Flexible multi-speed transmission device for a motor vehicle with an electrified powertrain; and powertrain

Abstract

Transmission device (1) for an electrified powertrain of a motor vehicle, comprising an input shaft (2), a countershaft (3) arranged parallel to the input shaft (2), an intermediate shaft (4) arranged coaxially to and axially adjacent to the input shaft (2), and an output shaft (5) arranged parallel to the input shaft (2) and the countershaft (3), wherein a double gear (6) is arranged on the countershaft (3), the first toothed section (7a) of which engages with a loose gear (8) located on the input shaft (2), and the second toothed section (7b) of which engages with a first toothed section (10a) of a triple loose gear (9) arranged on the intermediate shaft (4), wherein a second toothed section (10b) and a third toothed section (10c) of the triple loose gear (9) further engage with loose gears arranged on the output shaft (5). (11a, 11b) are located,and wherein at least one fixed gear (12a, 12b) mounted on the intermediate shaft (4) is in tooth mesh with another fixed gear (13) or another loose gear (11c, 11d) of the output shaft (5).

Description

[0001] The invention relates to a transmission device in the form of a multi-speed manual transmission for an electrified, i.e., purely electric and hybrid, drive train of a motor vehicle, such as a commercial vehicle (preferably a truck). The invention also relates to a drive train with this transmission device.

[0002] It is already known to use multi-speed transmissions in commercial vehicles, even in purely electric drivetrains, to provide sufficient torque, especially for starting a commercial vehicle. However, it has also been shown that the existing two-speed transmissions are insufficient to handle both the relatively high starting torques, which may exceed 40,000 Nm, and maximum speeds of 85 to 120 km / h. At the same time, the existing transmissions are relatively complex in design.

[0003] Relevant transmission devices are known, for example, from EP 1 467 123 A1, DE 10 2012 222 121 A1, WO 2019 / 042 767 A1 and DE 10 2012 217 036A1.

[0004] It is therefore an object of the present invention to provide a transmission device which has the highest possible number of gears without, however, having an overly large or complex structure.

[0005] This is achieved according to the invention by the subject matter of claim 1. Accordingly, a transmission device for an electrified, preferably purely electric, drive train of a motor vehicle is claimed, which transmission device has an input shaft, a countershaft arranged parallel to the input shaft, an intermediate shaft arranged coaxially to and axially next to the input shaft, and an output shaft arranged parallel to the input shaft and the countershaft. A double gear is arranged on the countershaft, the first toothed region of which meshes with an idler gear located on the input shaft, and the second toothed region of which meshes with a first toothed region of a triple idler gear located on the intermediate shaft.A second toothed area and a third toothed area of ​​the triple idler gear further mesh with idler gears arranged on the output shaft. Furthermore, at least one fixed gear mounted on the intermediate shaft meshes with another fixed gear or another idler gear (on / at) the output shaft.

[0006] This provides a multi-gear transmission structure that is both simple and space-saving, and sufficiently robust for use in commercial vehicles. At the same time, it is possible to select a sufficient number of gears / total ratios. Therefore, it is particularly advantageous if at least three, and more preferably four or five, different total ratios / gears can be selected between the input shaft and the output shaft.

[0007] Further advantageous embodiments are claimed in the subclaims and explained in more detail below.

[0008] Accordingly, it is further advantageous if a first switching device is provided which is inserted and configured such that, in a first switching position, it connects the idler gear of the input shaft to the input shaft in a rotationally fixed manner, while the intermediate shaft is rotationally decoupled from the input shaft. In a second switching position, it connects the intermediate shaft to the input shaft in a rotationally fixed manner, while the idler gear of the input shaft is rotationally decoupled from the input shaft. Thus, a first switching device is inserted between the input shaft and the idler gear of the input shaft, on the one hand, and the input shaft and the intermediate shaft, on the other, in a space-saving and effective manner.

[0009] Furthermore, it is advantageous if a second switching device is provided which is used and designed in such a way that, in a first switching position, it connects a first idler gear (on) of the output shaft, which is in tooth engagement with a second toothing region of the triple idler gear, in a rotationally fixed manner to the output shaft, while a second idler gear (on) of the output shaft is rotationally decoupled from the output shaft, and in a second switching position, it connects the second idler gear (on) of the output shaft, which is in tooth engagement with a third toothing region of the triple idler gear, in a rotationally fixed manner to the output shaft, while the second idler gear (on) of the output shaft is rotationally decoupled from the output shaft.Accordingly, a further second switching unit is inserted in the most space-saving and effective manner possible between a first idler gear (on) the output shaft and the output shaft (itself) on the one hand and between a second idler gear (on) the output shaft and the output shaft (itself) on the other hand.

[0010] For a simpler design, it is also advantageous if two fixed gears are arranged on the intermediate shaft, each of which meshes with another loose gear that can optionally be coupled to the output shaft in a rotational manner.

[0011] In this context, it is furthermore expedient if a third switching device is provided which is used and designed in such a way that, in a first switching position, it connects a third idler gear (on) of the output shaft, which is in tooth engagement with a first fixed gear of the intermediate shaft, in a rotationally fixed manner to the output shaft, while a fourth idler gear (on) of the output shaft is rotationally decoupled from the output shaft, and in a second switching position, it connects the fourth idler gear (on) of the output shaft, which is in tooth engagement with a second fixed gear of the intermediate shaft, in a rotationally fixed manner to the output shaft, while the third idler gear (on) of the output shaft is rotationally decoupled from the output shaft.As a result, a third switching device is inserted in the most space-saving and effective manner possible between a (further) third idler gear (on) the output shaft and the output shaft (itself) on the one hand and between a (further) fourth idler gear (on) the output shaft and the output shaft (itself) on the other hand.

[0012] Furthermore, it is advantageous if, alternatively or in addition to the third switching device, a fourth switching device is present which is inserted and designed in such a way that, in a first switching position, it connects the triple idler gear to the intermediate shaft in a rotationally fixed manner, while a further idler gear (on) the intermediate shaft, which is in tooth engagement with a fixed gear of the output shaft, is rotationally decoupled from the intermediate shaft, and in a second switching position, the further idler gear (on) the intermediate shaft, which is in tooth engagement with the fixed gear of the output shaft, is rotationally decoupled from the intermediate shaft. In this way, a fourth switching device is inserted in the most space-saving and effective way possible, acting between the triple idler gear and the intermediate shaft on the one hand, and a further idler gear (on) the intermediate shaft and the intermediate shaft on the other.

[0013] In addition, it is expedient for a multi-speed transmission if the first switching device and / or the second switching device and / or the third switching device and / or the fourth switching device are designed such that at least three, more preferably four different overall ratios / gears can be switched / engaged between the input shaft and the output shaft.

[0014] Furthermore, the invention relates to a drive train for a motor vehicle, preferably a commercial vehicle, such as a truck, with a transmission device according to the invention according to at least one of the previously described embodiments and an electric machine that can be coupled to the input shaft of the transmission device.

[0015] The invention will now be explained in more detail below with reference to figures, in which context different embodiments are also shown.

[0016] They show: Fig. 1 is a schematic representation of a three-speed transmission device according to the invention according to a first embodiment, Fig. 2 a schematic representation of a four-speed transmission device according to the invention according to a second embodiment, wherein in comparison to Fig. 1 not only two, but even three switching devices are present and the additional (third) switching device interacts with two idler gears arranged on an output shaft, and Fig. 3 a schematic representation of a transmission device according to the invention according to a third embodiment, in comparison to Fig. 1 now a further (fourth) switching device is inserted between the triple idler gear and another idler gear on the intermediate shaft.

[0017] The figures are merely schematic and serve solely to clarify the invention. The same elements are designated by the same reference numerals.

[0018] The transmission device 1 according to the invention, as in connection with Fig. 1, is designed as a multi-speed, in this embodiment three-speed, manual transmission for a drive train 20 of a motor vehicle, namely a truck. The transmission device 1 is thus preferably used in this drive train 20, which drive train 20 in Fig. 1 and, for example, additionally has at least one electric machine 19. This electric machine 19 is an electric drive machine for driving the motor vehicle. The drive train 20 is therefore an electric drive train 20. The drive train 20 can more preferably also have several, for example two, electric machines 19. It is possible to arrange two electric machines 19 in series one behind the other and / or to couple them together to the input shaft 2. In an alternative embodiment, it would also be advantageous to couple one electric machine 19 to the input shaft 2, while the other electric machine 19 is coupled to another shaft, preferably the intermediate shaft 4. In the case of a hybrid drive train, in addition to the electric machine 19 shown, another internal combustion engine can also be present.

[0019] The electric motor 19 as well as the optionally available additional electric motor and / or the internal combustion engine can be coupled to an input of the transmission device 1 in the form of an input shaft 2. With its output, here in the form of an output shaft 5, the transmission device 1 is further connected during operation to a differential 18, which is also indicated schematically here.

[0020] According to the invention, the transmission device 1 has the structure described below. The transmission device 1 has the aforementioned input shaft 2, which is connected during operation to a drive shaft / rotor shaft of the electric machine 19 or can be selectively connected via a clutch. An axis of rotation of the input shaft 2 is designated by reference numeral 22. A single idler gear 8 is arranged on the input shaft 2.

[0021] A countershaft 3 is arranged axially parallel to the input shaft 2 ( / to the rotational axis 22). The countershaft 3 here has a double gear 6, which is either (as here) rotatably arranged as a loose gear on the countershaft 3, which is designed purely for bearing function, or is designed as a fixed gear of the countershaft 3, whereby the countershaft 3 is then in turn further rotatably mounted in a housing of the transmission device 1.

[0022] Furthermore, the transmission device 1 has an intermediate shaft 4, which is coaxial and offset in the axial direction, i.e., as seen along the rotational axis 22, from the input shaft 2. It can already be seen that a triple idler gear 9 is arranged on the intermediate shaft 4, which will be explained in more detail below. In this first exemplary embodiment, a fixed gear 12a, which is also referred to below as the first fixed gear 12a, is also mounted on the intermediate shaft 4.

[0023] An output shaft 5 is arranged axially parallel to the input shaft 2 (and thus also to the intermediate shaft 4) and to the countershaft 3. As already explained, the output shaft 5 forms the output of the transmission device 1 and, during operation, is further coupled to the differential 18 of the motor vehicle. In this first embodiment, two loose gears 11a and 11b and a fixed gear 13 are arranged / mounted on the output shaft 5.

[0024] With regard to the further mode of operation of the transmission device 1, it can be seen that the idler gear 8 of the input shaft 2 is permanently in tooth engagement with a first toothing area 7a of the double gear 6.

[0025] A second toothed region 7b of the double gear 6, which is arranged axially spaced from the first toothed region 7a and, more preferably, of course, has a different tooth circle diameter than the first toothed region 7a, is permanently in tooth engagement with a first toothed region 10a of the triple idler gear 9.

[0026] A second toothed region 10b of the triple idler gear 9, which is again axially offset from the first toothed region 10a of the triple idler gear 9, meshes with a first idler gear 11a on the output shaft 5. A further, third toothed region 10c of the triple idler gear 9 meshes with a further, second idler gear 11b of the output shaft 5. The third toothed region 10c is also axially offset from both the first toothed region 10a and the second toothed region 10b of the triple idler gear 9.

[0027] Finally, the first fixed gear 12a is also arranged axially offset from the triple idler gear 9. The first fixed gear 12a, which, according to the term "fixed gear," is permanently fixed (i.e., also rotationally fixed) on its associated shaft, here the intermediate shaft 4, meshes with a fixed gear 13 of the output shaft 5.

[0028] For the sake of completeness, it should be noted that the toothed areas 10a, 10b, 10c of the triple idler gear 9 also have different pitch circle diameters. The pitch circle diameter of the first fixed gear 12a also differs from that of the toothed areas 10a, 10b, 10c of the triple idler gear 9. The pitch circle diameters of the idler gears 11a and 11b and the fixed gear 13 of the output shaft 5 also differ from each other.

[0029] In the first exemplary embodiment, a first switching device 14 is also present. The first switching device 14 is inserted so as to act between the idler gear 8 of the input shaft 2 and the input shaft 2, as well as between the input shaft 2 and the intermediate shaft 4. The first switching unit 14 is preferably seated in a rotationally fixed manner on the input shaft 2. The first switching device 14 is ultimately designed and arranged such that, in a first switching position, it connects the idler gear 8 of the input shaft 2, which is in meshing engagement with the double gear 6, in a rotationally fixed manner to the input shaft 2. In this first switching position, the intermediate shaft 4 is not (directly) rotationally coupled to the input shaft 2 and is thus rotationally decoupled from it.In a second switching position of the first switching device 14, however, the input shaft 2 is directly connected in rotation to the intermediate shaft 4, while the idler gear 8 on the input shaft 2 is rotationally decoupled from the input shaft 2.

[0030] Furthermore, a second switching device 15 is provided, which is inserted between the respective idler gear 11a and 11b and the output shaft 5. The second switching unit 15 is preferably seated in a rotationally fixed manner on the output shaft 5. This means that in a first switching position, the second switching device 15 rotationally connects the first idler gear 11a on the output shaft 5 to this output shaft 5, while the second idler gear 11b is rotationally decoupled from the output shaft 5. In a second switching position of the second switching device 15, the second idler gear 11b is rotationally connected to the output shaft 5, while the first idler gear 11a is rotationally decoupled from the output shaft 5.

[0031] It should also be noted that each of the shifting devices 14 and 15 also has a neutral position. In a neutral position of the first shifting device 14, neither the idler gear 8 nor the intermediate shaft 4 is rotationally connected to the input shaft 2. In a neutral position of the second shifting device 15, neither the first idler gear 11a nor the second idler gear 11b is rotationally connected to the output shaft 5.

[0032] In this way, a total of three different overall gear ratios / gears can be realized. In a first gear, the first shifting unit 14 and the second shifting unit 15 are each in their first position. In a second gear, the first shifting device 14 is in the first position, while the second shifting device 15 is in the second shift position. In a third gear, the first shifting device 14 is then in the second shift position, while the second shifting device 15 is in its neutral position. As a result, in this third gear, the torque is transmitted via the intermediate shaft 4 and the two meshing fixed gears 12a and 13.

[0033] With Fig. 2 and Fig. Two further embodiments are shown in Figure 3. Since the basic structure and basic functioning of these further embodiments correspond to the first embodiment, only the differences between the transmission device 1 of these further embodiments and the transmission device 1 of the first embodiment are described below for the sake of brevity.

[0034] In the second embodiment of the Fig. 2, in addition to the first fixed gear 12a, a second fixed gear 12b, arranged axially offset from the first fixed gear 12a, is also attached to the intermediate shaft 4. Furthermore, each fixed gear 12a, 12b meshes with another idler gear 11c or 11d on the output shaft 5. A third idler gear 11c on the output shaft 5 meshes with the first fixed gear 12a, and a third idler gear 11d on the output shaft 5 meshes with the second fixed gear 12b.

[0035] Furthermore, a third switching device 16 is provided, which is operatively inserted between the two third and fourth idler gears 11c and 11d and the output shaft 5. This third switching device 16 is also seated in a rotationally fixed manner on the output shaft 5. Thus, the third switching device 16 acts in such a way that, in its first switching position, it connects the third idler gear 11c in a rotationally fixed manner to the output shaft 5, while the fourth idler gear 11d is rotationally decoupled from the output shaft 5. In a second switching position, it connects the fourth idler gear 11d in a rotationally fixed manner to the output shaft 5, while the third idler gear 11c is rotationally decoupled from the output shaft 5. The third switching device 16 also forms a neutral position in which neither the third idler gear 11c nor the fourth idler gear 11d are coupled to the output shaft 5.

[0036] Thus, the transmission device 1 serves the Fig. 2 in particular for forming four different overall gear ratios / gears. The first and second gears are implemented as described in the first exemplary embodiment. The third switching device 16 is in the neutral position in both the first gear and the second gear. A third gear is implemented by the first switching device 14 being in the second switching position, the second switching device 15 being in the neutral position, and the third switching device 16 being in the first switching position. A fourth gear is achieved by the first switching device 14 being in the second switching position, the second switching device 15 being in the neutral position, and the third switching device 16 being in its second switching position.

[0037] Based on the first embodiment, Fig. 3, a further (fourth) switching device 17 is present. This fourth switching device 17 is different from the third switching device 16 of Fig. 2. The first switching device 14, the second switching device 15 and the fourth switching device 17 are as shown in Fig. 2 also a total of only / exclusively three switching devices are used. The fourth switching device 17 is now operatively inserted between the triple idler gear 9 and the intermediate shaft 4 and between a further idler gear 21 and the intermediate shaft 4. The fourth switching device 17 is seated on the intermediate shaft 4 in a rotationally fixed manner. As a result, the fourth switching device 17 is designed such that in a first switching position it couples the triple idler gear 9 to the intermediate shaft 4 in a rotationally fixed manner, while the further idler gear 21 on the intermediate shaft 4 is rotationally decoupled from the intermediate shaft 4 and in a second switching position it connects the further idler gear 21 to the intermediate shaft 4 in a rotationally fixed manner, while the triple idler gear 9 is rotationally decoupled from the intermediate shaft 4.

[0038] It can also be seen that the additional idler gear 21 is permanently in meshing engagement with the fixed gear 13 on the output shaft 5. Thus, in comparison to Fig. 1 the (first) fixed gear 12a is replaced by the loose gear 21 and the fourth switching device 17 is additionally used.

[0039] As a result, it is even possible to switch five different gears using this design.

[0040] The first and second courses are as in Fig. 1, in which the fourth shifting device 17 is also in its neutral position, in which neither the triple idler gear 9 nor the idler gear 21 are rotationally fixedly connected to the intermediate shaft 4. In a third gear, the first shifting device 14 is in its second shift position, the fourth shifting device 17 is in its first shift position, and the second shifting device 15 is in its first shift position. In the fourth gear, the first shifting device 14 is again in the second shift position, the fourth shifting device 17 is in its first shift position, and the second shifting device 15 is in its second shift position. In a fifth gear, the first shifting device 14 is in its second shift position, the fourth shifting device 17 is in its second shift position, and the second shifting device 15 is in its neutral position.

[0041] In other words, according to the invention, different gear ratios are provided to represent the various gear ratios by using a front-mounted group and a bypass path that act on a main gear group. Different torque paths can be realized using switching elements (switching devices 14 to 17). The goal here is to keep the gear meshing as small as possible and, if necessary, to deactivate the front-mounted group (with countershaft 3). Nevertheless, the possible power paths should be used multiple times to keep the number of mechanical components low and to save weight / space / cost.

[0042] The transmission described above can be followed by one or more rear-mounted groups, axle drives, wheel-selective reduction gears, or planetary gears. The transmission is actuated to change gears via a gear actuator not described further here. The transmission can be actively lubricated, which would require an oil pump system. Otherwise, the transmission is passively lubricated. The following describes a transmission concept that can have 3, 4, or 5 gears.

[0043] Fig. Figure 1 shows a 3-speed base: The transmission essentially comprises three shafts. The input shaft (input shaft 2) includes an idler gear 8 and a shaft section (intermediate shaft 4) that can be connected via the coupling mechanism (first shifting device 14) and is provided with a fixed gear 12a. This fixed gear 12a meshes with a fixed gear 13 on the output shaft (output shaft 5). The idler gear 8 meshes with a gear (first toothed area 7a of the double gear 6) on the additional shaft (countershaft 3). The additional shaft contains a second gear (approximately in the form of a fixed gear; corresponds to the second toothing area 7a of the double gear 6), this second gear meshes with a toothing (first toothing area 10a) on the triple idler gear 9 on the intermediate shaft 4. The other two gear levels (second toothing area 10b and third toothing area 10c) of the triple idler gear 9 mesh with the idler gear 11a and idler gear 11b on the output shaft.Two alternating switching elements (first switching device 14 and second switching device 15) are provided with the following positions: For the first switching device 14: A (first switching position) - Neutral (neutral position) - B (second switching position). For the second switching device 15: C (first switching position) - Neutral (neutral position) - D (second switching position). Switch positions: AC / AD short gears, B long gear, in this case the front group is completely deactivated (stationary) when the switching element C-Neutral-D is in Neutral.

[0044] Fig. 2: An execution of Fig. 1 can take the form that the front-mounted group is used independently in the switching positions AC and AD. The drag of the front-mounted group can be avoided here because the triple idler gear 9 can no longer be coupled to the drive shaft, but the switching element B can now connect the split drive shaft to then represent the bypass. On the connectable shaft (intermediate shaft 4) there are two gear levels consisting of respective fixed gear-idle gear pairs, which can be engaged in the switching positions E (first switching position) and F (second switching position) of the third switching device 16. In the switch position BE / BF the long gears can be used, ideally C / D is in neutral. The gear ratios AC and AD are higher than in BE / BF.

[0045] Fig. 3: An optimization of the components used forms the Fig.2 in that the gear plane F is combined with the gear plane D. Here, a third shifting element (fourth shifting device 17) is combined between the intermediate shaft 4 and the multiple idler gear. In order to remain with three alternating shifting elements, the sliding sleeve F / E is also positioned completely on the intermediate shaft 4 so that the idler gear 21 on the intermediate shaft 4 meshes with the fixed gear 13 on the output shaft. The fourth shifting device 17 can thus be switched between the switching position E (first switching position) and F (second switching position). In particular, AC / AD can be engaged as short gears and BFC / BFD / BE as long gears. List of reference symbols 1 gear device 2 input shaft 3 Countershaft 4 Intermediate shaft 5 Output shaft 6 double gear 7a first toothing area of ​​the double gear 7b second toothing area of ​​the double gear 8 Input shaft idler gear 9 Triple loose wheel 10a first toothing area of ​​the triple idler gear 10b second toothing area of ​​the triple idler gear 10c third toothing area of ​​the triple idler gear 11a first idler gear of the output shaft 11b second idler gear of the output shaft 11c third idler gear of the output shaft 11d fourth idler gear of the output shaft 12a first fixed gear of the intermediate shaft 12b second fixed gear of the intermediate shaft 13 Fixed gear of the output shaft 14 first switching device 15 second switching device 16 third switching device 17 fourth switching device 18 Differential 19 electric machine 20 Drivetrain 21 Idler gear of the intermediate shaft 22 axis of rotation

Claims

[1] Transmission device (1) for an electrified drive train of a motor vehicle, comprising an input shaft (2), a countershaft (3) arranged parallel to the input shaft (2), an intermediate shaft (4) arranged coaxially to and axially next to the input shaft (2), and an output shaft (5) arranged parallel to the input shaft (2) and the countershaft (3), wherein a double gear (6) is arranged on the countershaft (3), which double gear (6) is in meshing engagement with its first toothed region (7a) of an idler gear (8) arranged on the input shaft (2) and is in meshing engagement with its second toothed region (7b) of a first toothed region (10a) of a triple idler gear (9) arranged on the intermediate shaft (4), wherein a second toothed region (10b) and a third toothed region (10c) of the triple idler gear (9) are further in meshing engagement with loose wheels (11a, 11b),and wherein at least one fixed gear (12a, 12b) mounted on the intermediate shaft (4) is in tooth engagement with a further fixed gear (13) or a further loose gear (11c, 11d) of the output shaft (5). [2] Transmission device (1) according to claim 1, characterized by that a first switching device (14) is provided which is inserted and designed in such a way that in a first switching position (A) it connects the idler gear (8) of the input shaft (2) in a rotationally fixed manner to the input shaft (2), while the intermediate shaft (4) is rotationally decoupled from the input shaft (2), and in a second switching position (B) it connects the intermediate shaft (4) in a rotationally fixed manner to the input shaft (2), while the idler gear (8) of the input shaft (2) is rotationally decoupled from the input shaft (2). [3] Transmission device (1) according to claim 1 or 2, characterized bythat a second switching device (15) is provided which is inserted and designed in such a way that, in a first switching position (C), it connects a first idler gear (11a) of the output shaft (5), which is in tooth engagement with a second toothed region (10b) of the triple idler gear (9), in a rotationally fixed manner to the output shaft (5), while a second idler gear (11b) of the output shaft (5) is rotationally decoupled from the output shaft (5), and in a second switching position (D), it connects the second idler gear (11b) of the output shaft (5), which is in tooth engagement with a third toothed region (10c) of the triple idler gear (9), in a rotationally fixed manner to the output shaft (5), while the second idler gear (11b) of the output shaft (5) is rotationally decoupled from the output shaft (5). [4] Transmission device (1) according to one of claims 1 to 3, characterized bythat two fixed gears (12a, 12b) are arranged on the intermediate shaft (4), each of which is in tooth engagement with a further loose gear (11c, 11d) which can optionally be coupled rotationally to the output shaft (5). [5] Transmission device (1) according to one of claims 1 to 4, characterized bythat a third switching device (16) is provided which is inserted and designed in such a way that, in a first switching position (E), it connects a third idler gear (11c) of the output shaft (5), which is in tooth engagement with a first fixed gear (12a) of the intermediate shaft (4), in a rotationally fixed manner to the output shaft (5), while a fourth idler gear (11d) of the output shaft (5) is rotationally decoupled from the output shaft (5), and in a second switching position (F), it connects the fourth idler gear (11d) of the output shaft (5), which is in tooth engagement with a second fixed gear (12b) of the intermediate shaft (4), in a rotationally fixed manner to the output shaft (5), while the third idler gear (11c) of the output shaft (5) is rotationally decoupled from the output shaft (5). [6] Transmission device (1) according to one of claims 1 to 5, characterized bythat a fourth switching device (17) is provided which is inserted and designed in such a way that in a first switching position (F) it connects the triple idler gear (9) in a rotationally fixed manner to the intermediate shaft (4), while a further idler gear (21) of the intermediate shaft (4), which is in tooth engagement with a fixed gear (13) of the output shaft (5), is rotationally decoupled from the intermediate shaft (4), and in a second switching position (E) it connects the further idler gear (21) of the intermediate shaft (4), which is in tooth engagement with the fixed gear (13) of the output shaft (5), in a rotationally fixed manner to the intermediate shaft (4), while the triple idler gear (9) is rotationally decoupled from the intermediate shaft (4). [7] Transmission device (1) according to one of claims 1 to 6, characterized bythat the first switching device (14) and / or the second switching device (15) and / or the third switching device (16) and / or the fourth switching device (17) are designed such that at least three different overall gear ratios can be engaged between the input shaft (2) and the output shaft (5). [8] Drive train (20) for a motor vehicle, comprising a transmission device (1) according to one of claims 1 to 7 and an electric machine (19) which can be coupled to the input shaft (2) of the transmission device (1).

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