Abstract: A transmission for a motor vehicle has an input shaft, output shaft, first and second minus planetary gear sets, and first electric machine with a rotationally fixed stator and a rotatable rotor connectable to the input shaft. The first planetary gear set is stepped and has planet gears of a larger and a smaller effective diameter. In the first planetary gear set, first sun gear engages the larger planet gears and is connected or connectable to the rotor; second sun gear engages the smaller planet gears and is connected to a sun gear of the second planetary gear set and connectable to the input shaft; a carrier is connected to a ring gear of the second planetary gear set; and a ring gear is rotationally fixable. In the second planetary gear set, the carrier is connectable to the input shaft and the ring gear is connected to the output shaft.

Abstract: Proposed is a multi-stage transmission in planetary design in a housing (9) for a vehicle comprising at least one electric motor (EM) and comprising three planetary gear sets (RS1, RS2, RS3), wherein a drive (An) can be connected by means of a shift element (K0) to a first shaft (1), and an output (Ab) is connected to a second shaft (2), wherein there are provided four additional shafts (3, 4, 5, 6) and at least five shift elements (B1, K1, K2, K3, K4), through the actuation of which at least eight forward gears (G1, G2, G3, G4, G5, G6, G7, G8) can be implemented.

Abstract: A motor vehicle group transmission with at least one housing, a main transmission and a range transmission connected downstream from the main transmission. The main transmission comprises at least four planetary gearsets, each of which comprises a sun gear, a carrier, a planetary gearwheel mounted on the carrier and a ring gear, and at least five shifting elements. The range transmission includes at least two planetary gearsets, each of which has a sun gear, a carrier, a planetary gearwheel mounted on the carrier and a ring gear, and at least three shifting elements. The main transmission and the range transmission, together in combination, provide at least thirteen forward gears and at least eight reverse gears.

Abstract: A transmission for a motor vehicle includes a first planetary gear set with at least three central gears which are formed by a ring gear and two sun gears or by two ring gears and one sun gear. A second planetary gear set includes two central gears which are formed by one ring gear and one sun gear. One of the central gears of the second planetary gear set is constantly connected in a torque-proof manner to one of the central gears of the first planetary gear set. The one of the central gears of the first planetary gear set differs from and is arranged in a common gear set plane with the one of the central gears of the second planetary gear set. A carrier of the first planetary gear set is constantly connected in a torque-proof manner to a carrier of the second planetary gear set.

Abstract: A gear unit for a compound transmission has a planetary stage that couples an input and an output shaft for different transmission ratios. The planetary stage includes a sun gear, a ring gear and planet gears rotatably supported at a planet carrier. The planet gears have a region with two different toothings arranged axially offset with respect to an axis of rotation of the planetary stage. A meshing engagement with a first sun gear and/or a first ring gear is produced via the first toothing. The planet gears mesh at the second toothing with a second sun gear and/or a second ring gear, and one component of the planetary stage is connected to the input shaft to be fixed with respect to rotation and one component is fixed at a housing, while the rest of the components can be coupled with the output shaft, respectively.

Abstract: A transmission for a motor vehicle includes a drive shaft, an upstream gear set and a main gear set. A shaft of the upstream gear set is configured to make available reduced rotational speed and is a component of a first power path at a first shaft of the main gear set. The drive shaft is a component of a second power path at a second shaft of the main gear set.

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 dual-clutch transmission in lay-shaft design, with a first input shaft (EW1) and a second input shaft (EW2), which are arranged coaxially at a common input shaft axis (9), is proposed. Furthermore, a first lay shaft (VW1) arranged coaxially on a first lay-shaft axis (10) and a second lay shaft (VW2) arranged coaxially on a second lay-shaft axis (11) along with at least one planetary gear set (PS) are provided. Furthermore, four gear levels (a, b, c, d) are provided, which form discrete spur gear transmission ratio stages and to which at least nine shift elements (S1, S2, S3, S4, S5, S6, S7, S8, S9, S10, S11, S12, S13, S14) are allocated, such that at least eight forward gears (1, 2, 3, 4, 5, 6, 7, 8) and several reverse gears (R1, R2, R3) can be shifted.

Abstract: A motor vehicle transmission having two partial transmissions with coaxial input shafts which can connect to an output shaft. The inputs of the first and second partial transmissions are a central shaft and a hollow shaft, respectively, that are coaxial with the output shaft. A countershaft assembly is parallel to the input and output shafts, to transmit rotation from the drive input to the output via a variety of gears. Gear stages (10-15) and shift elements (S1 to S7) selectively engage to change gears in the partial transmissions The hollow shaft couples stage (10) to a solid shaft of the countershaft assembly which has hollow shaft (9) that can couple the solid shaft via shifting element (S1) and can couple, via stage (11). Actuating shifting element (S2) to the central shaft of the first partial transmission which directly couples the output shaft via shifting element (S3).

Abstract: A countershaft-type dual clutch transmission for a vehicle has two clutches having input sides connected to a driveshaft (AN) and output sides connected respectively to one of two transmission input shafts arranged coaxial to a mainshaft axis. A sub-transmission is associated in each instance with the transmission input shafts, at least two countershafts, a plurality of gear planes to which are assigned gear ratio steps, and at least one output shaft which can be connected to the sub-transmissions via an output gear plane. Only six gear planes with at least nine assigned gear ratio steps can be realized via only four double shift elements and at least one single shift element. Each countershaft can be coupled with four gear ratio steps via double shift elements, and one of the transmission input shafts can be coupled with a gear ratio step via a single shift element.

Abstract: A dual clutch transmission for a motor vehicle which comprises at least two transmission parts and each transmission part comprise at least one input shaft. Drive is outputted from the transmission parts via a common output shaft. The at least one input shaft is arranged on a main axis and the output shaft is arranged on the main axis or a parallel secondary axis. An intermediate transmission has at least one countershaft that is arranged on the secondary axis. At least one of the input shafts can be connected to the output shaft via at least two gear planes and/or at least one shifting element. At least three shifting mechanisms are provided and at least one shifting mechanism is arranged on each of the main and the secondary axes such that one of the at least two gear planes is arranged between two of the at least three shifting mechanisms.

Abstract: A dual clutch transmission designed as a reduction gearing which has concentric central and hollow transmission shafts, exactly one layshaft, and two power shift elements. A hollow shaft is provided coaxially on the layshaft, which can be rotatably fixed to the layshaft, via one shift device, and to which at least two gears of the gear stages are rotatably fixed. A further hollow shaft is provided coaxially on either the central or the hollow transmission shaft, which can be connected, via one of the shift devices, with the central or the hollow transmission shaft and to which at least two further gears of the gear stages are rotatably fixed. At least three transmission ratios are obtainable as a result of engaging the shift element into the power flow in three of the gear stages, by which one transmission ratio results from engaging only one shift element into the power flow.

Abstract: A double clutch transmission of countershaft design having a central shaft and a concentric hollow transmission shaft, one countershaft, and two power-shift elements. Two hollow shafts are disposed on the countershaft coaxially to the countershaft, each of which can be fixed, via one shift device, to the countershaft, and to which at least two gearwheels are fixed. A further hollow shaft is coaxially provided on either the central or hollow transmission shafts and can be connected, via a shift device, to the central or hollow transmission shaft, and to which at least two further gearwheels of the gear stages are fixed. At least three transmission ratios are possible by engaging three of the gear stages on the shift-element side into the power flow, thereby enabling one transmission ratio to be at least partially implemented by a respective sole engagement on the shift-element side into the power flow.

Abstract: The invention relates to a torsional vibration absorber, comprising a rotatable support disc and several pendulum masses, which are hinged in an oscillating manner on the support disc in particular and are thereby able to move relative to the support disc along the associated pendulum rails. In order to create a torsional vibration absorber, through which several excitation orders are able to be absorbed with a simultaneously compact structure, the pendulum masses combine at least one pair of pendulum masses, with which the two associated pendulum masses are coupled to each other through at least one intermediate spring element. In addition, the invention relates to a torsional vibration damper, with which at least one aforementioned torsional vibration absorber is applied.

Abstract: The transmission has four planetary gear sets and shafts and shift elements. Sun gear of the planetary gearset (P1) couples shaft (5) which couples ring gear of gearset (P3) and is connectable, via clutch (58), to shaft (8), which couples carrier of gearset (P2) and is connectable, via clutch (89), to shaft (9), which couples sun gears of gearsets (P3, P4). Carrier of gearset (P1) couples drive shaft (1), which is connectable, via clutch (16), to shaft (6), which couples ring gear of gearset (P2). Sun gear of gearset (P2) couples shaft (3), which couples carrier of gearset (P3) and is connectable to the housing via brake (03). Ring gear of gearset (P4) couples shaft (4) which is connectable to the housing via brake (04). Output shaft (2) couples carrier of gearset (P4) and is connectable, via clutch (27), to shaft (7) which couples ring gear of gearset (P1).

Abstract: A transmission having four planetary gearsets, and shafts and shift elements. Sun gear of gearset (P1) couples shaft (5), which couples ring gear of gearset (P3) and is connectable via clutch (58) to shaft (8), which couples carrier of gearset (P2) and is connectable via clutch (78) to shaft (7), which couples sun gears of gearsets (P3, P4). Carrier of gearset (P1) couples the drive shaft, which couples ring gear of gearset (P2). Sun gear of gearset (P2) couples shaft (9), which is connectable via clutch (39) to shaft (3), which couples carrier of gearset (P3) and is connectable to housing (G) via brake (03). Carrier and ring gear of gearset (P4) couple, respectively output shaft and shaft (4), which is connectable to housing (G) via brake (04). The output shaft is connectable via clutch (26) to shaft (6), which couples ring gear of gearset (P1).

Abstract: A countershaft-type dual clutch transmission for a vehicle has two clutches having input sides connected to a driveshaft (AN) and output sides connected respectively to one of two transmission input shafts arranged coaxial to a mainshaft axis. A sub-transmission is associated in each instance with the transmission input shafts, at least two countershafts, a plurality of gear planes to which are assigned gear ratio steps, and at least one output shaft which can be connected to the sub-transmissions via an output gear plane. Only six gear planes with at least nine assigned gear ratio steps can be realized via only four double shift elements and at least one single shift element. Each countershaft can be coupled with four gear ratio steps via double shift elements, and one of the transmission input shafts can be coupled with a gear ratio step via a single shift element.

Abstract: A motor vehicle transmission having two partial transmissions with coaxial input shafts which can connect to an output shaft. The inputs of the first and second partial transmissions are a central shaft and a hollow shaft, respectively, that are coaxial with the output shaft. A countershaft assembly is parallel to the input and output shafts, to transmit rotation from the drive input to the output via a variety of gears. Gear stages (10-15) and shift elements (S1 to S7) selectively engage to change gears in the partial transmissions The hollow shaft couples stage (10) to a solid shaft of the countershaft assembly which has hollow shaft (9) that can couple the solid shaft via shifting element (S1) and can couple, via stage (11). Actuating shifting element (S2) to the central shaft of the first partial transmission which directly couples the output shaft via shifting element (S3).

Abstract: A multi-step transmission having a housing accommodating eight shafts and four planetary gearsets (4, 5, 6, 7), and at least six shift elements comprising brakes and clutches which implement different transmission ratios between a drive shaft and output shaft. A carrier of gearset (4) is connected to shaft (14) which can be fixed, via brake (8), to the housing and further is connectable, via a first clutch, to shaft (15) which is coupled to a carrier of gearset (5) and is connectable, via a second clutch, to the drive shaft. A ring gear of gearset (6) is coupled to shaft (16) which can be fixed, via brake (9), to the housing. The drive shaft is additionally coupled to a sun gear of gearset (5). A ring gear of gearset (5) is connected to shaft (17). The gearset (5) is a plus planetary gearset.

Abstract: A multi-step transmission having a housing which accommodates eight shafts and four planetary gear sets, and at least six shift elements including brakes and clutches which are engaged to implement different ratios between a drive shaft and output shaft. The carrier of gearset (4) is connected to shaft (14) which is connectable, via brake (8), to the housing and, via clutch (11), to shaft (15) which is coupled to the ring gear of gearset (6). The shaft (16) connects the ring gear of gearset (5) to the sun gear of gearset (6) and is couplable, via a clutch (12), to the output shaft. The shaft (17) is connected to the ring gear of gearset (4) and the drive shaft is connectable, via clutch (13), to shaft (14) and is coupled to the carrier of gearset (5).