A hybrid transmission device (3) has at least one drive device (EM1, EM2), a first transmission input shaft (7), a second transmission input shaft (9), a first clutch (K1), and a connecting clutch (K3). The second transmission input shaft (9) is mounted on the first transmission input shaft (7). The connecting clutch (K3) is actuatable to rotationally fix the first transmission input shaft (7) to the second transmission input shaft (9). The first transmission input shaft (7) is connected to an output (6) of the first clutch (K1), where the at least one drive device (EM1, EM2), the connecting clutch (K3), and the first transmission input shaft (7) are connectable to an internal combustion engine (2) via actuation of the first clutch (K1), and where the first clutch (K1) is a dog clutch.

A transmission comprises a first input shaft, a second input shaft, an output shaft, and an intermediate shaft. A first input shaft gearwheel, a second input shaft gearwheel, a first intermediate shaft gearwheel, a second intermediate shaft gearwheel, a first output shaft gearwheel drivingly connected to the first input shaft gearwheel, a second output shaft gearwheel in meshing engagement with the first intermediate shaft gearwheel, and a third output shaft gearwheel in meshing engagement with the second intermediate shaft gearwheel, are provided. A first shifting device is selectively settable to: a first shifting device first state, rotationally connecting the first output shaft gearwheel to the output shaft, a first shifting device neutral state, and a first shifting device second state, rotationally connecting the first output shaft gearwheel to the second output shaft gearwheel, A second shifting device is selectively settable to: a second shifting device first state, rotationally connecting the second output shaft gearwheel to the output shaft, a second shifting device neutral state, and a second shifting device second state, rotationally connecting the third output shaft gearwheel to the output shaft.

A hybrid transmission device (3) includes at least one drive device (EM2), a transmission (4) with a first transmission input shaft (12) and a second transmission input shaft (14) mounted on the first transmission input shaft (12). At least two gear-step gears (16, 18) are arranged on the second transmission input shaft (14), and the gear-step gear (16) of the highest gear step (G3) is arranged on the second transmission input shaft (14) in an axial direction toward an outer side (46, 50).

A hybrid transmission (20) for a motor vehicle drive train (12) with an internal combustion engine (14), a first electric prime mover (16), and a second electric prime mover (18), includes: a first transmission input shaft (24) for a first sub-transmission coaxially drivingly connectable to the internal combustion engine and/or drivingly connectable to the second electric prime mover in an axially parallel manner; a second transmission input shaft (26) for a second sub-transmission drivingly connectable to the first electric prime mover in an axially parallel manner; a countershaft (28); idler gears and fixed gears arranged in multiple gear set planes for forming gear steps; and multiple gear change devices including shift elements (A-E) for engaging the gear steps. All even gear steps are associated with one sub-transmission and all odd gear steps are associated with the other sub-transmission such that all electric-machine gear steps are power shiftable.

A hybrid transmission device (3) includes at least one drive device (EM2) and a transmission (4) with a first transmission input shaft (12) and a second transmission input shaft (14) mounted on the first transmission input shaft (12). The at least one drive device (EM2) is arranged axially parallel and is connected to a gear-step gearwheel (16) arranged on the second transmission input shaft (14).

A drive unit includes: a pedal crankshaft to which a pedal stepping force of a rider is applied; an electric motor that detects a torque input to the pedal crankshaft and generates a drive force; and a transmission that changes shift of the drive force of the electric motor and delivers the drive force to the pedal crankshaft, the transmission includes a main shaft that supports a plurality of drive gears and a counter shaft that supports a plurality of driven gears that engage with the plurality of respective drive gears, and the transmission selects one torque delivery gear among the plurality of drive gears, delivers the drive force of the electric motor to the counter shaft, and shifts the torque delivery gear without inverting a rotational direction of the drive gear.

This application discloses a transmission having a plurality of transmission sections, wherein each transmission section comprises: a driven primary shaft (1); at least one secondary shaft (13), which is arranged to rotate independently, in particular axis-parallel, with respect to the primary shaft (1); and a clutch arrangement (4, 5), which is formed to selectively couple the primary shaft (1) directly with a driven shaft or to couple the secondary shaft (13) or one of the secondary shafts between the primary shaft (1) and the driven shaft, wherein the driven shaft is a primary shaft (1) of a further transmission section or an output shaft of the transmission, wherein the coupled secondary shaft (13) comprises a predetermined transmission ratio with respect to the primary shaft (1), wherein when multiple secondary shafts are provided, respective coupled secondary shafts comprise different transmission ratios with respect to the primary shaft (1).

An automatic manual transmission comprising: a first sub-transmission configured for establishing even-numbered (2nd, 4th, 6th) gears and the reverse gear by a plurality of gear pairs (42/52, 44/54, 46/56, 40/50), and a second sub-transmission configured for establishing odd-numbered (1th, 3rd, 5th, 7th) gears by a plurality of gear pairs (41/51, 43/53, 45/55, 47/57); one or more output shafts (14, 15); one or more intermediate shafts (71, 72, 73, 74) each of which is coaxially and rotatably mounted either to an input shaft (11, 12) or to an output shaft (14, 15) and kinematically interposed between an output shaft and an input shaft; wherein said first sub-transmission is connected and disconnected to and from the output of the transmission by means of a first synchronizer (S1), and said second sub-transmission is connected and disconnected to and from the output of the transmission by means of a second synchronizer (S2).

A dual clutch transmission for a motor vehicle, with gear wheel sets, which can be engaged via shift elements and which form exactly eight wheel planes, which are associated with respectively a first sub-transmission and a second sub-transmission. Each sub-transmission has a respective input shaft and the two sub-transmissions have an output shaft, which is axis-parallel to the input shafts. The mutually coaxial input shafts can each be activated via a power-shift clutch in alternation and the even forward gears are associated with the first sub-transmission and the odd forward gears are associated with the second sub-transmission, which can be engaged when a gear shift occurs via the shift element.

A dual clutch transmission for a motor vehicle, with switchable gearwheel sets which form in particular exactly eight wheel planes (RE-1 through RE-8), which are assigned to a first and to a second sub-transmission. The sub-transmissions are provided with at least one input shaft and with a common output shaft and the input shafts can be alternately activated via a load-switchable clutch. Furthermore, the odd forward gears are assigned to the sub-transmission and even forward gears are assigned to the other sub-transmission, which are switchable by corresponding switching elements. At least one gearwheel set of one sub-transmission can be coupled with a switching element to the other sub-transmission.