch K2 is continuously opened, so that the fourth power path is "faded over" to the third power path. The fourth power path is only used as long as the switching process lasts. In 3 shows the torque curve of the two clutches K1, K2 over time. It becomes clear here that the fourth gearshift stage is used for the duration of the shift from the second gearshift stage to the third gearshift stage, whereby due to the high kinetic energy stored in the drive, there is even an increase in torque, which is the lower torque of the fourth gear compensated. To the extent that the torque on the first clutch K1 is reduced, the torque on the second clutch K2 is increased. While the third gear is engaged, the fourth gear shift step is used. Then the torque on the second clutch K2 is reduced and the torque on the first clutch K1 is increased to the same extent.

Afterwards, you can “fade over” back to the fourth gear shift position for further upshifts.

In a fifth gear shift stage, a fifth power path runs via the second input shaft when the first shift clutch K1 is open and the second shift clutch K2 is closed 2 and via the transfer gear pair T2 to the parallel wave 14th , the third switching arrangement C. the idler wheel 17th of the transfer gear pair T2 with the parallel wave 14th couples. The fourth switching arrangement D. couples the second output shaft 18th with the parallel wave 14th so that the fifth power path continues to the second output shaft 18th and the second output gear connected to it 21st runs, with the second output gear 21st meshes with the not shown drive wheel of the differential gear.

A sixth power path of the sixth gear shift stage runs from the first input shaft when the first shift clutch K1 is closed and the second shift clutch K2 is open 1 about the gear pair VI to the parallel wave 14th and from there via the fourth switching arrangement D. , which is the parallel wave 14th with the second output shaft 18th couples, to the second output shaft 18th .

The seventh power path of the seventh gear shift stage corresponds to the third power path of the third gear shift stage, but with the second input shaft 2 not about the gear pair IV but via the gear pair VIII with the first output shaft 3 is connected, the second switching arrangement B. the idler wheel 9 of the gear pair VIII with the first output shaft 3 couples.

The eighth power path of the eighth gear shift stage corresponds to the fourth power path of the fourth gear shift stage, but with the second input shaft 2 not about the gear pair IV but via the gear pair VIII with the first output shaft 3 is connected, the second switching arrangement B. the idler wheel 9 of the gear pair VIII with the first output shaft 3 couples.

The ninth power path of the ninth gear shift stage corresponds to the first power path of the first gear shift stage, but with the first input shaft 1 not about the gear pair II but via the gear pair X with the first Output shaft 3 is connected, the first switching arrangement A. the idler wheel 7th of the gear pair X with the first output shaft 3 couples.

The tenth power path of the tenth gear shift stage corresponds to the second power path of the second gear shift stage, but with the first input shaft 1 not about the gear pair II but via the gear pair X with the first output shaft 3 is connected, the first switching arrangement A. the idler wheel 7th of the gear pair X with the first output shaft 3 couples.

The eleventh power path of the eleventh gear shift stage corresponds to the ninth power path of the ninth gear shift stage, but with the second input shaft 2 not via the transfer gear pair T2 but via the transfer gear pair T1 with the parallel wave 14th is connected, the third switching arrangement C. the idler wheel 16 of the transfer gear pair T1 with the parallel wave 14th couples.

The advantage of the present embodiment of a transmission according to the invention is therefore that two different shifting operations are possible. On the one hand, it is possible to fade from one clutch to the other, as is known from conventional dual clutch transmissions. On the other hand, it is also possible, in the event that an interruption of tractive power would arise between two gear shift levels if the two successive gear shift levels are implemented by the same clutch, an interruption of tractive power is prevented by a "support shift" taking place in which for the duration of Shifting process a gear shift stage is used for support, the power path of which runs through the respective other clutch.

4th shows a diagram of the switching processes for the various gear shift stages (gears). For each gear it is specified via which clutch K1, K2 is driven. For this purpose, it is indicated in the respective line over which tooth pairs the power path runs. in the 1 . Accordingly, the second shifting clutch K2 is used for driving, as already explained above, the power path via the transfer gear pair T2 and the gear pairs VI and II runs. When shifting into 2nd gear, it can be faded directly to the first clutch K1. When shifting from 2nd gear to 3rd gear, in which the first clutch K1 is used for driving, support is provided via 4th gear and thus via the second clutch K2. The 4th . Corridor is therefore only used temporarily. Then there is another fading shift from 3rd gear to 4th gear. From 4th . Gear must be shifted to 5th gear using 6th gear. For a favorable gear gradation, in which gear steps that are too small, especially in the lower gears, should be avoided, it can be useful to skip individual gears, in particular gears in which the power path is guided via the parallel shaft. In the present example, for example, 3rd gear can be skipped, which is indicated by a broken line between 3rd and 4th gear.

From 5 . Gear can be shifted to 6th gear. From 6th . Gear is shifted to 7th gear supported by 8th gear. From 7th . 1st gear is shifted back to 8th gear. From 8th . Gear is shifted to 9th gear with the help of 10th gear, from which shifts to 10th gear again. From 10 . Gear is also shifted to 11th gear.

List of reference symbols

1

first input shaft

2

second input shaft

3

first output shaft

4th

Fixed gear

5

Idler wheel

6th

Fixed gear

7th

Idler wheel

8th

Fixed gear

9

Idler wheel

10

Fixed gear

11

Idler wheel

12

Fixed gear

13

Fixed gear

14th

Parallel wave

15th

Fixed gear

16

Idler wheel

17th

Idler wheel

18th

second output shaft

19th

Idler wheel

20th

first output wheel

21st

second output wheel

A.

1. Switching arrangement

B.

2. Switching arrangement

C.

3. Switching arrangement

D.

4. Switching arrangement

II

Gear pair

IV

Gear pair

VI

Gear pair

VIII

Gear pair

X

Gear pair

R.

Gear pair

T1

Transfer gear pair

T2

Transfer gear pair

Claims (19)

Comprising a transmission for a motor vehicle a first input shaft (1) which can be drivably connected to a drive motor via a first clutch (K1), a second input shaft (2) which can be drivably connected to the drive motor via a second clutch (K2), a first output shaft (3) to be connected to a drive train for driving the wheels of the motor vehicle, which is connected to the first input shaft (1) via at least one gear pair (II, X) and to the second input shaft (IV, VIII) via at least one gear pair (IV, VIII) 2) is drive-connectable, as well as a parallel shaft (14) which is drive-connected to the first input shaft (1) via a gear pair (VI) and which can be drive-connected to the second input shaft (2) via at least one transfer gear pair (T1, T2), wherein the parallel shaft (14) can be coupled to a second output shaft (18) to be connected to the drive train of the motor vehicle via a switching arrangement (D). Gearbox after Claim 1 , characterized in that the first input shaft (1) can optionally be drive-connected to the first output shaft (3) via two gear wheel pairs (II, X). Transmission according to one of the preceding claims, characterized in that the second input shaft (2) can optionally be drive-connected to the first output shaft (3) via at least two gear wheel pairs (IV, VIII). Transmission according to one of the preceding claims, characterized in that the parallel shaft (14) can optionally be drivably connected to the second input shaft (2) via at least two transfer gear pairs (T1, T2). Transmission according to one of the preceding claims, characterized in that a gear pair arrangement (R) with three gear wheels (4, 5, 19) is provided, via which the first input shaft (1) can be drivably connected to the second output shaft (18). Transmission according to one of the preceding claims, characterized in that the first clutch (K1) and the second clutch (K2) are friction clutches. Transmission according to one of the preceding claims, characterized in that the second output shaft (18) is arranged coaxially to the parallel shaft (14). Transmission according to one of the preceding claims, characterized in that the transmission is designed in such a way that between two consecutive direct gear shift stages in terms of their gear ratios, in which the second input shaft (2) does not have the at least one transfer gear pair (T1, T2) with the parallel shaft (14) is coupled, there is always at least one generated gear shift stage in which the second input shaft (2) is coupled to the parallel shaft (14) via the at least one transfer gear pair (T1, T2). Method for controlling a transmission according to one of the preceding claims, characterized in that the transmission is controlled in such a way that the power path via the second clutch (K2), the second input shaft (2), the at least one transfer gear pair (T1, T2) between the second Input shaft (2) and parallel shaft (14), the parallel shaft (14), the gear pair (VI) between the parallel shaft (14) and the first input shaft (1), the first input shaft (1), the at least one gear pair (II, X) between the first Input shaft (1) and first output shaft (3) and the first output shaft (3) leads. (1st and 9th gear) Procedure according to Claim 9 , characterized in that the transmission is controlled in such a way that the power path via the first clutch (K1), the first input shaft (1), the at least one gear pair (II, X) between the first input shaft (1) and the first output shaft (3) and the first output shaft (3) leads. (2nd and 10th gear) Method according to one of the Claims 9 or 10 , characterized by that the transmission is controlled in such a way that the power path via the first clutch (K1), the first input shaft (1), the gear pair (VI) between the first input shaft (1) and parallel shaft (14), the parallel shaft (14), the at least a transfer gear pair (T1, T2) between the parallel shaft (14) and the second input shaft (2), the second input shaft (2), the at least one gear pair (IV, VIII) between the second input shaft (2) and the first output shaft (3) and the first output shaft (3) leads. (3rd and 7th gear) Method according to one of the Claims 9 to 11 , characterized in that the transmission is controlled in such a way that the power path via the second clutch (K2), the second input shaft (2), the at least one gear pair (IV, VIII) between the second input shaft (2) and the first output shaft (3) and the first output shaft (3) leads. (4th and 8th gear) Method according to one of the Claims 9 to 12 , characterized in that the transmission is controlled in such a way that the power path via the second clutch (K2), the second input shaft (2), the at least one transfer gear pair (T1, T2) between the second input shaft (2) and the parallel shaft (14), the parallel shaft (14), the switching arrangement (D) and the second output shaft (18) leads. (5th gear) Method according to one of the Claims 9 to 13 , characterized in that the transmission is controlled in such a way that the power path via the first clutch (K1), the first input shaft (1), the gear pair (VI) between the first input shaft (1) and parallel shaft (14), the parallel shaft (14 ), the switching arrangement (D) and the second output shaft (18) leads. (6th gear) Method according to one of the Claims 9 to 14th , characterized in that the transmission is controlled in such a way that the power path via the second clutch (K2), the second input shaft (2), the at least one transfer gear pair (T1, T2) between the second input shaft (2) and the parallel shaft (14), the parallel shaft (14), the gear pair (VI) between the parallel shaft (14) and the first input shaft (1), a gear pair arrangement (R) between the first input shaft (1) and the second output shaft (18), the switching arrangement (D) and the second output shaft (18) leads. (1st reverse gear) Method according to one of the Claims 9 to 15th , characterized in that the transmission is controlled in such a way that the power path via the first clutch (K1), the first input shaft (1), a gear pair arrangement (R) between the first input shaft (1) and second output shaft (18), the switching arrangement ( D) and the second output shaft (18) leads. (2nd reverse gear) Method according to one of the Claims 9 to 16 , characterized in that when shifting from an output gear shift stage, in which the drive takes place via one of the two shift clutches (K1, K2), to a subsequent gear shift stage, in which the drive takes place via the other of the two shift clutches (K2, K1) takes place, the clutch (K2, K1) for driving in the next gear shift stage is continuously closed while the clutch (K1, K2) for driving in the output gear shift stage is continuously opened. Method according to one of the Claims 9 to 17th , characterized in that when shifting from an output gear shift stage to a subsequent gear shift stage, both in the initial gear shift stage and in the subsequent gear shift stage, the drive takes place via the same clutch (K1, K2), during the continuous opening of one of the two shift clutches (K1, K2) the other of the two shift clutches (K2, K1) is continuously closed in order to switch from the initial gear shift stage to an intermediate gear shift stage in which the drive takes place via the other shift clutch (K2, K1), whereupon the next gear shift stage is engaged during the drive via the other clutch (K2, K1) and then the other clutch is continuously opened, while the clutch (K1, K2) for the drive via the next gear shift stage is continuously closed. Procedure according to Claim 18 , characterized in that the intermediate gear shift stage is used only for the duration of the gear shift stage change from the initial gear shift stage to the subsequent gear shift stage.

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