A transmission selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle includes an input shaft, a mainshaft, an output shaft, a first countershaft and a second countershaft. A first gear set includes a first mainshaft gear arranged on the mainshaft, a first countershaft gear arranged on the first countershaft and a first countershaft gear arranged on the second countershaft. A second gear set includes a second mainshaft gear arranged on the mainshaft, a first countershaft gear arranged on the second countershaft and a second countershaft gear arranged on the second countershaft. The gears of the first gear set all have a first helix angle. The gears of the second gear set all have a second helix angle. The first and second helix angles are selected to provide gear constant leading whereby thrust forces directed onto the first and second countershafts are balanced.

A hybrid drive arrangement including combustion engine (7), an electric machine (6) and a transmission with input shafts (4, 5) and an output shaft. The drive arrangement has a planetary gearset (PG) with a first element that can be rotationally engaged with shaft (4), and a second element that can be fixed to the housing or machine (6). Shift element (K) couples a third element of gearset (PG) to the housing or to rotationally engage with machine (6). Shift element (J) couples the third element of gearset (PG) with engine (7). Shift elements (C, D) respectively couple the shafts (4, 5) with engine (7) and form a double shift element (S1), whose actuator (10) extends through a section (11) of a drive shaft (12) of the engine (7), which encompasses, on the outside, shift element (S1). Section (11) of shaft (12) of engine (7) extends to shift element (J).

A hybrid drive arrangement including combustion engine (7), an electric machine (6) and a transmission with input shafts (4, 5) and an output shaft. The drive arrangement has a planetary gearset (PG) with a first element that can be rotationally engaged with shaft (4), and a second element that can be fixed to the housing or machine (6). Shift element (K) couples a third element of gearset (PG) to the housing or to rotationally engage with machine (6). Shift element (J) couples the third element of gearset (PG) with engine (7). Shift elements (C, D) respectively couple the shafts (4, 5) with engine (7) and form a double shift element (S1), whose actuator (10) extends through a section (11) of a drive shaft (12) of the engine (7), which encompasses, on the outside, shift element (S1). Section (11) of shaft (12) of engine (7) extends to shift element (J).

A transmission and a method for operating an automated transmission having a main transmission group and at least one splitter group for producing at least six gears. The gear interval at least in a gearshift between the gears with the lowest and second-lowest gear ratios is chosen to be smaller than the gear interval at least between the gears with the highest and the second-highest gear ratios. At least in the gearshift between the gears with the lowest and second-lowest gear ratios, a shifting element in use associated with the splitter group and a shifting element in use associated with the main transmission group are changed. At least in a gearshift between the gears with the highest and the second-highest gear ratios, a shifting element in use associated with the main transmission group is not changed and a shifting element in use associated with the splitter group is changed.

An electric drive axle with an electric motor having a motor shaft that is rotatable about an axis, a differential, and a transmission. The transmission transmits rotary power between the motor shaft and the differential. The multi-speed reduction has an input shaft and at least three on-axis gears. The input shaft is rotatably coupled to the motor shaft. Each of the at least three on-axis gears is co-axial with the input shaft and is rotatable relative to the input shaft in at least one of a first speed ratio and a second speed ratio. The input shaft is axially movable along the axis between a first position, in which a first one of the at least three on-axis gears is rotationally coupled to the input shaft, and a second position in which a second one of the at least three on-axis gears is rotationally coupled to the input shaft.

An electric drive axle with an electric motor having a motor shaft that is rotatable about an axis, a differential, and a transmission. The transmission transmits rotary power between the motor shaft and the differential. The multi-speed reduction has an input shaft and at least three on-axis gears. The input shaft is rotatably coupled to the motor shaft. Each of the at least three on-axis gears is co-axial with the input shaft and is rotatable relative to the input shaft in at least one of a first speed ratio and a second speed ratio. The input shaft is axially movable along the axis between a first position, in which a first one of the at least three on-axis gears is rotationally coupled to the input shaft, and a second position in which a second one of the at least three on-axis gears is rotationally coupled to the input shaft.

A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

An automated range-change transmission (CT) of a motor vehicle, has a main transmission (HG) with a lay-shaft design, which features a main shaft (WH) and at least one lay shaft (W.sub.VG1, W.sub.VG2), and a pre-shift group (GV) drivingly connected upstream on the main transmission (HG). An input shaft (W.sub.GE) of the range-change transmission (CT) is able to be coupled with an internal combustion engine (VM) of a drive unit of the motor vehicle. An output shaft (W.sub.GA) of the range-change transmission (CT) is coupled with an axle drive (AB) of the motor vehicle. An electric motor (EM) of the drive unit is able to be coupled at the pre-shift group (GV) through a planetary transmission (PG), whereas the electric motor (EM) is coupled to a first element of the planetary transmission (PG), a second element of the planetary transmission (PG) is coupled with an input shaft of the pre-shift group (GV), and a third element of the planetary transmission (PG) is coupled with an output shaft of the pre-shift group (GV).

A double clutch transmission having a first and a second input shaft; a countershaft; a drive output shaft; a first sub-transmission having two gearsets, of which one gearset can be selectively connected to transmit torque between the first input shaft and the countershaft; a second sub-transmission having two gearsets, of which one gearset can be selectively connected to transmit torque between the second input shaft and the countershaft; and a third sub-transmission having one gearset which can be connected to transmit torque between the countershaft and the drive output shaft. In this case, one of the gearsets of the first sub-transmission coincides with one of the gearsets of the second sub-transmission.

A double clutch transmission having a first and a second input shaft; a countershaft; a drive output shaft; a first sub-transmission having two gearsets, of which one gearset can be selectively connected to transmit torque between the first input shaft and the countershaft; a second sub-transmission having two gearsets, of which one gearset can be selectively connected to transmit torque between the second input shaft and the countershaft; and a third sub-transmission having one gearset which can be connected to transmit torque between the countershaft and the drive output shaft. In this case, one of the gearsets of the first sub-transmission coincides with one of the gearsets of the second sub-transmission.