WO2014048626A1 - Transmission for a motor vehicle - Google Patents

Description

 Transmission for a motor vehicle

The invention relates to a transmission, in particular dual-clutch transmission, for a motor vehicle, comprising two partial transmissions, wherein each of the partial transmissions comprises at least one input shaft, and wherein the at least two input shafts are arranged on a drive side of the transmission on an input shaft axis, an output shaft as the output shaft of both partial transmissions an output side of the transmission, a countershaft, wherein the countershaft comprises at least one countershaft, and a planetary gear, which is connectable to the output shaft, wherein at least one of the input shafts via at least one gear plane and / or at least one switching element and connectable via the planetary gear with the output shaft is.

Gearboxes for motor vehicles are designed, inter alia, as a so-called dual-clutch transmission, in which an input shaft is assigned to a partial transmission and in which the input shafts of the two partial transmissions can each be connected via an associated power shift element to a drive, for example an internal combustion engine or an electric motor, wherein the two Load switching elements are summarized in the form of a double clutch. The representable about such a gear ratios are then alternately divided between the two partial transmissions, so that, for example, a partial transmission, the odd gears and the corresponding other partial transmission represents the even gears. It is also known to represent the individual gear stages by one or more wheel stages or planes, each having different gear ratios. By means of corresponding switching elements, these can be incorporated into the force or torque flux between the drive and output, so that a corresponding desired ratio between the drive and output of the transmission is shown in each case.

By alternately splitting the gears on the two partial transmissions, it is possible to already select a subsequent gear when driving in a gear assigned to a partial transmission in the respective other partial transmission by appropriate actuation of the switching devices, with a final gear Change in the subsequent gear by opening the power shift element of a sub-transmission and a subsequent closing of the power-shift element of the other sub-transmission is made possible shortly thereafter. In this way, the gears or gear ratios of the transmission can be switched under load, which improves an acceleration capability of the motor vehicle due to a thus essentially traction interruption-free gear change and more comfortable switching operations for a driver.

Such dual-clutch transmissions can in this case also be designed with a countershaft additionally arranged for input and output, so that a compact construction is made possible in the axial direction.

From DE 10 2006 054 281 A1, a transmission for a motor vehicle in the form of a dual-clutch transmission has become known. The dual-clutch transmission comprises two partial transmissions, each with an input shaft. By connecting the respective input shaft via a respective load switching element, the two partial transmissions can each be alternately incorporated into a force or torque flow from a drive to an output, wherein the input shaft of the first subtransmission is designed as Getriebzentral- and the input shaft of the second subtransmission as a hollow shaft transmission. Furthermore, an output shaft is arranged, which is designed as an output of both partial transmissions, wherein a rotational movement of the drive can be translated over several translation stages to the output, in which the force and torque flow is guided via a countershaft. In this case, at least two wheel planes are switched by means of actuation of associated switching elements in the force and torque flux, wherein a plurality of gear ratios can be represented by combining the actuation of the switching elements and the force and torque flow over corresponding wheel plane. Likewise, an untranslated transmission of the rotational movement of the drive to an output shaft of the output by operating corresponding switching elements is possible.

From DE 10 2007 049 267 A1, a further transmission for a motor vehicle in the form of a dual-clutch transmission has become known. The dual-clutch transmission comprises two input shafts and two to the two input shafts parallel countershafts, wherein the input shafts on gear planes and switching elements are coupled to the countershafts. Furthermore, a switching element is arranged on one of the two countershaft axes, which can couple together two countershafts, each having a gear of different wheel planes. These gears are arranged in wheel planes, which mesh with gears on different input shafts. By means of this switching element, thus, the two input shafts can be indirectly connected to each other or coupled.

From the P CT / EP 2009/008796 another dual-clutch transmission with planetary gear and a countershaft with a countershaft has become known.

An object of the present invention is therefore to provide a transmission for a motor vehicle, which has a good load switching capability and a good hybridisability. Moreover, it is an object of the present invention to provide a transmission for a motor vehicle, which is easier and cheaper to produce and at the same time allows reliable transmission of torque between the drive and output. Another object of the present invention is to provide an alternative transmission for a motor vehicle. Furthermore, it is an object of the present invention to provide a transmission with a more easily adaptable gradation of grades available.

The present invention solves the problems in a transmission, in particular dual-clutch transmission, for a motor vehicle, comprising two partial transmissions, each of the partial transmissions comprises at least one input shaft and wherein the at least two input shafts are arranged on a drive side of the transmission on an input shaft axis, an output shaft as the output shaft both partial transmissions on an output side of the transmission, a countershaft, wherein the countershaft comprises at least one countershaft, and a planetary gear, which is connectable to the output shaft, wherein at least one of the input shafts via at least one gear plane and / or at least one switching element and via the planetary gear the output shaft is connectable, in that M wheel planes and N Switching devices are arranged, wherein N and M each have a natural number is greater than or equal to two, that the countershaft comprises two countershafts, wherein at least two of the countershafts are respectively arranged on different countershaft axes and that representable by means of M wheel planes and the N switching devices gear ratios full are power shiftable, wherein one of the N switching means is provided for actuating the planetary gear.

The invention also solves the objects in a motor vehicle, in particular a passenger or truck with a transmission according to one of claims 1 to 19.

One of the advantages achieved with this is that all gear ratios incl. A shift of the planetary gear are fully power-shiftable, that is also a switching by actuation of the switching device for the planetary gear without traction interruption is enabled; the transmission thus has a good load switching capability. Another advantage is that the transmission has a good hybridisability. In addition, the transmission offers a more easily adaptable gradation of the different gear ratios of the transmission.

The term "wheel stage" or "wheel plane" are preferably to be understood in the description, in particular in the claims, essentially two mutually cooperating transmission elements for transmitting torques from the one transmission element to the other transmission element, preferably a sub- or translation for provide in particular with the transmission elements cooperating waves in the transmission.

The term "switching element" is preferably in the description, in particular in the claims, a device having at least one open and a closed state, wherein in the open state, the device no torque and wherein in the closed state, the device torque between two can transmit with this device or the switching element cooperating devices. The term "switching device" is preferably to be understood in the description, in particular in the claims, at least one switching element and at least one switching element actuation device for actuating the at least one switching element.

The term "transmission element" is preferably to be understood in the description, in particular in the claims, as a device with which force and / or torques are transferable. <br/> <br/> Transmission elements may preferably be wheels, preferably gear wheels, in particular spur gears, bevel gears, worm wheels or the like be educated.

Transmission elements are formed in particular in the description, preferably in the claims, in terms of fixed wheels or idler gears. If transmission elements are designed in the sense of loose wheels, these are arranged on a hollow shaft and can be coupled by means of a switching element to a further shaft on the same axis of the transmission.

Further advantageous embodiments, features and advantages of the invention are described in the subclaims.

Preferably, all transmission elements which are arranged on the countershafts, designed as a fixed wheels, so rotatably connected to the countershaft. In particular, the fixed wheels are gears.

Conveniently, all switching devices of the transmission are arranged on the input shaft axis. One of the advantages achieved with this is that no switching elements or switching devices need to be arranged on the at least two countershaft axes so that a simple and reliable power division by means of the countershaft is made possible.

Advantageously, at least two shafts of the transmission are arranged coaxially with each other. This reduces the construction space, for example, for the at least two Input shafts. The transmission can thus be used even in cramped conditions in a motor vehicle.

Conveniently, the number N is equal to five and / or the number M is equal to seven. Thus, if N = 5 and / or M = 7 switching devices or wheel planes are arranged, at least several forward gears are represented by the transmission, while the transmission can be made compact, so that it can be used in a variety of vehicles.

Advantageously, at least one of the shafts of the transmission is designed as a solid shaft and another shaft on the same axis as a hollow shaft. Thus, for example, a particularly space-saving arrangement of the two input shafts is possible because the input shaft designed as a hollow shaft can be arranged coaxially and parallel to the input shaft designed as a solid shaft. When training as a solid shaft or as a hollow shaft respective transmission elements, if they are to be firmly connected to the solid shaft or the hollow shaft, with the respective shaft in one piece and thus be produced inexpensively. A time-consuming and therefore cost-intensive determination of respective transmission elements on the corresponding shaft can thus be dispensed with.

Conveniently, the transmission has a sun shaft on the input shaft axis, which is coupled on the one hand with one of the input shafts, on the other hand connected to a sun gear of the planetary gear. In this way, the flexibility of the transmission is further increased, so that a plurality of gears and gear ratios by means of the transmission can be displayed. In addition, a direct transmission of force and torque from one of the input shafts to the planetary gear is possible.

Advantageously, at least one wheel plane is designed as a reverse gear. By means of the at least one reverse gear stage, the direction of rotation of the output shaft can be reversed with respect to one of the input shafts, so that a reverse gear for a vehicle can be provided, which increases the flexibility. significantly increased in terms of the use of the transmission in different vehicles.

Conveniently, the reverse gear stage is actuated by means of at least one of the N switching devices, wherein the at least one switching device is connected to the sun shaft of the transmission. The advantage here is that so that a plurality of possible reverse gears can be displayed in a simple manner by the transmission. On the other hand, in this way, a reliable transmission of power and torque from the countershaft axis of the transmission ultimately on the output shaft by means of the reverse gear stage possible.

Advantageously, the reverse gear is arranged with respect to its axial position on the sun shaft on the side adjacent to the drive side of the sun shaft. One of the advantages achieved with this is that the reverse gear stage is thus arranged substantially furthest upstream on the sun shaft and can therefore be connected to the sun shaft in a particularly simple manner via the corresponding shifting device.

Conveniently, the reverse gear includes at least one reversing element, in particular two rotatably mounted intermediate wheels. Does the reverse gear in particular two rotatably mounted intermediate wheels, respective transmission elements on the countershafts, if they are designed as gears, are made larger than the corresponding transmission element, as if only an intermediate wheel would be provided. This is advantageous from a production point of view.

Advantageously, by means of the transmission at least four, in particular eight, reverse gears can be displayed and at least four of the reverse gears can be fully switched on. In this way, in addition to a complete load shiftability of at least a portion of the reverse gears in addition to the complete load shiftability of the forward gears is made possible by the transmission. Expediently, an electric machine is arranged on at least one transmission element of a gear plane and / or on at least one countershaft and / or on at least one of the shafts on the input shaft axis for hybridizing the transmission, in particular by means of an additional switching device and / or a transmission element connected thereto.

One of the advantages achieved is that the transmission can also be used in hybrid vehicles where both an electric machine and an internal combustion engine are to interact with the transmission to transmit power and torque to drive the hybrid vehicle. The connection of the at least one electric machine can be effected on at least one of the input shafts, on the sun shaft or on the output shaft or on at least one of the countershafts. The electric machine can also be connected to a transmission element of one of the wheel planes in the sense of a loose wheel. The corresponding transmission element can thus be coupled by means of a switching element to the respective shaft.

It is also possible to connect the electric machine to a transmission element in the sense of a fixed wheel, ie to a transmission element which is fixedly connected to one of the shafts of the transmission. It is particularly advantageous to make the connection of the electric machine to the transmission by means of at least one switching element, in particular to a transmission element of a wheel plane. The advantage achieved with this first connection possibility is that thus a so-called stand-charge capability and an electric driving without

Towing losses in the gearbox is possible. For this purpose, reference is explicitly made to the disclosure content of DE 10 2010 030 569 A1 by reference: In this case, a first input shaft can be coupled to a load switching element. A second input shaft, which is arranged in particular coaxially to the first input shaft, is directly connected to a rotor of the electric machine for driving it. As a result, two parallel power transmission branches can be coupled to one another on the input side.

A second connection or Ankoppelmöglichkeit the electric machine to the transmission is possible by arranging a planetary gear in the transmission: To a first input shaft can be coupled via a corresponding switching element, in particular in the form of a clutch, an internal combustion engine. The electric machine engages on the one hand on a second input shaft and on the other hand to the first input shaft of the transmission via a planetary gear. When actuated, so closed disconnect clutch of the engine is also coupled via the planetary gear to the second input shaft. The planetary gear, comprising a planetary gear, a ring gear, planetary gears and a planet carrier, is designed in this way and cooperates with the internal combustion engine and the electric machine so that the planet carrier acts on the second input shaft. The electric machine is coupled to the sun gear of the planetary gear. In addition, a further switching element may be arranged in the form of a bridging switching element, which cooperates with the planetary gear, so that when actuated Überbrückungsschaltelement a rotationally fixed connection between the electric machine, the first input shaft and the second input shaft, whereas not actuated, ie open, bridging switching element, the aforementioned non-rotatable connection between the electric machine and the first and second input shaft does not exist, in particular so there is no speed equality between the two input shafts.

If a further switching element is arranged between the switching element which serves to connect the internal combustion engine to the first input shaft and bridging switching element, by means of this further switching element, in particular in the form of a double switching element, both the abovementioned first connection possibility and the aforementioned second connection possibility by actuation of the further switching element possible.

Advantageously, the electric machine is arranged on one of the input shafts and by means of an additional switching element, the at least two input shafts can be connected to one another. In this way, the electric machine is arranged in the sense of a load switching element in the transmission. In particular, a motor vehicle, provided with the transmission, also still on the electrical Machine started are no load switching elements, especially in the form of clutches, more necessary in the transmission.

Conveniently, the switching device for actuating the planetary gear comprises at least one switching element, wherein by means of the at least one switching element, a ring gear of the planetary gear is connectable to a housing of the transmission. One of the advantages achieved thereby is that the ring gear of the planetary gear can be both rotationally fixed and freewheeling, which further increases the number of possible gears respectively gear ratios.

Advantageously, the switching device for actuating the planetary gear comprises two switching elements, wherein by means of one of the switching elements, the ring gear is connectable to a planet carrier of the planetary gear. The advantage here is that it allows a block circulation of the planetary gear.

Appropriately, a planet carrier shaft, which is connected to the planet carrier of the transmission, designed as an output shaft. In this way, a particularly simple arrangement and a simple output by means of the planetary gear in the transmission is possible.

Advantageously, the two countershaft axes are arranged coaxially and parallel to the input shaft axis. This reduces the space for countershafts on the at least two countershaft axes and thus also of the corresponding transmission as a whole, so that the transmission can also be used in cramped conditions in a motor vehicle. Likewise, this allows a plurality of countershafts to be provided, which enables a representation of a large number of load-shiftable gears or gear stages by means of the transmission. In addition, higher forces and torques are transferable by means of the transmission.

Conveniently, only one and formed as a solid shaft countershaft are arranged on the at least two countershaft axes. In this way, the power division by means of the transmission is further simplified, since no hollow shafts are arranged on the countershaft axes. Furthermore The countershaft can be made compact despite two countershaft shaft axes.

Advantageously, the N switching devices and the M wheel planes and the planetary gear are arranged so that at least nine forward gears and at least four reverse gears are represented by the transmission, which in particular are fully power shiftable. In this way, the transmission can provide a sufficient number of powershift forward gears and reverse gears for a variety of vehicles, particularly for both passenger cars and trucks.

Further important features and advantages of the invention will become apparent from the subclaims, from the drawings, and from associated figure description with reference to the drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Preferred embodiments and embodiments of the invention are illustrated in the drawings and will be described in more detail in the following description, wherein like reference numerals refer to the same or similar or functionally identical components or elements.

In each case show in a schematic form

1 shows a transmission according to a first embodiment of the present invention;

FIG. 2 shows a first shift matrix for a transmission according to the first embodiment of the present invention; FIG. 3 shows a transmission according to a second embodiment of the present invention;

4a shows a first shift matrix for a transmission according to the second embodiment of the present invention;

Fig. 4b shows a second switching matrix for a transmission according to the second

 Embodiment of the present invention;

5 shows a transmission according to a third embodiment of the present invention;

6 shows a transmission according to a fourth embodiment of the present invention;

7 shows a first shift matrix for a transmission according to the fourth embodiment of the present invention; such as

8 shows a second shift matrix for a transmission according to the first embodiment of the present invention.

Fig. 1 shows a transmission according to a first embodiment of the present invention.

In Fig. 1, reference numeral 1 denotes a transmission in the form of a dual-clutch transmission. The dual-clutch transmission 1 has two powershift elements in the form of clutches K1, K2. By means of the double clutch K1, K2, the drive side AN can be coupled or connected to the output side AB of the transmission 1 for transmitting power and torques. For this purpose, the first clutch K1 is connected to a first input shaft EW1 and the second clutch K2 is connected to a second input shaft EW2. The first input shaft EW1 is designed as a solid shaft, whereas the second input shaft EW2 is formed as a hollow shaft. The two input shafts EW1, EW2 are coaxial and passive. arranged in parallel to each other. A drive shaft ANW connects the two clutches K1, K2, for example with a motor.

Furthermore, the transmission 1 comprises two partial transmissions 2, 3. The first partial transmission 2 can be coupled to the first input shaft EW1, the second partial transmission 3 can be coupled to the second input shaft EW2. At least the second gear plane II, the third gear plane III and the fourth gear plane IV are assigned to the first partial transmission 2, whereas at least the first gear plane I is assigned to the second partial transmission 3.

Furthermore, the transmission 1 comprises an input shaft axis 4, on which the two input shafts EW1, EW2 are arranged. On the input shaft axis 4, a sun shaft SW is furthermore arranged downstream of the two input shafts EW1, EW2. The sun shaft SW is further connected to a sun gear 40 of a planetary gear GP. The planetary gear GP is finally coupled or connected to an output shaft AW on the input shaft axis 4. The planetary gear GP further comprises planet wheels 41, which are rotatably mounted on a planet carrier 42 or web 42. Next in the radial direction to the outside is a ring gear 43 in which the planet carrier 41, as well as in the sun gear 40, arranged. The planetary carrier 42 of the planetary gear GP is connected to a planet carrier PTW shaft, which is designed as an output shaft AW.

Torque and power downstream of the drive side AN of the transmission 1 starting from the two clutches K1, K2, the transmission 1 first comprises a first gear plane I, a first switching element S1 1, a second switching element S12, a second gear plane II, a third gear plane III, a third shift element S21, a fourth shift element S22, a fourth gear plane IV, a fifth shift element S31, a sixth gear plane VI in the form of a reverse gear, a sixth shift element S32, a seventh shift element S33, a fifth gear plane V, an eighth shift element S41, a ninth Switching element S51, the planetary gear GP and a tenth switching element S52. Each of the said wheel planes I, IL III, IV, V and VI has transmission elements, in particular in the form of gears, which are each connected to a shaft of the transmission 1.

In each case parallel to the input shaft axis 4, two countershaft axes 5a, 5b are arranged for a countershaft 6. The countershaft 6 comprises a full-wave countershaft VW1a on the first countershaft axis 5a and a solid shaft countershaft VW1b on the second countershaft axis 5b. Between the input shaft axis 4 and one of the countershaft axes 5a, 5b, the sixth gear plane VI each have an intermediate ZR1, ZR2 for reversing the direction of rotation, so that by means of the output shaft AW at the same direction of rotation of the input shafts EW1, EW2 a reverse direction of rotation to provide at least a reverse gear is enabled. The sixth wheel plane VI is thus designed as a reverse gear.

Starting from the drive side AN, the countershaft axis 5a, 5b respectively comprises the first gear plane I, the second gear plane II, the third gear plane III, the fourth gear plane IV, the sixth gear plane VI in the form of the reverse gear and the fifth gear plane V.

The ten switching elements S1 1, S12, S21, S22, S31, S32, S33, S41, S51 and S52 will now be described below.

The first switching element S1 1 is arranged on the input shaft axis 4 and connected on the one hand to the second input shaft EW2, on the other hand with a first hollow shaft H1 and provides upon actuation a connection for transmitting force and torques between the second input shaft EW2 and the first hollow shaft H1 ago. The first hollow shaft H1 is arranged coaxially and parallel to the second input shaft EW2 on the radial outer side. On the first hollow shaft H1, a transmission element is arranged, which cooperates with one transmission element on the two countershafts VW 1 a, VW1 b to form the first gear plane I. The second switching element S12 is arranged on the input shaft axis 4 and on the one hand with the first input shaft EW1, on the other hand connected to a second hollow shaft H2 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the second hollow shaft H2. The second hollow shaft H2 is arranged coaxially and parallel to the first input shaft EW1 on the radial outer side. On the second hollow shaft H2, a transmission element is arranged, which cooperates with in each case one transmission element on the two countershafts VW 1 a, VW1 b to form the second wheel plane II.

The first switching element S1 1 and the second switching element S12 are combined in a first switching device SE1 arranged and actuated by means of a common first switching element actuator SB1.

The third switching element S21 is arranged on the input shaft axis 4 and connected on the one hand to the first input shaft EW1, on the other hand with a third hollow shaft H3 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the third hollow shaft H3. The third hollow shaft H3 is arranged coaxially and parallel to the first input shaft EW1 on the radial outer side. On the third hollow shaft H3, a transmission element is arranged, which cooperates with a respective transmission element on the two countershafts VW1 a, VW1 b to form the third wheel plane III. The fourth switching element S22 is arranged on the input shaft axis 4 and connected on the one hand to the first input shaft EW1, on the other hand with a fourth hollow shaft H4 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the fourth hollow shaft H4. The fourth hollow shaft H4 is arranged coaxially and parallel to the first input shaft EW1 on the radial outer side. On the fourth hollow shaft H4, a transmission element is arranged, which cooperates with a respective transmission element on the two countershafts VW 1 a, VW1 b to form the fourth gear plane IV.

The third switching element S21 and the fourth switching element S22 are combined in a second switching device SE2 arranged and actuated by means of a common second switching element actuator SB2. The fifth switching element S31 is arranged on the input shaft axis 4 and allows a connection between the first input shaft EW1 and the sun shaft SW, which is also arranged on the input shaft axis 4. The fifth switching element S31 is arranged in a third switching device SE3 and can be actuated by means of a third switching element actuating device SB3.

The sixth switching element S32 is arranged on the input shaft axis 4 and connected on the one hand to the sun shaft SW, on the other hand to a fifth hollow shaft H5 and, when actuated, establishes a connection for transmission of force and torque between the sun shaft SW and the fifth hollow shaft H5. The fifth hollow shaft H5 is arranged coaxially and parallel to the sun shaft SW on the radial outer side. On the fifth hollow shaft H5, a transmission element is arranged, each with an intermediate ZR1, ZR2 between input shaft axis 4 and one of the two countershaft axes 5a, 5b and a respective transmission element on the two countershafts VW 1 a, VW1 b to form the sixth gear plane VI cooperates in the form of the reverse gear. The seventh switching element S33 is arranged on the input shaft axis 4 and connected on the one hand to the sun shaft SW, on the other hand to a sixth hollow shaft H6 and, when actuated, establishes a connection for transmission of force and torques between the sun shaft SW and the sixth hollow shaft H6. The sixth hollow shaft H6 is arranged coaxially and parallel to the sun shaft SW on the radial outer side. On the sixth hollow shaft H6, a transmission element is arranged, which cooperates with a respective transmission element on the two countershafts VW1 a, VW1 b to form the fifth gear plane V. The sixth switching element S32 and the seventh switching element S33 are arranged in a common fourth switching device SE3a and can be actuated by means of a common fourth switching element confirmation device SB3a.

The eighth switching element S41 is arranged on the input shaft axis 4 and connected on the one hand with the sixth hollow shaft H6, on the other hand with a planet carrier PTW shaft on the input shaft axis 4 and further with the planet carrier 42 of the planetary gear GP. The eighth switching element S41 is on actuation a connection for the transmission of force and torques between the sixth hollow shaft H6 and the planet carrier shaft PTW forth. The eighth switching element S41 is arranged in a fifth switching device SE4 and can be actuated by means of a fifth switching element actuating device SB4. The planet carrier PTW shaft is at least partially coaxial and arranged parallel to the sun shaft SW on the radial outer side.

The ninth switching element S51 is arranged on the input shaft axis 4 and connected on the one hand with the ring gear 43 of the planetary gear GP, on the other hand with the housing G of the transmission 1 and assigns the ring gear 43 of the transmission 1 against the housing G of the transmission 1 when actuated. The tenth switching element S52 is on the one hand connected to the ring gear 43 of the planetary gear GP, on the other hand to the planet carrier 42 or web of the planetary gear GP and provides upon actuation a rotationally fixed connection between ring gear 43 and planet carrier 42 of the planetary gear GP forth.

The ninth switching element S51 and the tenth switching element S52 are arranged in a common sixth switching device SE5 and can be actuated by means of a common sixth switching element actuating device SB5.

The switching element actuators SB1, SB2, SB3, SB3a, SB4 and SB5 may be designed as double synchronizers in the case of two switching elements and in the case of a switching element as a single synchronization.

Overall, the transmission 1 according to FIG. 1 has two input shafts EW1, EW2 on the input shaft axis 4, wherein the first input shaft EW1 is arranged as a solid shaft and the second input shaft EW2 is arranged coaxially and parallel thereto and as a hollow shaft. On the input shaft axis 4 parallel countershaft axes 5a, 5b each designed as a solid shaft countershaft VW1 a, VW1 b is arranged. In the direction of the output shaft AW a sun shaft SW is arranged on the input shaft axis 4 in addition to the two input shafts EW1, EW2, which is connected to a sun gear 40 of a planetary gear GP. The planetary gear GP is further connected to the output shaft AW, Wel- che also arranged on the input shaft axis 4, connected. A planet carrier shaft PTW of the planetary gear GP connected to a planet carrier 42 is designed as an output shaft AW.

The transmission 1 according to FIG. 1 comprises six wheel planes I, II, III, IV, V and VI, wherein the sixth wheel plane Vi is designed as a reverse gear. All wheel planes I to VI are designed in particular as spur gears with discrete ratios. Per gear plane I, II, III, IV, V and VI each three transmission elements, in particular in the form of gears, arranged. In this case, the reverse gear stage VI in each case comprises an intermediate gear ZR1, ZR2 between input shaft axis 4 and the two countershaft axes 5a, 5b. Thus, a total of 20 transmission elements, in particular in the form of gears, arranged for the wheel planes. In addition, a planetary gear GP is arranged between the sun shaft SW and the output shaft AW.

2 shows a first shift matrix for a transmission according to the first embodiment of the present invention.

FIG. 2 shows a switching matrix for a transmission 1 according to FIG. 1. Horizontal columns are shown in each case for a switching element S1 1, S12, S22, S31, S32, S33, S41, S51 and S52 and for the two clutches K1 and K2. Perpendicular to this down are first the ten forward gears, designated by the reference numerals V1 to V10 shown, and four reverse gears designated R1 to R4. The released in the switching matrix entries, so for example in the forward gear V1 in the switching elements S1 1, S12, S22, S31, S32, S41 and S52 or in the clutch K2 indicate that the corresponding switching element or the corresponding clutch is open , that is, that the switching element or the clutch in this case no forces or no torque from the connected to the switching element or to the clutch or transmits connected to this or this respective waves. An entry in the switching matrix provided with a dot denotes a correspondingly actuated or closed switching element or clutch, ie in the switching matrix at the forward gear V1 in the clutch K1 and in the shifting elements S21, S33 and S51. As far as the following Unless otherwise described, all clutches K1, K2 and all switching elements S1 1, S12, S21, S22, S31, S32, S33, S41, S51 and S52 are each open. If a point is stapled in the switching matrix, the corresponding switching element can be actuated to display the corresponding gear, but does not have to be.

To represent the first forward gear V1 by means of the transmission 1 according to FIG. 2, the clutch K1 and the shift elements S21 and S33 and S51 are closed. To represent the second forward gear V2, the clutch K2 and the switching elements S12, S33 and S51 are closed. To represent the third forward speed V3, the clutch K1 are closed, as are the switching elements S22, S33 and S51. To represent the fourth forward gear V4, the clutch K2 are closed and the switching elements S1 1, S33 and S51 are closed. To represent the fifth forward speed V5, the clutch K1 are closed as well as the switching elements S31 and S51. To represent the sixth forward speed V6, the clutch K2 are closed, as are the shifting elements S12 and S41.

To represent the seventh forward gear V7, the clutch K1 and the switching elements S22 and S41 and possibly S52 are closed. To represent the eighth forward gear V8, the clutch K2 and the switching elements S1 1, S41 and possibly S5 are closed. To represent the ninth forward gear V9, the clutch K1 and the switching elements S31 and S52 are closed. To represent the tenth forward gear V10, the clutch K2 and the switching elements S1 1, S22, S31 and S52 are closed.

To represent the first reverse gear R1, the clutch K1 and the switching elements S21, S32 and S51 are closed. To represent the second reverse gear R2, the clutch K2 are closed and the shifting elements S12, S32 and S51. To represent the third reverse gear R3, the clutch K1 and the switching elements S22, S32 and S51 are closed. To represent the fourth reverse gear R4, the clutch K2 are closed and the switching elements S1 1, S32 and S51. At the fifth forward speed V5, power and torque are directly transmitted from the first input shaft EW1 to the sun shaft SW by means of the closed fifth shifting element S31. The ninth switching element S51 is actuated, so that the planetary gear GP is switched to "low ^" , ie "rolling". The fifth forward gear V5 is realized via the translation of the planetary gear GP. At the sixth forward gear V6, the force, torque or power flow through the actuated second switching element S12 via the second gear plane II and the fifth gear plane V. By the actuated eighth switching elements S41, the planetary gear GP is not in this forward gear in the force , Torque or power flow included and can be switched to "high", ie to "block circulation". The higher forward gears V7, V8, V9 and V10 are represented by the fourth gear plane IV and the fifth gear plane V, the first gear plane I and the fifth gear plane V, directly and by means of the first gear plane I and the fourth gear plane IV. On the whole, ten fully load-shiftable forward gears V1 to V10 and four fully power-shiftable reverse gears R1 to R4 are represented by the gearbox 1 of FIG.

Fig. 3 shows a transmission according to a second embodiment of the present invention.

In Fig. 3, a transmission 1 according to FIG. 1 is shown substantially. In contrast to the transmission 1 according to FIG. 1, the tenth shift element S52 is dispensed with in the transmission 1 according to FIG. The ninth switching element S51 is thus arranged as a single switching element in the sixth switching device SE5 and actuated by means of the sixth switching element actuator SB5. The ninth switching element S51 establishes a rotationally fixed connection between the housing G of the transmission 1 and the ring gear 43 of the planetary gear GP. This eliminates the switching element, which allows a block revolution of the planetary gear GP. In contrast to the transmission 1 according to FIG. 1, a tenth forward gear V10 can not be represented by means of the transmission 1 of FIG. FIG. 4 a shows a first shift matrix for a transmission according to the second embodiment of the present invention.

FIG. 4 a shows a switching matrix for a transmission 1 according to FIG. 3. Unless explicitly described below, the clutches K1, K2 and the switching elements S1 1, S12, S21, S22, S31, S32, S33, S41 and S51 are opened.

To represent the first forward gear V1, the clutch K1 and the switching elements S21, S33 and S51 are closed. To represent the second forward gear V2, the clutch K2 and the switching elements S12, S33 and S51 are closed. To represent the third forward gear V3, the clutch K1 and the switching elements S22, S33 and S51 are closed. To represent the fourth forward gear V4, the clutch K2 and the switching elements S1 1, S33 and S51 are closed. To represent the fifth forward gear V5, the clutch K1 and the switching elements S31 and S51 are closed. To represent the sixth forward speed V6, the clutch K2 and the switching elements S12 and S41 are closed. To represent the seventh forward gear V7, the clutch K1 and the switching elements S22 and S41 are closed. To represent the eighth forward speed V8, the clutch K2 and the switching elements S1 1 and S41 are closed. To represent the ninth forward gear V9, the clutch K1 and the switching elements S31, S33 and S41 are closed.

To represent the first reverse gear R1, the clutch K1 and the switching elements S21, S32 and S51 are closed. To represent the second reverse gear R2, the clutch K2 and the switching elements S12, S32 and S51 are closed. To represent the third reverse gear R3, the clutch K1 and the switching elements S22, S32 and S51 are closed. To represent the fourth reverse gear R4, the clutch K2 and the switching elements S1 1, S32 and S51 are closed.

By means of the switching matrix according to FIG. 4a, two rotational-speed degrees of freedom result for the planetary gear GP of FIG. 3 for the forward gears V6 to V8, for which reason there is no defined rotational speed of the sun gear or ring gear. 4b shows a second shift matrix for a transmission according to the second embodiment of the present invention.

FIG. 4 b shows a further switching matrix for a transmission 1 according to FIG. 3. In essence, the switch matrix of FIG. 4b corresponds to FIG. 4a. In contrast to the shift matrix of FIG. 4a, at the sixth forward gear V6, the seventh forward gear V7 and the eighth forward gear V8, the seventh shift element S33 is now also closed. As a result, the sun gear 40 and the planet carrier 42 and the web as shown in FIG. 3 are driven at the same speed, which allows a rotational speed block revolution of the planetary gear GP.

Fig. 5 shows a transmission according to a third embodiment of the present invention.

FIG. 5 essentially shows a transmission 1 according to FIG. 3. In contrast to the transmission 1 according to FIG. 3, the transmission 1 according to FIG. 5 in each case comprises two rotatably connected intermediate wheels ZR1, ZR1 ', ZR2 and ZR2' between the input shaft axis 4 and the two countershaft axes 5a, 5b. The sixth gear plane VI is thus in the transmission 1 of FIG. 5 by the transmission element on the fifth hollow shaft H5, an intermediate ZR1 ', which cooperates with the transmission element on the fifth hollow shaft H5 for transmitting force and torque and one with the shaft of the intermediate gear ZR1 'connected further intermediate gear ZR1, which cooperates with the transmission element on the countershaft axis VW1 a formed. The same applies to the second countershaft axis 5b, the intermediate wheels ZR2, ZR2 'and the corresponding transmission element on the countershaft axis VW1 b. The sixth gear plane VI in the form of the reverse gear stage is thus by a respective transmission element on the countershaft axis 5a and 5b through between input shaft axis 4 and respective countershaft axis 5a, 5b arranged intermediate wheels ZR1, ZR1 'and ZR2, ZR2' and by the transmission element on the fifth Hollow shaft H5 formed. Fig. 6 shows a transmission according to a fourth embodiment of the present invention.

FIG. 6 essentially shows a transmission 1 according to FIG. 3. In contrast to the transmission 1 according to FIG. 3, a switching element X is arranged in a seventh switching device SE6 instead of the second clutch K2. The switching element X is connected on the one hand to the first input shaft EW1, on the other hand to the second input shaft EW2 and, when actuated, establishes a connection for transmitting force and torques between the first input shaft EW1 and the second input shaft EW2. Furthermore, an electric machine EM for transmitting power and torques interacts with the second input shaft EW2. The electric machine EM thus serves as a load switching element. The clutch K1 no longer serves as a load switching element, but essentially only as so-called. Disconnect clutch or starting element. If, in particular, it is always approached via the electric machine EM, the coupling K1 can also be replaced by a fixed connection to the drive shaft ANW. The switching element X makes it possible that even gear stages of the second partial transmission 3, ie in the switching matrices of Fig. 2, 4a, 4b and in the other switching matrices of Figs. 7 and 8, the straight forward gears V2, V4, V6, V8 and V10 and R2 and R4 can be used. If, for example, as shown in the shift matrix of FIG. 7, the transmission 1 is operated in the ninth forward gear V9 (direct gear: direct drive), coupling of the electric machine EM is possible via the shift elements X, S1 1 or S12 the electric machine EM is decoupled by at least one of the switching elements, zero load losses of the electric machine EM are avoided The coupling of the electric machine EM is made possible with three possible and different ratios which are realized via the switching elements X, S1 1 and S12 and corresponding gear planes depending on the electrical power requirement and best operating point, ie the point with the best efficiency of the electric machine EM.

Of course, in addition to the embodiment of FIG. 6, a connection of the electric machine to a transmission element of at least one of the wheel planes on the countershaft axes 5a, 5b or at least one of output shafts EW1, EW2, the sun shaft SW or other shafts of the transmission 1 possible.

FIG. 7 shows a first shift matrix for a transmission according to the fourth embodiment of the present invention.

FIG. 7 shows a switching matrix for a transmission 1 according to FIG. 6 and analogous to the switching matrix of FIGS. 2, 4a and 4b. In contrast to the aforementioned switching matrices, the switching element X is now shown in the switching matrix instead of the clutch K2.

The switching matrix of FIG. 7 corresponds to the switching matrix of FIG. 4a. In contrast to the shift matrix of FIG. 4a, in the shift matrix of FIG. 7 the clutch K1 is actuated at all forward gears V1 to V9 and at all reverse gears R1 to R4. The switching element X is closed like the clutch K2 of FIG. 4a respectively in the straight forward gears V2, V4, V6 and V8 and the straight reverse gears R2 and R4.

Overall, nine forward gears V1 to V9 and at least four reverse gears R1 to R4 can thus be represented by means of the shift matrix of FIG.

8 shows a second further shift matrix for a transmission according to the first embodiment of the present invention.

FIG. 8 shows a further switching matrix for a transmission 1 according to FIG. 1. The first five forward gears V1 to V5 of FIG. 8 correspond to the forward gears V1 to V5 of FIG. 2. The same applies to the reverse gears R1 to R4: they too The forward gears V8 to V1 1 of FIG. 8 correspond to the forward gears V7 to V10 of FIG. 2. In contrast to the forward gear V7 of FIG. 2, the tenth shifting element S10 is possibly the forward gear V7 of FIG Pressed. The sixth forward gear V6 of Fig. 8 is by means of a closed clutch K1 and closed switching elements S21, S41 and possibly S52 shown.

Thus, by means of the switching matrix of FIG. 8, eleven forward gears V1 to V1 1 and four reverse gears R1 to R4 can be represented.

In order to enable a load shift capability of a gear change from the fifth forward gear V5 to the sixth forward gear V6 (upshift), the seventh forward gear V7 is preselected at the upshift starting from the fifth forward gear V5 and the load-shift clutch K2 takes over in this way briefly slipping the load, so that the seventh forward gear V7 briefly acts as a so-called support gear. Subsequently, the sixth forward gear V6 and the clutch K1 is then actuated. In this way, a traction interruption is avoided. However, since the seventh forward speed V7 is generally longer than the targeted sixth forward speed V6, the tractive power during the gear shift decreases more rapidly for a short time compared with a usual gear shift, for example, from the first forward speed V1 to the second forward speed V2, or more generally, at the Gears, which are assigned on the one hand adjacent and on the other hand different sub-transmissions. After inserting the sixth forward gear V6 in turn is the full tractive force for the sixth forward gear V6 available; during the gear change from the fifth forward gear V5 to the sixth forward gear V6, it temporarily decreases by the gearshift fifth forward gear V5 to seventh forward gear V7.

If it is to be changed from the sixth forward gear V6 back to the fifth forward gear V5, there is also a support means of the clutch K2 on the seventh forward gear V7 at a train downshift. In a power shift shift from the sixth forward gear V6 to the fifth forward gear V5, starting from the sixth forward gear V6 support by means of the fourth gear V4 is made before the fifth forward gear V5 is engaged. In a corresponding shear upshift from the fifth forward gear V5 in the sixth forward gear V6 is also a short-term support on the fourth forward gear V4 analogous to the train downshift. In this way, it is possible that, on the one hand, an additional forward gear can be made available so that smaller gear increments or smaller gear jumps are made possible with the same gear spread.

The switching principle described in the switching matrix of FIG. 8 can also be combined with the embodiment of FIG. 6. In the embodiment of Fig. 6, the electric machine EM supports the pulling force during a shift from the fifth forward speed V5 to the sixth forward speed V6 or from the sixth forward speed V6 to the fifth forward speed V5 via the seventh forward speed V7 and the fourth forward speed V4, respectively.

Alternatively to the closed in parentheses in the switching matrix 8 and in the other switching matrices of Fig. 2, 4a and 4b switching element S52 with respect to the forward gears V7, V8 (see Fig. 2) and the forward gears V6 to V9 of FIG Ninth switching element S51 are actuated so that the planetary gear GP has defined speed ratios. In the forward gears V6 to V9 of FIG. 8, the force or torque flow via the eighth shell element S41 and the respective closed ninth switching element S51 or the tenth switching element S52 is free of load.

Overall, the switching elements S1 1 to S52 in the transmission 1 according to FIGS. 1 to 8 may also be referred to as coupling devices and in particular may be designed as synchronizers. The switching devices SE1 to SE6 or the switching element actuators SB1 to SB6 can be configured as double synchronizers in the case of two switching elements or, in the case of a switching element, as a single synchronization. The transmission elements can be formed in particular in the transmission 1 according to FIGS. 1 to 8 both in the sense of a fixed wheel and in the sense of a loose wheel. For example, in transmission 1 according to FIG. 1, transmission elements of all wheel planes on the input shaft axis 4 can be coupled by means of switching elements to the respective input shaft EW1, EW2, ie in the sense of loose wheels for the first or second input shaft EW1, EW2. All transmission elements on the two legewellenachsen 5a, 5b on the countershafts VW 1 a, VW1 b are firmly connected to the respective countershaft VW1 a, VW1 b; They are thus designed in the sense of fixed wheels for the respective countershaft VW1 a, VW1 b.

The transmission elements may in particular be in the form of gears, preferably as spur gears, so that the wheel planes I, II, III, IV and V and VI represent spur gears. To provide various forward and reverse gears, so different translations, the spur gears, in particular their gears, correspondingly comprise different translations.

In summary, the present invention provides, inter alia, the advantage that the transmission allows a good power division, in particular allows a two- or multi-countershaft design. Another advantage is that the transmission has a good power shift capability by nine or ten fully powershift forward gears and up to eight reverse gears, which are partially powershifted. Another advantage is that the transmission has a good hybridisability. Another advantage is that with a total of six wheel planes I to VI at least eight reverse gears and at least nine forward gears are provided with only ten switching elements and / or six actuators in the form of switching devices SE1 to SE6 for actuating the ten switching elements S1 1 to S52 , Another advantage is finally that a geometric gradation curve is made possible. In addition, the gradation curve for the transmission can be adapted in a simple and reliable manner so that the upper incremental steps lie below the actual geometric increment. Furthermore, the transmission shown in FIGS. 1 to 8 is possible as an embodiment with nine forward gears in Direct Drive and with ten forward gears in overdrive execution. Another advantage is that a wheel plane is directly connectable to the output shaft.

Although the present invention has been described above with reference to preferred embodiments, it is not limited thereto, but modifiable in many ways. REFERENCE CHARACTERS

1 gearbox

2 first partial transmission

3 second partial transmission

4 input shaft axis

 5a, 5b countershaft axis

6 countershaft

 40 sun wheel

41 planetary gear

 42 planet carrier / bridge

43 ring gear

 EW1, EW2 input shaft

VW 1 a. VW1 b countershaft

SW sun wave

 PTW planetary carrier shaft

AW output shaft

GP planetary gear

G housing

 I, II, III, IV, V, VI wheel plane

 H1, H2, H3, H4, H5, H6 hollow shaft

 K1, K2 first / second load switching element

S1 1, S12, S21, S22, S31, S32.

 S33, S41, S51, S52 switching element

 SE1, SE2, SE3, SE3a, SE4, SE5 switching device

 SB1, SB2, SB3, SB3a, SB4, SB5 shift element operating means

ZR1, ZR2, ZR1 ', ZR2' idler

 V1, V2, V3, V4, V5, V6, V7, V8,

 V9, V10, V1 1 forward gear

R1, R2, R3, R4, R5, R6, R7, R8 reverse Drive side output side electric machine

Claims

claims 1 . Transmission (1), in particular dual-clutch transmission, for a motor vehicle, comprising two partial transmissions (2, 3), each of the partial transmissions (2, 3) comprising at least one input shaft (EW1, EW2), and wherein the at least two input shafts (EW1, EW2 ) are arranged on an input side (AN) of the transmission (1) on an input shaft axis (4), an output shaft as an output shaft (AW) of both partial transmissions (2, 3) on a driven side (AB) of the transmission (1), a countershaft ( 6), wherein the countershaft (6) comprises at least one countershaft (VW1 a, VW 1 b), and a planetary gear (GP), which is connectable to the output shaft (AW), wherein at least one of the input shafts (EW1, EW2) via at least one wheel plane (I, II, III, IV, V, VI) and / or at least one switching element (S1 1, S12, S21, S22, S31, S32, S33, S41, S51, S52) and via the planetary gear (GP ) is connectable to the output shaft (AW), characterized in that M wheel planes (I, II, II, IV, V, VI) and N switching means (SE1, SE2, SE3, SE3a, SE4, SE5) are arranged, wherein each of N and M is a natural number greater than or equal to two, that the countershaft (6) comprises at least two countershafts (VW 1 a, VW1 b) , wherein at least two of the countershafts (VW 1 a, VW 1 b) respectively on different countershaft axes (5a, 5b) are arranged, and that by means of M wheel planes (I, II, III, IV, V, VI) and the N Switching devices (SE1, SE2, SE3, SE3a, SE4, SE5) representable gear stages (V1, V2, V3, V4, V5, V6, V7, V8, V9, V10, V1 1, R1, R2, R3, R4) fully load switchable are, wherein one of the N switching means (SE5) for actuating the planetary gear (GP) is provided. 2. Transmission according to claim 1, characterized in that all switching devices (SE1, SE2, SE3, SE3a, SE4, SE5) of the transmission (1) on the input shaft axis (4) are arranged. 3. Transmission according to one of claims 1 -2, characterized in that at least two shafts (EW1, EW2) of the transmission (1) are arranged coaxially with each other. 4. Transmission according to one of claims 1 -3, characterized in that the number N is equal to five and / or the number M is equal to seven. 5. Transmission according to one of claims 1 -4, characterized in that at least one of the shafts (EW1, EW2) of the transmission (1) is designed as a solid shaft and another shaft on the same axis (4) as a hollow shaft. 6. Transmission according to one of claims 1 -5, characterized in that the transmission (1) has a sun shaft (SW) on the input shaft axis (4), on the one hand with one of the input shafts (EW1, EW2) coupled, on the other hand with a sun gear (40) of the planetary gear (GP) is connected. 7. Transmission according to one of claims 1 -6, characterized in that at least one wheel plane (VI) is designed as a reverse gear. 8. Transmission according to claim 7, characterized in that the reverse gear (VI) by means of at least one of the N switching means (SE1, SE2, SE3, SE3a, SE4, SE5) is operable, wherein the at least one switching device (SE3a) with the sun shaft ( SW) of the transmission (1) is connected. 9. A transmission according to any one of claims 7-8, characterized in that the reverse gear stage (VI) with respect to its axial position on the sun shaft (SW) on the drive side (AN) adjacent side of the sun shaft (SW) is arranged. 10. Transmission according to one of claims 7-9, characterized in that the reverse gear (VI) at least one reversing element (ZR1, ZR2; ZR1 ', ZR2', in particular two rotatably mounted intermediate wheels (ZR1, ZR1 ', ZR2'). 1 1. Transmission according to one of claims 1 to 10, characterized in that by means of the transmission (1) at least four, in particular eight, reverse gears (R1, R2, R3, R4, R5, R6, R7, R8) can be displayed and at least four of the reverse gears (R1, R2, R3, R4) are fully power shiftable. 12. Transmission according to one of claims 1 -1, characterized in that an electric machine (EM) on at least one transmission element of a wheel plane (I, II, III, IV, V, VI) and / or on at least one countershaft (VW1 a, VW1 b) and / or on at least one of the shafts (EW1, EW2, SW) on the input shaft axis (4) for hybridizing the transmission (1), in particular by means of an additional switching device and / or a transmission element connected thereto. 13. A transmission according to claim 1 1, characterized in that the electric machine (EM) at one (EW2) of the input shafts (EW1, EW2) is arranged and by means of an additional switching element (X), the at least two input shafts (EW1, EW2) with each other are connectable. 14. A transmission according to any one of claims 1 -13, characterized in that the switching device (SE5) for actuating the planetary gear (GP) comprises at least one switching element (S51, S52), wherein by means of the at least one switching element (S51) a ring gear (43 ) of the planetary gear (GP) with a housing (G) of the transmission (1) is connectable. 15. A transmission according to claim 14, characterized in that the switching device (SE5) for actuating the planetary gear (GP) comprises two switching elements (S51, S52), wherein by means of one of the switching elements (S52), the ring gear (43) with a planet carrier (42 ) of the planetary gear (GP) is connectable. 1 6. Transmission according to one of claims 1 -15, characterized in that a planet carrier shaft (PTW), which is connected to the planet carrier (42) of the planetary gear (GP) is designed as an output shaft (AW). 17. A transmission according to any one of claims 1 -1 6, characterized in that the two countershaft axes (5a, 5b) are arranged coaxially and parallel to the input shaft axis (4). 18. Transmission according to one of claims 1 -17, characterized in that on the at least two countershaft axes (5a, 5b) only one and formed as a solid shaft countershaft (VW1 a, VW 1 b) are arranged. 19. Transmission according to one of claims 1 -18, characterized in that the N switching devices (SE1, SE2, SE3, SE3a, SE4, SE5) and the at least two wheel planes I, II, III, IV, V, VI), preferably six gear planes and the planetary gear (GP) are arranged so that at least nine forward gears (V1, V2, V3, V4, V5, V6, V7, V8, V9) and at least four reverse gears (R1, R2, R3, R4) by the Transmission (1) can be displayed, which in particular are fully power shiftable. 20. Transmission (1) according to any one of claims 1 -19, characterized in that on the countershafts (VW 1 a, VW 1 b) arranged transmission means are designed as fixed wheels. 21. Motor vehicle, in particular a passenger or a truck, with a transmission (1) according to one of claims 1 -20.