A dual clutch arrangement for a dual clutch transmission includes a first clutch and a second clutch. The output of the first clutch is connected to the input of the second clutch. A dual clutch transmission arrangement with the dual clutch arrangement and a motor vehicle with the dual clutch arrangement are also provided.

A gear box of a hybrid power vehicle includes a first gear box part and a second gear box part. The first gear box part includes one input shaft and two intermediate shafts, and the input shaft is configured to be connected to an internal combustion engine, a first driving toothed gear and a second driving toothed gear are provided on the input shaft, a first driven toothed gear and a second driven toothed gear are provided on a first intermediate shaft, a third driven toothed gear and a fourth driven toothed gear are provided on a second intermediate shaft; and the second gear box part includes a third intermediate shaft provided with a driving toothed gear of a first gear of the electric motor and the first or second intermediate shaft provided with a driven toothed gear of the first gear of the electric motor.

A transmission assembly for a motor vehicle drive train may include a first input element, a second input element, a first sub-transmission associated with the first input element and including a first plurality of engageable gear-step gear sets, and a second sub-transmission associated with the second input element and including a second plurality of engageable gear-step gear sets. The transmission assembly may further include a first electric machine connected to the second input element and a second electric machine. Moreover, the transmission assembly may include a first clutch, the first input element being connectable to the second input element via the first clutch. Additionally, the transmission assembly may include a second clutch, the second electric machine being connectable to the first input element via the second clutch.

A drive train (10) for a motor vehicle includes a dual-clutch assembly (14) with a first clutch (K1) and a second clutch (K2), which include a shared input element (EG). The dual-clutch assembly (14) is connectable to an internal combustion engine (12). The first clutch (K1) includes a first output element (AG1), and the second clutch (K2) includes a second output element (AG2). A first actuating unit (S1) is associated with the first clutch (K1), and a second actuating unit (S2) is associated with the second clutch (K2). A transmission arrangement (16) includes a first sub-transmission (32) and a second sub-transmission (34). An input shaft (24) of the first sub-transmission (32) is connected to the first output element (AG1), and an input shaft (26) of the second sub-transmission (34) is connected to the second output element (AG2). The second actuating unit (S2) is associated with the second clutch (K2) of the dual-clutch assembly (14) as well as with a gearshift clutch (C; E) of the first sub-transmission (32), and/or the first actuating unit (S1″) is associated with the first clutch (K1) of the dual-clutch assembly (14) as well as with a gearshift clutch (F) of the second sub-transmission (34).

A hybrid transmission assembly for a motor vehicle powertrain may include an input shaft arrangement including a first input shaft of a first sub-transmission and a second input shaft of a second sub-transmission. The assembly may further include a first electric machine axially parallel and connected to the first input shaft, and a second electric machine axially parallel and connected to the second input shaft. The input shaft arrangement, viewed axially, is in a center of four quadrants. An axis of the first electric machine is in the first quadrant and, or alternatively, an axis of the second electric machine is in the fourth quadrant.

A gearbox with multiple planetary gear sets having the same type of center gears includes a planetary gear set, a planetary gear set structure, an input end, an output end and a locking end, and brakes (8). The gearbox adopts at least three planetary gear sets having the same type of center gears (sun gears) or three planetary gear sets having the same type of center gears (ring gears) to form a star-connected planetary gear set structure. A planet carrier (7) is used as the input end, any of the center gears (1) is used as the output end, and the remaining center gears (2, 3) are each used as a locking end. The gearbox adopts at least two brakes (8), each of the brakes (8) connected to a locking end. The brakes (8) are controlled by a gear shift control device to be in any of a braking state, a half-braking state and a non-braking state. The gearbox controls the gear by controlling the braking of the brakes (8).

The invention relates to a hybrid transmission device (3) with two electric motors (EM1, EM2), a first transmission input shaft (7) and a second transmission input shaft (9) mounted on the first transmission input shaft (7), wherein at least one gearwheel (10, 12, 14, 16, 18) for forming a forward gear (V1, V2, V3, V4, V5, E1, E2, E3, E4, E5) is arranged on each of the transmission input shafts (7, 9), characterized in that the first electric motor (EMI) is connected to a gearwheel (18) on the first transmission input shaft (7) and the second electric motor (EM2) is connected to a gearwheel (10) on the second transmission input shaft.

The invention also relates to a motor vehicle.

A transmission arrangement (16) for a motor vehicle drive train (10), includes a first shaft arrangement (24, 26) and a second shaft arrangement (28), a plurality of engageable gear sets (36, 38, 42, 48, 50), which connect the first shaft arrangement (24, 26) and the second shaft arrangement (28) in order to establish at least one appropriate plurality of gear steps (1-5), and a plurality of at least three gearshift clutches (B, D, C) for engaging at least some (38, 48, 50) of the gear sets (36, 38, 42, 48, 50). Two (B, D) of the three gearshift clutches (B, D, C) form a gearshift clutch assembly (52), which is arranged at one (28) of the shaft arrangements (24, 26; 28). One gearshift clutch (C) of the three gearshift clutches (B, D, C) is arranged at the other shaft arrangement (24, 26) and, with the gearshift clutch assembly (52), is arranged in a gearshift clutch plane (E2). The gear sets (48, 50) associated with the two gearshift clutches (B, D) of the gearshift clutch assembly (52) are arranged on a first axial side (53) of the gearshift clutch plane (E2).

A transmission arrangement (16) for a motor vehicle drive train (10) includes a first input shaft (24) connected or connectable to an internal combustion engine (12), a second input shaft (26) arranged coaxially to the first input shaft (24), an output shaft connected to the first input shaft (24) via a first plurality of engageable first gear-step gear sets (38, 42, 44) and connected to the second input shaft (26) via a second plurality of engageable second gear-step gear sets (36, 52), a first electric machine (56) connected to the second input shaft (26), a second electric machine (60) connected to the first input shaft (24), and a first clutch (K1) via which the first input shaft (24) and the second input shaft (26) are connectable to each other. The second gear-step gear sets include two alternately engageable gear-step gear sets (36, 52), via each of which an electric motor-driven operation is establishable by the first electric machine (56). The transmission arrangement (16) is configured such that an internal combustion engine-driven operation is establishable via one (36) of the two alternately engageable gear-step gear sets (36, 52) when the first clutch (K1) is engaged.

A hybrid transmission of a countershaft design for a motor vehicle powertrain having an internal combustion engine, a first electric prime mover, and a second electric prime mover has a transmission drive shaft drivingly connected to the second electric prime mover, a first sub-transmission having a first transmission input shaft, and a second sub-transmission having a second transmission input shaft, the second transmission input shaft being drivingly connected to the first electric prime mover. The transmission further has a first coupling element, the transmission drive shaft being connectable to the internal combustion engine via the first coupling element. Moreover, the transmission has a second coupling element, the first transmission input shaft being connectable to the second transmission input shaft via the second coupling element. Additionally, the transmission has a third coupling element, the transmission drive shaft being connectable to the first transmission input shaft via the third coupling element.