Abstract: A toothing arrangement (1) includes at least one first helical-cut spur gear (3) and a second helical-cut spur gear (4), which form a common meshing toothing, and as least one thrust collar (7) with two races (8, 9) for axial load compensation on both sides in the region of the meshing toothing. The annular thrust collar (7) includes an internal gearing (10), which, in the mounted state, is supported in a circumferential groove (11) interrupting the tooth system (5) of the first spur gear (3). At least one rotation prevention means is associated with the thrust collar (7). The rotation prevention means is movable from a radially inner region to a radially outer region of the first spur gear (3) into an interlock position. A transmission may include the toothing arrangement.

Abstract: A gearwheel (10), in particular a parking interlock gear for a parking lock arrangement, includes an annular body with a radially acting first toothing (2), arranged on the outer circumference of the annular body (1), for the engagement of a locking pawl, an axially acting second toothing (3), arranged on a face end of the annular body and including a plurality of teeth (5) with oblique tooth flanks (5a, 5b), for the engagement of a corresponding axially acting third toothing (42), which includes teeth (44) with oblique tooth flanks (44a, 44b), of a shaft (40). A parking lock arrangement also includes the gearwheel.

Abstract: A dual clutch transmission including two sub-transmissions, each having an input shaft arranged on an input axis, an intermediate shaft and an output shaft which is the drive output of both sub-transmissions. The intermediate shaft can be connected to the input and output shafts. The transmission also has wheel planes, shifting elements, two clutches and countershafts. A first countershaft can be connected to transmission elements of all the wheel planes on the countershaft axis and a second countershaft is connected to transmission elements of at least two wheel planes. The shifting elements include at least one single shifting element, but most of the shifting elements are double shifting elements. Two shifting elements are arranged on the input axis between two wheel planes, whose transmission elements are connected to the second countershaft. Opposite sides of the intermediate shaft are respectively connected to a range group and the output shaft.

Abstract: A motor vehicle transmission having at least two sub-transmissions, each with at least one input shaft. The input shafts are arranged on an input side on an input axis. The two sub-transmissions have a single output shaft. A countershaft assembly having two countershafts aligned on a countershaft axis. A main shaft arranged on the input axis can be connected, via range groups, to the output shaft. At least one of the input shafts can connect to the output shaft via at least one of a gear plane, a shift element and the main shaft. At least three shift devices are arranged with at most one of the shift devices is arranged on the countershaft axis. The first three shift devices are arranged, relative to torque flow, downstream of the input side of the transmission on the input axis.

Abstract: A dual clutch transmission including two sub-transmissions, each having an input shaft arranged on an input axis, an intermediate shaft and an output shaft which is the drive output of both sub-transmissions. The intermediate shaft can be connected to the input and output shafts. The transmission also has wheel planes, shifting elements, two clutches and countershafts. A first countershaft can be connected to transmission elements of all the wheel planes on the countershaft axis and a second countershaft is connected to transmission elements of at least two wheel planes. The shifting elements include at least one single shifting element, but most of the shifting elements are double shifting elements. Two shifting elements are arranged on the input axis between two wheel planes, whose transmission elements are connected to the second countershaft. Opposite sides of the intermediate shaft are respectively connected to a range group and the output shaft.

Abstract: A dual-clutch transmission of a countershaft design includes a main transmission and a downstream group transmission. The main transmission has a solid first transmission input shaft connected to the output of a first powershiftable clutch, a hollow second transmission input shaft connected to the output of a second powershiftable clutch/electric machine, through which the first transmission input shaft extends, and two countershafts arranged coaxially with one another. The first countershaft is a hollow shaft and the second countershaft passes through the first countershaft. A drive output shaft of the main transmission is arranged coaxially with the two transmission input shafts and is the drive input shaft of the group transmission. The drive input sides of the powershiftable clutches/machines are connected to a drive aggregate, and to bridge across the group transmission, the second countershaft can be connected via a shifting element to the group transmission drive output.

Abstract: A group transmission of a motor vehicle having a main transmission and a downstream range group. The range group has two gear steps for different speed ranges and a reversing step for reverse driving. The range group has two planetary gearsets, each with a planet carrier, a sun and ring gears. To engage a driving range for lower speeds, the sun gear of the second gearset and the ring gear of the first gearset are locked to the housing by a first clutch. To engage a driving range for higher speeds, two respective elements of the two gearsets can be connected to one another, in a rotationally fixed manner, by a second clutch. To engage a reversing driving range, the planet carrier of the first gearset and the ring gear of the second gearset are locked relative to the housing by a third clutch.

Abstract: A group transmission of a motor vehicle having a main transmission and a downstream range group. The range group has two gear steps for different speed ranges and a reversing step for reverse driving. The range group has two planetary gearsets, each with a planet carrier, a sun and ring gears. To engage a driving range for lower speeds, the sun gear of the second gearset and the ring gear of the first gearset are locked to the housing by a first clutch. To engage a driving range for higher speeds, two respective elements of the two gearsets can be connected to one another, in a rotationally fixed manner, by a second clutch. To engage a reversing driving range, the planet carrier of the first gearset and the ring gear of the second gearset are locked relative to the housing by a third clutch.

Abstract: A motor vehicle transmission having at least two sub-transmissions, each with at least one input shaft. The input shafts are arranged on an input side on an input axis. The two sub-transmissions have a single output shaft. A countershaft assembly having two countershafts aligned on a countershaft axis. A main shaft arranged on the input axis can be connected, via range groups, to the output shaft. At least one of the input shafts can connect to the output shaft via at least one of a gear plane, a shift element and the main shaft. At least three shift devices are arranged with at most one of the shift devices is arranged on the countershaft axis. The first three shift devices are arranged, relative to torque flow, downstream of the input side of the transmission on the input axis.

Abstract: A dual-clutch transmission of a countershaft design includes a main transmission and a downstream group transmission. The main transmission has a solid first transmission input shaft connected to the output of a first powershiftable clutch, a hollow second transmission input shaft connected to the output of a second powershiftable clutch/electric machine, through which the first transmission input shaft extends, and two countershafts arranged coaxially with one another. The first countershaft is a hollow shaft and the second countershaft passes through the first countershaft. A drive output shaft of the main transmission is arranged coaxially with the two transmission input shafts and is the drive input shaft of the group transmission. The drive input sides of the powershiftable clutches/machines are connected to a drive aggregate, and to bridge across the group transmission, the second countershaft can be connected via a shifting element to the group transmission drive output.

Abstract: A transmission ratio step of a stepped transmission which can couple at least two parallel transmission shafts. Multiple transmission ratios can be implemented with the ratio steps. A planetary gear set, comprising three components, is located coaxial with a first shaft. A first component is connected to and driven by an input supplied along the first axis, and a second component meshes with at least one spur gear, each of which is placed on a further axis that is parallel to the first axis. A first transmission ratio can be engaged by fixing a third component of the planetary gear set, and a second transmission ratio can be implemented by connecting either the third or the second transmission component to the drive supplied along the first axis. At least one the transmission ratio steps is utilized in a stepped transmission of a motor vehicle transmission.

Abstract: An actuating assembly for actuating synchronizing elements of a centrally synchronized dual-clutch transmission having at least a first part-transmission (6) and a second part-transmission (7) such that at least one synchronizing element is associated with each of the first and the second part-transmission (6, 7). A common actuator (1) is provided for actuating at least the synchronizing elements of the two part-transmissions.

Abstract: A transmission ratio step of a stepped transmission which can couple at least two parallel transmission shafts. Multiple transmission ratios can be implemented with the ratio steps. A planetary gear set, comprising three components, is located coaxial with a first shaft. A first component is connected to and driven by an input supplied along the first axis, and a second component meshes with at least one spur gear, each of which is placed on a further axis that is parallel to the first axis. A first transmission ratio can be engaged by fixing a third component of the planetary gear set, and a second transmission ratio can be implemented by connecting either the third or the second transmission component to the drive supplied along the first axis. At least one the transmission ratio steps is utilized in a stepped transmission of a motor vehicle transmission.

Abstract: A method of synchronizing a double clutch transmission having two input shafts and an output shaft. The input shafts can couple a motor drive shaft via an input friction clutch to synchronize rotation of the forward gears. The input shafts are coaxial with one located within the other, and the transmission output shaft is likewise coaxial. Each of the forward and reverse gears are arranged in a respective gearset plane. The gear clutches for the forward and reverse gears form gear shifting devices with some being actuated on two sides. Progressive gear steps are realized between the forward gears, and the gear clutches are unsynchronized shift elements. The rotational speed of one or more gear clutches, necessary for a gear change, is adapted as needed by actuating one or both of the input clutches and controlling the rotational speed of the motor.

Abstract: An actuating assembly for actuating synchronizing elements of a centrally synchronized dual-clutch transmission having at least a first part-transmission (6) and a second part-transmission (7) such that at least one synchronizing element is associated with each of the first and the second part-transmission (6, 7). A common actuator (1) is provided for actuating at least the synchronizing elements of the two part-transmissions.

Abstract: The invention relates to a regulating mechanism for operating an actuator or connecting element (11, 12) of an automatic transmission. The regulating mechanism has an actuator (3), a regulating mechanism (4), a transmission element (6), and an output element (8, 9). According to the present invention, the actuator (3) is configured as a three phase motor, advantageously as an asynchronous motor. The torque (M) of the actuator (3) is converted into an actuating force (S) in the transmission element (6), which is then applied to a regulated and or connecting element (11, 12).