Abstract: A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K1) to the first shaft (1) and by the second shift element (K2) to the second shaft (2). The second shaft (2) is rotationally fixedly connectable by the fifth shift element (B2) to the housing (3). The third shaft (4) is rotationally fixedly connected to the third gear set element of the second planetary gear set (RS2) and to the first gear set element of the third planetary gear set and is rotationally fixedly connectable by the sixth shift element (B1) to the housing (3). The second gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the output shaft (Ab), and the third gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the second shaft (2).

Abstract: A transmission (G) for a motor vehicle includes a drive shaft (GW1), an output shaft (GW2), a first and a second planetary gear set (P1, P2), and a first, second, third, fourth and fifth shift element (04, 13, 14, 26, 36). Six forward gear ratios (1-6) between the drive shaft (GW1) and the output shaft (GW2) are engagable through selective pairwise closure of the five shift elements (04, 13, 14, 26, 36) and rotationally fixed immobilization of the sun gear (E11) of the first planetary gear set (P1).

Abstract: A transmission system (1) including a transmission input shaft (2), a transmission output shaft (3), and three planetary gear sets (P1, P2, P3) having a total of seven interface shafts (W1-W7). The planetary gear sets (P1, P2, P3) are at least partially functionally connected to each other by planetary gear set shafts (S1-HR3), are at least partially connectable to each other through a plurality of shift elements (B1, B2, K1-K3; B1-B3, K1-K3), and are coupled to the seven interface shafts (W1-W7) by the planetary gear set shafts (S1-HR3) such that at least six gear ratios (1VM-6VM, R1VM, R2VM) are selectable such that the transmission input shaft (2) and the transmission output shaft (3) revolve with the same or different direction of rotation.

Abstract: A gearbox (G) for a motor vehicle having a drive shaft (GW1); an output shaft (GW2); an electric machine (EM); and first and second minus planetary gear sets (P1,P2), the first planetary gear set (P1) being a stepped planetary gear set. A ring gear (E31) of the first planetary gear set (P1) is rotationally fixedly immobilizable via a fourth shift element (06). The first sun gear (E111) of the first planetary gear set (P1) is rotationally fixedly immobilizable via a fifth shift element (03). The output shaft (GW2) is connected to the ring gear (E32) of the second planetary gear set (P2). A rotor (R) of the electric machine (EM) is continuously connected to the drive shaft (GW1). The first sun gear (E111) of the first planetary gear set (P1) is not continuously rotationally fixedly connected to or operatively connectable by the shift elements with any further electric machine.

Abstract: A transmission (G) for a motor vehicle comprising an upstream gear set (VRS), a main gear set (HRS) with a total of four shafts (W1, W2, W3, W4) referred to in order of rotational speeds as first, second, third and fourth shafts, an electric machine (EM), and at least five shift elements (A, B, C, E, F), the selective pairwise closure of which realizes at least eight selectable forward gear ratios (G1-G8) between a drive shaft (GW1) and an output shaft (GW2) of the transmission (G). The upstream gear set (VRS) provides a rotational speed at a fifth shaft (W5) increased relative to the rotational speed of the drive shaft (GW1), in a fixed transmission ratio with respect to the drive shaft (GW1). The main gear set (HRS) is a stepped planetary gear set (PS).

Abstract: A transmission (G) for a motor vehicle includes three planetary gear sets (P1, P2, P3), an electric motor (EM) and five shift elements (B1, K1, K2, K3, K4). Selective engagement of the five shift elements (B1, K1, K2, K3, K4) realizes at least eight selectable forward gear ratios (G1-G8) between an input shaft (GW1) and an output shaft (GW2) of the transmission (G).

Abstract: A transmission (G) for a motor vehicle including an input shaft (GW1), an output shaft (GW2), three planetary gear sets (P1, P2, P3) with three elements each, and five shift elements (B1, K1, K2, K3, K4). The third planetary gear set (P3) has first and second couplings (V1, V2), wherein the first coupling (V1) is between the first elements (E12, E13) of the second and third planetary gear sets (P2, P3), the second coupling (V2) is between the third element (E33) of the third planetary gear set (P3) and the output shaft (GW2), and the second element (E23) of the third planetary gear set (P3) is permanently connected to the input shaft (GW1). One of the first and second couplings (V1, V2) is a permanently rotationally conjoint connection and the other one of the first and second couplings (V1, V2) is a connection selectable by the third shift element (K2).

Abstract: A transmission includes a drive shaft, an output shaft, three planetary gear sets, and five shift elements, the first and second planetary gear sets are negative or minus gear sets. The third planetary gear set comprises three elements. The drive shaft is connected to the first element. A ring gear of the first planetary gear set is connected to the second element. The drive shaft is connectable to a sun gear of the first planetary gear set through the first shift element. The third element is rotationally fixable through the second shift element. The sun gear of the second planetary gear set is rotationally fixable through the third shift element. The planetary carrier of the second planetary gear set is rotationally fixable through the fourth shift element. The drive shaft is connectable to the planetary carrier of the second planetary gear set through the fifth shift element.

Abstract: A motor vehicle transmission including an interface to a drive unit, a drive shaft, an output shaft coaxial to the drive shaft, a differential transmission paraxial to the drive shaft, a device for forming gear ratios between the drive and output shafts, and an electric motor with a fixed stator and a rotatable rotor. The output shaft is connected with the differential transmission by a chain drive and a downstream gear set coaxial to the differential transmission. The electric motor is at an axial end of the transmission where the interface to the drive unit is formed. The rotor is connected with the drive shaft. The chain drive is axially between the differential transmission and the downstream gear set or the downstream gear set is axially between the chain drive and the differential transmission, and the chain drive is axially between the electric motor and the downstream gear set.

Abstract: A transmission including a drive shaft, an output shaft, three planetary gear sets, and five shift elements, the first and second planetary gear sets are arranged in one gear plane, the first planetary gear set is a plus planetary gear set, and the second planetary gear set is a minus planetary gear set. The planetary gear sets are coupleable to one another to engage different gear ratios between the drive and output shafts. The drive shaft is connected to a sun gear of the first planetary gear set and is coupleable by the first shift element to a first element of the third planetary gear set and by the second shift element to a planetary carrier of the second planetary gear set. The third, fourth, and fifth shift elements radially encircle the planetary gear sets axially at the level the planetary gear sets and the second shift element are arranged.

Abstract: A transmission includes a main gear set, an auxiliary gear set and an electric motor with a rotor and a stator. A third shaft of the main gear set is connected to a transmission output shaft. A first shaft of the auxiliary gear set is constantly connected to the rotor. A second shaft of the auxiliary gear set is connectable through a first auxiliary shift element to a first shaft of the main gear set or a second shaft of the main gear set and through a second auxiliary shift element to a fourth shaft of the main gear set. A third shaft of the auxiliary gear set is constantly connected to the third shaft of the main gear set.

Abstract: A transmission includes a main gear set, an auxiliary gear set and an electric motor with a rotor and a stator. A third shaft of the main gear set is connected to a transmission output shaft. A first shaft of the auxiliary gear set is constantly connected to the rotor. A second shaft of the auxiliary gear set is connectable through a first auxiliary shift element to a first shaft of the main gear set or a second shaft of the main gear set and through a second auxiliary shift element to a fourth shaft of the main gear set. A third shaft of the auxiliary gear set is constantly connected to the third shaft of the main gear set.

Abstract: A transmission includes a main gear set, an auxiliary gear set and an electric motor with a rotor and a stator. A third shaft of the main gear set is connected to the transmission output shaft, and a first shaft of the auxiliary gear set is connected to the rotor. When a second shaft of the main gear set is constantly connected to a second shaft of the auxiliary gear set, the third shaft of the main gear set or a fourth shaft of the main gear set is constantly connected to the third shaft of the auxiliary gear set. When the third shaft of the main gear set is constantly connected to the second shaft of the auxiliary gear set, the fourth shaft of the main gear set is constantly connected to the third shaft of the auxiliary gear set.

Abstract: A transmission includes a main gear set, an auxiliary gear set and an electric motor with a rotor and a stator. A third shaft of the main gear set is connected to a transmission output shaft, and a first shaft of the auxiliary gear set is connected to the rotor. When a second shaft of the auxiliary gear set is connected to a first shaft of the main gear set, a third shaft of the auxiliary gear set is constantly connected to the third shaft of the main gear set or a fourth shaft of the main gear set. When the second shaft of the auxiliary gear set is connected to the third shaft of the main gear set, the third shaft of the auxiliary gear set is constantly connected to the fourth shaft of the main gear set.

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: Transmission (G) with a transmission input shaft (GW1) and a transmission output shaft (GW2), a main gear set (HRS), an auxiliary gear set (ZRS), and an electric motor (EM) with a rotor (R) and a stator (S), whereas the transmission (G) features at least one power path (L1, L2) between the transmission input shaft (GW1) and the main gear set (HRS), whereas the main gear set (HRS) features a first and a second planetary gear set (P1, P2) with a total of four shafts (W1, W2, W3, W4) designated in the order of rotational speeds as the first, second, third and fourth shafts, whereas the at least one power path (L1, L2) is connectable through at least one shift element (A, B, D, E) to at least one of the four shafts (W1, W2, W3, W4) of the main gear set (HRS), whereas the third shaft (W3) of the main gear set (HRS) is connected to the transmission output shaft (GW2), whereas the auxiliary gear set (ZRS) features a planetary gear set (P4) with a first, second and third shaft (W1 P4, W2P4, W3P4), whereas the first s

Abstract: Transmission (G) with a transmission input shaft (GW1) and a transmission output shaft (GW2), a main gear set (HRS), an auxiliary gear set (ZRS), and an electric motor (EM) with a rotor (R) and a stator (S), whereas the transmission (G) features at least one power path (L1, L2, L3) between the transmission input shaft (GW1) and the main gear set (HRS), whereas the main gear set (HRS) features a first and a second planetary gear set (P1, P2) with a total of four shafts (W1, W2, W3, W4) designated in the order of rotational speeds as the first, second, third and fourth shafts, whereas the at least one power path (L1, L2, L3) is connectable through at least one shift element (A, B, C, D, E) to at least one of the four shafts (W1, W2, W3, W4) of the main gear set (HRS), whereas the second or the third shaft (W2, W3) of the main gear set (HRS) is connected to the transmission output shaft (GW2), whereas the auxiliary gear set (ZRS) features a planetary gear set (P4) with a first, second and third shafts (W1P4, W2P

Abstract: A coupling device (K) has a first positive-locking clutch (K0), a second positive-locking clutch (K1), an axially fixed first shaft (W1), an axially fixed second shaft (W2), a connecting shaft (WV) and an actuator (AK). The first shaft (W1), the second shaft (W2) and the connecting shaft (WV) are arranged coaxially to each other. By closing the first clutch (K0), a torque-proof connection between the first shaft (W1) and the connecting shaft (WV) is established, and by closing the second clutch (K1), a torque-proof connection between the connecting shaft (WV) and the second shaft (W2) is established. The actuator through axial displacement of the connecting shaft (WV), shifts both the first clutch (K0) and the second clutch (K1) between an engaged state and a disengaged state, such that the connecting shaft (WV) is movable to a multitude of axial positions to achieve different engaged states of the clutches.

Abstract: A method for operating a hybrid unit comprising a first drive-power source, such as a supercharged internal combustion engine, and a second drive-power source, such as an electric machine. The second drive-power source operates as a generator for charging the energy accumulator and as a motor for discharging of the energy accumulator. Depending on torque desired by a driver, drive torque can be called for, on the one hand, from the first drive-power source and, on the other hand, from the second drive-power source operating as a motor. When the torque desired by the driver increases, to ensure operation of the hybrid unit with reduced fuel consumption and reduced emissions, depending on the charge condition of the energy accumulator, torque demanded from the first drive-power source is delayed and/or reduced, and the resulting reduced dynamic response is compensated for by demanding torque from the second drive-power source.

Abstract: A method for operating a hybrid unit comprising a first drive-power source, such as a supercharged internal combustion engine, and a second drive-power source, such as an electric machine. The second drive-power source operates as a generator for charging the energy accumulator and as a motor for discharging of the energy accumulator. Depending on torque desired by a driver, drive torque can be called for, on the one hand, from the first drive-power source and, on the other hand, from the second drive-power source operating as a motor. When the torque desired by the driver increases, to ensure operation of the hybrid unit with reduced fuel consumption and reduced emissions, depending on the charge condition of the energy accumulator, torque demanded from the first drive-power source is delayed and/or reduced, and the resulting reduced dynamic response is compensated for by demanding torque from the second drive-power source.