Abstract:
A multi-step automatic gearbox comprising a drive shaft (AN), a driven shaft (AB), a double planetary front mounted gearset (VS), a main gearset (HS) which is embodied as a coupled planetary gearset comprising at least three non-coupled input elements and an output element, in addition to six shift elements (A to F) and closing takes place in pairs enabling at least eight forward gears to be shifted therein. One input element of the front mounted gearset is connected to the drive shaft. One output element of the front mounted gearset rotates at a rotational speed which is slower than the rotational speed of the input of the drive shaft. One element of the front mounted gearset is secured to a gearbox housing (GG). The fifth and sixth shifting elements (E, F) together form a component comprising a disk support (ZYLEF) for the fifth and sixth shifting element and for the fifth and sixth shifting element, respectively, a disk packet ( 500, 600 ) and a servodevice ( 510, 610 ) which is used to activate the respective disk packets.

Description:
[0001]    This application is a national stage completion of PCT/EP2005/008585 filed Aug. 8, 2005, which claims priority from German Application Serial No. 10 2004 038 287.5 filed Aug. 6, 2004. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The invention concerns a multi-stage automatic transmission. 
       BACKGROUND OF THE INVENTION 
       [0003]    Automatic transmissions with several gear ratios that can be engaged without range change are widely known. From U.S. Pat. No. 5,106,352 a 6-gear automatic transmission is known, in which a simple transfer planetary gearset is arranged co-axially with a two-carrier, four-shaft main gearset made as a Ravigneaux planetary gearset and five shift elements are provided. In this, the transfer planetary gearset is made as a non-shiftable step-down stage with a sun gear fixed to a transmission housing. The output speed of which is slower than the speed of a drive input shaft of the automatic transmission and can be transferred via two clutches to two different elements of the main gearset, and one of the two elements can additionally be fixed relative to the transmission housing by a first brake. The input element of the main gearset, which can optionally be connected with the output element of the transfer planetary gearset or fixed relative to the transmission housing, will be referred to in what follows as the “first input element of the main gearset”. Correspondingly, the other input element of the main gearset will be called the “second input element of the main gearset” in what follows. The speed of the drive input shaft can be transferred by a third clutch to a third input element of the main gearset, and this third element can also be fixed relative to the transmission housing by a second brake. A fourth element of the main gearset forms the output element of the main gearset and is exclusively in fixed connection with a drive output shaft of the automatic transmission.1 
         [0004]    Several component arrangements alternative to this automatic transmission described in U.S. Pat. No. 5,106,352 are known, for example from U.S. Pat. No. 6,139,463 and DE 102 10 348 A1. 
         [0005]    The unpublished German patent application DE 102 21 095.0 by the present Applicant describes developing the 6-gear automatic transmission known from U.S. Pat. No. 5,106,352, into a 7-gear automatic transmission. Compared with U.S. Pat. No. 5,106,352 the transfer planetary gearset is made as a simple, shiftable “positive” planetary gearset of double-planetary structure and an additional, sixth shift element is added. A carrier of the transfer planetary gearset forms the input element of the transfer planetary gearset in fixed connection with the drive input shaft of the automatic transmission. In contrast to U.S. Pat. No. 5,106,352 a sun gear of the transfer planetary gearset can be fixed relative to a transmission housing with the sixth shift element. Correspondingly, a ring gear of the transfer planetary gearset forms the output element of the transfer planetary gearset that can be connected with two different elements of the main gearset, and rotates at a speed slower than or equal to that of the drive input shaft. For this kinematic coupling of the individual gearset elements and shift elements, DE 102 21 095.0 discloses numerous different arrangement variants of the transmission components relative to one another. 
         [0006]    JP 2001/182785 A describes further developing the 6-gear automatic transmission known from U.S. Pat. No. 5,106,352 into an 8-gear automatic transmission. Compared with U.S. Pat. No. 5,106,352, in this case the transfer planetary gearset is made as a simple, non-shifting “positive” planetary gearset of double-planetary structure and an additional, sixth shift element is added. A carrier of the transfer planetary gearset forms the input element of the transfer planetary gearset and is in fixed connection with the drive input shaft of the automatic transmission. A sun gear of the transfer planetary gearset is fixed relative to a transmission housing. Correspondingly, a ring gear of the transfer planetary gearset forms the output element of the transfer planetary gearset that can be connected with two different elements of the main gearset, and always rotates at a speed slower than or equal to that of the drive input shaft. Via the additional, sixth shift element compared with U.S. Pat. No. 5,106,352, the first input element of the main gearset—which can optionally be connected with the output element of the transfer planetary gearset or fixed relative to the transmission housing—can now optionally also be connected to the drive input shaft of the transmission. With regard to the spatial arrangement of the shift elements relative to one another and relative to the planetary gearsets, it is proposed in JP 2001/182785 A to arrange the two shift elements, by way of which the first and second input elements of the main gearset can be connected with the ring gear of the transfer planetary gearset, together with the additional, sixth shift element compared with U.S. Pat. No. 5,106,352, as a single structural group axially between the transfer planetary gearset and the main gearset. The (fifth) shift element already known from U.S. Pat. No. 5,106,352, by which the drive input shaft can be connected to the third input element of the main gearset, is arranged on the opposite side of the main gearset to this structural group, i.e., on the side of the main gearset facing away from the transfer planetary gearset. In addition, JP 2001/182785 A proposes to arrange the additional, sixth shift element compared with U.S. Pat. No. 5,106,352 within the structural group spatially radially over the shift element by way of which the first input element of the main gearset can be connected to the ring gear of the transfer planetary gearset. 
         [0007]    In the unpublished German patent application DE 103 18 565.8 by the present applicant, an improved arrangement of the component of the 8-gear automatic transmission known from JP 2001/182785 A is described. In order to have to make only comparatively few design changes compared to the basic design of the 6-gear automatic transmission according to U.S. Pat. No. 5,106,352 upon which these variants are modelled, in DE 103 18 565.8 it is proposed to maintain the spatial position of the transfer planetary gearset, the Ravigneaux main gearset and the first five shift elements relative to one another in the transmission housing, known from the 6-gear automatic transmission, and to arrange the additional, sixth shift element compared with U.S. Pat. No. 5,106,352 in the transmission housing on the side of the transmission facing a drive engine, spatially between a transmission housing wall on the drive input side and a first shift element, by which the output element of the transfer planetary gearset can be connected with the second input element of the main gearset, but spatially also between the transmission housing wall on the drive input side and the transfer planetary gearset. The additional, sixth shift element compared with U.S. Pat. No. 5,106,352 is thus arranged on the side of the transfer planetary gearset facing away from the main gearset. 
         [0008]    The purpose of the present invention is to further develop the multi-stage automatic transmission described in JP 2001/182785 A and DE 103 18 565.8 to include eight forward gear ratios, and to provide alternative arrangements of components for the planetary gearsets and the six shift elements. 
       SUMMARY OF THE INVENTION 
       [0009]    The starting point for the invention is the transmission design described in JP 2001/182785 A or the unpublished German patent application DE 103 18 565.8 by the present Applicant, for a multi-stage automatic transmission with at least eight forward gear ratios, comprising a drive input shaft, a drive output shaft, a transfer gearset made as a double planetary gearset, a main gearset made as a coupled planetary gearset with at least three uncoupled input elements and an output element, and at least six shift elements. The selective engagement of two of the shift elements, at a time, a rotational speed of the drive input shaft can be transferred to the drive output shaft in such manner that to shift from one gear ratio to the next higher or lower gear ratio, only one of the shift elements, engaged at the time, is disengaged and one other shift element is engaged. The entire content of the disclosure of the unpublished German patent application DE 103 18 565.8 by the present Applicant is expressly incorporated by reference thereto as part of the disclosure of the present invention. 
         [0010]    An input element of the transfer planetary gearset is permanently connected with the drive input shaft. An output element of the transfer planetary gearset always rotates at a speed slower than that of the drive input shaft. A third element of the transfer planetary gearset is fixed relative to a transmission housing. The output speed of the transfer planetary gearset can be transferred via two shift elements, to two different input elements of the main gearset. The rotational speed of the drive input shaft can also be transferred to two different input elements of the main gearset by two other shift elements. The output element of the main gearset is permanently connected with the drive output shaft. 
         [0011]    In a preferred embodiment of this transmission, designed as an 8-gear automatic transmission, a (coupled) carrier of the transfer planetary gearset forms its input element and is permanently connected with the drive input shaft, a ring gear of the transfer planetary gearset forms the output element and can be connected with two different input elements of the main gearset, and a sun gear of the transfer planetary gearset forms the third element and is fixed relative to the transmission housing. The transfer and main gearsets are arranged co-axially with one another. The main gearset can be made as a two-carrier, four-shaft transmission having the structure of a “Ravigneaux planetary gearset”, with a first sun gear as the first input element of the main gearset, which can optionally be connected with the ring gear of the transfer gearset, the drive input shaft or can be fixed relative to the transmission housing, a second sun gear as the second input element of the main gearset, which can be connected with the ring gear of the transfer gearset, a (coupled) carrier as the third input element of the main gearset, which can optionally be connected with the drive input shaft or fixed relative to the transmission housing, and with a ring gear as the output element of the main gearset, which is permanently connected with the drive output shaft. In this case:
       an input element of the first shift element is connected to the output element of the transfer gearset;   an output element of the first shift element is connected to the second input element of the main gearset;   an input element of the second shift element is connected to the output element of the transfer gearset;   an output element of the second shift element is connected to the first input element of the main gearset;   an input element of the third shift element is connected to the transmission housing;   an output element of the third shift element is connected to the first input element of the main gearset;   an input element of the fourth shift element is connected to the transmission housing;   an output element of the fourth shift element is connected to the third input element of the main gearset;   an input element of the fifth shift element is connected to the drive input shaft;   an output element of the fifth shift element is connected to the third input element of the main gearset;   an input element of the sixth shift element is connected to the drive input shaft;   an output element of the sixth shift element is connected to the first input element of the main gearset, and   a the output element of the main gearset is permanently connected to the drive output shaft.       
 
         [0025]    The main gearset can, however, also be made as a two-carrier, four-shaft transmission with two coupled, single carrier planetary gearsets such that, for example, the first input element of this main gearset, which can optionally be connected to the ring gear of the transfer gearset or fixed in relation to the transmission housing, is formed by a sun gear of the first of these two single carrier planetary gearsets of the main gearset and a carrier of the second of these two single carrier planetary gearsets of the main gearset connected with this first sun gear of the main gearset, and such that the second input element of this main gearset, which can be connected with the ring gear of the transfer gearset is formed by a sun gear of the second of the two single carrier planetary gearsets of the main gearset, and such that the third input element of the main gearset which can optionally be connected to the drive input shaft or fixed relative to the transmission housing, is formed by a carrier of the first of the two single carrier planetary gearsets of the main gearset and a ring gear of the second of the two single carrier planetary gearsets of the main gearset connected with this first carrier of the main gearset, and such that a ring gear of the first of the two single carrier planetary gearsets of the main gearset is permanently connected to the drive output shaft as the output element of this main gearset. In this case the interconnection of the input and output elements of the six shift elements to the three input elements of the main gearset corresponds to the interconnection described earlier for the example of the Ravigneaux main gearset. 
         [0026]    The main gearset can, for example, also be made as a “three-carrier, five-shaft transmission” with three coupled single carrier planetary gearsets, or else as a reduced three-carrier, five-shaft transmission with three coupled single carrier planetary gearsets, in which at least two of these individual planetary gearsets are coupled to one another (“reduced”) by a common carrier and a further common central gear (i.e., either via their sun gears or via their ring gears). Analogously, the main gearset can also be made for example as a “reduced four-carrier, six-shaft transmission”, in which the principle four individual planetary gearsets, then present and coupled to one another, are combined in such manner that the main gearset comprises only two carriers. In contrast to the connections of the six shift elements to the input elements of a main gearset of the “two-carrier, four-shaft planetary transmission” type, in relation to the kinematic connection of the input and output elements of the third and sixth shift elements to the individual main gearset elements there are various possibilities, in which case:
       the input element of the third shift element is connected to the transmission housing,   the output element of third shift element is connected to the first input element of the main gearset or to an input element of the main gearset which is close to this first input element in the speed diagram,   the input element of the sixth shift element is connected to the drive input shaft,   the output element of the sixth shift element is connected to the first input element of the main gearset or to an input element of the main gearset which is close to this first input element in the speed diagram.       
 
         [0031]    In all the design variants mentioned, in the first forward gear ratio, the first and fourth shift elements are engaged; in the second forward gear ratio, the first and third shift elements; in the third forward gear ratio, the first and second shift elements; in the fourth forward gear ratio, the first and sixth shift elements; in the fifth forward gear ratio, the first and fifth shift elements; in the sixth forward gear ratio, the fifth and sixth shift elements; in the seventh forward gear ratio, the second and fifth shift elements, and in the eighth forward gear ratio, the third and fifth shift elements are engaged. In the reverse gear ratio the fourth and, in addition, either the second or the sixth shift elements are engaged. 
         [0032]    According to the invention it is now proposed that the fifth shift element, by way of which the drive input shaft of the transmission can be connected to the third input element of the main gearset, and the sixth shift element, by way of which the drive input shaft of the transmission can be connected to the first input element of the main gearset or to a fourth input element (close to this first input element of the main gearset in the speed diagram), form a structural group comprising a disk carrier common to the fifth and sixth shift elements, in each case a disk set for the fifth and sixth shift elements and in each case a servomechanism for the fifth and sixth shift elements to actuate the respective disk sets of the fifth and sixth shift elements. The disk carrier common to the fifth and sixth shift elements forms both the input element of the fifth shift element and the input element of the sixth shift element. 
         [0033]    In a first advantageous embodiment of the structural group formed by the fifth and sixth shift elements, it is proposed that this structural group is arranged spatially at least mainly on the side of the transfer gearset facing away from the main gearset. The first shift element, by way of which the output element of the transfer gearset can be connected to the second input element of the main gearset, and the second shift element, by which the output element of the transfer gearset can be connected to the first input element of the main gearset, can be arranged at least mainly on the side of the transfer gearset opposite the structural group formed by the fifth and sixth shift elements, and the first shift element is then preferably arranged closer to the transfer gearset than the second shift element. With such a spatial arrangement of the first, second, fifth and sixth shift elements, on one hand, the output element of the sixth shift element connected with the first or second input element of the main gearset can completely overlap the transfer gearset and the first and second shift elements radially in the axial direction and, on the other hand, the output element of the fifth shift element connected with the third input element of the main gearset can also at least partially overlap the output element of the sixth shift element radially in the axial direction. In addition, with such a spatial arrangement of the first, second, fifth and sixth shift elements it is appropriate that the third shift element, by way of which the first input element of the main gearset or a fourth input element of the main gearset (close to this first input element of the main gearset in the speed scheme) can be fixed relative to the transmission housing, and/or the fourth shift element, by way of which the third input element of the main gearset can be fixed to the transmission housing, are arranged on the side of the transfer gearset opposite the structural group formed by the fifth and sixth shift elements. 
         [0034]    In a second advantageous embodiment of the structural group formed by the fifth and sixth shift elements, it is proposed that the structural group is spatially arranged at least mainly in an area axially between the transfer gearset and the main gearset. The structural group comprising the fifth and sixth shift elements can then be arranged spatially at least partially radially under a disk set of the second shift element, so that the output element of the second shift element connected with the first input element of the main gearset at least partially overlaps the structural group of the fifth and sixth shift elements radially in the axial direction. The structural group of the fifth and sixth shift elements can also be spatially arranged at least partly radially under a disk set of the first shift element. With such a spatial arrangement of the first, second, fifth and sixth shift elements that it is expedient for the third and/or fourth shift elements to be arranged on the side of the main gearset opposite the transfer gearset. 
         [0035]    In a third advantageous embodiment of the structural group formed by the fifth and sixth shift elements, it is proposed that this structural group be spatially arranged at least mainly on the side of the main gearset facing away from the transfer gearset. The first and second shift elements can then be arranged at least mainly on the side of the main gearset opposite the structural group of the fifth and sixth shift elements. With such a spatial arrangement of the fifth and sixth shift elements it is appropriate for the third and/or fourth shift elements to be arranged at least mainly on the same side of the main gearset on which the structural group of the fifth and sixth shift elements is also arranged. 
         [0036]    In all these three designs of the structural group formed by the fifth and sixth shift elements, the disk set of the fifth shift element can optionally be arranged either on a larger diameter than the disk set of the sixth shift element (in this case spatially preferably at least partly radially over the disk set of the sixth shift element), or on a smaller diameter than the disk set of the sixth shift element (in this case spatially preferably at least partly radially under the disk set of the sixth shift element), or on a diameter at least similar to the disk set of the sixth shift element (in this case spatially preferably closer to the transfer gearset than the disk set of the sixth shift element). 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0037]    The invention will now be described, by way of example, with reference to the accompanying drawings in which all the comparable structural elements are given the same indexes. The Figures show: 
           [0038]      FIG. 1A  is a transmission design according to the relevant prior art; 
           [0039]      FIG. 1B  is a shift scheme for the transmission of  FIG. 1A ; 
           [0040]      FIG. 1C  is a speed diagram for the transmission of  FIG. 1A ; 
           [0041]      FIG. 2  is an example of a first transmission design according to the invention; 
           [0042]      FIG. 3  is an example of a second transmission design according to the invention; 
           [0043]      FIG. 4  is an example of a third transmission design according to the invention; 
           [0044]      FIG. 5  is an example of a fourth transmission design according to the invention; 
           [0045]      FIG. 6  is an example of a fifth transmission design according to the invention; 
           [0046]      FIG. 7  is an example of a sixth transmission design according to the invention; 
           [0047]      FIG. 8  is an example of a seventh transmission design according to the invention; 
           [0048]      FIG. 9  is an example of an eighth transmission design according to the invention; 
           [0049]      FIG. 10  is an example of a ninth transmission design according to the invention 
           [0050]      FIG. 11  is an example of a tenth transmission design according to the invention; 
           [0051]      FIG. 12  is a design variation of the tenth transmission design according to the invention shown in  FIG. 11 . 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0052]    For a better understanding, the prior art upon which the invention is based will first be explained.  FIG. 1A  shows the transmission design of the relevant prior art according to DE 103 18 565.8, and  FIG. 1B  the corresponding shift scheme. In  FIG. 1A , AN denotes a drive input shaft of the automatic transmission that is in active connection with a drive engine (not shown) of the automatic transmission, in the example shown, via a torque converter with a torsion damper and a converter bridging clutch. AB denotes a drive output shaft of the automatic transmission arranged co-axially with the drive input shaft AN, which is in active connection with at least one drive axle of the motor vehicle. Clearly, instead of the torque converter, a frictional clutch could be arranged as the starting element for the automatic transmission between the drive engine and the automatic transmission. The drive engine could also be connected to the drive input shaft AN of the transmission via a simple torsion damper, a dual-mass flywheel or a solid shaft, and in that case a frictional shift element would have to be located within the automatic transmission as the starting element of the transmission. 
         [0053]    The automatic transmission comprises a transfer gearset VS and a main gearset HS arranged co-axially with (but not directly adjacent to) this transfer gearset VS. The transfer gearset VS is made as a positive planetary gearset of double planetary structure, with a ring gear wheel HO_VS, a sun gear wheel SO_VS, and a carrier ST_VS formed by two individual carriers, on which are mounted inner planetary gears P 1 _VS, which mesh with the sun gear SO_VS, and outer planetary gears P 2 _VS, which mesh with the inner planetary gears P 1 _VS and the ring gear HO_VS, so that they can rotate. This transfer gearset VS therefore operates as a non-shifting step-down stage and produces an output rotational speed slower than the input rotational speed of the drive input shaft AN of the automatic transmission. For this, the sun gear SO_VS of the transfer gearset VS is fixed relative to a transmission housing GG and the carrier ST_VS is permanently connected to the drive input shaft AN. The ring gear HO_VS forms the output element of the transfer gearset VS and can be connected with individual input elements of the main gearset HS via two shift elements A, B. 
         [0054]    The main gearset HS is made as a coupled two-carrier, four-shaft planetary gearset with three input elements not coupled to one another and one output element, in the structural form of a Ravigneaux gearset with two sun gears S 1 _HS and S 2 _HS, a ring gear HO_HS and a coupled carrier ST_HS, on which long planetary gears P 1 _HS, which mesh with the first sun gear S 1 _HS and the ring gear HO_HS, and short planetary gears P 2 _HS which mesh with the second sun gear S 2 _HS and the long planetary gears P 1 _HS, so as to rotate. In this, the first sun gear S 1 _HS forms the first input element of the main gearset HS, the second sun gear S 2 _HS the second input element of the main gearset HS, the coupled carrier ST_HS the third input element of the main gearset HS and the ring gear HO_HS the output element of the main gearset HS. 
         [0055]    The automatic transmission has a total of six shift elements A to F. The shift elements A, B, E and F are clutches and the shift elements C and D are brakes. For this, the second sun gear S 2 _HS of the main gearset HS can be connected, via the first shift element A, with the ring gear HO_VS of the transfer gearset VS. Furthermore, the fourth sun gear S 1 _HS of the main gearset HS can be connected via the second shift element B, with the ring gear HO_VS of the transfer gearset VS, via the third shift element C it can be fixed to the transmission housing GG, and via the sixth shift element F it can be connected with the drive input shaft AN. In addition, the carrier ST_HS of the main gearset HS can be fixed to the transmission housing GG, via the fourth shift element D, and can be connected with the drive input shaft AN, via the fifth shift element E. As a result of this interconnection of the individual elements of the main gearset HS to the individual shift elements, the carrier ST_HS of the main gearset HS can also be connected with the first sun gear S 1 _HS of the main gearset HS by simultaneous engagement of the fifth and sixth shift elements E, F. The ring ring gear HO_HS of the main gearset HS is permanently and exclusively connected to the drive output shaft AB. 
         [0056]      FIG. 1B  shows a shift scheme for the multi-stage automatic transmission represented in  FIG. 1A . A total of eight forward gear ratios can be engaged without range shift, in such manner that to shift from one gear to the next higher or lower gear, of the shift elements engaged at the time in each gear only one shift element is disengaged and a different shift element is engaged. In first gear ratio “1”, the clutch A and the brake D are engaged; in second gear ratio “2”, the clutch A and brake C are engaged; in third gear ratio “3”, the clutches A and B; in fourth gear ratio “4”, the clutches A and F; in fifth gear ratio “5”, the clutches A and E; in sixth gear ratio “6”, the clutches E and F; in seventh gear ratio “7”, the clutches B and E, and in eighth gear ratio “8”, the brake C and the clutch E. In a first reverse gear ratio “R1”, the clutch B and the brake D are engaged. A second reverse gear ratio “R2” can also be provided by engaging clutch F and brake D.  FIG. 1C  shows a speed diagram for the multi-stage automatic transmission of  FIG. 1A . 
         [0057]    Returning to  FIG. 1A , the disk sets and individual input and output elements of the shift elements are indexed individually. Thus, the disk set of the first shift element A is indexed  100 , the input element of the first shift element A is  120 , the output element of first shift element A is  130 , and a servomechanism for the actuation of the disk set  100  of the first shift element A is  110 . Correspondingly, the disk set of the other shift elements B, C, D, E and F are indexed  200 ,  300 ,  400 ,  500  and  600 , and the input elements of the other shift elements B, E and F are indexed  220 ,  520  and  620 . Also correspondingly, the output elements of the other shift elements B, C, D, E and F are indexed  230 ,  330 ,  430 ,  530  and  630 , and the servomechanisms of the other clutches B, E and F for actuating their respective disk sets  200 ,  500  and  600  are indexed  210 ,  510  and  610 . 
         [0058]    With regard to the spatial arrangement of the shift elements and gearsets relative to one another within the transmission housing indexed GG, DE 103 18 565.8 proposes the following: viewed axially, the fifth shift element E formed as a clutch, is arranged between the transfer gearset VS and the main gearset HS, axially directly adjacent to the transfer gearset VS. The second shift element B, also made as a clutch, is also arranged axially between the transfer gearset VS and the main gearset HS, with the disk set  200  of this clutch B spatially arranged approximately radially over the disk set  500  of the clutch E and the servomechanism  210  of the clutch B axially adjacent to the clutch E on its side facing away from the transfer gearset VS. Viewed axially in the direction of the main gearset HS, the clutch B is followed first by the third shift element C made as a brake, then by the fourth shift element D also made as a brake, and then by the main gearset HS. The disk set  100  of the first shift element A made as a clutch, is spatially arranged approximately over the transfer gearset VS. The servomechanism  110  of this clutch A is at least for the most part arranged on the side of the transfer gearset VS facing away from the main gearset HS. The sixth shift element F made as a clutch is arranged on the side of the servomechanism  110  of the clutch A facing away from the transfer gearset VS, when viewed axially is between the clutch A and a housing wall GW and is fixed to the housing on the drive side, i.e., on the side of the clutch A and the transfer gearset VS facing away from the main gearset HS. 
         [0059]    As an example embodiment of a servomechanism of a shift element, the servomechanism  610  of the sixth shift element F is shown in more detail in  FIG. 1A . This servomechanism  610  is arranged inside a cylindrical disk carrier, which forms the input element  620  of the clutch F and correspondingly rotates always at the rotational speed of the drive input shaft AN of the transmission. The servomechanism  610  has a pressure chamber  611  formed by a section of casing surface section of the disk carrier of clutch F and a piston  614  of the servomechanism  610 . When this pressure chamber  611  is pressurized, the piston  614  moves against the force of a restoring element  613  of the servomechanism  610 , here made, for example, as a cup spring, axially in the direction of the transfer gearset VS, so as to actuate or close the disk set  600  of the clutch F. For the preferably complete compensation of a dynamic pressure of the rotating pressure chamber  611 , the servomechanism  610  also comprises a pressure equalization chamber  612  that can be filled with unpressurized lubricant and is formed by a surface of the piston  614  and a diaphragm plate  615 . The input element  620  is mounted to rotate on a hub GN, which is fixed to the transmission housing and extends from the fixed housing wall GW axially into the inside space of the transmission housing GG, in the direction of the transfer gearset VS as far as the sun gear SO_VS of the transfer gearset VS and is in rotationally fixed connection with this sun gear SO_VS. Correspondingly, this hub GN fixed on the transmission housing also has channels for the supply of pressure medium and lubricant to the pressure chamber and pressure equalization chamber of the clutch F. 
         [0060]    Referring to  FIG. 2 , a first example transmission design according to the present invention will now be explained. As in the relevant prior art, illustrated in  FIG. 1A , the automatic transmission according to the invention comprises a drive input shaft AN, a drive output shaft AB, a transfer gearset VS made as a simple planetary gearset of double planetary structure, a multi-component main gearset HS formed of coupled planetary gear sets and six shift elements A to F. Preferably, by the selective engagement, in each case, of two of these six shift elements A to F a rotational speed of the drive input shaft AN can be transmitted, via the gearsets VS, HS in at least eight different forward gear ratios, such that for each gear shift from one gear ratio to the next higher or next lower gear ratio, only one of the previously engaged shift elements is disengaged and one shift element previously disengaged is engaged. The transfer gearset VS and the main gearset HS are arranged co-axially with one another. For example, the drive input shaft AN and the drive output shaft AB can be co-axial, but by comparatively simple modifications they can also extend axis-parallel or at an angle to one another. The kinematic coupling of the transfer gearset VS and the main gearset HS to the shift elements A to F and to the drive input and drive output shafts AN, AB is essentially the same as in  FIG. 1A , so that the shift logic shown in  FIG. 1B  also applies for this first transmission according to the invention shown in  FIG. 2 . 
         [0061]    In contrast to  FIG. 1A , the design of the main gearset HS, which is now made for example as a “three-carrier, five-shaft planetary transmission is reduced to a two-carrier unit” with four mutually independent input elements and one output element. This “new” main gearset according to  FIG. 2  is comprised of three planetary gearsets coupled with one another, such that in turn two of these three individual planetary gearsets are combined as a single planetary gearset, which is then coupled with the remaining individual planetary gearset. Thus, the “new” main gearset HS comprises three sun gears S 1 _HS, S 2 _HS and S 3 _HS, only two ring gears H 13 _HS and H 2 _HS, and only two carriers ST 13 _HS and ST 2 _HS with respective planetary gears P 13 _HS and P 2 _HS mounted to rotate on them. The second sun gear S 2 _HS, the second carrier ST 2 _HS, the short planetary gears P 2 _HS and the second ring gear H 2 _HS are associated with the remaining individual planetary gearset of the main gearset HS, such that these short planetary gears P 2 _HS mesh with the second sun gear S 2 _HS and the second ring gear H 2 _HS of the main gearset HS. The first and third sun gears S 1 _HS and S 3 _HS, the coupled carrier ST 13 _HS, the long planetary gears P 13 _HS and the coupled ring gear H 13 _HS are associated with the coupled planetary gearset of the main gearset HS, such that these long planetary gears P 13 _HS mesh with the two sun gears S 1 _HS and S 3 _HS and with the coupled ring gear H 13 _HS of the main gearset HS. In principle, the coupled planetary gearset of the main gearset HS can thus also be interpreted as an individual planetary gearset with a divided sun gear. This “division” of the sun gear into two individual sun gears S 1 _HS, S 3 _HS is, in turn, important, because it enables the kinematic coupling of the input element of the main gearset HS to the various shift elements A to F and the kinematic coupling of the output element of the main gearset HS to the drive output shaft AB of the transmission, as shown by the relevant prior art in  FIG. 1A , but now in combination with the component arrangement according to the invention described below. Viewed spatially, the individual planetary gearset of the main gearset HS comprising the second sun gear S 2 _HS is arranged on the side of the main gearset HS remote from the transfer gearset, while in contrast the third sun gear S 3 _HS is arranged on the side of the main gearset HS close to the transfer gearset. The first sun gear S 1 _HS of the main gearset HS is thus arranged axially between the other sun gears S 3 _HS and S 2 _HS of the main gearset HS. 
         [0062]    As in  FIG. 1A , the transfer gearset VS comprises a sun gear SO_VS, a coupled carrier ST_VS with inner and outer planetary gears P 1 _VS, P 2 _VS mounted to rotate on it, and a ring gear HO_VS. The sun gear SO_VS is fixed to a hub GN which is rotationally fixed by a connection with the transmission housing GG and which extends from a housing wall GW, fixed to the transmission housing, into the inside space of the transmission toward the transfer gearset VS. Here, the housing wall GW forms an outer wall of the transmission, which on the one hand is arranged on the side of the transfer gearset VS facing away from the main gearset HS, and on the other hand faces a drive engine of the transmission not shown here for the sake of simplicity, which is in active connection with the drive input shaft AN. In the transmission design shown in  FIG. 2 , a torque-converter is arranged, for example, in the force flow direction between the drive engine and the drive input shaft AN. The coupled carrier ST_VS forms the input element of the transfer gearset VS, and a carrier plate of this carrier ST_VS facing the main gearset HS is in rotationally fixed connection with the drive input shaft AN of the transmission. The ring gear HO_VS forms the output element of the transfer gearset VS and produces a speed lower than the speed of the drive input shaft AN, rotating in the same direction as the drive input shaft AN. This output speed of the transfer gearset VS can be transmitted, via the first and second shift elements A and B, to two different input elements of the main gearset HS. 
         [0063]    The first and second sun gears S 1 _HS, S 2 _HS of the main gearset HS are connected in a rotationally fixed manner with one another in a rotationally fixed manner, forming the first input element of the main gearset HS, and can be connected by the second shift element B here formed as a disk clutch, with the output element—i.e., the ring gear HO_VS—of the transfer gearset VS. The second ring gear H 2 _HS of the main gearset HS forms the second input element of the main gearset HS and can also be connected by way of the first shift element A, here made as a disk clutch, to the output element—i.e., the ring gear HO_VS—of the transfer gearset VS. The coupled carrier ST 13 _HS of the main gearset HS forms the third input element of the main gearset HS and, on one hand, can be connected by the fifth shift element E, here made as a disk clutch, to the drive input shaft AN while, on the other hand, it can also optionally be fixed relative to the transmission housing GG by the fourth shift element D, in this case for example, made as a disk brake. The third sun gear S 3 _HS of the main gearset HS forms the fourth input element of the main gearset HS and, on one hand, can be connected by the sixth shift element F, here made as a disk clutch, to the drive input shaft AN while, on the other hand, it can optionally also be fixed relative to the transmission housing GG by the third shift element C, here made for example, as a disk brake. The coupled ring gear H 13 _HS and the second carrier ST 2 _HS of the main gearset HS are connected in a rotationally fixed manner to one another, and form the output element of the main gearset HS connected with the drive output shaft AB of the transmission. 
         [0064]    From the structure of the main gearset HS and its kinematic coupling to the individual shift elements A to F, it can be seen in  FIG. 2  that in contrast to  FIG. 1A , the fixed coupling between the output element  230 ,  330 ,  630  of the three shift elements B, C, F and the first input element of the main gearset HS (i.e., the sun gear S 1 _HS in  FIG. 1A ), existing in  FIG. 1A , is replaced by a combination of a fixed coupling between the output elements  230  of clutch B and the first input element of the main gearset HS (i.e., in  FIG. 2  the coupled sun gears S 1 _HS and S 2 _HS), a fixed coupling between the output element  330  of brake C and the output element  630  of clutch F, and the fourth input element of the main gearset HS (i.e., the sun gear S 3 _HS in  FIG. 2 , and a kinematic coupling between the first and fourth input elements of the main gearset HS by way of the long planetary gears P 13 _HS of the main gearset HS. Correspondingly, in a speed diagram of the transmission according to the invention shown in  FIG. 2 , the lines of the first and fourth input elements of the main gearset HS coincide. If it is provided in a modification of the main gearset HS that, otherwise than in the representation of  FIG. 2 , the long planetary gears P 13 _HS are made as stepped planetary gears, then in the speed diagram corresponding to this modification the lines of the first and fourth input elements of the modified main gearset will lie close to one another. 
         [0065]    According to the invention, the fifth and sixth shift elements E, F form a structural group which is easily preassembled from the standpoint of production technology, which comprises a disk carrier ZYLEF common to the fifth and sixth shift elements E, F, in each case a disk set  500 ,  600  for the fifth and sixth shift elements E, F, and in each case a servomechanism  510 ,  610  for the fifth sixth shift elements E, F to actuate the respective disk sets  500 ,  600  of the fifth and sixth shift elements E, F. The disk carrier ZYLEF common to the two clutches E, F forms both the input element  520  of clutch E and the input element  620  of clutch F. As can be seen in  FIG. 2  this structural group of the two clutches F, F is spatially arranged on the side of the transfer gearset VS facing away from the main gearset HS. Depending on the geometric design in particular of the transfer gearset VS and the disk sets  500 ,  600  of the clutches E, F, in another design of the structural group comprising the clutches E, F it can also be provided that, differing from the representation of  FIG. 2 , the disk sets  500 ,  600  of clutches E, F are arranged partly or even entirely in an area radially over the transfer gearset VS, but in this case, essential components of the structural group comprising the clutches E, F—in particular the servomechanisms  510 ,  610  of clutches E, F—will then still be arranged at least mainly on the side of the transfer gearset VS facing away from the main gearset HS. 
         [0066]    As can also be seen in  FIG. 2 , the first shift element A, here formed as a disk clutch, and the second shift element B, here also formed as a disk clutch, are arranged on the side of the transfer gearset VS opposite the structural group of the two clutches E, F, spatially in an area axially between the transfer gearset VS and the main gearset HS. In this, the clutch A is arranged closer to the transfer gearset VS than the clutch B, such that the clutch A is, in this case, axially directly adjacent to the transfer gearset VS on its side facing the main gearset HS and the clutch B is axially directly adjacent to the clutch A on its side facing the main gearset HS. The disk sets  100 ,  200  of the two clutches A, B are arranged for example on the same diameter, which makes it possible to use similar disks for these clutches A, B. An input element  120  of clutch A is, for example, made as a cylindrical outer disk carrier, which is, on one hand, connected in a rotationally fixed manner at its end close to the transfer gearset to the ring gear HO_VS and, on the other end, has on its inside diameter, in the area of its end close to the main gearset, a suitable carrier profile to hold outer disks of the disk set  100  of clutch A made for example as externally toothed lining disks. An input element  220  of clutch B is for example also made as a cylindrical outer disk carrier and has at its inside diameter, in the area of its end near the main gearset, a suitable carrier profile to hold outer disks of the disk set  200  of clutch B for example made as externally toothed lining disks. At its end facing toward the clutch A and the transfer gearset VS, the input element  220  of clutch B is connected in a rotationally fixed manner with the input element  120  of clutch A, and is, therefore, connected by the input element  120  of clutch A to the ring gear HO_VS of the transfer gearset VS. Of course, these two input elements  120 ,  220  can also be made as one piece. The output elements  130 ,  230  of the two clutches A, B are correspondingly made as inner disk carriers and have at their outer diameter, in each case, a suitable carrier profile to hold inner disks of the respective disk sets  100  and  200  made for example as internally toothed steel disks. The largely disk-shaped inner disk carrier  130  of clutch A extends approximately parallel to the transfer gearset VS and is connected in a rotationally fixed manner in its hub area to a second sun shaft  140 . This second sun shaft  140 , in turn, extends axially from the clutch A toward the main gearset HS, passing along its course centrally, completely through the clutch B arranged next to clutch A and the main gearset HS, and being connected in a rotationally fixed manner on the side of the main gearset HS remote from the transfer gearset to the second ring gear H 2 _HS of the main gearset HS. As is known, the ring gear H 2 _HS forms the second input element of the main gearset HS. The also largely disk-shaped inner disk carrier  230  of clutch B extends approximately parallel to the inner disk carrier  130  of clutch A and is connected in a rotationally fixed manner in its hub area to a first sun shaft  240 . This first sun shaft  240 , in turn, extends axially from clutch B toward the main gearset HS, and along its course passes completely centrally through the third sun gear S 3 _HS of the main gearset HS close to the transfer gearset, enclosing the second sun shaft  140  radially, and is connected with the two coupled sun gears S 1 _HS and S 2 _HS of the main gearset HS. As is known, the coupled sun gears S 1 _HS, S 2 _HS form the first input element of the main gearset HS. 
         [0067]    Shown only schematically in  FIG. 2  for the sake of simplicity, are a servomechanism  110  for actuating the disk set  100  of clutch A and a servomechanism  210  for actuating the disk set  200  of clutch B. The servomechanism  110  of clutch A is arranged axially between the transfer gearset VS and the output element  130  or inner disk carrier of clutch A, and for example is mounted to move axially on this output element  130  or inner disk carrier of clutch A. When clutch A is engaged, this servomechanism  110  biases the disk set  100  associated with it axially in the direction of the main gearset HS. Expediently, the servomechanism  110  also has dynamic compensation means to compensate for a rotational pressure of its pressure chamber, which always rotates at the rotational speed of the second input element of the main gearset HS, i.e., here always at the rotational speed of the ring gear H 2 _HS. The servomechanism  210  of clutch B is here arranged for example on the side of the disk set  200  of clutch B opposite clutch A or the transfer gearset VS, and is mounted to move axially on the output element  230  or inner disk carrier of clutch B. When clutch B is engaged, this servomechanism  210  biases the disk set  200  associated with it axially in the direction of the transfer gearset VS. Expediently, the servomechanism  210  also has dynamic compensation to compensate for a rotational pressure of its pressure chamber which always rotates at the rotational speed of the first input element of the main gearset HS, i.e., here always at the rotational speed of the two sun gears S 1 _HS and S 2 _HS. 
         [0068]    As can also be seen in  FIG. 2  the third shift element C, here for example made as a disk brake, and the fourth shift element D, here for example also made as a disk brake, are both arranged on the side of the transfer gearset VS opposite the structural group with the two clutches E, F, spatially in an area axially between the clutch B and the main gearset HS. The brake D is arranged closer to the main gearset HS than the brake C. A servomechanism  310  for actuating a disk set  300  of brake C and a servomechanism  410  for actuating a disk set  400  of brake D are shown only schematically in  FIG. 2  for the sake of simplicity, spatially arranged axially between the two disk sets  300  and  400  and mounted to move axially in corresponding piston spaces of the transmission housing GG. For example, the outer disk carriers of the two brakes C, D are integrated in the transmission housing GG. Of course, a person with knowledge of the subject can if necessary provide separate outer disk carriers for one of the two or for both brakes C, D, or even an outer disk carrier common to both brakes C, D, which is then connected in a rotationally fixed manner as a separate component to the transmission housing GG. Of course, a person with knowledge of the subject can if necessary integrate the servomechanism associated with whichever brake has a separate outer disk carrier, into the separate outer disk carrier. The output element  330  of brake C is here formed as a largely disk-shaped inner disk carrier, which extends spatially from the inside diameter of the disk set  300  of brake C radially inward and is connected in a rotationally fixed manner in its hub area with the third sun shaft  640 . This third sun shaft  640  constitutes the mechanical connection of the output element  330  of brake C to the third sun gear S 3 _HS of the main gearset HS close to the transfer gearset VS, and encloses an axial section of the carrier shaft  540  radially. The sun shaft  640  and the sun gear S 3 _HS can also be made as one piece. The output element  430  of brake D is here also made as a largely disk-shaped inner disk carrier, extending spatially from the inside diameter of the disk set  400  of brake D radially inward to the carrier plate of the coupled carrier ST 13 _HS of the main gearset HS close to the transfer gearset, with which it is also in rotationally fixed manner. The inner disk carrier  430  and the carrier plate of the carrier ST 13 _HS close to the transfer gearset can also be made as one piece. 
         [0069]    Of course, those with knowledge of the subject can if necessary also modify the spatial position of the two brakes C, D within the transmission housing, so that in contrast to the representation of  FIG. 2 , the brake C is arranged for example in the area of the housing wall GW and/or the brake D is arranged for example in an area radially over the main gearset HS. 
         [0070]    Returning to the structural group formed by the two clutches E, F, it can be seen in  FIG. 2  that the disk carrier ZYLEF common to the clutches E and F forms the input element for both clutches E, F, and is correspondingly connected in a rotationally fixed manner with the drive input shaft AN. For clutch E, the disk carrier ZYLEF is made as an outer disk carrier to hold outer disks of the disk set  500  of clutch E for example made as externally toothed steel disks, and for clutch F as an inner disk carrier to hold inner disks of the disk set  600  of clutch F for example made as internally toothed lining disks. Viewed spatially, the disk set  600  of clutch F is arranged in an area radially over the disk set  500  of clutch E, and the radially inner disk set  500  is arranged axially directly adjacent to the transfer gearset VS, in particular axially directly adjacent to the ring gear HO_VS of the transfer gearset VS. Of course, instead of the alternating arrangement of steel disks (with no friction lining) and lining disks, steel disks lined on one side with the friction lining can also be used, and in that case respective externally toothed lined steel disks and internally toothed lined steel disks have to be combined in alternation to form a disk set. Of course, instead of the proposed steel disks, disks made of carbon or carbon fibers or other suitable composite materials can be used. Geometrically, the disk carrier ZYLEF is made essentially in the shape of a pot, open in the direction of the transfer gearset VS. The outer disks of the disk set  500  of clutch E are arranged on the inside diameter of a stepped cylindrical section  521  of the disk carrier ZYLEF. An at least largely disk-shaped section (pot bottom)  522  of the disk carrier ZYLEF is connected to the cylindrical section  521  of the disk carrier ZYLEF and extends radially inward starting from the end of the cylindrical section  521  remote from the transfer gearset. A hub of the disk carrier ZYLEF is connected at the inside diameter of the pot bottom  522  of the disk carrier ZYLEF. Starting from the inside diameter of the pot bottom  522 , a first hub section  523  of the disk carrier ZYLEF associated with the clutch E extends axially toward the transfer gearset VS. This first hub section  523  is connected radially fixed manner at its end near the transfer gearset to a carrier plate of the coupled carrier ST_VS of the transfer gearset VS remote from the main gearset, and the carrier plate of this carrier ST_VS near the main gearset is connected in a rotationally fixed manner to the drive input shaft AN. A second hub section  623  of the disk carrier ZYLEF associated with clutch F extends starting from the inside diameter of the disk-shaped section  522  or pot bottom of the disk carrier ZYLEF, axially in the direction opposite to the transfer gearset VS or axially in the direction of the housing wall GW. The hub of the disk carrier ZYLEF with its hub sections  523  and  623  is mounted to rotate on the hub GN fixed to the transmission housing, on which the sun gear SO_VS of the transfer gearset VS is also fixed. The outer diameter of the cylindrical section  521  of the disk carrier ZYLEF is indexed  621 , as an indication that this section is also associated with the clutch F. In fact, a carrier profile is provided on this outer diameter to hold the inner disks of the disk set  600  of clutch F. 
         [0071]    The servomechanism  510  of clutch E for actuating its disk set  500  comprises a pressure chamber  511 , a pressure equalization chamber  512 , a piston  514 , a restoring element  513  and a diaphragm plate  515 , and is arranged radially above the first hub section  523  of the disk carrier ZYLEF and completely inside a cylindrical space formed by the disk carrier ZYLEF, in particular its cylindrical section  521 . The piston  514  is mounted to move axially on this disk carrier ZYLEF. Correspondingly, the servomechanism  510  always rotates at the rotational speed of the drive input shaft AN. To compensate for the rotational pressure of the rotating pressure chamber  511  of the servomechanism  510 , dynamic compensation is provided by the pressure equalization chamber  512  that can be filled with unpressurized lubricant, this pressure equalization chamber  512 , being positioned closer to the main gearset HS than the pressure chamber  511 . The pressure chamber  511  is formed by a casing surface of the disk carrier ZYLEF and the piston  514 . The pressure equalization chamber  512  is formed by the piston  514  and the diaphragm plate  515 , which is fixed axially on the hub section  523  of the disk carrier ZYLEF and can move axially relative to the piston  515 , sealed against lubricant. The piston  514  is pre-stressed axially against the hub section  523  of the disk carrier ZYLEF by the restoring element  513 , here for example made as a cup spring. When the pressure chamber  511  is pressurized with pressure medium to engage the clutch E, the piston  514  moves axially in the direction of the transfer gearset VS or axially toward the main gearset HS and actuates the disk set  500  associated with it against the spring force of the restoring element  513 . 
         [0072]    Viewed spatially, the servomechanism  510  of clutch E is positioned closer to the main and transfer gearsets HS, VS than the servomechanism  610  of clutch F. This servomechanism  610  is arranged spatially at least mainly in an area radially over the second hub section  623  of the disk carrier ZYLEF and is also mounted to move axially on the disk carrier ZYLEF. Correspondingly, the servomechanism  610  also always rotates at the rotational speed of the drive input shaft AN. The servomechanism  610  of clutch F comprises a pressure chamber  611 , a pressure equalization chamber  612 , a piston  614  formed in sections having an irregular shape, a restoring element  613 , a cylindrical diaphragm plate  615  and a pot-shaped support disk  618 . To compensate for the rotational pressure of the rotating pressure chamber  611  of the servomechanism  610 , dynamic compensation is provided by virtue of the pressure equalization chamber  612 . For this, the cylindrical diaphragm plate  615  extends to a defined diameter above the hub section  623  starting from the disk-shaped section  522  of the disk carrier ZYLEF axially toward the housing wall GW, and can move axially relative to the axially adjacent piston  614 , sealed against lubricant. Together with the casing surface section of the disk carrier ZYLEF located radially under the diaphragm plate  615  and facing the housing wall GW and the casing surface section of the piston  614  located radially under the diaphragm plate  615  and facing the transfer gearset VS, this diaphragm plate  615  forms the pressure equalization chamber  612 . In the example shown, the diaphragm plate  615  and the disk carrier ZYLEF are made as one piece, but they can of course also be made as separate components. 
         [0073]    The pressure equalization chamber  612  of the servomechanism  610  of clutch F and the pressure chambers  511  of the servomechanism  510  of clutch E are thus arranged immediately adjacent to one another and separated from one another only by a casing surface of the disk carrier ZYLEF common to the clutches E and F. The pressure chamber  611  of the servomechanism  610  is arranged on the side of the pressure equalization chamber  612  facing away from the pressure chamber  511  and the transfer gearset VS. This pressure chamber  611  is formed by the piston  615 , the support disk  618  and an axial section of the hub  623 . For this, the support disk  618  is fixed pressure-medium-tight on the hub  623 . Radially above the section of the hub  623  which forms the pressure chamber  611 , a cylindrical section of this pot-shaped support disk  618  extends axially in the direction of the pressure chamber  511  or axially toward the transfer gearset VS, and can move axially relative to a corresponding section of the piston  614 , sealed against pressure medium. Along its further geometrical course the piston  614  extends at least largely along the outer contour of the support disk  618  and the upper area of the disk carrier ZYLEF, radially outward and axially in the direction of the main gearset HS, as far as the side of the disk set  600  of clutch F associated with it remote from the main gearset. The piston  614  is axially pre-stressed by the restoring element  613 , here made for example as a spiral spring set of spiral springs kinematically connected in parallel and arranged in a circle, which is positioned axially between the disk-shaped section  622  of the disk carrier ZYLEF and the piston  614 . When the pressure chamber  611  is pressurized with pressure medium to close the clutch F, the piston  614  moves axially in the direction of the transfer gearset VS or axially toward the main gearset HS, and biases the disk set  600  associated with it against the spring force of the restoring element  613 . 
         [0074]    The mounting of the disk carrier ZYLEF on the hub GN attached on the transmission housing enables comparatively simple pressure medium and lubricant supply to the two clutches E, F via corresponding ducts or holes which pass partly within the hub GN fixed to the transmission housing and partly within the hub of the disk carrier ZYLEF. The pressure medium supply to the pressure chamber  511  of the servomechanism  510  of clutch E is indexed  516 , the lubricant supply to the pressure equalization chamber  512  of the servomechanism  510  of clutch E is indexed  517 , the pressure medium supply to the pressure chamber  611  of the servomechanism  610  of clutch F is indexed  616 , and the lubricant supply to the pressure equalization chamber  612  of the servomechanism  610  of clutch F is indexed  617 . 
         [0075]    The output element  530  of clutch E is made as an inner disk carrier which extends radially outward starting from the disk set  500  of clutch E, axially adjacent to the servomechanism  510  of clutch E, first axially toward the transfer gearset VS and just before the ring gear HO_VS of the transfer gearset VS, as far as just above the outer diameter of the ring gear HO_VS or just above the outer diameter of the input element  120  of clutch A connected with the ring gear HO_VS. In the area of its outer diameter, the inner disk carrier  530  of clutch E is connected in a rotationally fixed manner to a cylindrical connecting element ZYL. This cylindrical connecting element ZYL is formed as a pot, open in the direction of the clutch E, which radially completely encloses the transfer gearset VS, the clutch A axially adjacent to the transfer gearset VS, and the clutch B axially adjacent to the clutch A. A disk-shaped pot bottom of this connecting element ZYL is in this case axially adjacent the servomechanism  210  of clutch B, and is connected in a rotationally fixed manner to the carrier shaft  540  in the area of its inside diameter or its hub. In turn, the carrier shaft  540  extends axially toward the main gearset HS as far as an area between the third sun gear S 3 _HS near the transfer gearset and the spatially central first sun gear S 1 _HS of the main gearset HS, passing through the third sun gear S 3 _HS of the main gearset HS and being connected in a rotationally fixed manner to the coupled carrier ST 13 _HS of the main gearset HS. Accordingly, the cylindrical connecting element ZYL can also be formally associated with the output element  530  of the clutch E. 
         [0076]    The output element  630  of clutch F is made as an outer disk carrier, geometrically in the form of a pot, open in the direction of the clutch F or the housing wall GW, which radially completely encloses the cylindrical connecting element ZYL described above. A disk-shaped pot bottom of this output element  630  or outer disk carrier of clutch F extends spatially axially between the pot bottom of the connecting element ZYL and the disk-shaped output element  330  or inner disk carrier of the brake C in the radial direction, and in its hub area is connected in a rotationally fixed manner to the third sun shaft  640 , with which the output element  330  or inner disk carrier of brake C and the third sun gear S 3 _HS of the main gearset are also connected in a rotationally fixed manner. At the outer diameter of the pot bottom of the output element  630  or outer disk carrier of clutch F, is connected a cylindrical section of the output element  630  or outer disk carrier of clutch F, which extends axially in the direction of the housing wall GW as far as beyond the disk set  600  of clutch F. In the area of its end on the housing wall side, the cylindrical section of the output element or outer disk carrier  630  has on its inside diameter a suitable carrier profile to hold the externally toothed disks of the disk set  600  of clutch F. 
         [0077]    Referring to  FIG. 3 , a second example transmission design according to the present invention will now be described, which is based on the first transmission design according to the invention described in detail with reference to  FIG. 2 , but with an alternative design of the structural group of the fifth and sixth shift elements E, F compared with  FIG. 2 . The essential difference between the second transmission design according to the invention shown in  FIG. 3  and the first transmission design according to the invention shown in  FIG. 2 , lies in the spatial arrangement of the disk sets  500 ,  600  of the two clutches E, F relative to one another. According to  FIG. 3 , the disk set  500  of clutch E is now arranged radially over the disk set  600  of clutch F. In accordance with this arrangement, the spatial position of the servomechanisms  510 ,  610  of the two clutches E, F is also adapted, such that the servomechanism  610  of clutch F is now closer to the transfer gearset VS than the servomechanism  510  of clutch E. From a direct comparison between  FIG. 3  and  FIG. 2  on which this example is based, it can easily be seen that the entire structural group comprising the two clutches E, F is made with identical components, only the component names having changed. All the structural elements of this structural group, associated by name with clutch E in  FIG. 2 , are now associated with clutch F in  FIG. 3 . Correspondingly, all the elements of this structural group associated by name with clutch F in  FIG. 2 , are now associated with clutch E in  FIG. 3 . Accordingly, the further description of the structural group with the disk carrier ZYLEF common to both clutches E, F, and the servomechanisms  510 ,  610  and disk sets  500 ,  600  of the two clutches E, F can be limited to pointing out the appropriately adapted indexes. 
         [0078]    Since in  FIG. 3 , in contrast to  FIG. 2 , the disk set  500  of clutch E is arranged radially over the disk set  600  of clutch F, the output element  630  of clutch F, now made as an inner disk carrier, is also now arranged inside the output element  530  of clutch E. The output element  630  of clutch F overlaps the transfer gearset VS and the two clutches A and B radially in the axial direction, and is axially connected in a rotationally fixed manner to the first sun shaft  240  next to the output element  230  of clutch B. In turn, this first sun shaft  240  passes in its axial course through the third sun gear S 3 _HS of the main gearset HS close to the transfer gearset and radially encloses the second sun shaft  140 , which forms the mechanical connection between the output element  130  of clutch A and the second input element of the main gearset HS formed by the ring gear H 2 _HS, being connected in a rotationally fixed manner with the two coupled sun gears S 1 _HS and S 2 _HS of the main gearset HS. The output element  530  of clutch E now formed as an outer disk carrier, radially overlaps the output element  630  or inner disk carrier of clutch F in the axial direction, and is connected by way of the carrier shaft  540  to the coupled carrier ST 13 _HS of the main gearset HS. Along its axial course this carrier shaft  540  passes through the third sun gear S 3 _HS of the main gearset HS close to the transfer gearset, and radially encloses the first sun shaft  240 . In the area axially between the third sun gear S 3 _HS near the transfer gearset and the spatially central first sun gear S 1 _HS of the main gearset HS, the carrier shaft  540  is connected in a rotationally fixed manner to a carrier plate of the coupled carrier ST 13 _HS of the main gearset HS near the transfer gearset, and the carrier plate extends radially between the two sun gears S 3 _HS and S 1 _HS. The output element  330  of brake C is now connected in a rotationally fixed manner only to the third sun gear S 3 _HS of the main gearset HS. 
         [0079]    From the structure of the main gearset HS shown in  FIG. 3  and its kinematic coupling to the individual shift elements A to F, it can be seen, that in contrast to  FIG. 1 , in  FIG. 3  the fixed coupling shown in  FIG. 1  between the output elements  230 ,  330 ,  630  of the three shift elements B, C, F and the first input element of the main gearset HS (i.e., the sun gear S 1 _HS in  FIG. 1 ) has been replaced by a combination of a fixed coupling between the output element  230  of clutch B and the output element  630  of clutch F and the first input element of the main gearset HS (i.e., in  FIG. 3  the coupled sun gears S 1 _HS and S 2 _HS, a fixed coupling between the output element  330  of brake C and the fourth input element of the main gearset HS (i.e., the sun gear S 3 _HS in  FIG. 3 ), and a kinematic coupling between the first and fourth input elements of the main gearset HS via the long planetary gears P 13 _HS of the main gearset HS. Correspondingly, the lines of the first and fourth input elements of the main gearset HS in a speed diagram of the transmission according to the invention shown in  FIG. 3  coincide. If it is provided in a modification of the main gearset HS that the long planetary gears P 13 _HS, differing from those in the representation of  FIG. 3 , are formed as stepped planetary gears, then in the speed diagram associated with this modification the lines of the first and fourth input elements of the modified main gearset would lie close to one another. 
         [0080]    Referring to  FIG. 4 , a third example transmission design according to the present invention will now be explained, which is based on the first transmission design according to the invention described with reference to  FIG. 2 , but with a spatial arrangement of the structural group with the fifth and sixth shift elements E, F different from that shown in  FIG. 2 , and a different spatial arrangement of the third and fourth shift elements C, D in the transmission. 
         [0081]    As in the relevant prior art, both the third shift element C and the fourth shift element D are made as brakes, both for example in the form of disk brakes. From  FIG. 4  it is easy to see that the “new” arrangement of the two brakes C, D now on the side of the main gearset HS opposite the transfer gearset VS, in combination with the co-axial arrangement of the transfer gearset VS and the main gearset HS, enables the drive input and drive output shafts AN, AB of the transmission to be arranged axis-parallel or at an angle to one another, i.e., an arrangement necessary for example for a motor vehicle with front-wheel-drive and its drive engine arranged transversely to, or along the driving direction. For the sake of simplicity, a possibly necessary spur gear stage or bevel gear stage for connecting the output element of the main gearset HS to the transmission output is not shown in  FIG. 4 . Again, for the sake of simplicity,  FIG. 4  also does not show a drive engine of the transmission actively connected to the drive input shaft AN, in this case for example arranged on the side of the transfer gearset VS facing away from the main gearset HS. Correspondingly, the drive input shaft AN passes almost entirely through the transmission in the axial direction, at least through all of the gearsets VS, HS. Accordingly, very little design modification is required in order to arrange the drive engine at the other end of the transmission, namely on the side of the main gearset HS remote from the transfer gearset. 
         [0082]    The main gearset HS shown in  FIG. 4 , is made as in  FIG. 2 , as a “two-carrier, five-shaft planetary transmission reduced to a two-carrier unit”, and is arranged co-axially next to the transfer gearset VS, made as a simple positive planetary gearset and co-axially with the drive input shaft AN. The main gearset HS has four input elements not connected with one another and one output element, and is formed as two mutually coupled individual planetary gearsets, one of these two individual planetary gearsets comprising a “divided sun gear”. Correspondingly, as in  FIG. 2  the main gearset HS comprises three sun gears S 1 _HS, S 2 _HS, S 3 _HS, a coupled first ring gear H 13 _HS, a second ring gear H 2 _HS, a coupled first carrier ST 13 _HS with long planetary gears P 13 _HS mounted to rotate on it, and a second carrier ST 2 _HS with short planetary gears P 2 _HS mounted to rotate on it. In accordance with the nomenclature of the connection of the input elements of the main gearset HS to the various shift elements A to F, the second of the two individual planetary gearsets of the main gearset HS comprises the second sun gear S 2 _HS, the second ring gear H 2 _HS and the second carrier ST 2 _HS with the short planetary gears P 2 _HS mounted to rotate on it, but in contrast to  FIG. 2 , it is now arranged close to the transfer gearset. The first individual planetary gearset of the main gearset HS comprises the first and third sun gears S 1 _HS, S 3 _HS, the coupled ring gear H 13 _HS and the coupled carrier ST 13 _HS with the long planetary gears P 13 _HS mounted to rotate on it, and in contrast to  FIG. 2 , is correspondingly now arranged on the side away from the transfer gearset. The short planetary gears P 2 _HS mesh with the second ring gear H 2 _HS and the second sun gear S 2 _HS, while the long planetary gears P 13 _HS mesh with the coupled ring gear H 13 _HS and the first and third sun gears S 1 _HS, S 3 _HS. As in  FIG. 2 , the long planetary gears P 13 _HS are for example not made as stepped planetaries, such that the two sun gears S 1 _HS and S 3 _HS of the main gearset HS in this case have identical numbers of teeth. Spatially, the first sun gear S 1 _HS of the main gearset HS is arranged axially between the second and third sun gears S 2 _HS, S 3 _HS of the main gearset HS, with the second sun gear S 2 _HS closer to the transfer gearset VS than the third sun gear S 3 _HS. 
         [0083]    As in  FIG. 2  the first and second sun gears S 1 _HS, S 2 _HS are firmly connected with one another and form the first input element of the main gearset HS, which is connected in a rotationally fixed manner with the output elements  230 ,  630  of the clutches B and F on the side of the main gearset HS close to the transfer gearset. The second ring gear H 2 _HS forms the second input element of the main gearset HS and is connected in a rotationally fixed manner to the output element  130  of clutch A. The coupled carrier ST 13 _HS forms the third input element of the main gearset HS and—correspondingly to the spatial position of the brake D—is connected in a rotationally fixed manner, on the side of the main gearset HS facing away from the transfer gearset VS, to the output element  430  of brake D, and—correspondingly to the spatial position of clutch E—is connected with the output element  530  of the clutch E via a radial passage extending axially between the first and third sun gears S 1 _HS, S 3 _HS. The third sun gear S 3 _HS forms the fourth input element of the main gearset HS and—correspondingly to the spatial position of the brake C—is connected radially fixed, on the side of the main gearset HS facing away from the transfer gearset, with the output element  330  of brake C. The coupled ring gear H 13 _HS and the second carrier ST 2 _HS are permanently connected with one another and form the output element of the main gearset HS connected to the drive output shaft AB of the transmission. In a speed diagram of the automatic transmission shown in  FIG. 4 , the lines of the first and fourth input elements of the main gearset HS coincide in accordance with the component and kinematic coupling of its three sun gears S 1 _HS, S 2 _HS, S 3 _HS described. In accordance with the kinematic coupling of the two brakes C, D to the main gearset HS, the brake D is arranged closer to the main gearset HS than the brake C, and in contrast to  FIG. 2 , the brake D is now arranged closer to the transfer gearset VS than the brake C. 
         [0084]    According to the invention, the clutches E and F form a structural group easy to preassemble from the standpoint of production technology, which is now arranged in an area axially between the transfer gearset VS and the main gearset HS, and axially directly adjacent to the transfer gearset VS. This structural group comprises the input elements  520 ,  620  of clutches E and F, in this case for example both made as outer disk carriers, and for the two clutches E, F respective disk sets  500  and  600  and respective servomechanisms  510  and  610  to bias the disk sets  500  and  600  respectively associated with them. 
         [0085]    In the example embodiment shown in  FIG. 4 , the clutch F is spatially arranged radially over the clutch E, in particular with the disk set  600  of clutch F spatially radially over the disk set  500  of clutch E. The input element or outer disk carrier  520  of clutch E is made geometrically in the form of a pot, open in the direction of the main gearset HS, whose hub is connected in a rotationally fixed manner to the drive input shaft AN and, in the example shown, even forms a common component with the drive input shaft AN. The servomechanism  510  of clutch E is arranged completely inside a cylindrical space formed by the outer disk carrier  520  of clutch E and is mounted to move axially on this outer disk carrier  520 . Correspondingly, the servomechanism  510  always rotates at the rotational speed of the drive input shaft AN. To compensate for the rotational pressure of the rotating pressure chamber  511  of the servomechanism  510 , dynamic pressure compensation is provided by the pressure equalization chamber  512 , and the pressure chamber  511  is positioned closer to the transfer gearset VS than the pressure equalization chamber  512 . 
         [0086]    The input element or outer disk carrier  620  of clutch F is also formed geometrically as a pot, open in the direction of the main gearset HS, whose hub is connected in a rotationally fixed manner to the input element or outer disk carrier  520  of clutch E on the outer diameter thereof. The input element  620  of clutch F is thus connected with the drive input shaft AN via the input element  520  of clutch E. The servomechanism  610  of clutch F is arranged completely inside a cylindrical space formed by the outer disk carrier  620  of clutch F, and is mounted to move axially on this outer disk carrier  620 . Correspondingly, the servomechanism  610  always rotates at the rotational speed of the drive input shaft AN. To compensate for the rotational pressure of the rotating pressure chamber  611  of the servomechanism  610 , dynamic pressure compensation is provided by the pressure equalization chamber  612 , and the pressure chamber  611  is arranged closer to the transfer gearset VS than the pressure equalization chamber  612 . 
         [0087]    Viewed spatially, the servomechanism  610  of the (radially outer) clutch F is arranged in an area radially over the servomechanism  510  of the (radially inner) clutch E. Correspondingly, the pressure chamber  611  of the (radially outer) servomechanism  610  of clutch F is at least approximately radially over the pressure chamber  511  of the (radially inner) servomechanism  510  of clutch E and the pressure equalization chamber  612  of the (radially outer) servomechanism  610  of clutch F is arranged at least approximately radially over the pressure equalization chamber  512  of the (radially inner) servomechanism  510  of clutch E. The pressure medium supply to the pressure chamber  511  and the lubricant supply to the pressure equalization chamber  512  of the servomechanism  510  of clutch E, which can be filled with unpressurized lubricant, pass partly within the hub of the input element (outer disk carrier)  520  of clutch E, and partly within the drive input shaft AN. The pressure medium supply to the pressure chamber  611  of the servomechanism  610  of the (radially outer) clutch F also passes partly inside the input element (outer disk carrier)  520  of the (radially inner) clutch E, and partly inside the drive input shaft AN. In this case, for example, the pressure equalization chamber  612  of the servomechanism  610  of clutch F is filled with unpressurized lubricant directly via the pressure equalization chamber  512  of the servomechanism  510  of clutch E. To engage the clutch E, the pressure chamber  511  of the servomechanism  510  is filled with pressure medium and then biases the disk set  500  of clutch E associated with it, axially in the direction of the main gearset HS. To engage the clutch F, the pressure chamber  611  of the servomechanism  610  is filled with pressure medium and then biases the disk set  600  of clutch F associated with it, axially in the direction of the main gearset HS. 
         [0088]    In the example embodiment illustrated, the output elements  530 ,  630  of the two clutches E, F are both made as inner disk carriers. The inner disk carrier  530  of clutch E extends starting from the disk set  500  of clutch E, radially inward axially adjacent to the servomechanism  510  of clutch E, and is centrally connected in a rotationally fixed manner to the carrier shaft  540 . This carrier shaft  540  extends axially toward the main gearset HS as far as the carrier plate of the (coupled) first carrier ST 13 _HS of the main gearset HS remote from the transfer gearset, thereby passing through the second and first sun gears S 2 _HS, S 1 _HS of the main gearset HS centrally in the axial direction, and is connected in a rotationally fixed manner in an area axially between the third and first sun gears S 3 _HS, S 1 _HS of the main gearset HS to the carrier plate of the carrier ST 13 _HS. Of course, the carrier plate of the carrier ST 13 _HS and the carrier shaft  540  can also be made as one piece. The inner disk carrier  630  of clutch F extends starting from the disk set  600  of clutch F, radially inward partly axially adjacent to the inner disk carrier  530  of clutch E as far as a diameter just above the carrier shaft  540 , and is connected in a rotationally fixed manner in this hub area to a hub of the output element  230  of clutch B and, via the sun shaft  140 , to the two sun gears S 2 _HS and S 1 _HS of the main gearset HS. Thus, the carrier shaft  540  passes centrally within the hub of the output element  630  of clutch F and the hub of the output element  230  of clutch B, and centrally within the sun shaft  140 . If necessary, a person with knowledge of the field could also form the connection between the hubs of the two output elements  230 ,  630  by way of the sun shaft  140 , or even make the two sun gears S 2 _HS, S 1 _HS as one piece. 
         [0089]    In the example embodiment shown in  FIG. 4 , the disk sets  200  and  100  of the two clutches B and A are arranged spatially axially next to one another on at least similar diameters, in an area at least partly radially over the structural group formed by the two clutches E and F. The output element  230  of clutch B overlaps the structural group formed by the two clutches E, F radially in the axial direction, such that the cylindrical section  231  of this output element  230  extends at least mainly radially above the outer diameter of the input element (outer disk carrier)  620  of clutch F and thereby completely overlaps the clutch F, and such that the disk-shaped section  232  of this output element  230  extends at least largely parallel to the output element (inner disk carrier)  630  of clutch F. A servomechanism  210  of clutch B for actuating the disk set  200  of clutch B, illustrated only schematically for the sake of simplicity, can be arranged at least mainly on the side of the transfer gearset VS remote from the main gearset, as shown in  FIG. 4 , and always rotates at the rotational speed of the drive input shaft AN, biasing the disk sets  200  associated with it axially toward the main gearset HS when the clutch B is being engaged. A servomechanism  110  of clutch A for actuating the disk set  100  of clutch A, also illustrated only schematically for the sake of simplicity, can for example, as shown in  FIG. 4 , be arranged axially between the output element  230  of clutch B and the main gearset HS on the side of the disk set  100  facing toward the main gearset HS, and always rotates at the rotational speed of the first input element of the main gearset HS in this case for example formed by the coupled sun gears S 1 _HS, S 2 _HS, and biases the disk set  100  associated with it axially toward the transfer gearset VS when the clutch A is being engaged. 
         [0090]    Referring to  FIG. 5 , a fourth example transmission design according to the present invention will now be explained, which is based on the transmission design according to the invention described in detail with reference to  FIG. 4 , but with an alternative design of the structural group comprising the fifth and sixth shift elements E, F compared to  FIG. 4 . As in  FIG. 4 , the clutches E and F form a structural group easily preassembled from the standpoint of production technology, and comprising the input elements  520 ,  620  of clutches E and F, in this case for example both made as outer disk carriers, the servomechanisms  510 ,  610  of the two clutches E and F, and the disk sets  500 ,  600  of the two clutches E and F. In contrast to  FIG. 4 , however, the clutch E is spatially arranged radially over the clutch F, in particular with the disk set  500  of clutch E radially over the disk set  600  of clutch F. 
         [0091]    The input element or outer disk carrier  620  of clutch F is made geometrically in the form of a pot, open in the direction of the main gearset HS, whose hub is connected in a rotationally fixed manner with the drive input shaft AN, and in the example shown, is even formed as a common component with the drive input shaft AN. The servomechanism  610  of clutch F is arranged completely inside a cylindrical space formed by the outer disk carrier  620  of clutch F, and is mounted to move axially on this outer disk carrier  620 . Correspondingly, the servomechanism  610  always rotates at the rotational speed of the drive input shaft AN. To compensate the rotational pressure of the rotating pressure chamber  611  of the servomechanism  610 , dynamic pressure compensation is provided by the pressure equalization chamber  612 , and the pressure chamber  611  is arranged closer to the transfer gearset VS than the pressure equalization chamber  612 . 
         [0092]    The input element or outer disk carrier  520  of clutch E is also made geometrically in the form of a pot, open toward the main gearset HS, whose hub is connected in a rotationally fixed manner to the input element or outer disk carrier  620  of clutch F at its outer diameter. The input element  520  of clutch E is thus connected to the drive input shaft AN via the input element  620  of clutch F. The servomechanism  510  of clutch E is arranged completely inside a cylindrical space formed by the outer disk carrier  520  of clutch E, and is mounted to move axially on this outer disk carrier  520 . Correspondingly, the servomechanism  510  always rotates at the rotational speed of the drive input shaft AN. To compensate for the rotational pressure of the rotating pressure chamber  511  of the servomechanism  510 , dynamic pressure compensation is provided by the pressure equalization chamber  512 , and the pressure chamber  511  is arranged closer to the transfer gearset VS than the pressure equalization chamber  512 . 
         [0093]    Viewed spatially, the servomechanism  510  of the (radially outer) clutch E is arranged in an area radially over the servomechanism  610  of the (radially inner) clutch F. Correspondingly, the pressure chamber  511  of the (radially outer) servomechanism  510  of clutch E is at least partly radially over the pressure chamber  611  of the (radially inner) servomechanism  610  of clutch F, and the pressure equalization chamber  512  of the (radially outer) servomechanism  510  of clutch E is arranged at least approximately radially over the pressure equalization chamber  612  of the (radially inner) servomechanism  610  of clutch F. A pressure medium supply to the pressure chamber  611  and a lubricant supply to the pressure equalization chamber  612  of the servomechanism  610  of clutch F which can be filled with unpressurized lubricant, pass partly within the hub of the input element (outer disk carrier)  620  of clutch F and partly within the drive input shaft AN. A pressure medium supply to the pressure chamber  511  of the servomechanism  510  of the (radially outer) clutch E also passes partly within the input element (outer disk carrier)  620  of the (radially inner) clutch F and partly within the drive input shaft AN. The pressure equalization chamber  512  of the servomechanism  510  of clutch E is in this case for example filled with unpressurized lubricant directly via the pressure equalization chamber  612  of the servomechanism  610  of clutch F. To engage the clutch E, the pressure chamber  511  of the servomechanism  510  is filled with pressure medium, which biases the disk set  500  of clutch E associated with it, axially in the direction of the main gearset HS. To engage the clutch F, the pressure chamber  611  of the servomechanism  610  is filled with pressure medium, which biases the disk set  600  of clutch F associated with it, axially toward the main gearset HS. 
         [0094]    In accordance with the kinematic coupling between the output elements  230 ,  530 ,  630  of clutches B, E, F and the three sun gears S 1 _HS, S 2 _HS, S 3 _HS of the main gearset HS, the second sun gear S 2 _HS, as in  FIG. 8 , is arranged close to the transfer gearset, and the first sun gear S 1 _HS is arranged axially between the second and third sun gears S 1 _HS, S 3 _HS. In contrast to  FIG. 8 , the first input element of the main gearset HS formed by the sun gears S 1 _HS and S 2 _HS permanently connected with one another is now connected only to the output element  230  of clutch B, while in contrast, the fourth input element of the main gearset HS, formed by the third sun gear S 3 _HS, is now connected both to the output element  330  of brake C and to the output element  630  of clutch F. Naturally, the sun gears S 2 _HS and S 3 _HS connected to one another by the short sun shaft  140  can also if necessary be made as one piece. 
         [0095]    In the example embodiment shown in  FIG. 5  the output elements  530 ,  630  of the two clutches E, F are both made as inner disk carriers. The inner disk carrier  630  of clutch F extends starting from the disk set  600  of clutch F radially inward axially adjacent to the servomechanism  610  of clutch F, and is connected centrally and in a rotationally fixed manner to a third sun shaft  640 . This third sun shaft  640  extends axially in the direction of the main gearset HS as far as at least its third sun gear S 3 _HS remote from the transfer gearset, thereby passing centrally at least through the second sun gear S 2 _HS (near the transfer gearset) and the (spatially central) first sun gear S 1 _HS of the main gearset HS in the axial direction, and being connected in a rotationally fixed manner to this third sun gear S 3 _HS. In principle, the third sun shaft  640  also passes centrally through this third sun gear S 3 _HS, since the output element  330  of the brake C is connected in a rotationally fixed manner on the side of the main gearset HS remote from the transfer gearset, with this third sun gear S 3 _HS or even with the third sun shaft  640 . The inner disk carrier  530  of clutch E extends starting from the disk set  500  of clutch E, radially inward partly axially adjacent to the inner disk carrier  630  of clutch F, as far as a diameter just above the third sun shaft  640 , and is connected in a rotationally fixed manner to the carrier shaft  540  in this hub area. This carrier shaft  540  in turn encloses the third sun shaft  640  radially, extends axially in the direction of the main gearset HS as far as the carrier plate or the coupled carrier ST 13 _HS of the main gearset HS remote from the transfer gearset, also passing through the second and first sun gears S 2 _HS, S 1 _HS of the main gearset HS in the axial direction, and is connected in a rotationally fixed manner in an area axially between the first and third sun gears S 1 _HS, S 3 _HS of the main gearset HS, to the carrier plate of the coupled carrier ST 13 _HS. Of course, the carrier plate of the carrier ST 13 _HS and the carrier shaft  540  can also be made as one piece. 
         [0096]    In the example embodiment shown in  FIG. 5 , the disk sets  200  and  100  of the two clutches B and A are arranged spatially axially next to one another on at least similar diameters in an area at least partly radially over the structural group formed by the two clutches E and F. The output element  230  of clutch B radially overlaps the structural group formed by the two clutches E, F in the axial direction, such that the cylindrical section  231  of this output element  230  extends at least largely radially above the outer diameter of the input element (outer disk carrier)  520  of clutch E and thereby overlaps clutch E completely, and such that the disk-shaped section  232  of this output element  230  extends radially inward at least largely parallel to the output element (inner disk carrier)  530  of clutch E, as far as a diameter just above the carrier shaft  540 . In its hub area the output element  230  of clutch B is connected in a rotationally fixed manner to the second sun gear S 2 _HS of the main gearset HS close to the transfer gearset, and by way of a sun shaft  140  also to the (spatially central) first sun gear S 1 _HS of the main gearset HS. Thus, the carrier shaft  540  passes centrally inside this hub of the output element  230  of clutch E and centrally inside the sun shaft  140 . 
         [0097]    In other respects, the fourth component arrangement according to the invention shown in  FIG. 5  is essentially the same as the third component arrangement according to the invention shown in  FIG. 4 . 
         [0098]    Referring to  FIG. 6 , a fifth example transmission design according to the present invention will now be explained, again based on the third transmission design according to the invention, described with reference to  FIG. 4 , but with a spatial arrangement of the structural group with the fifth and sixth shift elements E, F in the transmission different from that of  FIG. 4 . As before, the two clutches E and F form a structural group easily preassembled from the standpoint of production technology, which comprises a disk carrier ZYLEF common to the two clutches E and F, the servomechanisms  510 ,  610  of the two clutches E and F, and the disk sets  500 ,  600  of the two clutches E and F. In contrast to  FIG. 4 , this structural group consisting of the clutches E, F is now arranged on the side of the main gearset HS facing away from the transfer gearset VS. The planetary gearset of the main gearset HS with the divided sun gear (i.e., the two sun gears S 1 _HS and S 2 _HS) now faces toward the structural group consisting of clutches E and F, with the sun gear S 3 _HS of the main gearset HS axially adjacent to the structural group. Correspondingly the other, individual planetary gearset of the main gearset HS faces with its sun gear S 2 _HS toward the transfer gearset VS. 
         [0099]    The disk carrier ZYLEF common to the clutches E and F forms the input element of both clutches E, F and is correspondingly connected in a rotationally fixed manner with the drive input shaft AN. For clutch E, the disk carrier ZYLEF is made as an outer disk carrier to hold outer disks of the disk set  500  of clutch E, and for the clutch F as an inner disk carrier to hold inner disks of the disk set  600  of clutch F. The disk set  600  of clutch F is arranged spatially in an area radially over the disk set  500  of clutch E. Geometrically, the disk carrier ZYLEF is made essentially in the form of a pot, open in the direction of the main gearset HS, with a stepped cylindrical section  521  on whose inner diameter the outer disks of the disk set  500  of clutch E are arranged, with an at least mainly disk-shaped section (pot bottom)  522  which extends radially inward starting from the end of the cylindrical section  521  remote from the main gearset, with a first hub section  523  associated with the clutch E, which extends axially starting from the inner diameter of the pot bottom  522  toward the main gearset HS and is connected at its end close to the main gearset to the drive input shaft AN, and with a second hub section  623  associated with the clutch F, which extends starting from the inner diameter of the pot bottom  522  axially in the direction opposite the main gearset HS and is mounted to rotate at its end remote from the main gearset on a housing cover GD connected in a rotationally fixed manner with the transmission housing GG. The outer diameter of the cylindrical section  521  is indexed  621  in order to indicate that this section is also associated with the clutch F. Namely, a carrier profile is provided on this outer diameter to hold the inner disks of the disk set  600  of the clutch F. 
         [0100]    The servomechanism  510  of clutch E for actuating its disk set  500  comprises a pressure chamber  511 , a pressure equalization chamber  512 , a piston  514 , a restoring element  513  and a diaphragm plate  515 , and is arranged radially above the first hub section  523  of the disk carrier ZYLEF completely inside a cylindrical space formed by the disk carrier ZYLEF, in particular by its cylindrical section  521 . The piston  514  is mounted to move axially on this disk carrier ZYLEF. Correspondingly, the servomechanism  510  always rotates at the rotational speed of the drive input shaft AN. To compensate for the rotational pressure of the rotating pressure chamber  511  of the servomechanism  510 , dynamic compensation is provided by the pressure equalization chamber  512  which can be filled with unpressurized lubricant, this pressure equalization chamber  512  being arranged closer to the main gearset HS than the pressure chamber  511 . The pressure chamber  511  is formed by a casing surface of the disk carrier ZYLEF and the piston  514 . The pressure equalization chamber  512  is formed by the piston  514  and the diaphragm plate  515 , which is fixed axially on the hub section  523  of the disk carrier ZYLEF, can move axially relative to the piston  515 , and is sealed against lubricant. The piston  514  is pre-stressed axially against the hub section  523  of the disk carrier ZYLEF by the restoring element  513 , here formed for example as a cup spring. When the pressure chamber  511  is pressurized with pressure medium to engage the clutch E, the piston  514  moves axially toward the main gearset HS and biases the disk set  500  associated with it against the spring force of the restoring element  513 . 
         [0101]    Viewed spatially, the servomechanism  510  of clutch E is arranged closer to the transfer and main gearsets VS, HS than the servomechanism  610  of clutch F. The servomechanism  610  is spatially arranged at least mainly in an area radially over the second hub section  623  of the disk carrier ZYLEF and is also mounted to move axially on the disk carrier ZYLEF. Correspondingly, the servomechanism  610  also always rotates at the rotational speed of the drive input shaft AN. The servomechanism  610  of clutch F comprises a pressure chamber  611 , a pressure equalization chamber  612 , a piston  614  formed in sections in an irregular shape, a restoring element  613 , a cylindrical diaphragm plate  615  and a pot-shaped support disk  618 . To compensate for the rotational pressure of the rotating pressure chamber  611  of the servomechanism  610 , dynamic pressure compensation is provided by the pressure equalization chamber  612 . For this, the cylindrical diaphragm plate  615 , sealed against lubricant, is fixed on the disk-shaped section  522  of the disk carrier ZYLEF (by welding in the example shown), and is able to move axially relative to the adjacent piston  614  while sealed against lubricant, and together with the casing surface  621  of the disk carrier ZYLEF located radially under the diaphragm plate  615  and the casing surface of the piston  614  located radially under the diaphragm plate  615 , forms the pressure equalization chamber  612 . The pressure equalization chamber  612  of the servomechanism  610  of clutch F and the pressure chamber  511  of the servomechanism  510  of clutch E are thus arranged directly adjacent to one another and only separated from one another by a casing surface of the disk carrier ZYLEF common to the clutches E and F. The pressure chamber  611  of the servomechanism  610  is arranged on the side of the pressure equalization chamber  612  facing away from the main gearset HS and from the pressure chamber  511 . This pressure chamber  611  is formed by the piston  615 , the support disk  618 , and an axial section of the hub  623 . For this, the support disk  618  is fixed and sealed against pressure medium on the hub  623 . Radially above the section of the hub  623  that forms the pressure chamber  612 , there extends a cylindrical section of the pot-shaped support disk  618  axially in the direction of the main gearset HS (or axially toward the pressure chamber  511 , being sealed against pressure medium and able to move axially relative to a corresponding section of the piston  614 . In its further geometrical course the piston  614  extends radially outward at least largely along the outer contour of the support disk  618  and the upper area of the disk carrier ZYLEF, and axially in the direction of the main gearset HS as far as the side of the disk set  600  of clutch F associated with it and remote from the main gearset. The piston  614  is pre-stressed by the restoring element  613 , here for example made as a spiral spring set arranged axially between the disk-shaped disk carrier section  621  and the piston  614 . When the pressure chamber  611  is pressurized with pressure medium to engage the clutch F, the piston  614  moves axially toward the main gearset HS and biases the disk set  600  associated with it against the spring force of the restoring element  613 . 
         [0102]    The mounting of the disk carrier ZYLEF on the housing cover GD fixed on the transmission housing enables comparatively simply designed pressure medium and lubricant supply to the two clutches E, F via corresponding ducts or holes which pass partly within the housing cover GD and partly within the hub of the disk carrier ZYLEF. The pressure medium supply to the pressure chamber  511  of the servomechanism  510  of clutch E is indexed  516 , the lubricant supply to the pressure equalization chamber  512  of the servomechanism  510  of clutch E is indexed  517 , the pressure medium supply to the pressure chamber  611  of the servomechanism  610  of clutch F is indexed  616 , and the lubricant supply to the pressure equalization chamber  612  of the servomechanism  610  of clutch F is indexed  617 . 
         [0103]    Apart from details of the pressure medium and lubricant supply to the two clutches E, F shown in  FIG. 6 , the component design of the structural group formed by the two clutches E, F, with the disk carrier ZYLEF common to the clutches E, F, the servomechanisms  510 ,  610  and the disk sets  500 ,  600  of the two clutches E, F thus corresponds essentially with the component design of this structural group comprising the two clutches E, F illustrated in  FIG. 2 . 
         [0104]    The output element  530  of clutch E is made as an inner disk carrier which extends starting from the disk set  500  of clutch E axially adjacent to the servomechanism  510  of clutch E and radially inward as far as just above the drive input shaft AN, and is connected in a rotationally fixed manner in its hub area with the carrier shaft  540 . This carrier shaft  540  extends axially in the direction of the transfer gearset VS as far as an area between the third sun gear S 3 _HS (remote from the transfer gearset) and the (spatially central) first sun gear S 1 _HS of the main gearset, passing through the third sun gear S 3 _HS of the main gearset HS centrally in the axial direction. In the area axially between the sun gears S 3 _HS and S 1 _HS the carrier shaft  540  is connected in a rotationally fixed manner to the carrier plate of the coupled carrier ST 13 _HS of the main gearset HS remote from the transfer gearset, and the carrier plate of the carrier ST 13 _HS is also connected in a rotationally fixed manner to the output element  430  of the brake D arranged close to the main gearset. 
         [0105]    The output element  630  of clutch F is made as an outer disk carrier which extends radially inward, starting from the disk set  600  of clutch F axially adjacent to the output element (or inner disk carrier)  530  of clutch E, as far as just above the carrier shaft  540 , and is connected in a rotationally fixed manner in its hub area to the third sun gear S 3 _HS of the main gearset HS (remote from the transfer gearset). The output element  330  of brake C, also kinematically coupled to the third sun gear S 3 _HS of the main gearset HS, is in this case connected in a rotationally fixed manner to this outer disk carrier  630 , here for example in the area of the outer diameter of the outer disk carrier  630  of clutch F, with the brake C arranged for example directly axially next to the brake D on its side remote from the main gearset. 
         [0106]    In other respects, the component arrangement shown in  FIG. 6  corresponds essentially to the arrangement already illustrated in  FIG. 4 . 
         [0107]    Of course, the component arrangement described with reference to  FIG. 6  can also be combined with a different type of main gearset. A corresponding example of this will now be explained with reference to a sixth transmission design according to the invention shown in  FIG. 7 . Here, the main gearset HS is a three-carrier, four-shaft planetary gearset reduced to a two-carrier planetary gearset, now comprising three sun gears S 1 _HS, S 2 _HS, and S 3 _HS, three ring gears H 1 _HS, H 2 _HS and H 3 _HS, a coupled carrier ST 13 _HS with planetary gears P 1 _HS and P 3 _HS mounted to rotate on it, and a simple carrier ST 2 _HS with planetary gears P 2 _HS mounted to rotate on it. In this, the sun gear S 1 _HS, the ring gear H 1 _HS and the planetary gears P 1 _HS that mesh with this sun gear S 1 _HS and ring gear H 1 _HS are associated with the first of the three individual planetary gearsets of the main gearset HS. The sun gear S 2 _HS, the ring gear H 2 _HS and the planetary gears P 2 _HS that mesh with this sun gear S 2 _HS and ring gear H 2 _HS are associated with the second of the individual planetary gearsets of the main gearset HS. Finally, the sun gear S 3 _HS, the ring gear H 3 _HS and the planetary gears P 3 _HS that mesh with this sun gear S 3 _HS and ring gear H 3 _HS are associated with the third of the three individual planetary gearsets of the main gearset HS. Viewed spatially, the first of the three individual planetary gearsets of the main gearset HS is again arranged axially between the second of the three individual planetary gearsets of the main gearset HS close to the transfer gearset and the third of the three individual planetary gearsets of the main gearset HS is arranged remote from the transfer gearset. The two sun gears S 2 _HS and S 1 _HS are in fixed connection with one another. A permanent connection is provided as a further kinematic coupling of the main gearset HS, between the (simple) carrier ST 2 _HS and the two ring gears H 1 _HS and H 3 _HS. 
         [0108]    In a modification of the main gearset HS shown in  FIG. 7 , it can for example also be provided that the two planetary gears P 1 _HS and P 3 _HS of the main gearset HS mounted to rotate on the coupled carrier ST 13 _HS are combined to form a stepped planetary gear, and in that case one of the ring gears H 1 _HS, H 3 _HS of the main gearset HS connected with the drive output shaft AB in  FIG. 7 , can be omitted. 
         [0109]    Referring to  FIG. 8  a seventh example transmission design according to the present invention will now be explained, which is based on the fifth transmission design according to the invention previously described with reference to  FIG. 6 , but differs from the latter, essentially only in the design of the structural group formed by the two clutches E and F. As before, this structural group is arranged on the side of the main gearset HS facing away from the transfer gearset VS, and comprises a disk carrier ZYLEF common to the two clutches E and F, the servomechanisms  510 ,  610  of the two clutches E and F, and their two disk sets  500 ,  600 . For both clutches E and F this disk carrier ZYLEF forms their input element and is accordingly connected in a rotationally fixed manner to the drive input shaft AN. 
         [0110]    As can be seen in  FIG. 8 , the disk set  600  of clutch F is now spatially arranged radially under the disk set  500  of clutch E. Correspondingly, the disk carrier ZYLEF is formed for clutch F as an outer disk carrier to hold externally toothed disks of the (now radially inner) disk set  600  of this clutch F, and for clutch E as an inner disk carrier to hold internally toothed disks of the (now radially outer) disk set  500  of clutch E. Accordingly, the spatial position of the servomechanisms  510 ,  610  of the two clutches E, F is now exchanged compared with  FIG. 61  and the servomechanism  610  of clutch F is now closer to the main gearset HS than the servomechanism  510  of clutch E. Thus, the previously described design of these servomechanisms  510 ,  610  with reference to  FIG. 6  is the same, and there is therefore no need to describe them again in detail here. To avoid misunderstandings, only the different and new indexes will be explicitly commented upon here. Thus, in  FIG. 8  the hub section of the disk carrier ZYLEF—now associated with clutch F—close to the main gearset is indexed  623  and the hub section of the disk carrier ZYLEF—now associated with clutch E—remote from the main gearset is indexed  523 . To form the pressure chamber  511  of the servomechanism  510  of clutch E, a support disk  518  is provided, which is fixed and sealed against pressure medium on the hub section  523  remote from the main gearset, and can move axially, sealed against pressure medium, relative to a piston  514  of this servomechanism  510  formed in sections in an irregular shape. In contrast to  FIG. 6 , the pressure chamber  611  of the servomechanism  610  of clutch F and the pressure equalization chamber  512  of the servomechanism  510  of clutch E are now arranged directly adjacent to one another and only separated from one another by a casing surface of the disk carrier ZYLEF. 
         [0111]    As can also be seen from  FIG. 8 , the output element  630  of clutch F, in contrast to  FIG. 6 , is now formed as an inner disk carrier which extends starting from the radially inner disk set  600  of the structural group formed of clutches E and F, axially adjacent to the servomechanism  610  of clutch F, radially inward as far as just above the drive input shaft AN, and is connected in a rotationally fixed manner in its hub area with a third sun shaft  640 . This third sun shaft  640  overlaps the drive input shaft AN radially and extends axially in the direction of the transfer gearset VS, passing completely and centrally through the main gearset HS in the axial direction. The third sun shaft  640  is connected in a rotationally fixed manner on the one hand also with the (spatially central) first sun gear S 1 _HS and the second sun gear S 2 _HS (close to the transfer gearset) of the main gearset HS, and on the other hand also (spatially in an area axially between the transfer gearset VS and the main gearset HS) with the output element  230  of clutch B. The output element  330  of brake C is connected in a rotationally fixed manner directly to the third sun gear S 3 _HS of the main gearset HS (remote from the transfer gearset), in the example shown partly axially directly adjacent to the main gearset HS. 
         [0112]    In contrast to  FIG. 6 , the output element  530  of the clutch E in  FIG. 8  is now made as an outer disk carrier. Starting from the radially outer disk set  500  of the structural group comprising the clutches E and F, this outer disk carrier  530  of clutch E extends partly at least largely parallel and axially between the output element (inner disk carrier)  630  of clutch F and the output element  330  of brake C, radially inward as far as a diameter just above the third sun shaft  640 . In its hub area the inner disk carrier  530  of clutch E is, in turn, connected in a rotationally fixed manner to the carrier shaft  540 , which encloses the third sun shaft  640  radially. As in  FIG. 6 , the carrier shaft  540  passes through the third sun gear S 3 _HS of the main gearset HS (remote from the transfer gearset) in the axial direction and, in the area axially between the sun gears S 3 _HS and S 1 _HS, is connected in a rotationally fixed manner to the carrier plate of the coupled carrier ST 13 _HS of the main gearset HS (remote from the transfer gearset). 
         [0113]    In other respects, the component arrangement shown in  FIG. 8  corresponds to the arrangement already shown in  FIG. 6 . 
         [0114]    Of course, the component arrangement described with reference to  FIG. 8  can also be combined with another type of main gearset. A corresponding example is shown in  FIG. 9  as an eighth transmission design according to the invention. Here, the main gearset HS is a three-carrier, four-shaft planetary transmission, reduced to a two-carrier planetary transmission, and is made identically to the main gearset HS shown in  FIG. 7 , so that it need not be described in detail again here. 
         [0115]    Referring to  FIG. 10 , a ninth example transmission design, according to the present invention, will now be explained, again based on the seventh transmission design according to the invention described with reference to  FIG. 8 , but with a second alternative main gearset HS compared with  FIG. 8  and with an alternative design of the structural group comprising the fifth and sixth shift elements E, F compared with  FIG. 8 . 
         [0116]    As can be seen in  FIG. 10 , the “new” main gearset HS is now made as a two-carrier, four-shaft planetary transmission with three input elements and one output element, comprising two simple planetary gearsets coupled with one another, the first with a simple planetary structure and the second with a double planetary structure. The second simple planetary gearset of the main gearset HS faces toward the transfer gearset VS and comprises a sun gear S 2 _HS, a ring gear H 2 _HS, and a coupled carrier ST 2 _HS, with inner and outer planetary gears PL 1 _HS, PLa_HS mounted to rotate on it. The inner planetary gears PL 1 _HS mesh with the sun gear S 2 _HS and the outer planetary gears PLa_HS, and the outer planetary gears PLa_HS mesh with the inner planetary gears PL 1 _HS and the ring gear H 2 _HS. The first simple planetary gearset of the main gearset HS is arranged on the side of the second simple planetary gearset of the main gearset HS facing away from the transfer gearset VS, and comprises a sun gear S 1 _HS, a ring gear H 1 _HS and a carrier ST 1 _HS with planetary gears PL_HS mounted to rotate on it. The planetary gears PL_HS mesh with the sun gear S 1 _HS and the ring gear H 1 _HS. 
         [0117]    The first sun gear S 1 _HS and the coupled second carrier ST 2 _HS of the main gearset HS are connected in a rotationally fixed manner with one another and form the first input element of the main gearset HS, which is connected with the output elements  230 ,  630  of the two clutches B, F and the output element  330  of the brake C. The output elements  230 ,  630  of the clutches B, F are connected in a radially fixed manner to the sun gear S 1 _HS by the first sun shaft  240 , the output element  330  of the brake C, in contrast, being connected in a rotationally fixed manner to a carrier plate of the carrier ST 2 _HS on the transfer gearset side. The input element  220  of clutch B, in turn, is connected to the ring gear HO_VS of the transfer gearset VS. The input element  620  of clutch F, in turn, is connected to the drive input shaft AN. The input element  320  of brake C, in turn, is connected to the transmission housing GG or integrated in the transmission housing GG. 
         [0118]    The second sun gear S 2 _HS of the main gearset HS close to the transfer gearset forms the second input element of the main gearset HS, and is connected to the output element  130  of clutch A. The input element  120  of clutch A, in turn, is connected with the ring gear HO_VS of the transfer gearset VS. 
         [0119]    The first carrier ST 1 _HS and the second ring gear H 2 _HS of the main gearset HS are connected with one another and form the third input element of the main gearset HS, which is, in turn, connected with the output element  530  of the clutch E and the output element  430  of the brake D. The output element  530  of clutch E is connected in a rotationally fixed manner to a carrier plate of the carrier ST 1 _HS remote from the transfer gearset, and the output element  430  of brake D, in contrast, is connected in a rotationally fixed manner to the ring gear H 2 _HS or to a carrier plate of the carrier ST 1 _HS close to the transfer gearset. In turn, the input element  520  of clutch E is connected to the drive input shaft AN. The input element  420  of brake D, in turn, is connected with the transmission housing GG or integrated in the transmission housing GG. 
         [0120]    The first ring gear H 1 _HS of the main gearset HS remote from the transfer gearset forms the output element of the main gearset HS and is connected with the drive output shaft AB of the transmission. In the example embodiment shown in  FIG. 10 , the drive output shaft AB runs co-axially with the drive input shaft AN. Those with knowledge of the field will understand, however, that the drive output shaft AB can be also, if necessary, arranged to be axis-parallel or at an angle with the drive input shaft AN, in contrast to the representation of  FIG. 10 . 
         [0121]    The shift scheme of this ninth transmission design according to the invention shown in  FIG. 10  corresponds to the shift scheme of the relevant transmission type illustrated in  FIG. 1B . 
         [0122]    The spatial arrangement of the six shift elements A to F within the transmission housing GG is orientated toward the previously described respective kinematic connections to the individual components of the main gearset HS. As can be seen in  FIG. 10 , the brake C with its disk set  300  and its servomechanism  310  is arranged in the area of the inside diameter of the transmission housing GG, spatially mainly axially adjacent the main gearset HS on its side close to the transfer gearset, but partially also radially over the second ring gear H 2 _HS of the main gearset HS close to the transfer gearset. If necessary, in contrast to the representation of  FIG. 10 , a person with knowledge of the subject could for example also arrange the brake C in an area close to the housing wall GW fixed on the transmission housing, on the side of the transfer gearset VS remote from the main gearset. As can also be seen in  FIG. 10 , the brake D with its disk set  400  and its servomechanism  410  is also arranged in the area of the inside diameter of the transmission housing GG, but spatially in an area radially over the main gearset HS and thus approximately radially over the second ring gear H 2 _HS of the main gearset close to the transfer gearset HS. 
         [0123]    As can also be seen in  FIG. 10 , the clutch A is axially directly adjacent to the main gearset HS on its side close to the transfer gearset. The output element  130  of clutch A connected to the second sun gear S 2 _HS of the main gearset HS is formed as a cylindrical outer disk carrier, geometrically in the form of a pot, open in the direction of the transfer gearset VS, inside which are arranged the disk set  100  of clutch A and the servomechanism  110  of clutch A for actuating the disk set  100 . Correspondingly, the servomechanism  110  of clutch A always rotates at the rotational speed of the second sun gear S 2 _HS of the main gearset HS. The input element  120  of clutch A, correspondingly made as an inner disk carrier, is connected in a rotationally fixed manner by way of the input element  220  of clutch B to the ring gear HO_VS of the transfer gearset VS. In turn, the clutch B is arranged partially on the side of the transfer gearset VS remote from the main gearset and partially radially over the transfer gearset VS, such that the disk set  200  of clutch B is arranged at least partly radially over the ring gear HO_VS of the transfer gearset VS and the servomechanism  210  of clutch B, for actuating this disk set  200 , is arranged at least mainly on the side of the transfer gearset VS opposite to the main gearset HS. The input element  220  of clutch B connected with the ring gear HO_VS is made as a cylindrical outer disk carrier, geometrically in the form of a pot, open in the direction of the main gearset HS, inside which are arranged the disk set  200  and the servomechanism  210  of clutch B. The output element  230  of clutch B correspondingly made as an inner disk carrier is adjacent to the transfer gearset VS on its side facing toward the main gearset HS and, to couple it kinematically to the first sun gear S 1 _HS (and the carrier plate of the second carrier ST 2 _HS remote from the transfer gearset VS) of the main gearset HS, is connected in its hub area in a rotationally fixed manner to the aforesaid first sun shaft  240 . The first sun shaft  240 , in turn, encloses the drive input shaft AN and along its axial course, starting from the hub of the output element  230  or inner disk carrier of clutch B, first passes completely and centrally through the coupling space of clutch A formed by the output element  130  or outer disk carrier of clutch A, and then also centrally and completely through the second sun gear S 2 _HS of the main gearset HS close to the transfer gearset. 
         [0124]    As can also be seen in  FIG. 10 , the two clutches E and F form a structural group which is easily preassembled from the standpoint of production technology, comprising a disk carrier ZYLEF common to the two clutches E, F, a disk set  500  or  600  respectively for the clutches E, F, and servomechanisms  510  and  610  for the respective clutches E, F to actuate their respective disk sets  500  and  600 . As in  FIG. 8 , this structural group is arranged on the side of the main gearset HS opposite the transfer gearset VS, spatially between a housing cover GD fixed to the transmission housing, which forms the outer wall of the transmission opposite the housing wall GW, and the main gearset HS, and is axially adjacent this main gearset HS. 
         [0125]    The disk carrier ZYLEF, common to the two clutches E, F, forms the input element for both clutches E, F and is correspondingly connected in a rotationally fixed manner to the drive input shaft AN, which passes centrally through almost the entire transmission in the axial direction. The disk set  500  of clutch E is arranged spatially at least largely radially over the disk set  600  of clutch F, and both disk sets  500 ,  600  are arranged close to the main gearset HS—in particular, close to its first ring gear H 1 _HS. Correspondingly, the disk carrier ZYLEF is made for the clutch F as an outer disk carrier to hold externally toothed disks of the radially inner disk set  600  of this structural group, and for clutch E as an inner disk carrier to hold internally toothed disks of the radially outer disk set  500  of the structural group. Also, the servomechanism  510  of clutch E, arranged on the side of the disk set  500  remote from the main gearset, is spatially arranged at least largely radially over the servomechanism  610  of clutch F positioned on the side of the disk set  600  remote from the main gearset. 
         [0126]    Geometrically, the disk carrier ZYLEF is made as a pot, open in the direction of the main gearset HS, with a stepped cylindrical section  621  and  521 , a pot bottom  622 , and with a hub  623 . In the area of its end close to the main gearset, the stepped cylindrical section of the disk carrier ZYLEF has on its inside diameter a carrier profile to hold the outer disks of the disk set  600  of clutch F, and on its outer diameter a carrier profile to hold the inner disks of the disk set  500  of clutch E. Correspondingly, the outer diameter of the stepped cylindrical section of the disk carrier ZYLEF is indexed  521 , and the inner diameter of this stepped cylindrical section is indexed  621 . Adjacent to the end of the stepped cylindrical sections  621  and  521  of the disk carrier ZYLEF remote from the main gearset is the disk-shaped pot bottom  622 , which extends radially inward as far as a diameter just above the drive output shaft AB of the transmission. In turn, the hub  623  of the disk carrier ZYLEF is connected on the inner diameter of this pot bottom, and extends axially toward the main gearset HS. This hub  623  is mounted to rotate on the drive output shaft AB. In turn, the drive output shaft AB is mounted to rotate in the housing cover GD and passes centrally through this housing cover GD in the axial direction. In another design of the transmission design different from that shown in  FIG. 10 , if the drive output shaft AB is not to be arranged co-axially with the drive input shaft AN, then it would be expedient for the hub  623  of the disk carrier ZYLEF to be mounted to rotate on a pin of the housing cover GD attached to the transmission housing and extending axially into the inside space of the transmission in the direction of the main gearset HS. 
         [0127]    As can also be seen in  FIG. 10 , the servomechanism  610  of clutch F is arranged spatially radially over the hub  623  of the disk carrier ZYLEF, completely inside a cylindrical space formed by the disk carrier ZYLEF, or more precisely by the stepped cylindrical section  621  and the pot bottom  622  of the disk carrier ZYLEF. Since the servomechanism  610  is mounted to move axially on this disk carrier ZYLEF, it always rotates at the rotational speed of the drive input shaft AN. The servomechanism  610  comprises a pressure chamber  611 , a pressure equalization chamber  612 , a piston  614 , a restoring element  613  and a diaphragm plate  615 . The piston  614  is mounted to move axially and is sealed against pressure medium in the disk carrier ZYLEF, and is pre-stressed axially against the hub  623  of the disk carrier ZYLEF by the restoring element  613 , in this case for example made as a cup spring. The pressure chamber  611  is formed by the piston  614  and part of the inner casing surface of the disk carrier ZYLEF. To compensate for the rotational pressure of the rotating pressure chamber  611 , dynamic pressure compensation is provided by the pressure equalization chamber  612 , this pressure equalization chamber  612  is formed by the piston  614  and the diaphragm plate  615 , and arranged closer to the main gearset HS than the pressure chamber  611 . 
         [0128]    The pressure medium and lubricant supply to the servomechanism  610  of clutch F pass through corresponding ducts and holes which extend partly within the housing wall GW and partly within the drive output shaft AB, and partly within the hub  623  of the disk carrier ZYLEF. The pressure medium supply to the pressure chamber  611  of the servomechanism  610  of clutch F is indexed  616 , and the lubricant supply to the pressure equalization chamber  612  of the servomechanism  610  of clutch F is indexed  617 . When the pressure chamber  611  is pressurized with pressure medium to engage the clutch F, the piston  614  moves axially toward the main gearset HS and biases the disk set  600  associated with it against the spring force of the restoring element  613 . 
         [0129]    The servomechanism  510  of the radially outer clutch E is arranged spatially in an area radially over the servomechanism  610  of the radially inner clutch F. This servomechanism  510  comprises a pressure chamber  511 , a pressure equalization chamber  512 , a piston  514 , a restoring element  513  and a support disk  518 . The pressure chamber  511  of the servomechanism  510  of the (radially outer) clutch E is arranged at least approximately radially over the pressure chamber  611  of the servomechanism  610  of the (radially inner) clutch F, and the pressure equalization chamber  512  of the servomechanism  510  of the (radially outer) clutch E is arranged at least approximately radially over the pressure equalization chamber  612  of the servomechanism  610  of the (radially inner) clutch F. The pressure chamber  511  is formed by the piston  514 , the support disk  518  and part of the outer casing cover of the disk carrier ZYLEF. For this, the support disk  518  is made geometrically in the form of a pot, open in the direction of the disk set  500  or toward the main gearset HS, whose casing surface encloses the piston  514  on the outside, and whose pot bottom is fixed at its inside diameter to the outer diameter of the disk-shaped section of the disk carrier ZYLEF. In the example shown, a carrier profile sealed against pressure medium is provided for fixing the support disk  518  on the disk carrier ZYLEF, and a locking ring is provided to secure it axially. Thus, the piston  514  is mounted to move axially and sealed against pressure medium between the inside diameter of the cylindrical section of the support disk  518  and the outside diameter of the stepped cylindrical section of the disk carrier ZYLEF, and is pre-stressed by the restoring element  513  axially against the disk carrier ZYLEF. In this case the restoring element  513  is made for example as a spring set of spiral springs arranged in a circle. 
         [0130]    The pressure medium supply  516  to the pressure chamber  511  of the servomechanism  510  of clutch E passes partly within the housing wall GW and partly within the drive output shaft AB and partly within the pot bottom  622  of the disk carrier ZYLEF. In a space-saving manner, the pressure equalization chamber  512  of the servomechanism  510  of the (radially outer) clutch E is filled with unpressurized lubricant directly via the pressure equalization chamber  612  of the servomechanism  610  of the (radially inner) clutch F. For this, at least one radial hole is provided at the outer diameter of the piston  614  of the servomechanism  610 , which opens at one end into the pressure equalization chamber  612  of the servomechanism  610  and at the other end into a ring space sealed against lubricant toward the outside, at the inner diameter of the stepped cylindrical section  621  of the disk carrier ZYLEF. In addition, at least one radial hole is provided in the stepped cylindrical section  621  of the disk carrier ZYLEF, which opens at one end into the ring space on the inside diameter of the stepped cylindrical section  621 , and at the other end into the pressure equalization chamber  512  of the servomechanism  510 . The corresponding holes and ducts between the two pressure equalization chambers  612 ,  512  are indexed  517  in  FIG. 10 . When the pressure chamber  511  of the servomechanism  510  is filled with pressure medium to engage the clutch E, the piston  514  moves axially in the direction of the main gearset HS and biases the disk set  500  associated with it against the spring force of the restoring element  513 . 
         [0131]    Of course, in another design of the structural group comprising the two clutches E and F it can be provided that, in contrast to the representation of  FIG. 10 , the servomechanisms  510 ,  610  of the two clutches E, F are arranged largely next to one another, as proposed for example in  FIG. 8 . 
         [0132]    As can also be seen in  FIG. 10 , the output element  630  of clutch F is made as a largely disk-shaped inner disk carrier, which is connected in a rotationally fixed manner in its hub area to the first sun gear S 1 _HS of the main gearset HS remote from the transfer gearset. The output element  530  of clutch E is made as a cylindrical outer disk carrier connected in a rotationally fixed manner to the carrier plate of the first carrier ST 1 _HS of the main gearset HS remote from the transfer gearset, and is here for example mounted to rotate on the first sun shaft  240  or on a hub of the output element  630  or inner disk carrier of clutch F. The carrier plate of the carrier ST 1 _HS remote from the transfer gearset and the output element  530  or outer disk carrier of clutch E can also be made as one piece. 
         [0133]    To transfer speed and torque between the first ring gear H 1 _HS of the main gearset remote from the transfer gearset and the drive output shaft AB which, in this case for example, extends co-axially with the drive input shaft AN, a connecting element ZYLF is provided which is made geometrically in the form of a pot, open toward the main gearset HS with a disk-shaped pot bottom and a cylindrical casing, and which completely encloses the structural group formed of the two clutches E, F. The pot bottom of this connecting element ZYLF is connected in a rotationally fixed manner to the drive output shaft AB (for example by welding), and extends in the radial direction axially between the pot bottom  622  of the disk carrier ZYLEF and the housing wall GW. At its end close to the main gearset, the cylindrical casing of the connecting element ZYLF is connected in a rotationally fixed manner to the ring gear H 1 _HS (for example with positive locking). 
         [0134]    Referring to  FIG. 11 , a tenth example transmission design, according to the present invention, will now be explained, which is based on the ninth transmission design according to the invention described with reference to  FIG. 10 , but with a design of the structural group comprising the fifth and sixth shift elements E, F different from that of  FIG. 10 . Accordingly, the explanation of this tenth transmission design according to the invention can be limited to the description of this modified structural group. 
         [0135]    As can be seen in  FIG. 11 , the structural group comprises, as before, a disk carrier ZYLEF common to the two clutches E, F, which forms their input element and is accordingly connected with the drive input shaft AN of the transmission, a respective disk set  500  and  600  for each of the two clutches E, F, and a respective servomechanism  510  and  610  for each of the two clutches E, F, to actuate the respective disk sets  500  and  600 . In contrast to  FIG. 10 , the disk sets  500 ,  600  of the two clutches E, F are now arranged axially next to one another, preferably on the same or at least on a similar diameter. 
         [0136]    In the example embodiment shown in  FIG. 11 , the disk carrier ZYLEF, common to the two clutches E, F and connected in a rotationally fixed manner to the drive input shaft AN, is now made for both of the clutches E, F as an outer disk carrier. In accordance with the kinematic connection of the output element  530  of clutch E (now made as an inner disk carrier) to the first carrier ST 1 _HS of the main gearset HS (coupled with the second ring gear H 2 _HS), and in accordance with the kinematic coupling of the output element  630  of clutch F (made as an inner disk carrier) to the first sun gear S 1 _HS of the main gearset HS, the disk set  500  of clutch E is arranged closer to the main gearset HS than the disk set  600  of clutch F. 
         [0137]    Geometrically, the disk carrier ZYLEF is made as a pot, open in the direction of the main gearset HS, with a stepped cylindrical section  621  and  521 , a pot bottom  622  and with a hub  623 . In the area of its end close to the main gearset the stepped cylindrical section of the disk carrier ZYLEF has on its inner diameter a carrier profile to hold the outer disks of the disk set  500  of clutch E. Correspondingly, this part of the stepped cylindrical section of the disk carrier ZYLEF is index  521 . In the area approximately in the middle of its axial extension, the stepped cylindrical section of the disk carrier ZYLEF has on its inner diameter a carrier profile to hold the outer disks of the disk set  600  of clutch F. Correspondingly, this part of the stepped cylindrical section of the disk carrier ZYLEF is indexed  621 . At the end of the stepped cylindrical section  621  of the disk carrier ZYLEF remote from the main gearset is connected the disk-shaped pot bottom  622 , which extends radially inward as far as a diameter just above the drive output shaft AB of the transmission. The hub  623  of the disk carrier ZYLEF is connected at the inner diameter of this pot bottom  622 , and extends axially toward the main gearset HS. This hub  623  is mounted to rotate on the drive output shaft AB. In turn, the drive output shaft AB is mounted to rotate in the housing cover GD and passes centrally through this housing cover GD in the axial direction. In another design of the transmission design different from that of  FIG. 11 , if the drive output shaft AB is not arranged co-axially with the drive input shaft AN, it would be expedient for the hub  623  of the disk carrier ZYLEF to be mounted to rotate on a pin of the housing cover GD attached to the transmission housing and extending axially inward into the transmission toward the main gearset HS. 
         [0138]    As can also be seen in  FIG. 11 , the servomechanism  610  of clutch F is spatially arranged radially over the hub  623  of the disk carrier ZYLEF, completely inside a cylindrical space formed by the stepped cylindrical section  621  and the pot bottom  622  of the disk carrier ZYLEF. As in  FIG. 10 , the servomechanism  610  comprises a pressure chamber  611 , a pressure equalization chamber  612 , a piston  614 , a restoring element  613  and a diaphragm plate  615 . The piston  614 , sealed against pressure medium, is mounted to move axially in the disk carrier ZYLEF and is pre-stressed axially against the hub  623  of the disk carrier ZYLEF, by the restoring element  613  here for example made as a cup spring. The pressure chamber  611  is formed by the piston  614  and part of the inner casing surface of the disk carrier ZYLEF. To compensate for the rotational pressure of the pressure chamber  611  which always rotates at the rotational speed of the drive input shaft AN, dynamic pressure compensation is provided by the pressure equalization chamber  612  which can be filled with unpressurized lubricant, this pressure equalization chamber  612  being formed by the piston  614  and the diaphragm plate  615 , and being arranged closer to the main gearset HS than the pressure chamber  611 . The pressure medium and lubricant supply  616  and  617  respectively to the servomechanism  610  of clutch F are the same as in  FIG. 10 . When the pressure chamber  611  is pressurized with pressure medium to engage the clutch F, the piston  614  moves axially toward the main gearset HS and biases the disk set  600 , associated with it, against the spring force of the restoring element  613 . In relation to the spatial position of its pressure chamber  611 , the servomechanism  610  biases the disk set  600  associated with it “by compression” when the clutch F is engaging. 
         [0139]    In contrast to  FIG. 10 , in this tenth transmission according to the invention shown in  FIG. 11  the servomechanism  510  of clutch E biases the disk set  500 , associated with it, “in tension” when the clutch is engaging. In the example embodiment shown in  FIG. 11 , this servomechanism  510  of clutch E is arranged essentially radially above the servomechanism  610  of clutch F. A pressure chamber  511  of the servomechanism  510  of clutch E is now arranged spatially approximately radially over the pressure equalization chamber  612  of the servomechanism  610  of clutch F. Correspondingly, a pressure equalization chamber  512  of the servomechanism  510  of clutch E is provided in order to compensate for the dynamic pressure of the pressure chamber  511  always rotating at the rotational speed of the drive input shaft AN, and is now arranged spatially approximately radially over the pressure chamber  611  of the servomechanism  610  of clutch F. The pressure chamber  511  of the servomechanism  510  is formed by a piston  514  of this servomechanism  510  and by a casing surface ZYLEF located radially outside the coupling space of the clutch F, so that the piston  514  mounted to move axially on the disk carrier ZYLEF is arranged essentially radially above the stepped cylindrical section of this disk carrier ZYLEF. In the example embodiment shown, this pressure chamber  511  associated with the disk set  500  of clutch E is arranged spatially axially next to the disk set  600  of clutch F. To actuate the disk set  500  associated with it, the piston  514  of the servomechanism  510  of clutch E has a pressure plate which acts on the disk set  500  from the side thereof close to the main gearset. Instead of this pressure plate, for example several actuating fingers can be provided, distributed around the periphery. The piston  514  and pressure plate or actuating fingers of this piston  514  radially completely overlap the two disk sets  500  and  600  arranged next to one another in the axial direction. The pressure equalization chamber  512  of the servomechanism  510  of clutch E, which is arranged on the side of the pressure chamber  511  facing away from the disk set  500  and can be filled with unpressurized lubricant, is formed by the piston  514  and by a pot-shaped diaphragm plate  515 . This diaphragm plate  515  is fixed on the outside adjacent the disk carrier ZYLEF in the area of its pot bottom  622 , and can move axially relative to the piston  514 , sealed against lubricant. The pressure medium and lubricant supply  516  and  517  to the servomechanism  510  of clutch E are routed as in  FIG. 10 . When the pressure chamber  511  is filled with pressure medium, the piston  514  moves axially in the direction away to the main gearset HS against the spring force of the restoring element  513 , here made for example as a spiral spring set held axially between the piston  514  and the diaphragm plate  515 . 
         [0140]    In other respects, the component arrangement shown in  FIG. 11  corresponds to the arrangement already explained in detail with reference to  FIG. 10 . 
         [0141]    Of course, in another design of the structural group comprising the two clutches E and F, it can also be provided that in contrast to the representation of  FIG. 11 , the servomechanisms  510 ,  610  of the two clutches E, F are arranged largely next to one another, as for example proposed in  FIG. 8 , and then, as in  FIG. 10 , a pressure plate acting on the disk set  500  of clutch E or preferably several actuating fingers of the piston  514  of the servomechanism  510  distributed peripherally and acting on the disk set  500  of clutch E have to overlap the disk sets  600 ,  500  arranged next to one another in the axial direction, radially on the outside. 
         [0142]    In still another design of the structural group comprising the two clutches E and F, it can for example also be provided that the disk sets  500 ,  600  of the two clutches E, F, as in  FIG. 7 , are arranged directly next to one another but with the disk set  600  of clutch F, differing from  FIG. 11 , positioned closer to the main gearset HS, than the disk set  500  of clutch E. In accordance with the kinematic connection of the output element  530  of clutch E to the first carrier ST 1 _HS of the main gearset HS (coupled with the second ring gear H 2 _HS), and in accordance with the kinematic connection of the output element  630  of clutch F to the first sun gear S 1 _HS of the main gearset HS, in this case the disk carrier ZYLEF common to the two clutches E, F must be made for both clutches E, F as an inner disk carrier and the output element  530  of clutch E, which is then made as an outer disk carrier, therefore overlaps the output element  630  of clutch F, which is also made as an outer disk carrier, in the axial direction, radially on the outside. As a rule, the practical design of this embodiment will result in the fact that the servomechanism  610  of clutch F is arranged essentially closer to the main gearset HS than the servomechanism  510  of clutch E. In particular, a pressure chamber  611  of the servomechanism  610  of clutch F will then, as a rule, be arranged closer to the main gearset HS than a pressure chamber  511  of the servomechanism  510  of clutch F. Depending on the structural space available, the servomechanism  510  of clutch E can be arranged spatially at least largely radially over the servomechanism  610  of clutch F or at least largely on the side of the servomechanism  610  of clutch F opposite to the main gearset HS. In contrast to  FIG. 11 , in this embodiment the servomechanism  610  biases the disk set  600  associated with it when clutch F is engaging, axially in the direction opposite to the main gearset HS, i.e., “in tension” in relation to the spatial position of its pressure chamber  611 , while in contrast the servomechanism  510  biases the disk set  500  associated with it when clutch E is engaged, axially in the direction toward the main gearset HS, i.e., “by compression” in relation to the spatial position of its pressure chamber  511 . If dynamic pressure compensation is provided for the clutch F, the pressure chamber  611  of the servomechanism  610  of clutch F would then be arranged closer to the main gearset HS than the pressure equalization chamber  612  of this servomechanism  610  required for the dynamic compensation. If dynamic pressure compensation is provided for clutch E, a pressure equalization chamber  512  of the servomechanism  510  of clutch E, necessary for this dynamic pressure compensation, would then expediently be arranged closer to the main gearset HS than the pressure chamber  511  of the servomechanism  510 , regardless of the already mentioned possible spatial position of this servomechanism  510  radially above or axially adjacent the servomechanism  610  of clutch F. An outline of a possible construction of this proposed embodiment of the structural group formed by the clutches E, F is shown in  FIG. 12 . 
         [0143]    Finally, let it again be mentioned that the various component arrangements according to the invention can also be combined without problems with the various main gearset embodiments explained earlier. 
       REFERENCE NUMERALS 
       [0000]    
       
         A first shift element, clutch 
         B second shift element, clutch 
         C third shift element, brake 
         D fourth shift element, brake 
         E fifth shift element, clutch 
         F sixth shift element, clutch 
         AN drive input shaft 
         AB drive output shaft 
         GD housing cover 
         GG transmission housing 
         GN hub on the housing wall 
         GW housing wall 
         GZ intermediate housing wall 
         NAN toothed profile for drive input speed determination 
         ZYL cylindrical connecting element 
         ZYLB cylindrical connecting element 
         ZYLF cylindrical connecting element 
         ZYLAB disk carrier common to the first and second shift elements 
         ZYLBF disk carrier common to the second and sixth shift elements 
         ZYLCD disk carrier common to the third and fourth shift elements 
         ZYLEF disk carrier common to the fifth and sixth shift elements 
         VS transfer gearset 
         HO_VS ring gear of the transfer gearset 
         SO_VS sun gear of the transfer gearset 
         ST_VS (coupled) carrier of the transfer gearset 
         P 1 _VS inner planetary gear of the transfer gearset 
         P 2 _VS outer planetary gear of the transfer gearset main gearset 
         HS first ring gear of the main gearset 
         H 1 _HS second ring gear of the main gearset 
         H 2 _HS coupled (second) ring gear of the main gearset 
         H 23 _HS first sun gear of the main gearset 
         S 1 _HS second sun gear of the main gearset 
         S 2 _HS third sun gear of the main gearset 
         S 3 _HS fourth sun gear of the main gearset 
         S 4 _HS coupled (single) carrier of the main gearset 
         ST_HS first carrier of the main gearset 
         ST 13 _HS coupled (first) carrier of the main gearset 
         ST 2 _HS second carrier of the main gearset 
         P 13 _HS coupled long planetary gear of the main gearset 
         P 2 _HS short planetary gear of the main gearset 
         PL_HS first planetary gear of the main gearset 
         PLa_HS outer planetary gear of the main gearset 
         PLi_HS inner planetary gear of the main gearset 
           100  disks of the first shift element 
           110  servomechanism of the first shift element 
           111  pressure chamber of the servomechanism of the first shift element 
           112  pressure equalization chamber of the servomechanism of the first shift element 
           113  restoring element of the servomechanism of the first shift element 
           114  piston of the servomechanism of the first shift element 
           115  diaphragm plate of the servomechanism of the first shift element 
           120  input element of the first shift element 
           123  hub of the input element of the first (and second) shift element 
           130  output element of the first shift element 
           140  second sun shaft 
           150  carrier disk 
           200  disks of the second shift element 
           210  servomechanism of the second shift element 
           211  pressure chamber of the servomechanism of the second shift element 
           212  pressure equalization chamber of the servomechanism of the second shift element 
           213  restoring element of the servomechanism of the second shift element 
           214  piston of the servomechanism of the second shift element 
           215  diaphragm plate of the servomechanism of the second shift element 
           216  pressure medium supply to the pressure chamber of the servomechanism of the second shift element 
           217  lubricant supply to the pressure equalization chamber of the servomechanism of the second shift element 
           218  support disk of the servomechanism of the second shift element 
           219  hub of the servomechanism of the second shift element 
           220  input element of the second shift element 
           223  hub of the input element of the second shift element 
           230  output element of the second shift element 
           233  hub of the output element of the second shift element 
           240  first sun shaft 
           250  carrier plate 
           300  disks of the third shift element 
           310  servomechanism of the third shift element 
           311  pressure chamber of the servomechanism of the third shift element 
           313  restoring element of the servomechanism of the third shift element 
           314  piston of the servomechanism of the third shift element 
           320  input element of the third shift element 
           330  output element of the third shift element 
           400  disks of the fourth shift element 
           410  servomechanism of the fourth shift element 
           411  pressure chambers of the servomechanism of the fourth shift element 
           413  restoring element of the servomechanism of the fourth shift element 
           414  piston of the servomechanism of the fourth shift element 
           420  input element of the fourth shift element 
           430  output element of the fourth shift element 
           500  disks of the fifth shift element 
           510  servomechanism of the fifth shift element 
           511  pressure chamber of the servomechanism of the fifth shift element 
           512  pressure equalization chamber of the servomechanism of the fifth shift element 
           513  restoring element of the servomechanism of the fifth shift element 
           514  piston of the servomechanism of the fifth shift element 
           515  diaphragm plate of the servomechanism of the fifth shift element 
           520  input element of the fifth shift element 
           520  cylindrical section of the input element of the fifth shift element 
           521  disk-shaped section of the input element of the fifth shift element 
           523  hub of the input element of the fifth shift element 
           530  output element of the fifth shift element 
           540  carrier shaft 
           600  disks of the sixth shift element 
           610  servomechanism of the sixth shift element 
           611  pressure chamber of the servomechanism of the sixth shift element 
           612  pressure equalization chamber of the servomechanism of the sixth shift element 
           613  restoring element of the servomechanism of the sixth shift element 
           614  piston of the servomechanism of the sixth shift element 
           615  diaphragm plate of the servomechanism of the sixth shift element 
           616  pressure medium supply to the pressure chamber of the servomechanism of the sixth shift element 
           617  lubricant supply to the pressure equalization chamber of the servomechanism of the sixth shift element 
           618  support disk of the servomechanism of the sixth shift element 
           620  input element of the sixth shift element 
           621  cylindrical section of the input element of the sixth shift element 
           622  disk-shaped section of the input element of the sixth shift element 
           623  hub of the input element of the sixth shift element 
           630  output element of the sixth shift element 
           633  hub of the output element of the sixth shift element 
           640  third sun shaft