Abstract: An electric transmission (16) for a motor vehicle drive train (12) includes a transmission input shaft (24) for operatively connecting the electric transmission to an electric prime mover (14), a reduction gear (26) for reducing a rotational speed of the electric prime mover, a transmission (28) for establishing gear steps, including a first planetary gear set (RS1) and a second planetary gear set (RS2), a first output shaft (34) and a second output shaft (36) for transmitting drive power from the electric transmission, and a plurality of shift elements (B, C, D) for engaging the gear steps. A planet carrier of the first planetary gear set is drivingly connected to a planet carrier of the second planetary gear set, and a sun gear of the first planetary gear set is drivingly connected to a ring gear of the second planetary gear set.

Abstract: Disclosed is a starting device for a transmission. The starting device includes a drive input shaft provided for coupling the starting device to a drive engine connected upstream from the transmission. An output shaft is configured to connect the starting device to a gearset of the transmission. The drive input shaft and the output shaft can be connected rotationally fixed to one another by means of a first shifting element. An electric machine is provided whose rotor is connected to an intermediate shaft. The intermediate shaft is coupled to the output shaft by way of at least one gear step. In order to realize integration of the upstream drive engine and the electric machine, a second shifting element is also provided which, when actuated, forms a rotationally fixed connection between the intermediate shaft and the drive input shaft.

Abstract: A transmission shaft of a countershaft-type manual transmission is constructed from a plurality of hollow shaft portions which are butt press welded to one another, at least two of which hollow shaft portions are provided in each instance with at least one helical toothing of a fixed wheel of a spur gear stage. The hollow shaft portions provided with a helical toothing are connected to the respective adjacent hollow shaft portion in each instance so as to be rotated by a correction angle (??) around their center axis in proportion to a deviation (?x) from their axial target position, wherein the ratio between the correction angle (??) and the axial deviation (?x) corresponds to the pitch (s) of the helical toothing (??/?x=s).

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle, having change-speed transmission (G) with a drive output shaft (AW), a retarder (RE) with a retarder shaft (RW), an electric machine (EM) with a rotor shaft (RO) and a first gear ratio step (Ü1) between the drive output shaft (AW) and the retarder shaft (RW). The retarder (RE) is driven by way of the first gear ratio step (Ü1). The electric machine (EM) is arranged with its axis parallel to the retarder (RE) and can be coupled to the retarder shaft (RW) by way of a second gear ratio step (Ü2).

Abstract: Disclosed is a starting device for a transmission. The starting device includes a drive input shaft provided for coupling the starting device to a drive engine connected upstream from the transmission. An output shaft is configured to connect the starting device to a gearset of the transmission. The drive input shaft and the output shaft can be connected rotationally fixed to one another by means of a first shifting element. An electric machine is provided whose rotor is connected to an intermediate shaft. The intermediate shaft is coupled to the output shaft by way of at least one gear step. In order to realize integration of the upstream drive engine and the electric machine, a second shifting element is also provided which, when actuated, forms a rotationally fixed connection between the intermediate shaft and the drive input shaft.

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle. The transmission arrangement has a change-speed transmission (1), in particular a group transmission (1) with a drive output side (1b), a drive output flange (2) and a countershaft (VW). An add-on transmission (3) is arranged on the change-speed transmission (1) and has at least one electric machine (EM) and at least one gear ratio step (Ü1). The at least one electric machine (EM) is connected to the countershaft (VW) by way of the at least one gear ratio step (Ü1) and can be engaged as an additional electric drive.

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle. The transmission arrangement has a change-speed transmission (1), in particular a group transmission (1) with a drive output side (1b), a drive output flange (2) and a countershaft (VW). An add-on transmission (3) is arranged on the change-speed transmission (1) and has at least one electric machine (EM) and at least one gear ratio step (Ü1). The at least one electric machine (EM) is connected to the countershaft (VW) by way of the at least one gear ratio step (Ü1) and can be engaged as an additional electric drive.

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle, having change-speed transmission (G) with a drive output shaft (AW), a retarder (RE) with a retarder shaft (RW), an electric machine (EM) with a rotor shaft (RO) and a first gear ratio step (Ü1) between the drive output shaft (AW) and the retarder shaft (RW). The retarder (RE) is driven by way of the first gear ratio step (Ü1). The electric machine (EM) is arranged with its axis parallel to the retarder (RE) and can be coupled to the retarder shaft (RW) by way of a second gear ratio step (Ü2).

Abstract: A hydraulic actuating device for actuating a shifting element of a transmission includes a hydraulic cylinder with a piston rod and a piston chamber, wherein the piston rod can be brought into a mechanical operative connection with the shifting element, and a hydraulic pump which is connected via a hydraulic line to the piston chamber, in order for it to be possible for hydraulic fluid to be fed to the piston chamber and thus to initiate an adjusting movement of the piston rod. The actuating device is characterized by a shut-off device, via which the hydraulic fluid can be locked in the piston chamber, in order thus to fix the position of the piston rod.

Abstract: A transmission shaft of a countershaft-type manual transmission is constructed from a plurality of hollow shaft portions which are butt press welded to one another, at least two of which hollow shaft portions are provided in each instance with at least one helical toothing of a fixed wheel of a spur gear stage. The hollow shaft portions provided with a helical toothing are connected to the respective adjacent hollow shaft portion in each instance so as to be rotated by a correction angle (??) around their center axis in proportion to a deviation (?x) from their axial target position, wherein the ratio between the correction angle (??) and the axial deviation (?x) corresponds to the pitch (s) of the helical toothing (??/?x=s).

Abstract: A transmission shaft of a countershaft-type manual transmission is constructed from a plurality of hollow shaft portions which are butt press welded to one another, at least two of which hollow shaft portions are provided in each instance with at least one helical toothing of a fixed wheel of a spur gear stage. The hollow shaft portions provided with a helical toothing are connected to the respective adjacent hollow shaft portion in each instance so as to be rotated by a correction angle (??) around their center axis in proportion to a deviation (?x) from their axial target position, wherein the ratio between the correction angle (??) and the axial deviation (?x) corresponds to the pitch (s) of the helical toothing (??/?x=s).

Abstract: A method of operating dual-clutch transmission for a vehicle which has two partial transmissions, each partial transmission having an input shaft arranged on an input shaft axis. An output shaft is arranged on the input shaft axis or a parallel countershaft axis. An intermediate gear system on the countershaft axis. At least one input shaft can be connected to the drive output shaft, as a direct drive, and only one countershaft is arranged on the countershaft axis and supports only fixed gears. One of the gears is a direct gear so that, when the direct gear is engaged, all the shifting elements, for coupling the intermediate gear system via the gear planes into the force flow, can be disengaged. Each gear plane can be coupled by a shifting element arranged on the input shaft axis to a shaft, and the gear next-lower than the direct gear is a coupling gear.

Abstract: A transmission shaft of a countershaft-type manual transmission is constructed from a plurality of hollow shaft portions which are butt press welded to one another, at least two of which hollow shaft portions are provided in each instance with at least one helical toothing of a fixed wheel of a spur gear stage. The hollow shaft portions provided with a helical toothing are connected to the respective adjacent hollow shaft portion in each instance so as to be rotated by a correction angle (??) around their center axis in proportion to a deviation (?x) from their axial target position, wherein the ratio between the correction angle (??) and the axial deviation (?x) corresponds to the pitch (s) of the helical toothing (??/?x=s).

Abstract: Planetary gearsets (PS1, PS2) are coupled and arranged coaxially and radially offset relative to one another. Gearset (PS1) is arranged radially inside gearset (PS2) and each have a carrier on which planet gears (8, 12) respectively rotate. A support ring, having inner and outer teeth, is radially arranged between the planet gears (8, 12). A sun gear, which meshes with planet gears (8) which mesh with the inner teeth of the support ring, is radially within gearset (PS1). A ring gear, which meshes with planet gears (12) which mesh with inner teeth of the support ring, is radially outside gearset (PS2). The sun gear of gearset (PS1) is fixed to an input shaft. The carrier of gearset (PS1) is fixed to the ring gear of gearset (PS2) and mounted, via a radial-axial bearing, on the output shaft. The carrier of gearset (PS2) is fixed to an output shaft.

Abstract: A motor vehicle powershift transmission which comprising two partial transmissions (TG1, TG2) each with a respective input shaft (GE1, GE2) that can be drivingly connected, via a main separator clutch (CL1, CL2; CL1?, CL2?; CL1*, CL2*), with the driveshaft (TW) of a drive engine (VM) and, on the output side, with a common output shaft (GA). To enable powershifts without frictional slipping, the two input shafts (GE1, GE2), on the input side, can be connected to and disconnected from a respective intermediate shaft (ZW1, ZW2) by the respective main separator clutch (CL1, CL2; CL1?, CL2?; CL1*, CL2*). The first intermediate shaft (ZW1) is directly connected to the driveshaft (TW) and the second intermediate shaft (ZW2) is in driving connection with the first intermediate shaft (ZW1) by way of a variator (V) which has a continuously adjustable transmission ratio (iV) and a rest transmission ratio having the value one iV—0=1).

Abstract: A transmission having two clutches connected between a drive and respective transmission input shafts, one being hollow which supports the other within. A hollow countershaft which supports another countershaft therein. A main shaft arranged coaxially between the inner input shaft and an output shaft. Shifting elements can engage a variety of transmission connections in which transmission elements of the main group couple transmission elements of the range group which can couple the output shaft. The hollow countershaft has three fixed wheels which engage respective loose wheels, and the countershafts are rigidly coupled by a shifting element. With respect to this shifting element: an adjacent loose wheel rotates on and can rigidly couple the main shaft; a remote loose wheel rotates on and can rigidly couple the inner input shaft; and a central loose wheel rotates on and can rigidly couple at least one of the inner input and main shafts.

Abstract: A method of operating a transmission unit, in particular a main transmission group of a dual-clutch transmission of multi-group design. The transmission unit has a first input shaft and at least one first shifting element, that is associated with the first input shaft, that can be disengaged and engaged for engaging a gear step, and a second input shaft and at least one second shifting element, that is associated with the second input shaft, that can be disengaged and engaged for engaging a gear step. The at least one first shifting element and/or the at least one second shifting element is/are engaged, without involvement in any drive power flow, in order to minimize rotational speed differences in the transmission unit.

Abstract: Planetary gearsets (PS1, PS2) are coupled and arranged coaxially and radially offset relative to one another. Gearset (PS1) is arranged radially inside gearset (PS2) and each have a carrier on which planet gears (8, 12) respectively rotate. A support ring, having inner and outer teeth, is radially arranged between the planet gears (8, 12). A sun gear, which meshes with planet gears (8) which mesh with the inner teeth of the support ring, is radially within gearset (PS1). A ring gear, which meshes with planet gears (12) which mesh with inner teeth of the support ring, is radially outside gearset (PS2). The sun gear of gearset (PS1) is fixed to an input shaft. The carrier of gearset (PS1) is fixed to the ring gear of gearset (PS2) and mounted, via a radial-axial bearing, on the output shaft. The carrier of gearset (PS2) is fixed to an output shaft.

Abstract: The invention concerns a method for operating a transmission, in particular a dual-clutch transmission for a motor vehicle, which comprises at least two partial transmissions each of the partial transmissions having at least one input shaft on a drive input side of the transmission, which are arranged on an input shaft axis, an output shaft as the drive output shaft of the at least two partial transmissions on a drive output side of the transmission, wherein the drive output shaft is arranged on the input shaft axis or on at least one countershaft axis, in particular one that is parallel to the input shaft axis, an intermediate gear system on the at least one countershaft axis with at least one countershaft, wherein at least one of the input shafts can be connected by way of at least one gear plane and/or at least one shifting element to the drive output shaft, wherein at least four gear planes are arranged for obtaining forward gears and at least six shifting elements are provided and wherein on the at least

Abstract: A transmission, preferably for driving a motor vehicle, includes a multi-gear main transmission and a range group, that is connected downstream from the main transmission and comprises an input shaft and an epicyclic gear system. The epicyclic gear system comprises elements in the form at least of a central gearwheel and a planetary carrier. Furthermore, the transmission comprises a first connection for driving one of the elements of the epicyclic gear system by way of the input shaft of the range group and a variator, as well as a second connection that can be engaged with the first connection for driving a further element of the elements of the epicyclic gear system. When the second connection is engaged, the input shaft of the range group drives the variator and a drive output of the variator drives the further element of the epicyclic gear system.