Multi-stage manual transmission for a drive device of a motor vehicle

Abstract

The invention relates to a multi-stage manual transmission (130) for a drive device (100) of a motor vehicle (105), comprising - a first pressure valve assembly (200) and a second pressure valve assembly (203) which can be actuated separately and to which a system pressure can be applied; - at least two clutches (221 - 226) for controlling a force flow through the multi-stage manual transmission (130), and - a first demultiplexer assembly (230, 400) connected to the first pressure valve assembly (200) and a second demultiplexer assembly (233) connected to the second pressure valve assembly (203), wherein the first demultiplexer assembly (230, 400) is designed to fluidically connect only a selectable first clutch of the at least two clutches (221 - 226) to the first pressure valve assembly (200), and the second demultiplexer assembly (233) is designed to fluidically connect only a selectable second clutch of the at least two clutches (221 - 226) to the second pressure valve assembly (200). The invention also relates to a drive device (100) for a motor vehicle (105) and to a motor vehicle (105) having such a drive device (100).

Description

[0001] ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0002] Multi-stage transmission for a drive system of a motor vehicle

[0003] The present invention relates to a multi-stage transmission for a drive unit of a motor vehicle, a drive unit with such a multi-stage transmission, and a motor vehicle with a drive unit comprising such a multi-stage transmission.

[0004] A motor vehicle comprises a drive system that acts mechanically on at least one drive wheel of the motor vehicle to propel the vehicle. The drive can be provided by an internal combustion engine and / or an electric motor. Modern multi-stage transmissions, particularly those of planetary gear design, with eight or nine gears usually have five or more clutches. Regardless of the specific application, each individual clutch is typically controlled by its own hydraulic actuator, for example, a pressure regulating valve.

[0005] German patent DE 102017223015 A1 discloses a valve system for a hydraulic emergency driving gear function of a motor vehicle automatic transmission. The valve system comprises a position valve with a first piston valve and an electromagnetic pressure regulator with a falling characteristic curve. The first piston valve can be moved into a first position and a second position, with the first piston valve being pre-tensioned in the first position. When the first piston valve is in the second position, the electromagnetic pressure regulator is configured to connect a system pressure line of the motor vehicle automatic transmission to a first emergency driving gear clutch and a second emergency driving gear clutch of the motor vehicle automatic transmission, thereby actuating the first and second emergency driving gear clutches and engaging an emergency driving gear of the motor vehicle automatic transmission.

[0006] Typically, such transmissions also have a hydraulically actuated parking lock system, which can also be connected to individual clutches. The parking lock can be actuated in parallel with the clutches, i.e., ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0007] The parking lock can be designed to function simultaneously with the clutch actuation or alternatively in series with a clutch actuation.

[0008] When controlling clutch pressure for a gear change, pressure levels must be specified very precisely. An engaging valve acts as a hydraulic power source to move a clutch piston, thereby generating frictional torque between the steel and friction linings. As soon as the friction linings begin transmitting torque, the pressure level of the engaging clutch is crucial for a smooth gear change. The pressure level of a disengaging clutch is only relevant during engine braking. It determines how long the torque is held by the disengaging clutch before the new gear engages.

[0009] An object of the present invention is to provide a simpler multi-stage transmission whose shift topology can be easily extended or modified, and in particular adapted to a different number of clutches. The present invention achieves this object by means of the subject matter of the independent claims. Dependent claims describe preferred embodiments.

[0010] According to a first aspect of the invention, a multi-stage transmission according to the invention for a drive unit of a motor vehicle comprises a first pressure valve arrangement and a second pressure valve arrangement, which are separately controllable and pressurizable with a system pressure, at least two clutches for controlling a power flow through the multi-stage transmission, and a first demultiplexer arrangement connected to the first pressure valve arrangement and a second demultiplexer arrangement connected to the second pressure valve arrangement, wherein the first demultiplexer arrangement is configured to fluidically connect only a selectable first of the at least two clutches to the first pressure valve arrangement, and wherein the second demultiplexer arrangement is configured to fluidly connect only a selectable second of the at least two clutches to the second pressure valve arrangement. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0011] With such a multi-stage transmission, a relatively large number of robust but cost-effective components can be used to achieve the desired functionality. To adjust the desired pressure levels and pressure profiles, especially during gear changes, only a few, in this case two, more complex and potentially more expensive pressure valve assemblies are used.

[0012] The pressure valve assemblies and the demultiplexer assemblies allow for the switching of multiple clutches, for example, to select a gear in a multi-stage transmission or to switch other hydraulic switching elements. The pressure valve assemblies are designed to actuate exactly two of the at least two clutches simultaneously. From any number of clutches, exactly two clutches can always be actuated via the two pressure valve assemblies.

[0013] The pressure valve assemblies can be controlled separately by means of a control unit. The control unit is designed to operate a pumping device for conveying fluid in such a way that a system pressure is set in the fluid supply of the multi-stage transmission and supplied to the pressure valve assemblies. The fluid is a pressure medium. Oil, especially hydraulic oil, is particularly suitable as a pressure medium.

[0014] Each demultiplexer arrangement comprises a first and several second ports. The demultiplexer arrangement is configured to establish a fluidic connection only between the first and a selectable second port. The second ports of each demultiplexer arrangement are fluidically connected to the various couplings. The first demultiplexer arrangement can be configured such that an input signal provided at the first port of the first pressure valve arrangement is redirected to one of the second ports, which is fluidically connected to the first of the at least two couplings. The second demultiplexer arrangement can be configured such that the fluid pressure of the second of the at least two couplings is reduced and, via the second port of the ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29, is fluidically connected to this coupling.

[0015] The second demultiplexer arrangement is dismantled. The second demultiplexer arrangement then acts as a multiplexer.

[0016] Preferably, each demultiplexer arrangement has at least one demultiplexer valve that can be switched by an associated solenoid valve. The respective solenoid valve serves as the control input and magnetic switch of the respective demultiplexer arrangement. Each demultiplexer arrangement has a number of second ports corresponding to the number of couplings. The respective demultiplexer valve can be controlled by an associated solenoid valve. For example, with six couplings, each demultiplexer arrangement has at least six second ports.

[0017] Each demultiplexer valve has an axially spring-loaded plunger or piston with pockets or channels. The plunger is adjustable in its axial position by the associated solenoid valve against the spring preload of a spring element, in order to connect the piston pockets at least indirectly to the first port and, depending on the axial position, to one of the second ports of the respective demultiplexer assembly. Preferably, the plunger can be actuated between a first end stop and a second end stop. In this simple case, the demultiplexer valve has two switching positions. When the solenoid valve is not actuated, the associated plunger rests against the first end stop, e.g., of a housing of the demultiplexer valve or the respective demultiplexer assembly, due to the spring preload. When the solenoid valve is actuated, the associated plunger is moved against the spring preload and rests against the second end stop.The solenoid valves can be supplied via a system pressure level or a pressure level sufficiently high to counteract a force component greater than the spring force. The solenoid valves can be controlled independently of each other. With two demultiplexer valves, this results in a total of 2. A 2 = 4 switching positions for the respective demultiplexer arrangement. Therefore, up to four couplings can be controlled with one demultiplexer arrangement with demultiplexer valves, each with two switching positions. With three demultiplexer valves, this results in a number of 2 A 3 = 8 switching positions for the respective demultiplexer arrangement. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0018] This means that up to eight couplings can be controlled using a demultiplexer arrangement with demultiplexer valves, each with two switching positions.

[0019] The first and second demultiplexer arrangements can be identical. This can result in pockets of one or more demultiplexer valves not being used or connected to the ports, particularly if fewer than the maximum possible number of clutches or switching elements are provided. Unused pockets can be used to connect a parking lock system or to integrate other systems into the overall logic of the multi-stage transmission.

[0020] In a simplified embodiment of the invention, the first pressure valve arrangement implements only rising pressure gradients, while the second pressure valve arrangement implements only falling pressure gradients. In this sense, the first pressure valve arrangement is configured to fill the respective fluidically connected coupling with fluid in a controlled manner, while the second pressure valve arrangement is configured to release fluid from a fluidically connected coupling in a controlled manner. The second demultiplexer arrangement functions as a multiplexer in this case.

[0021] This allows for a so-called "overlap" of pressure curves. During a gear change, a new clutch typically needs to be engaged, meaning it must be brought into the power flow, while one of the existing clutches, already engaged, needs to be disengaged. Overlap refers to the opposing pressure curves of the two clutches involved in the gear change – that is, the pressure curve of the next clutch to engage (the one to be engaged) rises, and the pressure curve of the clutch to be disengaged falls.

[0022] For example, to simultaneously fill two clutches in multi-stage transmissions with three or more clutches and thus accelerate the shifting process, it can be advantageous if the second pressure valve arrangement can also handle increasing pressure gradients. In this sense, the second pressure valve... [ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29]

[0023] The tiling arrangement is further designed to fill the respective fluidically connected coupling with fluid in a controlled manner.

[0024] Preferably, the multi-stage transmission has several gear stages, wherein one of the at least two clutches is configured to engage or disengage one of the gear stages from the power flow through the multi-stage transmission. In other words, a clutch that has been actuated or engaged via the first pressure valve arrangement or via the first demultiplexer arrangement controls a power flow. In particular, this clutch creates a frictional connection between two components of the multi-stage transmission. The respective clutch is therefore a controllable friction clutch.

[0025] Preferably, one of the several transmission stages comprises an epicyclic gear unit, wherein one of the at least two clutches is configured to introduce torque into the epicyclic gear unit, to dissipate torque from the epicyclic gear unit, or to fix an element of the epicyclic gear unit relative to a housing. In other words, the respective clutch can create a torque-transmitting connection between two components of the multi-stage transmission, support torque against a housing, or fix a component to the housing. One possible embodiment of an epicyclic gear unit is known as a planetary gear unit. A planetary gear unit is understood to be a transmission unit comprising the components ring gear, carrier, and sun gear. The carrier serves to support the planets of the planetary gear unit.

[0026] Furthermore, a pressure sensor is preferably arranged on the output side of the first pressure valve arrangement and / or on the output side of the second pressure valve arrangement. "Output side" here refers to the flow direction of the pressure medium corresponding to the filling of the couplings. In other words, the pressure sensor is arranged between the first pressure valve arrangement and the first demultiplexer arrangement, or between the second pressure valve arrangement and the second demultiplexer arrangement. The pressure applied to the respective pressure valve arrangement and present at the corresponding coupling can be measured via the op-ZF Friedrichshafen AG file 305337 Friedrichshafen 2025-01-29

[0027] The pressure can be measured using a pressure sensor. By measuring the clutch pressure with this sensor, dynamic influences such as parameter disturbances, for example, due to air ingress which can lead to dead times during clutch pressure build-up, can be detected and compensated for during filling. Steady-state deviations, for example, due to the temperature fluctuation of the pressure valve assemblies, can also be detected and compensated for. Simply by providing a single pressure sensor, all clutches can be diagnosed and adapted.

[0028] Each coupling is preferably assigned a holding valve and configured to maintain a control pressure level set at the associated coupling. In other words, the holding valve ensures that the associated coupling remains in the closed or switched state, even when no pressure is applied via the respective second port of the respective demultiplexer arrangement. The switched state of the holding valve is maintained until the holding valve is actuated by the second pressure valve arrangement in such a way that fluid can be released from this coupling in a controlled manner.The respective holding valve can be pressurized via the first and / or second demultiplexer arrangement to change the switching state as needed and to fill the associated clutch with the control pressure required to represent a requested operating state of the multi-stage transmission, thus switching it accordingly. The respective holding valve is fluidically connected, at least indirectly, in particular via a filling path, to a corresponding second port of the first demultiplexer arrangement and a corresponding second port of the second demultiplexer arrangement.

[0029] Since the couplings are supplied by the holding valves during ferry operation, the aforementioned pressure sensor enables online adaptation during ferry operation on non-load-bearing or unactuated couplings. This allows for coupling stiffness detection and touch-point adaptation. Furthermore, the characteristic curve(s) of one or more couplings can be modified during coupling filling. This can, for example, detect that a seal is no longer fully functional. Should couplings be defective, ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0030] If these components are isolated, they can no longer be taken into account or controlled during the operation of the motor vehicle.

[0031] Preferably, each holding valve is associated with a throttle valve. The throttle valve is designed to maintain a pressure level at the associated coupling once it is filled and has reached a predetermined control or system pressure. This allows the pressure on this coupling to be terminated by the first pressure valve arrangement without the first coupling being able to change its switching state.

[0032] According to one embodiment, a filling valve and an orifice arranged upstream of it are provided in a filling path of the respective coupling, i.e., between the associated second outlet of the first demultiplexer arrangement and the associated coupling. The filling valve ensures that only an increasing pressure gradient is possible via the first pressure valve arrangement. The filling valve acts as a check valve, preventing backflow of the fluid.

[0033] Pressure medium via the filling path is prevented.

[0034] Preferably, the respective demultiplexer valve of the second pressure valve assembly and / or a valve of the respective pressure valve assembly is fluidically connected to a drain valve. The drain valve connects the demultiplexer valve of the second pressure valve assembly and / or another valve of the respective pressure valve assembly to a sump. The drain valve can be understood as a pre-filling valve or vent line. The drain valve is designed to release the flow of the pressure medium that occurs when the respective holding valve is switched. The aforementioned valve can, for example, be the respective holding valve of the coupling. Accordingly, the venting capability can be integrated into the holding valve.Since in the overlapping section one pressure valve arrangement, in particular the first pressure valve arrangement, is always responsible for filling and another pressure valve arrangement, in particular the second pressure valve arrangement, is responsible for emptying, the filling and emptying dynamics can be very easily adjusted via the respective orifice, which each acts as a filling throttle. Emptying, apart from overrun cycles, occurs at maximum dynamics and is limited only by the aforementioned drain valves. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29.

[0035] Orifices, like drain valves, can be integrated directly into the holding valve. The second pressure valve arrangement ensures precisely controllable emptying behavior of the respective coupling.

[0036] In one embodiment, one of the at least two clutches is designed as a parking lock clutch. The parking lock clutch can be part of a hydraulic parking lock system of the multi-speed transmission. The parking lock clutch can include a cylinder that can be pressurized. In this case, the associated holding valve can be designed such that the pressure medium drains into a sump directly at the holding valve, allowing the parking lock clutch to be emptied as quickly as possible when opened. The drain of the associated holding valve thus leads directly into a sump. The pressure medium then does not need to be routed first to a drain valve, for example, at the second pressure valve assembly. This makes a sudden opening of the clutch possible.

[0037] Preferably, the multi-stage transmission includes a third pressure valve arrangement connected in parallel to the first and second pressure valve arrangements for engaging a further clutch. This allows for the simple integration of additional parallel hydraulic actuators into the transmission topology, for example, in the form of an all-wheel drive clutch. The additional clutch can be used and controlled independently and in parallel to the other clutches by appropriately controlling the third pressure valve arrangement.

[0038] Preferably, one, several, or all of the aforementioned pressure valve arrangements are configured as pilot-operated pressure valve arrangements, comprising a coupling valve and an electromagnetic pilot stage upstream of the coupling valve. Pressure valve arrangements not configured as pilot-operated pressure valve arrangements can be configured as direct-operated pressure valves. Accordingly, one, several, or all pressure valve arrangements can be configured as direct-operated pressure valves. Therefore, a combination of direct-operated and pilot-operated pressure valves is also conceivable. Direct-operated pressure valves react directly to pressure changes and control the opening of the valve using a spring or a [ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29]

[0039] Electromagnetic valves allow for quick and precise responses to pressure fluctuations, but are generally only suitable for low flow rates. Pilot-operated pressure valves, on the other hand, use a smaller, directly operated valve to regulate the pressure in the main chamber. Once the pilot pressure is reached, a main valve opens or closes, enabling higher flow rates. This type of valve control is more energy-efficient and better suited for higher pressures and flow rates, but usually reacts somewhat slower than directly operated valves.

[0040] While such a multi-stage transmission is conceivable for transmissions with only two clutches, it is particularly well-suited for multi-stage transmissions with three or more clutches. One advantage is that any number of clutches can be controlled by exactly two pressure valves or pressure control valves. This multi-stage transmission can be less complex than other multi-stage transmissions, as it can utilize identical or very similar components. Each clutch is controlled by one of the two valves, i.e., filled or emptied.

[0041] Furthermore, the transmission topology is very easy to expand to include additional clutches or to reduce to a smaller number of clutches. This allows for the implementation of a modular system, especially if the components used are identical. The multi-stage transmission can be relatively inexpensive to manufacture, as only the pressure valve assemblies are more costly, while the holding valves, throttle valves, drain valves, fill valves, and orifices are simple and inexpensive components. The reduced complexity of the system, in turn, increases the robustness of the multi-stage transmission, particularly against contamination, and ensures a lower probability of part and component failure.

[0042] For multi-stage transmissions, a shift mechanism assessment of the individual clutch filling profiles can be performed. This, together with a recorded history of previous fillings, also allows for certain diagnostic conclusions regarding the condition of the clutches and / or the actuating system. For example, if several consecutive overlaps result in dead times during clutch pressure build-up at the first ZF Friedrichshafen AG file 305337 Friedrichshafen 2025-01-29

[0043] If a pressure valve assembly malfunctions, air ingress due to insufficient oil level is likely. If a clutch experiences a gradual drop in its steady-state target pressure over its service life, this can indicate a faulty or damaged seal, often resulting in increasing leakage. Since the same actuating system is used for all hydraulic consumers, namely the clutches, the system proposed here makes it easier to determine whether the problem lies with a valve or a fault in the hydraulic consumer itself.

[0044] Such a multi-stage transmission can also ensure continued, albeit limited, operation if, for example, the first pressure valve assembly fails or jams. For this purpose, the holding valves can be equipped with a gear ratio so that when the second pressure valve assembly is actuated, the first pressure valve assembly is also actuated.

[0045] According to a second aspect of the invention, a drive system for a motor vehicle comprises a drive unit and a multi-stage transmission according to the first aspect of the invention. The drive system can, in particular, comprise an electric drive axle or a hybrid drive axle. In addition to the electric motor, the electric drive axle includes the multi-stage transmission to provide torque for driving a drive wheel of the motor vehicle. An internal combustion engine can be provided as the drive motor, which also generates drive power and transmits it to the multi-stage transmission. The multi-stage transmission allows for the realization of multiple gears or gear stages by shifting the at least two, preferably three or more than three, clutches.In addition to the electric machine, an electric control device may also be included, which may be configured to control the solenoid valves of the demultiplexer arrangements and other controllable valves of the multi-stage transmission according to the invention.

[0046] According to yet another aspect of the present invention, a motor vehicle comprises a drive unit described herein. The motor vehicle can, in particular, be a motorcycle, a passenger car, a truck, or a ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0047] The term "omnibus" refers to the vehicle. The drive unit can be part of a driven axle of the motor vehicle. Therefore, the drive unit can be assigned to a rear axle or a front axle of the motor vehicle.

[0048] The above definitions and descriptions of functions, technical effects, advantages and embodiments of the multi-stage transmission according to the first aspect of the invention also apply mutatis mutandis to the drive device according to the second aspect of the invention and to the motor vehicle according to the third aspect of the invention, and vice versa.

[0049] The invention will now be described in more detail with reference to the attached figures, in which:

[0050] Figure 1 shows a motor vehicle according to the invention with a drive device according to the invention;

[0051] Figure 2 shows a highly schematic representation of a multi-stage transmission according to the invention for the drive unit of the motor vehicle according to Figure 1 in a first embodiment;

[0052] Figure 3 shows a highly schematic representation of a first demultiplexer arrangement with three demultiplexer valves;

[0053] Figure 4 is a highly schematic representation of the first demultiplexer arrangement according to Figure 3 in a first switching position;

[0054] Figure 5 is a highly schematic representation of the first demultiplexer arrangement according to Figure 3 and Figure 4 in a second switching position;

[0055] Figure 6 is a highly schematic representation of the first demultiplexer arrangement according to Figures 3 to 5 in a third switching position;

[0056] Figure 7 is a highly schematic representation of the first demultiplexer arrangement according to Figures 3 to 6 in a fourth switching position;

[0057] Figure 8 is a highly schematic representation of the first demultiplexer arrangement according to Figures 3 to 7 in a fifth switching position;

[0058] Figure 9 is a highly schematic representation of the first demultiplexer arrangement according to Figures 3 to 8 in a sixth switching position; ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0059] Figure 10 is a highly schematic representation of the first demultiplexer arrangement according to Figures 3 to 9 in a seventh switching position;

[0060] Figure 11 is a highly schematic representation of the first demultiplexer arrangement according to Figures 3 to 10 in an eighth switching position;

[0061] Figure 12 shows a highly schematic representation of an alternative demultiplexer arrangement with two demultiplexer valves;

[0062] Figure 13 shows a highly schematic representation of the multi-stage transmission according to the invention as shown in Figure 2 before or during the filling of a first clutch;

[0063] Figure 14 shows a highly schematic representation of the multi-stage transmission according to the invention as shown in Figures 2 and 13 before or during the filling of a third clutch;

[0064] Figure 15 shows a highly schematic representation of the multi-stage transmission according to the invention as shown in Figures 2, 13 and 14 before or during the opening of the first clutch;

[0065] Figure 16 shows a highly schematic representation of the multi-stage transmission according to the invention as shown in Figure 2 and Figures 13 to 15 during the preparation of an overlap of pressure gradients of the first clutch and a fifth clutch;

[0066] Figure 17 shows a highly schematic representation of the multi-stage transmission according to a second embodiment;

[0067] Figure 18 shows a highly schematic representation of the multi-stage transmission according to the invention in a third embodiment;

[0068] represents, where identical or similar components are provided with the same reference numeral.

[0069] Figure 1 shows a drive unit 100 according to the invention in a motor vehicle 105 according to the invention. The drive unit 100 is configured to drive a drive wheel 110 of the motor vehicle 105. For this purpose, an electric machine 115 can be provided as a drive unit, which can be operated from an electrical energy storage device 125 by means of a power converter 120. While the power converter 120 can be encompassed by the drive unit 100, the ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0070] The energy storage device 125 is typically part of the motor vehicle 105. A multi-stage transmission 130 is also provided to convert mechanical energy to the drive wheel 110. Optionally, the multi-stage transmission 130 is configured to be driven by an additional drive motor 135 (not shown), for example, a reciprocating engine. Furthermore, a differential (not shown here) can be provided to transmit the drive power to both drive wheels 110 of the axle. The multi-stage transmission 130 has several gear stages, at least one of which comprises a planetary gear set 140.

[0071] Figure 2 shows a circuit topology of the multi-stage transmission 130 according to a first embodiment. The multi-stage transmission 130 has two parallel-controllable, pilot-operated pressure valve arrangements 200, 203, each comprising a clutch valve 206, 209 and an electromagnetic pilot stage 212, 215 upstream of the respective clutch valve 206, 209. The electromagnetic pilot stage 212, 215 controls a small control pressure via an electrical signal, which opens or closes the main pressure valve, i.e., the associated clutch valve 206, 209. In other words, the pressure level of the respective clutch valve 206, 209 is regulated via the associated electromagnetic pilot stages 212, 215.

[0072] The pressure valve assemblies 200 and 203 each allow two of the six clutches 221, 222, 223, 224, 225, and 226 shown here to be controlled simultaneously but separately for the control of power flow through the multi-stage transmission 130, i.e., opened or closed. In principle, the pressure valve assemblies 200 and 203 can also be designed as directly controlled valves. Alternatively, one pilot-operated and one direct-operated pressure valve can be used. From any number of clutches, exactly two can always be controlled via the two pressure valve assemblies 200 and 203. The first and second pressure valve assemblies 200 and 203 can be controlled separately by a control unit (not shown here) and can be pressurized with a system pressure pHD. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0073] At least one of the clutches 221-226 is configured to engage or disengage one of the gear stages from the power flow through the multi-stage transmission 130. With respect to the planetary gear set 140, the clutches 221-226 are configured to introduce torque into the planetary gear set 140, to disengage torque from the planetary gear set 140, or to lock an element of the planetary gear set 140 relative to a housing (not shown here).

[0074] The first pressure valve assembly 200 is fluidically connected to a first demultiplexer assembly 230, and the second pressure valve assembly 203 is fluidically connected to a second demultiplexer assembly 233. The first demultiplexer assembly 230 is switchable, and the first pressure valve assembly 200 is actuated, such that an input signal from the first pressure valve assembly 200 is routed to exactly one of the six couplings 221–226. Thus, by means of the first demultiplexer assembly 230, an input signal from the first pressure valve assembly 200 can be routed via a first outlet to a second outlet from a number of second outlets corresponding to the number of couplings 221–226. Therefore, the first demultiplexer assembly 230 is configured to fluidically connect one of the six couplings 221–226 to the first pressure valve assembly 200.The first pressure valve arrangement 200 is configured to fill the respective fluidically connected coupling 221-226 with fluid in a controlled manner. Only an increasing pressure gradient is generated via the first pressure valve arrangement 200 and the first demultiplexer arrangement 230 for filling and pressurizing the couplings 221-226.

[0075] The second demultiplexer arrangement 233 is configured to fluidically connect a second of the six couplings 221-226, which is different from the first coupling 221-226, to the second pressure valve arrangement 203. The second demultiplexer arrangement 233 is switchable and the second pressure valve arrangement 203 is actuated such that an input signal from the second pressure valve arrangement 203 is routed to a second coupling 221-226 that is different from the first coupling 221-226. The second pressure valve arrangement 203 is thus configured to fill the respective fluidically connected coupling 221-226 with fluid in a controlled manner. (ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29)

[0076] The second demultiplexer arrangement 233 can thus route an input signal from the second pressure valve arrangement 203 via a first outlet to a second outlet from a number of second outlets corresponding to the number of couplings 221–226. Furthermore, the second pressure valve arrangement 203 is configured to release fluid from a fluidically connected coupling 221–226 in a controlled manner. Therefore, a signal from the respective coupling 221–226 can also be routed via the respective second outlet to the first outlet by means of the second demultiplexer arrangement 233. In this case, the second demultiplexer arrangement 233 functions as a multiplexer.

[0077] In this case, a pressure sensor 236 is arranged on the output side of the first pressure valve arrangement 200, i.e., between the first pressure valve arrangement 200 and the first demultiplexer arrangement 230. The pressure sensor 236 can be used to measure a set fluid pressure at the first coupling valve 206. It is also conceivable that another or an alternative pressure sensor is arranged between the second pressure valve arrangement 203 and the second demultiplexer arrangement 233.

[0078] An exemplary setup of the first demultiplexer arrangement 230 and its hydraulic implementation are described in more detail below with reference to Figures 3 to 11. The selection of the respective line leading to the coupling 221-226 is effected by means of control inputs in the form of solenoid valves 241, 242, 243, 244, 245, 246 shown in Figure 2 in conjunction with Figures 3 to 11, wherein three solenoid valves 241, 242, 243 are assigned to the first demultiplexer arrangement 230 and the other three solenoid valves 244, 245, 246 are assigned to the second demultiplexer arrangement 233. It should be noted that the second demultiplexer arrangement 233 is essentially identical in design.

[0079] The demultiplexer arrangement 230 shown in Figures 3 to 11 comprises several demultiplexer valves 301, 302, 303, the number of which depends on the number of couplings 221–226 connected to the demultiplexer arrangement 230. Each demultiplexer valve 301, 302, 303 can be controlled by an associated solenoid valve 241, 242, 243. The demultiplexer arrangement 230 must therefore be able to implement at least six switching positions. [The following appears to be unrelated and possibly a separate document:] Demultiplexer valves 301, ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0080] 302, 303 are used as identical parts, wherein the demultiplexer valves 301, 302, 303 can each be switched exclusively between a first switching position and a second switching position by means of the associated solenoid valves 241, 242, 243, so that 2 A 3=8 switching positions for the demultiplexer arrangement 230.

[0081] Each of the demultiplexer valves 301, 302, 303 has nine pockets 1.1–1.9, 2.1–2.9, and 3.1–3.9, respectively. Since the demultiplexer valves 301, 302, and 303 are identical, pockets 1.6, 1.7, and 1.8 of the first demultiplexer valve 301 are not used. Pocket 1.4 forms the first outlet 304 of the demultiplexer assembly 230, which is fluidically connected to the first pressure valve assembly 200. The pockets can be used, for example, to connect a parking lock system (not shown here). The solenoid valves 241, 242, 243 are designed to axially displace a respective plunger 306, 307, 308, having channels - not shown in detail here.The respective plunger 306, 307, 308 can be actuated by the associated solenoid valve 241, 242, 243 such that the plunger 306, 307, 308 is moved against the spring preload of an associated spring element 310 of the demultiplexer valve 301, 302, 303 into opposite end stops, whereby, depending on the switching position, two of the pockets 1.1–1.9, 2.1–2.9, or 3.1–3.9 of the respective demultiplexer valve 301, 302, 303 are fluidically connected to each other in order to transmit the volume flow. The solenoid valves 241, 242, 243 can be supplied via a system pressure level or a pressure level that is sufficiently high to act against a force component that is higher than the spring force. The solenoid valves 241, 242, 243 can be controlled independently of each other by means of a control device - not shown here - in order to switch the different switching positions.

[0082] Since only six output channels or six second outlets are used for six clutches 221 - 226, but eight switching positions (2 A 3) If these options are feasible, two redundant switching positions exist in this case, namely for filling and switching the third and sixth couplings 223, 226. Here, the volume flow is not routed via the third demultiplexer valve 303, but directly to the third or sixth coupling 223, 226. This is illustrated below. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0083] The demultiplexer arrangement 230 has a drain valve 313 designed as a pre-filling valve, which serves to release an oil flow that occurs when a holding valve 239, provided at the respective coupling 221-226 as shown in Figure 2, is engaged. For the sake of clarity, these vent lines are not shown in the subsequent figures. This venting option can alternatively or additionally be integrated in or on the respective holding valve 239 and / or in or on the respective coupling valve 206, 209 of the pressure valve arrangements 200, 203.

[0084] While Figure 3 merely illustrates the demultiplexer arrangement 230 in general terms, Figures 4 to 11 show different switching position combinations of the demultiplexer arrangement 230 with differently actuated demultiplexer valves 301, 302, 303. Figure 4 shows a first switching state of the demultiplexer arrangement 230, according to which the first coupling 221, which can function as a disconnect coupling for selectively coupling or decoupling the drive machine 135, is actuated via the first pressure valve arrangement 200. According to Figure 4, all demultiplexer valves 301, 302, 303 are in the unactuated state; their plungers 306, 307, 308 are thus pressed into the first switching position by the associated spring element 310 and are not actuated or pressurized by the associated solenoid valves 241, 242, 243. The volume flow is guided through the fluidically connected pockets 1.4 / 1.5, 2.7 / 2.8 and 3.7 / 3.8.In this switching state, the second outlet of the demultiplexer arrangement 230 is formed by the pocket combination 3.7 / 3.8 of the third demultiplexer valve 303.

[0085] Figure 5 shows a switching position combination of the demultiplexer valves 301, 302, 303, according to which the second clutch 222 is to be actuated via the first pressure valve arrangement 200. Accordingly, the first and second demultiplexer valves 301, 302 are in the unactuated state, while the third demultiplexer valve 303 is actuated by the associated solenoid valve 243 such that the plunger 308 is moved against the spring preload of the associated spring element 310 – here downwards – to the opposite end stop. The third plunger 308 is thus actuated by the third solenoid valve 243. The volume flow is guided through the fluidically connected pockets 1.4 / 1.5, 2.7 / 2.8 and 3.7 / 3.6. The second outlet of the demultiplexer arrangement 230 is in this ZF Friedrichshafen AG file 305337 Friedrichshafen 2025-01-29

[0086] Switching state formed by the pocket combination 3.7 / 3.6 of the third demultiplexer valve 303.

[0087] Figures 6 and 7 show a switching position combination of the demultiplexer valves 301, 302, and 303, which is intended to control the third clutch 223. Accordingly, the first demultiplexer valve 301 is in the unactuated state, while the second demultiplexer valve 302 is actuated by the associated solenoid valve 242 such that the plunger 307 is moved against the spring preload of the associated spring element 310 – here downwards – to the opposite end stop. The second plunger 307 is thus actuated by the second solenoid valve 242. The flow is guided through the fluidically connected pockets 1.4 / 1.5 and 2.6 / 2.7 without passing through the third demultiplexer valve 303. In this switching state, the second outlet of the demultiplexer arrangement 230 is formed by the pocket combination 2.6 / 2.7 of the second demultiplexer valve 302.

[0088] Figures 6 and 7 differ only in that the third demultiplexer valve 303 in Figure 6 is unactuated, so the third plunger 308 comes to rest at the upper end stop, and in Figure 7 it is actuated by the associated solenoid valve 243, so the third plunger 308 comes to rest at the lower end stop.

[0089] Figure 8 shows a switching position combination of the demultiplexer valves 301, 302, 303, which is intended to control the fourth clutch 224. Accordingly, the second and third demultiplexer valves 302, 303 are in the unactuated state, while the first demultiplexer valve 301 is actuated by the associated solenoid valve 241 such that the plunger 306 is moved against the spring preload of the associated spring element 310 – here downwards – to the opposite end stop. The first plunger 306 is thus actuated by the first solenoid valve 241. The volume flow is guided through the fluidically connected pockets 1.3 / 1.4, 2.4 / 2.5 and 3.4 / 3.5. In this switching state, the second outlet of the demultiplexer arrangement 230 is formed by the pocket combination 3.4 / 3.5 of the third demultiplexer valve 303. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0090] Figure 9 shows a switching position combination of the demultiplexer valves 301, 302, 303, which is intended to control the fifth clutch 225. Accordingly, the second demultiplexer valve 302 is in the unactuated state, while the first and third demultiplexer valves 301, 303 are actuated by the associated solenoid valves 241, 243, such that the plunger 306, 308 is moved against the spring preload of the associated spring element 310 – here downwards – to the opposite end stop. The first and third plungers 306, 308 are thus actuated by the first and third solenoid valves 241, 243, respectively. The flow is guided through the fluidically connected pockets 1.3 / 1.4, 2.4 / 2.5 and 3.3 / 3.4. In this switching state, the second outlet of the demultiplexer arrangement 230 is formed by the pocket combination 3.3 / 3.4 of the third demultiplexer valve 303.

[0091] Figures 10 and 11 show a switching position combination of the demultiplexer valves 301, 302, 303, which is intended to control the sixth clutch 226. Accordingly, the first and third demultiplexer valves 301 are actuated by the associated solenoid valves 241 and 242 such that the plungers 306 and 307 are moved downwards against the spring preload of the associated spring element 310 to their respective end stops. The flow is guided through the fluidically connected pockets 1.3 / 1.4 and 2.3 / 2.4 without passing through the third demultiplexer valve 303. In this switching state, the second outlet of the demultiplexer assembly 230 is formed by the pocket combination 2.3 / 2.4 of the second demultiplexer valve 302.

[0092] Figures 10 and 11 differ only in that the third demultiplexer valve 303 in Figure 10 is unactuated, so the third plunger 308 comes to rest at the upper end stop, and in Figure 11 it is actuated by the associated solenoid valve 243, so the third plunger 308 comes to rest at the lower end stop.

[0093] With such a demultiplexer arrangement 230 or 233, decoupling to seven or eight couplings can also be achieved, which can be easily controlled. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0094] A reduction to, for example, only four couplings can also be easily achieved by using only two instead of three demultiplexer valves. This is shown by way of example in Figure 12, where the demultiplexer arrangement 400 has only two solenoid valves 405, 410 and two associated demultiplexer valves 415, 420. The demultiplexer valves 415, 420 of the demultiplexer arrangement 400 are designed analogously to the previously described demultiplexer valves 301, 302, 303 of the first demultiplexer arrangement 230. Thus, four couplings 425, 426, 427, 428 are controlled via the demultiplexer arrangement 400 in different switching position combinations of the demultiplexer valves 415, 420. Regarding the switching states, reference is made to the explanations relating to Figures 4 to 11, which are applicable here analogously.

[0095] According to Figure 2, the demultiplexer arrangements 230, 233 forward the input signals or the control pressure of the coupling valves 206, 209 to exactly one holding valve 239 of the respective coupling 221 - 226, depending on the switching position of the demultiplexer valves 301, 302, 303 of the demultiplexer arrangements 230, 233. Each of the couplings 221 - 226 is thus assigned a holding valve 239, with the holding valves 239 each being configured to maintain a control pressure level set at the associated coupling 221 - 226. The holding valves 239 implement a self-holding function.

[0096] To drive the drive wheels 110 of the motor vehicle 105, or to drive the motor vehicle 105 in a gear, three of the six clutches 221-226 must be engaged simultaneously. To change gear, one of the three load-bearing clutches 221-226 must be opened and another clutch 221-226 closed. Therefore, only two clutches need to be actuated for a gear change—one opened and one closed—while the other two load-bearing clutches 221-226 remain at their system pressure level, and the non-load-bearing clutches 221-226 remain open. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0097] The pressure level at the first pressure valve assembly 200 serves exclusively for filling the couplings 221–226. A filling valve 253, located in a filling path 250 or a supply line of the respective coupling 221–226, with an orifice plate 256 positioned upstream, ensures that only an increasing pressure gradient is possible for filling the respective coupling 221–226 via the first pressure valve assembly 200 and the first demultiplexer assembly 230. The second pressure valve assembly 203 serves both for emptying and filling the respective coupling 221–226. Thus, the second pressure valve assembly 203 implements at least a decreasing and, additionally, an increasing pressure gradient. The filling valve 253 and the orifice plate 256 are shown by way of example in the filling path 250 of the sixth coupling 226 with a reference numeral. The same applies analogously to the other couplings 221 - 225.

[0098] In this context, a gear is considered engaged when three of the six clutches are filled and pressurized. In this case, each clutch is considered "closed." A first gear, which can be used, for example, for starting off, is achieved by a closed second, fourth, and fifth clutch 222, 224, 225. Initially, the second and fifth clutches 222, 225 are filled simultaneously. Since there is no torque transmission or power flow from one drive side of the multi-stage transmission 130 to one output side of the multi-stage transmission 130 when only two clutches are closed, the filling of the second and fifth clutches 222, 225 can occur without significant pressure gradient requirements. At this stage, there is no overlap of pressure gradients.

[0099] For this purpose, for example, the first demultiplexer arrangement 230 is switched such that the volume flow from the first pressure valve arrangement 200 on the inlet side or the first outlet 304 of the first demultiplexer arrangement 230 is directed via the second outlet of the first demultiplexer arrangement 230, which is assigned to the second coupling 222, to the second coupling 222. Subsequently, the first pressure valve arrangement 200 is pressurized, thus causing the holding valve 239 of the second coupling 222 to switch to its other end stop, which corresponds to an open position, as shown in Figure 13. During filling, ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0100] The second coupling 222 is supplied with volumetric flow from two supply lines, namely via the filling path 250, which is fluidically connected to the first demultiplexer arrangement 230, and via an associated throttle valve 259. The throttle valve 259 is dimensioned so small that the filling volumetric flow rate passing through it is negligible. The throttle valve 259 is shown by way of example in the filling path 250 of the sixth coupling 226 with a reference numeral. This applies analogously to the other couplings 221-225.

[0101] Once the second clutch 222 is filled and the system pressure level is maintained via its reversed holding valve 239, which maintains the system pressure level due to its self-holding function (see the dashed line on the holding valve 239), the process is repeated for the fourth clutch 224 (see Figure 14) and then for the fifth clutch 225. Since the drivetrain or the multi-stage transmission 130 is engaged with the output for the first time when the fifth clutch 225 closes, a pressure setpoint, in particular a ramp-up time, must be precisely maintained to avoid disturbances that might be perceptible to the driver as a shift jolt or similar. The state after all three clutches 222, 224, and 225 have been engaged is shown in Figure 15.

[0102] In principle, other strategies are also conceivable for the initial filling of the clutches 221-226. For example, to engage a gear from a standstill, the first of the six clutches 221-226 can be filled via the first pressure valve arrangement 200, while simultaneously a second of the six clutches 221-226 is filled via the second pressure valve arrangement 203. Subsequently, the holding valve 239 of the clutch filled by the second pressure valve arrangement 203 can be switched into self-holding mode by a change in the first demultiplexer arrangement 230.

[0103] To shift to a different gear stage after the first, in particular a second, the second clutch 222 must be opened and the sixth clutch 226 closed in this embodiment. For this purpose, the second demultiplexer arrangement 233 is switched to the second outlet assigned to the second clutch 222, and the second pressure valve arrangement 203 is opened. (ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29)

[0104] Maximum printing, see dashed line 1500 in Figure 15. The holding valve 239 of the second coupling 222 changes its position due to the printing, so that the pressure at the second coupling 222 can be adjusted as desired via the second pressure valve arrangement 203.

[0105] The first demultiplexer arrangement 230 is then switched to the second outlet assigned to the sixth coupling 226 (see thicker line 1600 in Figure 16). Two independent pressure profiles for the overlapping circuit at the second and sixth couplings 222 and 226 can be specified by means of the two pressure valve arrangements 200 and 203, while all other couplings are determined by their boundary conditions (non-loading / open or load-bearing / closed). While the second coupling 222 is emptied in a controlled manner, the sixth coupling 226 is simultaneously filled in a controlled manner.

[0106] The process can be continued and carried out for the other gear stages as desired.

[0107] Figures 17 and 18 are intended to illustrate that the switching topology of the multi-stage transmission 130 can be easily adapted, in particular modified or extended.

[0108] Figure 17 illustrates that further hydraulically actuated components that can be operated in parallel can be easily integrated into the circuit topology, such as, for example, an all-wheel drive clutch, which can generally be used independently and in parallel to the shift clutches, i.e., the pressure valve arrangements 200, 203. In this embodiment, the multi-stage transmission 130 includes a third pressure valve arrangement 1700, connected in parallel to the first and second pressure valve arrangements 200, 203, for switching a further clutch 1705, namely the all-wheel drive clutch. The third pressure valve arrangement 1700 is designed here as a directly controlled pressure valve arrangement.

[0109] Figure 18 illustrates that the circuit can also be used to control other hydraulic components, such as a parking lock system. ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29

[0110] The first clutch 221 is configured here as an alternative to actuating a hydraulic parking lock system. The holding valve 239 of the first clutch 221 is slightly modified here. Specifically, this holding valve 239 is directly connected to a tank line 1800 to allow direct emptying of the first clutch 221 into a sump 1805 when the holding valve 239 is switched accordingly. The sequential connection of the pressure valve assemblies 200, 203 via the holding valves 239 also fulfills all requirements for single redundancy; the circuit is therefore, in principle, remote start capable. ZF Friedrichshafen AG File 305337

[0111] Friedrichshafen 2025-01-29

[0112] Reference sign

[0113] 1.1 First pocket of the first demultiplexer valve

[0114] 1.2 Second pocket of the first demultiplexer valve 1.3 Third pocket of the first demultiplexer valve

[0115] 1.4 Fourth pocket of the first demultiplexer valve 1.5 Fifth pocket of the first demultiplexer valve 1.6 Sixth pocket of the first demultiplexer valve 1.7 Seventh pocket of the first demultiplexer valve 1.8 Eighth pocket of the first demultiplexer valve 1.9 Ninth pocket of the first demultiplexer valve

[0116] 2.1 First pocket of the second demultiplexer valve 2.2 Second pocket of the second demultiplexer valve 2.3 Third pocket of the second demultiplexer valve 2.4 Fourth pocket of the second demultiplexer valve 2.5 Fifth pocket of the second demultiplexer valve 2.6 Sixth pocket of the second demultiplexer valve 2.7 Seventh pocket of the second demultiplexer valve 2.8 Eighth pocket of the second demultiplexer valve 2.9 Ninth pocket of the second demultiplexer valve

[0117] 3.1 First pocket of the third demultiplexer valve 3.2 Second pocket of the third demultiplexer valve 3.3 Third pocket of the third demultiplexer valve 3.4 Fourth pocket of the third demultiplexer valve 3.5 Fifth pocket of the third demultiplexer valve 3.6 Sixth pocket of the third demultiplexer valve 3.7 Seventh pocket of the third demultiplexer valve 3.8 Eighth pocket of the third demultiplexer valve 3.9 Ninth pocket of the third demultiplexer valve

[0118] 100 Drive unit ZF Friedrichshafen AG File 305337

[0119] Friedrichshafen 2025-01-29

[0120] 105 motor vehicles

[0121] 110 drive wheel

[0122] 115 electric machine

[0123] 120 power converters

[0124] 125 energy storage units

[0125] 130 multi-stage gearbox

[0126] 135 Drive machine

[0127] 140 planetary gear sets

[0128] 200 First pressure valve arrangement 203 Second pressure valve arrangement 206 First coupling valve

[0129] 209 Second clutch valve

[0130] 212 First input control stage

[0131] 215 Second input stage

[0132] 221 First clutch

[0133] 222 Second clutch

[0134] 223 Third clutch

[0135] 224 Fourth clutch

[0136] 225 Fifth clutch

[0137] 226 Sixth clutch

[0138] 230 First demultiplexer arrangement 233 Second demultiplexer arrangement 236 Pressure sensor

[0139] 239 Holding valve

[0140] 241 First solenoid valve

[0141] 242 Second solenoid valve

[0142] 243 Third solenoid valve

[0143] 244 Fourth solenoid valve

[0144] 245 Fifth solenoid valve

[0145] 246 Sixth solenoid valve

[0146] 250 Filling path

[0147] 253 Filling valve ZF Friedrichshafen AG File 305337

[0148] Friedrichshafen 2025-01-29

[0149] 256 aperture

[0150] 259 Throttle valve

[0151] 301 First demultiplexer valve 302 Second demultiplexer valve 303 Third demultiplexer valve 304 First outlet

[0152] 306 First pestle

[0153] 307 Second pestle

[0154] 308 Third Pestle

[0155] 310 Spring element

[0156] 313 Drain valve

[0157] 400 Demultiplexer arrangement 405 Solenoid valve

[0158] 410 Solenoid valve

[0159] 415 Demultiplexer valve

[0160] 420 Demultiplexer valve

[0161] 425 clutch

[0162] 426 Clutch

[0163] 427 Clutch

[0164] 428 Clutch

[0165] 1500 Dashed line

[0166] 1600 line

[0167] 1700 Third pressure valve assembly 1705 Coupling

[0168] 1800 tank line

[0169] 1805 swamp

[0170] pHD system pressure

Claims

ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29 Patent claims 1. Multi-stage transmission (130) for a drive unit (100) of a motor vehicle (105), comprising - a first pressure valve arrangement (200) and a second pressure valve arrangement (203) which can be controlled separately and pressurized with a system pressure; - at least two clutches (221 - 226) for controlling power flow through the multi-stage transmission (130); and - a first demultiplexer arrangement (230, 400) connected to the first pressure valve arrangement (200) and a second demultiplexer arrangement (233) connected to the second pressure valve arrangement (203); wherein the first demultiplexer arrangement (230, 400) is configured to fluidically connect only one selectable first of the at least two couplings (221 - 226) to the first pressure valve arrangement (200), and wherein the second demultiplexer arrangement (233) is configured to fluidically connect only one selectable second of the at least two couplings (221 - 226) to the second pressure valve arrangement (200).

2. Multi-stage transmission (130) according to claim 1, wherein the first pressure valve arrangement (200) is configured to fill the respective fluidically connected clutch (221 - 226) with fluid in a controlled manner, and wherein the second pressure valve arrangement (203) is configured to release fluid from a fluidically connected clutch (221 - 226) in a controlled manner.

3. Multi-stage transmission (130) according to claim 2, wherein the second pressure valve arrangement (203) is further configured to fill the respective fluidically connected clutch (221 - 226) with fluid in a controlled manner.

4. Multi-stage transmission (130) according to one of the preceding claims, wherein several transmission stages are provided, and wherein one of the at least two clutches (221 - 226) is configured to engage one of the transmission stages in ei-ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29 to switch or exclude a power flow through the multi-stage transmission (130).

5. Multi-stage transmission (130) according to claim 4, wherein one of the several transmission stages comprises a planetary gear transmission (140), and wherein one of the at least two clutches (221 - 226) is configured to introduce torque into the planetary gear transmission (140), to expel torque from the planetary gear transmission (140) or to fix an element of the planetary gear transmission (140) relative to a housing.

6. Multi-stage transmission (130) according to one of the preceding claims, wherein each of the demultiplexer arrangements (230, 233, 400) has at least one demultiplexer valve (301, 302, 303, 415, 420) switchable by an associated solenoid valve (241, 242, 243, 244, 245, 246, 405, 410).

7. Multi-stage transmission (130) according to one of the preceding claims, wherein a pressure sensor (236) is arranged on the output side of the first pressure valve arrangement (200) and / or on the output side of the second pressure valve arrangement (203).

8. Multi-stage transmission (130) according to one of the preceding claims, wherein each of the at least two clutches (221 - 226) is assigned a holding valve (239) and is configured to maintain a control pressure level set at the associated clutch (221 - 226).

9. Multi-stage transmission (130) according to claim 8, wherein each holding valve (239) is further assigned a throttle valve (259).

10. Multi-stage transmission (130) according to claim 8 or claim 9, wherein a filling valve (253) and an orifice (256) arranged upstream thereof are provided in a filling path (250) of the respective clutch (221-226). ZF Friedrichshafen AG File 305337 Friedrichshafen 2025-01-29 11. Multi-stage transmission (130) according to one of the preceding claims, further comprising a third pressure valve arrangement (1700) connected in parallel to the first and second pressure valve arrangements (200, 203) for switching a further clutch (1705).

12. Multi-stage transmission (130) according to one of the preceding claims, wherein at least one of the pressure valve arrangements (200, 203, 1700) is designed as a pilot-operated pressure valve arrangement, comprising a clutch valve (206, 209) and an electromagnetic pilot stage (212, 215) upstream of the clutch valve (206, 209).

13. Multi-stage transmission (130) according to one of the preceding claims, wherein at least one of the pressure valve arrangements (200, 203, 1700) is designed as a directly controlled pressure valve.

14. Drive system (100) for a motor vehicle (105), comprising a drive unit and a multi-stage transmission (130) according to one of the preceding claims.

15. Motor vehicle (105) comprising a drive unit (100) according to claim 14.

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