AT520944B1 - Torque transmission device, drive system and motor vehicle - Google Patents

Abstract

The invention relates to a torque transmission device (10), a drive system with a torque transmission device (10) and a motor vehicle, wherein the torque transmission device (10) has a first input shaft (EW1), a second input shaft (EW2), a Ravigneaux planetary gear set (PGS1 and PGS2). with a first planetary gear set (PGS1) and a second planetary gear set (PGS2) with a common planet carrier (PT) and first and second planets (P1, P2) and with a first sun gear (1), a first ring gear (H1), a second sun gear (S2) and a second ring gear (H2). Furthermore, the torque transmission device (10) has a further gear set (WG), three separating clutches (C1, C2, C3), a first braking device (B1) and an output shaft (AW). The second input shaft (EW2) is rotatably connected or rotationally connectable with the first ring gear (H1). The further gear set (WG) has a first and a second gear element (WH, WPT), wherein the first gear element (WH) is rotatably connected to the first input shaft (EW1) and the second gear element (WPT) by means of the second clutch (C2) with the first sun gear (S1) of the Ravigneaux planetary gear set (PGS1 and PGS2) is drehverbindbar and / or by means of the third separating clutch (C3) with the second sun gear (S3) of the Ravigneaux planetary gear set (PGS1 and PGS2). The first separating clutch (C1) is designed for the rotary connection of the first input shaft (EW1) with the planet carrier (PT) of the Ravigneaux planetary gear set (PGS1 and PGS2), the first braking device (B1) is designed for releasably fixing the second sun gear (S2) of the Ravigneaux planetary gear set (PGS1 and PGS2). The output shaft (AW) is rotatably connected to the second ring gear (H2) of the Ravigneaux planetary gear set (PGS1 and PGS2).

Description

The present invention relates to a torque transmission device, preferably for a motor vehicle, in particular for a hybrid vehicle, the torque transmission device comprising a first input shaft, a second input shaft, a first planetary gear set, a second planetary gear set, a further gear set, a first clutch, a second clutch , a third clutch, a first braking device and an output shaft.

Furthermore, the present invention relates to a drive system with a first drive motor, in particular an internal combustion engine, at least a second drive motor, in particular an electrical machine operable at least as a motor, and a torque transmission device with a first input shaft and a second input shaft, the first drive motor having the first input shaft is rotatably connected or rotatably connectable and the second drive motor is rotatably connected or rotatably connected to the second input shaft.

Furthermore, the invention relates to a motor vehicle, in particular a hybrid vehicle, with a drive system with a torque transmission device.

Torque transmission devices with an input shaft and an output shaft as well as two planetary gear sets and a further gear set and several switching elements in the form of separating clutches and / or braking devices are known in principle from the prior art, for example from WO 2014/063980 A1.

[0005] The aforementioned WO 2014/063980 A1 relates to generic torque transmission devices for a drive system with a primary drive and a primary drive shaft, in particular for motor vehicles. The torque transmission devices disclosed in this document each have two planetary gear sets, each of which forms a Ravigneaux planetary gear set, each of which is preceded by a further gear in the form of a simple planetary gear set. Torque transmission devices with a Ravigneaux planetary gear set and an upstream, further planetary gear set are also referred to as so-called Lepelletier transmissions and are basically known from the prior art.

With the help of switching elements in the form of separating clutches and / or braking devices, different gear stages can be switched in each case. If the torque transmission device has, in addition to a first input shaft that can be rotatably connected to a primary drive, a second input shaft that can be rotatably connected to a secondary drive, in particular in addition to the primary drive, a secondary drive can also be coupled to the torque transmission device. As a result, in addition to pure gear stages that can be driven via the primary drive, further, additional gear stages can be realized in which, depending on the design of the torque transmission device, for example a pure drive by means of the secondary drive is possible and / or a drive superimposed by means of the secondary drive, i.e. a so-called "Boost" mode and / or a so-called E-CVT mode (Electric-Continuously Variable Transmission), in which torque and speed can be variably adjusted.

Depending on the arrangement and operative connection of the individual switching elements to each other and depending on the operative connection with the individual gear elements, there are different properties of the torque transmission device.

In addition to a different number of available gear levels and possible translations, depending on the arrangement and operative connection of the individual switching elements, configurations with different installation space requirements as well as for

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Patent office different installation positions.

With regard to the installation position, a fundamental distinction is made between a transverse arrangement and a longitudinal arrangement, wherein in a transverse arrangement the output shaft of a drive motor, for example an internal combustion engine, extends transversely to a direction of travel and / or a longitudinal axis of the motor vehicle, while in a longitudinal arrangement the output shaft of the Drive motor extends in the direction of travel and / or along the longitudinal axis of the motor vehicle. That is to say, a torque transmission device designed for a transverse arrangement is designed to be connected to an output shaft of a drive motor extending transversely to the direction of travel and / or transversely to the longitudinal axis of the motor vehicle, while a torque transmission device designed for a longitudinal arrangement is designed to be connected to an in Driving direction and / or output shaft of a drive motor extending along the longitudinal axis of the motor vehicle to be connected.

If the installation position for a torque transmission device is predetermined, this and the space available in each case result in restrictions with regard to the possible spatial configuration of the torque transmission device, which are brought into line with the other requirements, such as the number and ratio of the individual gear stages have to.

Against this background, it is therefore an object of the present invention to provide an alternative, in particular an improved torque transmission device, preferably a torque transmission device with a basic structure which is advantageous for a longitudinal arrangement and / or for a transverse arrangement in a motor vehicle, in particular one for both a longitudinal arrangement and for a transverse arrangement in a motor vehicle advantageous torque transmission device. Furthermore, it is an object of the invention to provide a corresponding drive system and a corresponding motor vehicle.

[0012] This object is achieved according to the invention by the teaching of the independent claims. Advantageous embodiments of the invention are the subject of the dependent claims and are explained in more detail below. The wording of the claims is made the content of the description by express reference.

A torque transmission device according to the invention has a first input shaft, a second input shaft, a first planetary gear set, a second planetary gear set, a further gear set, a first clutch, a second clutch, a third clutch, a first braking device and an output shaft.

The first planetary gear set of a torque transmission device according to the invention has as a first gear elements a first sun gear, a first ring gear, at least a first planet gear that meshes with the first sun gear and the first ring gear, and a planet carrier for rotatably supporting the at least one first planet gear on, wherein the first ring gear of the first planetary gear set is rotatably connected or rotatably connectable to the second input shaft, in particular with a defined gear ratio in between.

The second planetary gear set of a torque transmission device according to the invention has as second gear elements at least a second sun gear, at least a second planet gear and a second ring gear, wherein the at least one, second planet gear with the second sun gear, with the second ring gear and with one of the first planet gears is combed and rotatably supported on the planet carrier.

The first planetary gear set and the second planetary gear set form a Ravigneaux planetary gear set, wherein the at least one, second planet gear of the second planetary gear set is preferably the longer in the axial direction of the planet gear compared to the at least one, first planet gear of the first planetary gear set.

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Patent Office The further gear set of a torque transmission device according to the invention has a first gear element and at least a second gear element, the first gear element of the further gear set being rotationally connected or rotationally connectable to the first input shaft.

The first clutch of a torque transmission device according to the invention is designed for rotary connection of the first input shaft to the planet carrier.

The second clutch of a torque transmission device according to the invention is designed for the rotary connection of the second gear element of the further gear set with the first sun gear of the first planetary gear set.

The first braking device of a torque transmission device according to the invention is designed for releasably fixing the second sun gear of the second planetary gear set.

The first input shaft of a torque transmission device according to the invention is preferably rotatably connectable to a first drive motor, in particular to an internal combustion engine.

The second input shaft of a torque transmission device according to the invention is preferably rotatably connectable to a second drive motor, in particular to an electrical machine which can be operated at least as a motor, in particular to an electrical machine which is preferably also operable as a generator. As a result, the area of application of a torque transmission device according to the invention can be significantly increased.

In particular, an operation of a torque transmission device or a drive system according to the invention with a first drive motor and a second drive motor is possible in this way, in which both a pure drive by means of the first drive motor and / or a pure drive by means of the second drive motor as a drive of the first drive motor superimposed by the second drive motor is also possible.

In particular, a so-called boost operation is possible with a previously described torque transmission device according to the invention, in particular if the first drive motor is an internal combustion engine and the second drive motor is an electrical machine that can be operated at least as a motor, in which the second drive motor enables the first Drive motor generated drive power with appropriate speed synchronism, an additional torque can be superimposed.

Furthermore, in at least one gear stage, a so-called E-CVT operation is possible in this case (Electric Continuously Variable Transmission operation), in which torque and speed can be continuously adjusted in a defined operating range.

If the second drive motor can also be operated as a generator, in particular an electrical machine which can be operated as a motor and as a generator, the second drive motor can also be used in certain situations for recuperation to generate electrical energy, which is preferably in an electrical energy store, in particular a battery or the like, can be temporarily stored and / or can be transferred directly to an electrical consumer to supply it.

If the second input shaft is connected to a defined gear ratio with the first ring gear, in some cases a particularly efficient operation of a drive system with an electrical machine that can be operated as a motor can be achieved as a second drive motor, because the gear ratio can be used with a suitably selected one An operation of the second drive motor in its optimal operating range, in particular in the range of its best possible efficiency, are made possible.

[0028] In one embodiment of a torque transmission device according to the invention, the transmission stage can have at least one spur gear stage or as a spur gear stage

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Be patent office and in particular be formed by at least one gear test connected to the first ring gear, in particular by a spur gear.

In this case, at least one spur gear of at least one spur gear stage of a torque transmission device according to the invention and / or of a drive system according to the invention is preferably designed as a spur gear. In some cases, however, it can be more advantageous if at least one spur gear is designed as a helical spur gear.

In another, alternative embodiment, the translation stage can have at least one planetary gear set or be designed as a planetary gear set, in particular a ring gear of this planetary gear set is rotatably connected to the first ring gear and the second input shaft with a sun gear of this planetary gear set.

Furthermore, in at least one gear stage, a so-called charging operation is possible in which electrical energy can be generated when the vehicle is at a standstill. For this purpose, it may be necessary that a locking device, in particular a parking lock or the like, of the drivable axle is provided as a further switching element in order to prevent a transmission of torque to the wheels.

The output shaft of a torque transmission device according to the invention is rotatably connected or rotatably connectable to the second ring gear of the second planetary gear set. The output shaft of a torque transmission device according to the invention can also be rotatably connected or rotatably connected to a drivable axle of a vehicle.

A torque transmission device designed according to the present invention also has a third separating clutch, which is designed for the rotary connection of the second gear element of the further gear set to the second sun gear of the second planetary gear set.

Thus, in a torque transmission device according to the present invention, the second gear element of the further gear set can be rotatably connected to or separated from the first sun gear of the first planetary gear set via the second clutch and / or via the third clutch with the third sun gear of the second planetary gear set ,

The additional third separating clutch enables a significant increase in the available gear stages with only one additional shifting element. Through the integration according to the invention in the torque transmission device and the design of the third clutch for the rotary connection of the second gear element of the further gear set with the second sun gear of the second planetary gear set, particularly advantageous additional gear stages can be achieved, in particular for a hybrid drive system with an internal combustion engine as the first drive motor and an electrical machine that can be operated at least as a motor as a second drive motor, in particular if the first drive motor can be separated from the first input shaft if necessary by means of a switchable disconnect clutch.

In particular, by integrating a third clutch according to the invention, a total of up to five additional gear stages can be provided - applies to a hybrid drive system with an internal combustion engine as the first drive motor and an electrical machine that can be operated at least as a motor as the second drive motor if the first drive motor is switchable Separating clutch can be separated from the first input shaft if required - compared to a comparable torque transmission device without a third separating clutch: two additional purely mechanical gear steps (gears 2 and 5 of a total of five mechanical gear steps), two purely electrical gear steps and one RE-CVT gear step, ie a gear in which reversing is possible in E-CVT mode.

With the additional third clutch according to the invention can thus on the one hand

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Patent Office a spread of the mechanical gears can be increased (from 1-> 4 to 1-> 5). Furthermore, a finer gradation between the individual gears can be achieved (through the additional gear 2).

Furthermore, two additional gear stages can be provided for a purely electrical drive - provided that an internal combustion engine can be decoupled from the first input shaft as the first drive motor and the second drive motor is an electrical machine that can be operated at least as a motor. As a result, a drive motor in the form of an electrical machine can be operated closer to its optimum operating point more frequently, in particular more frequently with a better efficiency, since a total of three gear stages are now available for purely electric driving.

In addition, the R-ECVT gear now available through the third clutch enables the continuously variable adjustment of torque and speed when reversing.

Via the second input shaft, which is at least rotatably connectable with the first ring gear of the first planetary gear set, in particular with the first ring gear, a drive power of a second drive motor can be driven via the first ring gear with respect to the first input shaft in the radial direction from far outside, for example in comparison to introduce a drive line from a second drive machine via one of the sun gears of the first planetary gear set or of the second planetary gear set into the torque transmission device, in particular into the Ravigneaux gear set. As a result, no components which transmit a drive power of the second drive motor and extend far into the interior of the torque transmission device need to be introduced, as a result of which the torque transmission device can be made more compact on the inside, and thus overall. This in turn enables a more advantageous embodiment of the torque transmission device, in particular a more advantageous arrangement of the individual gear elements of the torque transmission device relative to one another, in particular for a transverse installation or a transverse arrangement. By means of an additional, in particular optional, transmission stage between the second input shaft and the first ring gear, a simple adaptation to a drive motor coupled to the second input shaft, for example to an electric machine, can be implemented, whereby this in particular is closer to its efficiency-optimized operating point or even to its efficiency-optimized operating point can be operated, at least temporarily.

In addition, a torque transmission device according to the invention, which enables the initiation of a drive power of a second drive motor via the first ring gear of the first planetary gear set, has the advantage that it can be done with little effort, in particular only with small adjustments compared to a configuration for a transverse arrangement, in particular with same kinematics, ie same design of the individual gear stages and their translations, an advantageous embodiment for a longitudinal arrangement, i.e. a longitudinal installation. In particular, in this way, with only small adjustments, an arrangement of the second drive motor, which is particularly advantageous in many cases, can be realized coaxially with the first input shaft and / or with the output shaft.

In the context of the invention, an input shaft is to be understood as a rotatably mounted component which is suitable for receiving a torque from a drive motor and for transmitting the torque to a further component of the torque transmission device. In particular, an input shaft according to the invention is the input shaft of a transmission. The input shaft is preferably rotatably supported by a gear housing of the torque transmission device or mounted in the gear housing and in particular is designed for rotary connection to a drive motor.

In a torque transmission device according to the invention, at least one input shaft is preferably designed as a shaft and at least partially in a transmission housing that at least partially surrounds the torque transmission device

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Supported by the patent office and / or stored in the gear housing and / or in particular at least partially led out of the gear housing.

An output shaft in the sense of the invention is a shaft or a gear element via which a mechanical power, in particular an output power, can be dissipated.

Preferably, in a torque transmission device according to the invention, the output shaft is designed as a shaft and at least partially supported by the gear housing and / or stored in the gear housing and / or in particular at least partially led out of the gear housing and in particular designed for rotary connection with a drivable axle or the like.

Under a planetary gear set in the sense of the invention is to be understood a gear that serves to convert an input torque into an output torque and for this purpose has one or more gear elements, wherein a planetary gear according to the invention preferably has at least two gear elements, in particular at least one a planet carrier rotatably supported planet gear and a sun gear and / or a ring gear, the at least one planet gear meshing with the sun gear and / or the ring gear. In principle, each transmission element can be acted upon by the input torque and the output torque can be tapped at each of the further transmission elements that are not acted upon by the input torque.

A disconnect clutch in the sense of the invention is a torque transmission device which can be operated in at least two switching states, preferably in a closed switching state in which a torque can be transmitted via the separating clutch, and in an open state in which a power flow between two are each separated with the clutch, in particular mechanically connected components and thus no torque can be transmitted via the clutch. For this purpose, a separating clutch preferably has at least two coupling parts, the two coupling parts being rotationally connected to one another in a closed state of the separating clutch, preferably mechanically, in particular frictionally or positively, and in an open state independently of one another, in particular rotatably relative to one another.

At least one clutch of a torque transmission device according to the invention is preferably designed as a friction clutch, in particular as a multi-plate clutch, in particular all clutch clutches.

A braking device in the sense of the invention is used for the releasable fixing of at least one component rotatably connected to the braking device, in particular for the releasable fixing of at least one gear element, in particular for the releasable fixing of the respective associated gear element on a gear housing surrounding the torque transmission device. With the braking device activated, i.e. when the braking device is closed, the fixed gear element cannot be moved, thus preferably cannot rotate, and is therefore blocked in particular in its rotational movement. When the braking device is open, however, the gear element can preferably be moved in at least one of its intended degrees of freedom.

At least one braking device of a torque transmission device according to the invention is preferably designed as a friction brake, in particular as a multi-disc brake. At least one braking device can also be designed as a dog clutch or switchable freewheel.

In the sense of the invention, rotationally connected or non-rotatably connected is understood to mean a rotationally fixed connection of two elements or components, i.e. a connection over which a torque can be transmitted.

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Patent Office By contrast, a connection which can be connected in terms of rotation is understood in the sense of the invention to mean a connection between two components which can be both non-rotatable and detachable, for example a connection by means of a separating clutch, a non-rotatable connection being present when the disconnecting clutch is closed and a released one when the separating clutch is open slewing ring. That is to say, when the clutch is disengaged, the components connected by means of the clutch are rotatable relative to one another, but can be rotatably connected to one another by closing the clutch and can therefore be connected to one another in rotation.

In one embodiment of the present invention, the torque transmission device has a further switching element, in particular a further coupling device, in particular a further separating clutch, the further switching element being designed to produce and release a rotary connection in a first power transmission direction along the first input shaft.

The further switching element is designed in particular for establishing and releasing a rotary connection at least in a first power transmission direction, in particular for establishing and releasing a rotary connection at least in a first power transmission direction and in a second power transmission direction opposite to the first transmission direction along the first input shaft.

This enables a rotary connection to be made or released along the first input shaft to interrupt or enable torque transmission along the first input shaft. In this way, in particular a torque transmission from or to a drive motor which is rotationally connected to the first input shaft can be specifically produced, interrupted in at least one direction or completely, i.e. in two directions. That the first drive motor can be decoupled. In this way, for example, torque transmission from a first drive motor designed as an internal combustion engine along the first input shaft can be interrupted and purely electrical driving can be made possible if the second drive motor is an electrical machine that can be operated at least as a motor.

The further switching element can also be designed only for establishing and releasing a rotary connection in a first power transmission direction along the first input shaft, while in a second line transmission direction a rotary connection permanently along the first input shaft - in particular permanently at least with respect to the further switching element or is permanently produced by the additional switching element.

The further switching element is particularly preferably a clutch, a starting clutch or a freewheel (opens only in one direction), in particular a switchable freewheel (opens either in one or the other direction and in particular enables a neutral position), the switching element in particular is designed to interrupt torque transmission in at least one power transmission direction in a first state and to enable torque transmission in this first power transmission direction in a second state along the first input shaft, in particular between a first input shaft part and a second input shaft part.

In a further advantageous embodiment of a torque transmission device according to the invention, the further gear set has a planetary gear set or is a planetary gear set, preferably with a further sun gear, at least one further planet gear, which is rotatably supported on a further planet carrier, and in particular a further ring gear, wherein the at least one further planet gear of the planetary gear set of the further gear set preferably meshes with the further sun gear and / or the further ring gear of the planetary gear set of the further gear set.

Preferably, in a torque transmission device according to the invention, in particular if the further gear set is or has a planetary gear set, the further gear set is the Ravigneaux planetary gear set in the direction of power flow

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Patent office based on the first input shaft, upstream and together with the Ravigneaux planetary gear set, in particular forms a special Lepelletier gear.

In a further advantageous embodiment of a torque transmission device according to the invention, the further ring gear of the planetary gear set of the further gear set forms the first gear element of the further gear set and the further planet carrier of the planetary gear set of the further gear set preferably the second gear element of the further gear set, in particular the further sun gear of the planetary gear set the further gear set is fixed.

In particular, the further sun gear of the planetary gear set of the further gear set is fixed to a gear housing that at least partially surrounds the torque transmission device, i.e. not rotatably mounted. The further sun gear of the planetary gear set of the further gear set is preferably fixed to the gear housing via a further shaft, in particular a shaft rotatably connected to the further sun gear, wherein the further shaft can be a sun shaft designed as a solid shaft or a further hollow shaft, depending on the application.

[0062] In the sense of the invention, a sun shaft is understood to mean a rotationally connected shaft with a sun wheel of a planetary gear set, in particular a solid shaft.

That is, in some applications it is more advantageous if the further sun gear of the further gear set is fixed in particular via a hollow shaft and in others if it is in particular via a solid shaft called a sun shaft, i.e. a massive wave is set.

If the second gear element of the further gear set, in particular the further sun gear, is fixed on the gear housing via a further shaft, the further shaft is in particular a hollow shaft. In particular, the first input shaft is preferably guided at least partially within the further shaft.

In an alternative embodiment of a torque transmission device according to the invention, the further gear set has at least one spur gear stage or is formed by a spur gear stage.

A spur gear stage has the advantage that it is fundamentally simpler in terms of its structure and its kinematics. However, a planetary gear set is structurally more compact and is therefore preferred in most applications.

In a further embodiment of a torque transmission device according to the present invention, the second planetary gear set has a second sun gear divided into a first sun gear part and a second sun gear part, the at least one, second planet gear of the second planetary gear set in particular with the first sun gear part and the second sun gear part of the second planetary gear set.

Characterized in that the second planetary gear set has a split second sun gear, and thus two sun gears, the individual elements of the torque transmission device can be arranged in a simple manner such that a particularly advantageous embodiment for a longitudinal arrangement of the torque transmission device can be realized.

A particularly advantageous embodiment results when the first sun gear part of the second planetary gear set can be detachably fixed by means of the first braking device and the second sun gear part of the second planetary gear set can be rotationally connected to the second gear element of the further gear set by means of the third clutch. In particular, this allows the first braking device to be spatially removed and / or detached from the second and / or third separating clutch, and thus a torque transmission device that is particularly advantageous for a longitudinal arrangement can be provided.

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Patent Office In particular, a torque transmission device which is advantageous for a longitudinal arrangement can be provided, which, with relatively few components, in particular with few switching elements, enables the setting of relatively many translations, in particular with a relatively small overlap area of the individual translations and / or with particularly advantageous gradations.

In an advantageous embodiment of a torque transmission device according to the invention, the first sun gear of the first planetary gear set is arranged between the first sun gear part and the second sun gear part of the second planetary gear set, based on an axis of rotation of at least one of the second planet gears in the axial direction, i.e. in the longitudinal direction of the axis of rotation of one of the second planet gears.

Preferably, the first sun gear of the first planetary gear set has a smaller pitch circle diameter than the first sun gear part of the second planetary gear set and / or as the second sun gear part of the second planetary gear set, preferably the at least one first planet gear having a larger pitch circle diameter than the at least one, second planet gear.

The first sun gear part and the second sun gear part of the second planetary gear set preferably have the same pitch circle diameter, in particular the same toothing geometry and / or the at least one second planet wheel have a constant toothing geometry which extends in particular over its entire length. In this way, a relatively simple configuration can be achieved.

In a further advantageous embodiment of a torque transmission device according to the invention, the second sun gear part of the second planetary gear set is rotatably connected to a hollow shaft, preferably the first input shaft being at least partially guided within this hollow shaft, and in particular for establishing the rotary connection between the second sun gear part of the second planetary gear set and the second gear element of the further gear set, the third clutch is rotatably connectable to this hollow shaft.

In a further advantageous embodiment of a torque transmission device according to the invention, the first sun gear of the first planetary gear set is rotationally connected to a hollow shaft, in particular to a further hollow shaft, the second, in particular for establishing the rotary connection between the first sun gear of the first planetary gear set and the second gear element of the further gear set Separating clutch with this, in particular further hollow shaft is rotatably connectable.

In a further advantageous embodiment of a torque transmission device according to the invention, the first sun gear part of the second planetary gear set is rotatably connected to an, in particular further, hollow shaft, in particular for fixing the first sun gear part by means of the first braking device, this, in particular further, hollow shaft being fixable by means of the first braking device ,

If the torque transmission device has a plurality of hollow shafts, these are at least some of them, arranged coaxially to one another and in particular coaxially to the first input shaft, the first input shaft being in particular at least partially guided within the innermost of these hollow shafts.

In a further embodiment of a torque transmission device according to the present invention, the torque transmission device has a second braking device which is designed to releasably fix the planet carrier, wherein the second braking device may or may comprise a multi-disc brake, a dog clutch or a switchable freewheel.

With a torque transmission device according to the invention, in particular with only five shift elements, in particular with three separating clutches and two braking devices, in a manner which is particularly advantageous for a longitudinal arrangement, at least

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Patent office implement at least seven gear stages that can be driven by a first drive motor, in particular at least six gear stages for driving forward and at least one gear stage for driving backwards.

In a further embodiment of a torque transmission device according to the invention, the torque transmission device has a fourth separating clutch, which is preferably designed to rotationally connect the first input shaft to the second sun gear part of the second planetary gear set, the first input shaft using the fourth separating clutch, in particular via a hollow shaft to the second Sun gear part of the second planetary gear set is rotatably connectable. The additional, fourth separating clutch makes it easy to implement further gear stages. If the coupling of the first input shaft takes place via a hollow shaft with the first sun gear of the first planetary gear set, the additional gear stages can be implemented in a particularly space-saving manner.

It should be noted, however, that at least one gear stage can be rendered useless by the fourth clutch in at least one possible embodiment of a torque transmission device according to the invention as a result of a reversal of the direction of rotation of the second drive motor, for example in an embodiment of a torque transmission device according to the invention with a further shift element, four clutch clutches and two braking devices, the gear step that occurs when the further shifting element, the second clutch and the second braking device are closed while the other shifting elements are open (see gear step “1A” from FIG. 8).

In a further advantageous embodiment of a torque transmission device according to the invention, the first input shaft forms an input side of the torque transmission device and the output shaft is arranged coaxially with the first input shaft, the output shaft preferably forming an output side of the torque transmission device. This configuration is particularly advantageous for a longitudinal arrangement.

[0083] In an advantageous embodiment of a torque transmission device according to the invention, the output shaft is designed as a solid shaft.

In the context of the invention, an input side of a transmission, in particular the input side of the torque transmission device, is understood to mean an area and / or at least one component of the associated transmission and / or the associated torque transmission device, via which a power, in particular a drive power, is applied to the each associated transmission and / or the torque transmission device can be applied and / or incorporated therein.

An output side of a transmission and / or a torque transmission device, in particular the output side of the torque transmission device, is understood in the sense of the invention in each case to be an area and / or at least one component via which one is applied to the associated transmission and / or the torque transmission device applied performance can be dissipated.

In a further embodiment of a torque transmission device according to the present invention, the torque transmission device has a first transmission gear set and the second input shaft is rotatably connected or rotatably connectable to the first ring gear of the first planetary gear set via this first transmission gear set. This enables the use of a fast rotating, light and compact electric motor as a second drive motor.

Furthermore, this enables the arrangement of the second drive motor on the output side, it also being possible to achieve simple adaptability of the electric motor power and transmission modularity.

In a further embodiment of a torque transmission device according to the present invention, the torque transmission device has a second transmission ratio

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Patent office tongue gear set and the output shaft is in particular via this second transmission gear set with the second ring gear of the second planetary gear set rotatably or rotatably connected.

This can reduce a required final drive ratio. Furthermore, this also enables the positioning of the second drive motor in the form of an electric motor in the aforementioned manner, i.e. on the exit side.

[0090] In a further embodiment of a torque transmission device according to the present invention, at least one transmission gear set is designed as a planetary gear set, in particular the first transmission gear set and the second transmission gear set. In this way, a compact transmission gear set can be realized.

In a further embodiment of a torque transmission device according to the present invention, both transmission gear sets are each designed as planetary gear sets and the first transmission gear set and the second transmission gear set in particular form a double planetary gear set with a common translation planet carrier. In this way, a particularly compact transmission gear set can be realized.

In a further embodiment of a torque transmission device according to the present invention, the first transmission gear set has as the first transmission gear elements a first transmission sun gear, a first transmission ring gear and at least a first transmission planet gear, the at least one first transmission planet gear with the meshes first translation sun gear and the first translation ring gear and is rotatably supported on the common translation planet carrier, and in particular the second transmission gear set as second transmission gear elements has a second translation sun gear, a second translation ring gear and at least one second translation planet gear, which with the second translation sun gear and the second translation ring gear meshes and is rotatably supported on the common translation planet carrier, the at least one second translation planet wheel is rotatably supported relative to the at least one first translation planet gear on the common translation planet carrier, in particular independently of the at least one first translation planet gear. In this way, a particularly compact translation stage can be realized with a few components.

In a further embodiment of a torque transmission device according to the present invention, at least one of the transmission gear sets, in particular the second transmission gear set, each has transmission planet gears divided into a first planet gear part and a second planet gear part, the first planet gear part with the transmission sun gear of the associated one Gear ratio set meshes and the second planetary gear part with the gear ring gear of the associated gear ratio set. This enables the double planetary gear set to be configured in a particularly advantageous manner in terms of installation space.

In a further embodiment of a torque transmission device according to the present invention, the first planet gear part and the second planet gear part are connected to one another by means of a, in particular further, hollow shaft, in particular in a rotationally fixed manner, this hollow shaft being in particular formed separately from other hollow shafts and also not coaxially with the other hollow shafts is arranged. This enables a particularly simple embodiment of the transmission gear set designed as a double planetary gear set.

In a further embodiment of a torque transmission device according to the present invention, the hollow shaft of the transmission gear set designed as a double planet gear set, by means of which the first planet gear part and the second planet gear part are connected to one another, is rotatably mounted around the common translation planet carrier, the common translation planet carrier in particular / 39

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Patent Office is a fixed axis, in particular an axis attached to a housing. This enables a particularly simple and space-saving storage of the two planet parts.

In a further embodiment of a torque transmission device according to the present invention, the at least one first translation planetary gear of the first transmission gear set is rotatably mounted relative to the hollow shaft of the double planetary gear set, in particular around the outside of the hollow shaft.

Preferably, the first translation planetary gear of the first transmission gear set has the same pitch circle diameter as the second translation planetary gear of the second first transmission gear set, in particular the same toothing geometry. In this way, a relatively simple configuration can be achieved.

[0098] Alternatively, the first translation planet gear and the second translation planet gear have different pitch circle diameters and / or a different tooth geometry.

A drive system according to the invention has a first drive motor, in particular an internal combustion engine, and at least a second drive motor, in particular an electrical machine which can be operated at least as a motor, and a torque transmission device with a first input shaft and a second input shaft, the first drive motor having the first Input shaft is rotatably connected or rotatably connectable and the second drive motor is rotatably connected or rotatably connected to the second input shaft.

A drive system according to the invention is characterized in that it has a torque transmission device according to the invention.

In an advantageous embodiment of a drive system according to the invention, the second drive motor has an axis of rotation and the axis of rotation of the second drive motor is arranged coaxially to the first input shaft and / or to the output shaft.

The arrangement of the axis of rotation of the second drive motor coaxial to the first input shaft is usually particularly advantageous for a longitudinal arrangement, while the arrangement of the axis of rotation of the second drive motor parallel to the first input shaft or radially to this can be particularly advantageous for a transverse arrangement.

In one embodiment of a drive system according to the present invention, the second drive motor can be arranged in particular in the region of an end of the torque transmission device facing away from the input side, in particular after or behind the gear sets of the torque transmission device, i.e. after the further gear set, the first planetary gear set and after the second planetary gear set, the enumeration of the gear sets made here not intended to restrict the sequence in which the gear sets are arranged. The second drive motor is arranged, in particular, with its axis of rotation coaxial with the first input shaft and / or the output shaft and / or the further shaft, with the output shaft and / or the further shaft preferably being arranged and / or guided at least partially within the second drive motor.

A particularly advantageous embodiment for a longitudinal arrangement results when the second drive motor is also arranged coaxially to the output shaft, in particular around the outside, in particular on the side of the torque transmission device facing away from the input side.

In a further advantageous embodiment of a drive system according to the invention, in particular in an embodiment advantageous for a transverse arrangement, the second drive motor is arranged such that it intersects at least one radial plane of the first ring gear of the first planetary gear set, i.e. a plane perpendicular to the axis of rotation of the first ring gear in the area of the axial extent of the first ring gear, the second drive motor in particular radially outside of the first tarpaulin

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Patentamt tengetriebesatz is arranged, based on an axis of rotation of the first ring gear of the first planetary gear set, in particular with its axis of rotation axially parallel to the first input shaft.

It is also conceivable to arrange the second drive motor at the level of the first planetary gear set, in particular in the region of the first ring gear with its axis of rotation coaxial with the first input shaft, i.e. outside around the first ring gear. For reasons of space, however, this appears less advantageous than an arrangement parallel to the axis in the region of the first ring gear.

In an alternative embodiment of a drive system according to the invention, the second drive motor is arranged laterally, in particular radially outside of the further gear set, in particular in such a way that it intersects at least one radial plane of a gear element of the further gear set.

In a further advantageous embodiment of a drive system according to the invention, a drive system according to the invention additionally has a vibration damping device, in particular a vibration damping device designed to reduce torsional vibrations, preferably a dual mass flywheel, the vibration damping device being arranged in particular between the first drive motor and an input side of the torque transmission device to a power flow direction from the first drive motor to the torque transmission device.

[00109] A motor vehicle according to the invention is characterized in that it has a torque transmission device according to the invention, in particular a drive system according to the invention.

Preferably, in a motor vehicle according to the invention, the output shaft of the torque transmission device is rotatably connected or rotatably connectable to at least one drivable axis of the vehicle.

These and other features and advantages emerge from the claims and from the description also from the drawings, the individual features being realized individually or in groups, in the form of sub-combinations in one or more further embodiments of the invention can and can each represent an advantageous embodiment if it is technically feasible.

Some of the features or properties mentioned relate both to a torque transmission device according to the invention and to a drive system according to the invention and a motor vehicle according to the invention. Some of these features and properties are only described once, but apply independently of one another within the scope of technically possible configurations both for a torque transmission device according to the invention and for a drive system according to the invention and for a motor vehicle according to the invention.

The invention is explained in more detail below with the aid of non-restrictive exemplary embodiments, which are at least partially shown schematically in the figures. Components with the same function are provided with the same reference symbols.

[00114] The figures show:

1 shows a transmission plan of a first embodiment of a drive system according to the invention with a first embodiment of a torque transmission device according to the invention, [00116] FIG. 2 shows a transmission plan of a second embodiment of a drive system according to the invention with a second embodiment of a torque transmission device according to the invention,

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3 shows a transmission plan of a third exemplary embodiment of a drive system according to the invention with a third exemplary embodiment of a torque transmission device according to the invention, [00118] FIG. 4 shows a shift table associated with the drive systems according to the invention from FIGS. 1 to 3 with the possible switchable gear stages of the Drive systems from FIGS. 1 to 3, Fig. 5 shows a transmission plan of a fourth embodiment of a drive system according to the invention with a fourth embodiment of a torque transmission device according to the invention, Fig. 6 shows a transmission plan of a fifth embodiment of a drive system according to the invention with a fifth embodiment of a Torque transmission device according to the invention, Fig. 7 shows a transmission plan of a sixth embodiment of a drive system according to the invention with a sixth embodiment a torque transmission device according to the invention, and [00122] FIG. 8 a shift table associated with the drive systems according to the invention from FIGS. 5 to 7 with the possible switchable gear stages of the drive systems from FIGS. 5 to 7.

Fig. 1 shows a first embodiment of a drive system 100 according to the invention, which is designed in particular for use in a motor vehicle in transverse installation and which has a first drive motor ICE in the form of an internal combustion engine and a second drive motor EM, which as both as a motor and is designed as a generator operable electrical machine, and a first embodiment of a torque transmission device 10 according to the invention with a first input shaft EW1, which is rotationally connected to the first drive motor ICE, and a second input shaft EW2, which is connected to the second drive motor EM.

The torque transmission device 10 according to the invention has a first planetary gear set PGS1, a second planetary gear set PGS2, a further gear set WG, a first clutch C1, a second clutch C2, a third clutch C3, another switching element C0, which is also designed as a clutch C0 , a first braking device B1 and an output shaft AW, the output shaft being rotationally connected to a drivable axis FD of a vehicle.

The first drive motor ICE can be completely decoupled via the further switching element C0, which is also designed as a separating clutch. In particular, a torque transmission from the first drive motor ICE or to the first drive motor ICE along the first input shaft EW1 can be established or completely interrupted by means of this further switching element C0.

Instead of a separating clutch in the form of a multi-plate clutch C0, the further switching element C0 could alternatively be a starting clutch or a switchable freewheel.

The first planetary gear set PGS1 has as a first gear elements a first sun gear S1, a first ring gear H1, a plurality of first planet gears P1, which mesh with the first sun gear S1 and the first ring gear H1, and a planet carrier PT for rotatably supporting the first planet gears P1 on.

The second planetary gear set PGS2 has as a second gear elements a second sun gear S2, a second ring gear H2 and a plurality of planet gears P2, each with the second sun gear S2 and the second ring gear H2 and each with one of the first planet gears P1 of the first planetary gear set PGS1 Comb, the second planet gears P2 are also rotatably supported on the planet carrier PT. That is, the second planet gears P2 of the second planetary gear set PGS2 are on the same planet

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Patent Office carrier PT supported like the first planetary gears P1 of the first planetary gear set PGS1, so that the first planetary gear set PGS1 and the second planetary gear set PGS2 form a Ravigneaux planetary gear set, which is not described here in greater detail.

In this embodiment of a drive system 100 according to the invention or a torque transmission device 10 according to the invention, the further gear set WG is designed as a planetary gear set and has a further sun gear WS, a further planet carrier WPT, a further ring gear WH and further planet gears WP, the further sun gear WS is fixed to a transmission housing G at least partially surrounding the torque transmission device 10 and the further ring gear WH is connected in a rotationally fixed manner to the input shaft EW1 of the torque transmission device 10.

By means of the second clutch C2, the further planet carrier WPT of the further gear set WG can be rotationally connected to the first sun gear S1 of the first planetary gear set PGS1 and / or by means of the third clutch C3 to the second sun gear S2 of the second planetary gear set PGS2.

The first input shaft EW1 of the torque transmission device 10 can also be rotatably connected by means of the first clutch C1 with the planet carrier PT of the Ravigneaux planetary gear set.

By means of the existing first braking device B1, the second sun gear S2 of the second planetary gear set PGS2 can be releasably set, i.e. be blocked in its rotational movement if necessary.

Via the second ring gear H2 of the second planetary gear set PGS2, which is connected in a rotationally fixed manner to the output shaft AW, drive power can be dissipated, in particular to a drivable axis FD, which is connected in a rotationally fixed manner to the output shaft AW.

The first exemplary embodiment of a torque transmission device 10 according to the invention shown in FIG. 1 is particularly well suited for transverse installation in a motor vehicle, i.e. for a transverse arrangement, in particular due to its compact design in the direction of the first input shaft EW1.

In order to achieve a particularly advantageous embodiment of the drive system 100 according to the invention or the torque transmission device 10 according to the invention for transverse installation, the first sun gear S1 of the first planetary gear set PGS2 is rotatably connected to a first hollow shaft HW1, within which the first input shaft EW1 is at least partially arranged and is led.

Via this first hollow shaft HW1, the first sun gear S1 of the second planetary gear set PGS2 can also be rotatably connected to the further gear set WG with the aid of the second separating clutch C2, in particular to the further planet carrier WPT.

Another advantage of the drive system 100 according to the invention or the torque transmission device 10 according to the invention is further based on the fact that the second sun gear S2 of the second planetary gear set PGS2 is rotatably connected to a second hollow shaft HW2, via which it is by means of the second clutch C2 with the further gear set WG , in particular the further planet carrier WPT of the further gear set WG, can be rotatably connected and by means of which it can be releasably fixed to the gear housing G by means of the first braking device B1.

For a particularly advantageous embodiment of the drive system 100 according to the invention or the torque transmission device 10 according to the invention with regard to transverse installation, the first hollow shaft HW1 is at least partially arranged and guided within the second hollow shaft HW2 and the first input shaft EW1 at least partially within the first hollow shaft HW1.

In the torque transmission device 10 according to the invention shown in FIG. 1, a drive power generated with the aid of the first drive motor ICE can be obtained via the

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Patent office first input shaft EW1 and the further switching element CO and either directly via the first clutch C1, i.e. without a translation in between, are transferred to the planet carrier PT of the Ravigneaux planetary gear set or indirectly, i.e. with a transmission in between, via the further gear set WG and via the first sun gear S1 and / or the second sun gear S2 into the Ravigneaux planetary gear set. That in other words, a drive power generated by a first drive motor ICE can either be transmitted directly to the Ravigneaux planetary gear set, namely via the first input shaft EW1 and the first clutch C1, or via the upstream, further gear set WG, in particular via the further ring gear WH and the other planet carrier WPT.

A drive power generated with the aid of the second drive motor EM can be introduced into the Ravigneaux planetary gear set via the second input shaft EW2 and a transmission stage ÜS and the first ring gear H1 of the first planetary gear set PGS1.

In this drive system 100, the second drive motor EM is arranged radially outside of the first planetary gear set PGS1, in particular in the area or at the axial height of the first ring gear, in particular such that it intersects at least one radial plane of the first ring gear H1 of the first planetary gear set PGS1 ,

A drive power introduced into the Ravigneaux planetary gear set can be discharged to a drivable axis FD of a vehicle via the second ring gear H2 of the second planetary gear set PGS2, which is connected in a rotationally fixed manner to the output shaft AW.

Fig. 2 shows a transmission plan of a second embodiment of a drive system 200 according to the invention with a second embodiment of a torque transmission device 20 according to the invention, wherein this embodiment of a drive system 200 according to the invention differs in particular in the torque transmission device 20 from the embodiment shown in Fig. 1.

On the one hand, the further gear set WG is located in relation to the illustration and in the power flow direction along the first input shaft EW1 in front of the Ravigneaux planetary gear set in the region of the input side E. On the other hand, the second planetary gear set PGS2 of the Ravigneaux planetary gear set has a first sun gear part S21 and a second sun gear part S2-2 split second sun gear (cf. S2 in FIG. 1), each meshing with extended second planet gears P2, the first sun gear S1 of the first planetary gear set PGS1 between the two sun gear parts S2-1 and S2- 2 of the second planetary gear set PGS2 is arranged.

For a particularly compact arrangement, the second clutch C2 and the third clutch C3 are arranged in a common clutch radial plane, not shown here, which extends perpendicular to the first input shaft EW1. The first clutch C1 is arranged between the second planetary gear set PGS2 and the output shaft AW.

The first braking device B1, in contrast to the exemplary embodiment from FIG. 1, is detached in this case and is thus arranged independently and somewhat distant from the second clutch C2 and the third clutch C3.

The individual sun gears or parts S1, S2-1 and S2-2 are also each rotatably connected to a hollow shaft, in which case the second sun gear part S2-2 of the second planetary gear set PGS2 is connected to a first hollow shaft HW1 , the first sun gear S1 with a second hollow shaft HW2 and the first sun gear part S2-1 of the second planetary gear set PGS2 with a third hollow shaft HW3. These hollow shafts HW1, HW2 and HW3 are also arranged coaxially to one another and at least partially guided one inside the other, in particular as shown in FIG. 2 with the first input shaft EW1 inside.

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Patent Office [00148] In this way, an embodiment which is advantageous in particular for a longitudinal arrangement in a motor vehicle can be achieved.

Also advantageously in the drive system 200 shown in FIG. 2, the second drive motor is arranged on the output side, in particular at an end of the torque transmission device 20 facing away from the input side. This enables a particularly compact configuration in the radial direction, based on the first input shaft EW1.

FIG. 3 shows a transmission plan of a third exemplary embodiment of a drive system 300 according to the invention with a third exemplary embodiment of a torque transmission device 30 according to the invention, this arrangement corresponding to a mirrored arrangement of the further transmission set WG and the Ravigneaux transmission set of the torque transmission device 10 from FIG. 1 with one additional double planetary gear set D-PGS as a gear ratio (see ÜS in Fig. 1 and 2) between the second drive motor EM or the second input shaft EW2 and the Ravigneaux planetary gear set and as a gear ratio between the second ring gear H2 of the second planetary gear set PGS2, which is the output of the Ravigneaux planetary gear set, and the output shaft AW.

The further gear unit WG and the Ravigneaux planetary gear set are basically constructed as in FIG. 1, only configured and arranged in mirror-inverted fashion, and the further gear set WG is arranged in the area of the input side E of the torque transmission device 30 in contrast to FIG. 1.

By means of the double planetary gear set D-PGS, in contrast to FIGS. 1 and 2, a power dissipated from the second ring gear H2 of the second planetary gear set of the Ravigneaux planetary gear set is dissipated to the output shaft AW via a transmission stage.

Due to the design as a double planetary gear set D-PGS, a drive power output by the second drive motor EM can also be introduced into the Ravigneaux planetary gear set with a defined gear ratio via this gear set and there is no further, in particular separate, gear ratio step (cf. ÜS from FIG 1 and 2) required more for this purpose. This allows a particularly compact and space-saving design of a torque transmission device 30 according to the invention to be achieved, which is also particularly advantageous with regard to its transmission ratios.

For this purpose, the double planetary gear set D-PGS in this case has a first transmission gear set ÜG1 designed as a planetary gear set and a second transmission gear set ÜG2 also designed as a planetary gear set.

The second input shaft EW2 is rotatably connected to the first ring gear H1 of the first planetary gear set PGS1 via this first transmission gear set ÜG1. This enables the use of a fast rotating, light and compact electric motor as the second drive motor EM. Furthermore, this enables the arrangement of the second drive motor EM in the area of the output side A, it also being possible to easily adapt the electric motor power and transmission modularity.

The first translation gear set ÜG1 has as a first translation gear elements a first translation sun gear ÜS1, a first translation ring gear ÜH1 and at least a first translation planetary gear ÜP1, the at least one first translation planetary gear ÜP1 having the first translation sun gear ÜS1 and the first translation ring gear ÜH1 meshes and is rotatably supported on a translation planet carrier ÜPT common to the second translation planetary gear set ÜG2.

The second transmission gear set ÜG2 has, as a second transmission gear element, a second transmission sun gear ÜS2, a second transmission ring gear ÜH2

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Patent Office and second planet gears ÜP2-1 and ÜP2-2 divided into a first planetary gear part ÜP2-1 and a second planetary gear part ÜP2-2.

The first planetary gear part ÜP2-1 and the second planetary gear part ÜP2-2 are rotatably connected to one another by means of a common hollow shaft UHW formed separately from the other hollow shafts HW1 and HW2 and rotatable about the axis formed by a shaft mounted on a gearbox housing G. , common translation planet carrier ÜPT supported, the first translation planet gears ÜP1 of the first transmission gear set ÜG1 being rotatably mounted with respect to the hollow shaft ÜHW of the double planetary gear set D-PGS, in particular around the hollow shaft ÜHW. The first translation planetary gears ÜP1 do not mesh with the first and second planetary gear parts ÜP2-1 and ÜP2-2 of the second transmission gear set ÜG2.

For a particularly advantageous embodiment for longitudinal installation, the output shaft AW is arranged coaxially with the first input shaft EW1 and the second input shaft EW2 is at least partially designed as a hollow shaft, the output shaft AW running at least partially within the second input shaft EW2. Furthermore, the second drive motor EM, in particular a rotor thereof, is particularly preferably arranged, if the second drive motor EM is designed as an electrical machine, coaxially to the output shaft AW and concentric to an axis of rotation of the second input shaft EW2, in particular at least partially on the outside around these two shafts AW and EW2 around.

With the torque transmission devices 10, 20 and 30 according to the invention shown in FIGS. 1 to 3 and the drive systems 100, 200 and 300 according to the invention shown in FIGS. 1 to 3 can be with the existing five switching elements in the form of the three Separating clutches C1, C2 and C3, the further switching element C0 and the first braking device B1 implement a total of 16 different gear stages: five mechanical gear for forward driving (gear stages 1 to 5), five purely electrical or purely regenerative gear stages (EM1 to EM4-B or G1 to G4-B), three gear steps for "charging at a standstill" (L1 (P) to (L3 (P)) as well as three E-CVT gear steps, one of which (RE-CVT) allows reverse driving, such as can be seen from an associated switching table shown in FIG. 4.

The shift table shown in Fig. 4 shows which of the switching elements C0, C1, C2, C3 and B1 are each to be actuated as to switch one of the possible gear stages in the drive systems 100, 200 and 300. An “X” means that the respective switching element is actuated, which in the case of a separating clutch C0, C1, C2, C3 corresponds to the closed state and in the case of a braking device B1 to the blocked state.

By the electric machine EM as a second drive motor EM can in the aforementioned five mechanical gear steps for forward travel (gear steps 1 to 5) each with a corresponding, each adapted to the speed of the first ring gear H1 operation of the second drive motor EM, one of the second Drive motor EM generated torque are superimposed so that a so-called "boosting" is possible in each of the gear stages 1 to 5 with the help of the electric machine EM, which is symbolized by the expression "(+ EM)" in column 1 of the shift table in FIG. 4 is.

In a first gear stage 1, which occurs when the further switching element C0 and the second clutch C2 is closed and the first brake device B1 is actuated while the first clutch C1 and the third clutch C3 are open, one of the first Drive motor ICE generates drive power via the first input shaft EW1 and the further gear set WG, in particular via the further ring gear WH and the further planet carrier WPT, and via the second clutch C2 and the first sun gear S1 in the Ravigneaux planetary gear set, which consists of the first planetary gear set PGS1 and the second planetary gear set PGS2 is formed, wherein, due to the actuated first braking device B1, the drive power via the second sun gear S2 defined by the first braking device B1 (in the drive system from FIG. 1) or via the one defined by the first braking device B1 first sun gear part S2-1

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Patent office (in the drive system from FIG. 2) of the Ravigneaux planetary gear set can be supported and can thus be discharged to the drivable axis FD via the second ring gear H2 and via the output shaft AW rotatably connected to the second ring gear H2.

In the embodiments of drive systems according to the invention shown in FIGS. 1 and 2, the power is in each case discharged directly from the second ring gear H2 of the Ravigneaux planetary gear set to the output shaft AW.

In the drive system 300 shown in Fig. 3, however, the power from the second ring gear H2 via the second transmission ring gear ÜH2, the second planetary gear part ÜP2-2, the other, around the fixed translation planet carrier ÜPT rotating hollow shaft ÜHW first planetary gear part ÜP2-1 and the second transmission sun gear ÜS2 are discharged to the output shaft AW.

On the other hand, if the first brake device B1 is released and the third clutch C3 is closed, while the further switching element C0 is still closed and the first clutch C1 is still open, gear 2 results, in which a drive power generated by the first drive motor ICE also results can be introduced to the Ravigneaux planetary gear set via the first input shaft EW1 and the further gear set WG, in which case the drive power can also be transmitted to the Ravigneaux planetary gear set via the second clutch C2 and the first sun gear S1. In this case, too, the drive power can be provided via the second sun gear S2 (in the drive systems 100 and 300 from FIGS. 1 and 3) or via the first sun gear part S2-1 (in the drive system 200 from FIG. 2) of the Ravigneaux Are supported planetary gear set and, as in the first gear stage 1, each via the second ring gear H2 and in the drive system 300 from FIG. 3 also via the double planetary gear set D-PGS and the output shaft AW to the drivable axis FD, the second Sun gear S2 or the first sun gear part S2-1 in this case, however, are not fixed by means of the first braking device B1, but rather rotate at the speed of the further planet carrier WPT of the further transmission.

If the further switching element C0, the first clutch C1 and the second clutch C2 are closed while the third clutch C3 and the first braking device B1 are open, gear stage 3 results, in which a drive power generated by the first drive motor ICE on the one hand can be introduced into the Ravigneaux planetary gear set via the first input shaft EW1 and the separating clutch C1 via the planet carrier PT and on the other hand via the first input shaft EW1, the further gear set WG and the second separating clutch C2 and the first sun gear S1. In this case, the second sun gear S2 (see FIGS. 1 and 3) or the two first and second sun gear parts S21 and S2-2 (see FIG. 2) each rotate freely. As with the previously described gear stages 1 and 2, the power can also be dissipated via the second ring gear H2 and, in the drive system 300 from FIG. 3, also via the double planetary gear set D-PGS and the output shaft AW.

Gear 4 results when the further switching element C0, the first clutch C1 and the third clutch C3 are closed and the second clutch C2 and the first braking device B1 are each open. In this case, a drive power generated by the first drive motor ICE can be introduced into the Ravigneaux planetary gear set on the one hand via the first input shaft EW1 and the first separating clutch C1 and the planet carrier PT and on the other hand via the first input shaft EW1, the further gear set WG and the third Separating clutch C3 and the second sun gear S2 (see FIGS. 1 and 3) and the second sun gear part S2-2 (see FIG. 2). As in the previously described gear stages 1 and 2, the drive power can also be dissipated via the second ring gear H2 and, in the case of the drive system 300 from FIG. 3, also via the double planetary gear set D-PGS and the output shaft AW.

Are only the further switching element C0, the first clutch C1 and the first brake device B1 closed or actuated, while the second clutch C2 and the

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If the third clutch C3 is opened, gear stage 5 results, in which a drive power generated by the first drive motor ICE can only be introduced into the Ravigneaux planetary gear set via the first input shaft EW1 and the first clutch C1 and the planet carrier PT. Due to the open clutches C2 and C3, there is no power transmission from the further gear set WG to the Ravigneaux planetary gear set in this gear stage 5. Due to the closed first braking device B1, the second sun gear S2 (see FIGS. 1 and 3) or the first sun gear part S2-1 (see FIG. 2) is blocked in its rotational movement, so that the second sun gear S2 or the A torque can be supported in the first sun gear part S2-1 and the drive power generated by the first drive motor via the second ring gear H2 and in the drive system 300 from FIG. 3 also via the double planetary gear set D-PGS to the output shaft AW and from there further to the drivable axis FD can be dissipated.

The first, purely electrical gear EM1 or the first purely generator gear G1 is established when the further switching element C0 is open and the first clutch C1 and the second clutch C2 are closed, while the third clutch C3 is open and the first braking device B1 is released.

A “purely electric gear” is understood here to mean a gear stage in which a drive power that can be dissipated via the output shaft can be generated solely by the second drive motor, which does not necessarily have to be an electric motor, but this is preferred.

A “purely regenerative gear” is understood to mean a gear stage by means of which kinetic energy of the vehicle can be recuperated by means of the second drive motor. If the second drive motor is, in particular, a machine that can be operated as a generator, a purely generator gear stage enables the conversion of kinetic energy into electrical energy.

The second, purely electrical gear EM2 or the second purely generator gear G2 results when the further switching element C0 is open and the first clutch C1 and the first braking device B1 are opened or released, while the second clutch C2 and the third clutch C3 are closed.

The third, purely electrical gear EM4 or the third in generator gear G3 results when the further switching element C0 is open and the first clutch C1 and the third clutch C3 are closed, while the second clutch C2 and the first braking device are opened or released.

A fourth, purely electrical transmission stage EM4-A or a fourth purely generator transmission stage G4-A occurs when the further switching element C0 is open and the first clutch C1 and the third clutch C3 are open, while the second clutch C2 and the first braking device are closed or actuated.

A fifth, purely electrical transmission stage EM4-B, which is kinematically and in terms of its translation identical to the fourth purely electrical transmission stage EM4-A, or a fifth purely generatoric transmission stage G4-B, arises when the further switching element C0 is open and the first clutch C1 and the first braking device B1 are closed or actuated, while the second clutch C2 and the third clutch C3 are open.

In all five cases EM1 to EM4-B, the first drive motor ICE is decoupled from the planet carrier PT of the Ravigneaux planetary gear set due to the open further switching element C0 and from the further gear set WG, so that no drive power in the Ravigneaux planetary gear set from the first drive motor ICE can be introduced.

In all five of the purely electrical gear stages EM1, EM2, EM3, EM4-A and EM4B, a drive power generated by the second drive motor EM can in each case via the second input shaft EW2, the transmission stage ÜS (in the drive systems 100 and 200

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1 and 2) or via the first translation sun gear ÜS1, the first translation planetary gears ÜP1, the fixed translation planet carrier ÜPT and the first translation ring gear ÜH1 of the double planetary gear set D-PGS (in the drive system 300 from FIG. 3 ) and the first ring gear H1 are introduced into the Ravigneaux planetary gear set.

In the first purely electrical gear stage EM1, the drive power introduced into the Ravigneaux planetary gear set can be supported on the planet carrier PT and on the first sun gear S1 due to the closed first clutch C1 and the closed second clutch C2 and via the second ring gear H2 and the drive system 300 from FIG. 3 are also carried away to the drivable axis FD via the double planetary gear set D-PGS and the output shaft AW.

In the second purely electrical gear stage EM2, however, the drive power is due to the closed second and third clutch clutches C2 and C3 via the first sun gear S1 and the second sun gear S2 (see FIGS. 1 and 3) or the second sun gear part S2- 2 (cf. FIG. 3) and can be dissipated as drive power via the second ring gear H2 and, in the case of the drive system 300 from FIG. 3, also via the double planetary gear set D-PGS and the output shaft AW to the drivable axis FD.

In the third purely electrical gear stage EM3, however, the drive power due to the closed first and third clutch clutches C1 and C3 via the planet carrier PT and the second sun gear S2 (see FIGS. 1 and 3) and the second sun gear part S22 (see 3) and can be dissipated as drive power via the second ring gear H2 and, in the drive system 300 from FIG. 3, also via the double planetary gear set DPGS and the output shaft AW to the drivable axis FD.

In the fourth purely electrical gear stage EM4-A, however, the drive power due to the closed second clutch C2 and the actuated first braking device B1 via the first sun gear S1 and the second sun gear S2 (see. Fig. 1 and 3) or first sun gear part S2-1 (see FIG. 3) and can be dissipated as drive power via the second ring gear H2 and, in the case of the drive system 300 from FIG. 3, also via the double planetary gear set D-PGS and the output shaft AW to the drivable axis FD ,

In the fifth purely electrical gear stage EM4-B, however, the drive power due to the closed first clutch C1 and the actuated first braking device B1 via the planet carrier PT and the second sun gear S2 (see. Fig. 1 and 3) or the first Sun gear part S2-1 (see FIG. 3) supported and can be dissipated as drive power via the second ring gear H2 and in the drive system 300 from FIG. 3 also via the double planetary gear set D-PGS and the output shaft AW to the drivable axis FD.

In purely generator operation, i.e. when recuperating in gears G1, G2, G3, G4-A and G4-B, the power flow is exactly the opposite, i.e. a drive power generated on the axis FD, for example by rolling downhill, can along the above-described respective power paths for the respective switching states of the switching elements C0, C1, C2. C3 and B1 are guided to the electrical machine EM, which in this case can be used as a generator, and are converted into electrical energy by means of this.

In addition to the two previously described, purely electrical or purely regenerative gears EM1 to EM4-B or G1 to G4-B, the drive systems 100, 200 and 300 shown in FIGS. 1 to 3 each have three further gear stages, which are designated as E-CVT1, ECVT2 and RE-CVT and in which both the first drive motor ICE and the second drive motor EM can each provide drive power which can be superimposed to form a total drive power, in each case by changing these gear stages the speed and / or the direction of rotation of the rotor of the electric machine EM, the torque applied by means of the second drive motor EM are changed / 39

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Patent office can, so that a variable, in particular stepless translation, can be set in the result, which is also eponymous for the description of these gears, because CVT means Continuously Variable Transmission.

These E-CVT gears have the advantage that the first drive motor, especially if it is designed as an internal combustion engine ICE, as in the present case, can be operated within a preferred speed range, in particular in the range of its optimal efficiency, so that particularly efficient operation of the drive systems 100, 200 and 300 with these gear stages is possible.

The first gear stage with E-CVT1 with infinitely variable speed results in each case when the further switching element C0 and the second clutch C2 are closed, while the first clutch C1, the third clutch C3 and the first brake device B1 open or are solved. In this case, a drive power generated by the first drive motor ICE can be introduced into the Ravigneaux gear set via the first input shaft EW1, the further gear set WG and the second clutch C2 and the first sun gear S1, in particular via the first hollow shaft HW1, and that from the second Drive motor EM generated drive power via the first ring gear H1, wherein the drive power of the second drive motor EM can be transmitted as above for the purely electrical gear stages from the second drive motor EM to the first ring gear H1. In the Ravigneaux planetary gear set, the drive powers generated by the two drive motors ICE and EM are then superimposed to form a total drive power and can also be achieved via the second ring gear H2 and, in the case of the drive system 300 from FIG. 3, via the double planetary gear set D-PGS and the output shaft AW to be driven to the drivable axis FD.

The second gear stage E-CVT2 with infinitely adjustable speed results when the further switching device C0 and the first clutch C1 are closed and the second clutch C2, the third clutch C3 and the first brake device B1 are open. In this case, a drive power generated by the first drive motor ICE can be introduced into the Ravigneaux planetary gear set via the first separating clutch C1 and the planet carrier PT and the drive power generated by the second drive motor EM via the second input shaft EW2, the transmission stage ÜS (see FIG. 1 and 2) or via the double planetary gear set D-PGS (see FIG. 3) and the first ring gear H1, the power components generated by the two drive motors ICE and EM also being superimposed in the Ravigneaux planetary gear set to form a total drive power and over the second ring gear H2 and, in the case of the drive system 300 from FIG. 3, can also be discharged to the drivable axis FD via the double planetary gear set D-PGS and the output shaft AW.

The third gear stage R-E-CVT, which enables reversing at an infinitely variable speed, occurs when the further switching element C0 and the third clutch C3 are closed, while the other switching elements, i.e. the first disconnect clutch C1, the second disconnect clutch C2, the third disconnect clutch C3 and the first brake device B1 are each opened or released. In this case, a drive power generated by the first drive motor ICE can be transmitted via the further gear set WG and the third clutch C3 and the second sun gear S2 (see FIGS. 1 and 3) or the second sun gear part S2-2 (see FIG. 3). be introduced into the Ravigneaux planetary gear set and the drive power generated by the second drive motor EM via the second input shaft EW2, the transmission stage ÜS (see FIGS. 1 and 2) or via the double planetary gear set D-PGS (see FIG. 3) and that first ring gear H1, the power components generated by the two drive motors ICE and EM each also being superimposed in the Ravigneaux planetary gear set to form a total drive power and, via the second ring gear H2 and in the drive system 300 from FIG. 3, also via the double planetary gear set D-PGS and the output shaft AW can be discharged to the drivable axis FD in the opposite direction of rotation (reverse).

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Patent Office [00190] Furthermore, in the drive systems 100, 200 and 300 shown in FIGS. 1 to 3 each in at least one gear stage, in this case in three gear stages L1 (P), L2 (P) and L3 (P) , a so-called charging operation "L" is possible, in which electrical energy can be generated when the vehicle is at a standstill, also called "charging while stationary". This can be advantageous in order to be able to increase a state of charge of the battery, even when the vehicle is not in the ferry mode.

The drivable axle and / or the output shaft AW must, however, each be secured by means of a further switching element (P), in particular a locking device, for example by means of a parking brake, in order to prevent transmission of a torque to the wheels. L1 (P) basically corresponds to the switching states ECVT1, L2 (P) corresponds to E-CVT2 and L3 (P) corresponds to RE-CVT, whereby the parking brake generates the drive power generated by the first drive motor ICE and introduced into the Ravigneaux planetary gear set can be supported via the locked axis FD and the second ring gear H2, in the drive system 300 from FIG. 3 in between also via the double planetary gear set D-PGS, and the drive power introduced into the Ravigneaux planetary gear set and generated by the first drive motor ICE via the first Ring gear H1, the transmission stage ÜS (see FIGS. 1 and 2) or the double planetary gear set DPGS (see FIG. 3) and the second input shaft EW2, which in this case serves as an “output shaft”, are discharged to the electrical machine EM can, which in this case works as a generator.

Fig. 5 shows a transmission plan of a fourth embodiment of a drive system 400 according to the invention with a fourth embodiment of a torque transmission device 40 according to the invention, wherein this drive system 400 is based on the drive system 100 according to the invention from FIG. 1 and differs only in that this embodiment 1 has an additional shifting element in the form of a second brake device B2, by means of which the planet carrier PT of the Ravigneaux planetary gear set can be releasably fixed.

Fig. 6 shows a transmission plan of a fifth embodiment of a drive system 500 according to the invention with a fifth embodiment of a torque transmission device 50 according to the invention, wherein this drive system 500 is based on the drive system 200 according to the invention from FIG. 2 and differs only in that this embodiment of a torque transmission device 50 according to the invention compared to the torque transmission device 20 from FIG. 2 also has an additional switching element in the form of a second braking device B2, by means of which the planet carrier PT of the Ravigneaux planetary gear set can be releasably fixed.

Fig. 7 shows a transmission plan of a sixth embodiment of a drive system 600 according to the invention with a sixth embodiment of a torque transmission device 600 according to the invention, wherein this drive system 600 is based on the drive system 300 according to the invention from Fig. 3 and differs only in that this embodiment a torque transmission device 60 according to the invention compared to the torque transmission device 30 from FIG. 3 also has an additional switching element in the form of a second braking device B2, by means of which the planet carrier PT of the Ravigneaux planetary gear set can be releasably fixed.

The second brake device B2 is shown in FIGS. 5 to 7 in each case as a multi-disk brake, but in an alternative embodiment, the second brake device B2 can also be a claw clutch or a switchable freewheel.

The advantage of a multi-disc brake is that it does not require speed synchronism when closing, but rather enables speed compensation in a certain range.

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Thus, the planet carrier PT and the first input shaft EW1 do not have to be synchronized with one another before the second braking device B2 is closed. A disadvantage of a multi-disc brake compared to a dog clutch and a switchable freewheel is, however, its relatively large space requirement.

The advantage of a dog clutch also lies in its simple control: as with the multi-disc brake, only an open or a closed state is fundamentally possible, the dog clutch also locking in both directions in the closed state. However, a dog clutch does not allow speed compensation, so that speed synchronization is always required before the dog clutch is closed.

The advantage of a switchable freewheel lies in its significantly smaller installation space compared to a multi-disc brake. However, the switchable freewheel must always be controlled correctly so that it always locks or opens in the right direction, which makes the control more complicated than a multi-disc brake or a dog clutch. In the torque transmission devices 40, 50 and 60 shown in FIGS. 5 to 7, the freewheel in the gear stages R and 1A, in particular, must be switched so that a rotation of the planet carrier PT, which is opposite to the first in the gear stages R and 1A Input shaft EW1 rotates, is blocked, but is possible in the other gear stages, the planet carrier in the embodiments 40, 50 and 60 of a torque transmission device according to the invention shown in FIGS. 5 to 7 in mechanical gear stages 1 to 5 with the same direction of rotation as the first Input shaft EW1 rotates and in the E-CVT gear stages opposite to the first input shaft EW1. For this reason, a freewheel which forms the second braking device B2 must be designed to be switchable in a torque transmission device according to the invention. As with the dog clutch, speed synchronization is also required before locking the freewheel.

Depending on the design of the second braking device B2, there is at least one additional usable mechanical gear stage R and / or 1A, see FIG. 8.

If the second braking device B2 is a multi-disc brake, the two additional usable gear stages R and 1A result.

Due to the speed synchronization required in a claw clutch and a switchable freewheel, the practical usability of the (theoretically) additional gear stages resulting from the second braking device B2 is limited. If the second braking device B2 is a claw clutch or a switchable freewheel, only the R gear step is of practical use. In this case, gear 1A "does not apply".

8 shows a shift table associated with the drive systems 400, 500 and 600 according to the invention from FIGS. 5 to 7 with the possible switchable gear stages of the drive systems from FIGS. 5 to 7, the table from FIGS. 8 to on the gear steps R and 1A is identical to the table from FIG. 4.

As can be seen from FIG. 8, the gear stage R, which is a mechanical reverse gear, sets in each case when the further switching device C0, the third clutch C3 and the second braking device B2 are closed or are actuated and the other switching elements in the form of the first clutch C1, the second clutch C2 and the first brake device B1 are opened or released. In this case, a drive power generated by the first drive motor ICE can enter the Ravigneaux planetary gear set via the first input shaft EW1 and the further gear set WG, in particular via the further ring gear WH and the further planet carrier WPT, and via the second separating clutch C2 and the first sun gear S1 , which is formed from the first planetary gear set PGS1 and the second planetary gear set PGS2, can be initiated, whereby due to the actuated second braking device B2, the drive power can be supported via the planet carrier PT of the Ravigneaux planetary gear set defined by the second braking device B2 and thus via the second ring gear H2 and in the drive system 300 from FIG. 7 also via the double planetary gear set

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D-PGS and via the output shaft AW, which is rotatably connected to the second ring gear H2, can be led to the drivable axis FD in the opposite direction of rotation (reverse).

The mechanical gear stage 1A, on the other hand, arises, if the second braking device is a multi-disc brake, in each case when the further switching device CO, the second clutch C2 and the second braking device B2 are closed or actuated and the other switching elements in the form of the first Clutch C1, the third clutch C3 and the first braking device B1 are opened or released. In this case, a drive power generated by the first drive motor ICE can be transmitted via the first input shaft EW1 and the further gear set WG, in particular via the further ring gear WH and the further planet carrier WPT, and via the third separating clutch C3 and the second sun gear S2 (cf. 5 and 7) or via the second sun gear part S2-2 (see FIG. 6) into the Ravigneaux planetary gear set, with the drive power at least due to the actuated second braking device B2, the drive power via the planet carrier PT of the Ravigneaux planetary gear set defined by the second braking device B2 can be partially supported and can thus be discharged to the drivable axis FD via the second ring gear H2 and in the drive system 300 from FIG. 7 also via the double planetary gear set D-PGS and via the output shaft AW which is rotatably connected to the second ring gear H2.

By connecting the second drive motor EM to the first ring gear H1 of the Ravigneaux planetary gear set, this can when boosting in the gear stages R, 1,2, 3, 4, 5, and in the gear stages EM1, EM2, EM3, EM4-A and EM4-B maintain its direction of rotation and changing the direction of rotation can be avoided. This enables short switching times to be achieved when changing between these gear stages, since no energy has to be used to change the direction of rotation of the second drive motor EM. No other connection point within the Ravigneaux planetary set brings this advantage with this arrangement.

The aforementioned gear stages R, 1,2, 3, 4, 5, and the gear stages EM1, EM2, EM3, EM4-A and EM4-B are intended for the usual / predominantly hybrid operation with a second drive motor that can be operated at least as an electric motor , In the event that the state of charge of an associated hybrid battery should be too low for a purely electrical start, E-CVT operation in one of the E-CVT gear stages E-CVT-1, E-CVT2 or R-ECVT can be approached. In these cases too, the connection of the second drive motor EM to the first ring gear H1 enables the direction of rotation of the second drive motor EM to be maintained, so that the latter does not change when switching between the individual E-CVT gear stages or when switching from E-CVT mode to one of the aforementioned gear stages must change its direction of rotation, which means that short switching times can also be achieved in these cases.

Furthermore, the second drive motor EM by the connection to the first ring gear H1 of the Ravigneaux planetary gear set can be both advantageous for a transverse arrangement (see FIGS. 1 and 5), i.e. for a planned transverse installation of the drive system, as well as advantageous for a longitudinal arrangement (see Fig. 2, 3, 6 and 7), i.e. for a planned longitudinal installation of the drive system, be positioned within the drive system.

For an advantageous transverse arrangement (see FIGS. 1 and 5), the second drive motor EM, as shown by way of example, can be arranged on the side, in particular on the side of the Ravigneaux planetary gear set. For an advantageous longitudinal arrangement (cf. FIGS. 2, 3, 6 and 7), the second drive motor EM, as shown by way of example, can be arranged at the transmission output A.

This also has the advantage, in particular in addition to an arrangement which is advantageous in terms of installation space, that second drive motors EM, in particular designed as electric motors, second drive motors EM with similar characteristics can be used for both arrangements (similar size, similar speed range).

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Patent Office The flexible positioning of the second drive motor EM also enables the desired modularity of a torque transmission device to be achieved. In particular, a modular torque transmission device can be provided, which is suitable for use in a full hybrid, a mild hybrid or as a conventional transmission.

The flexible positioning of the second drive motor also enables simplification of the component design due to a reduction in the number of different interfaces.

With the connection of the second drive motor EM to the first ring gear H1 of the Ravigneaux planetary gear set, a very high tractive force in the “E-CVT2” gear can also be achieved in the area of the vehicle slip limit for forward travel.

With the connection of the second drive motor EM to the first ring gear H1 of the Ravigneaux planetary gear set, an E-CVT mode can also be provided, in particular in conjunction with the third clutch C3 which is also provided and integrated according to the invention, in which reversing is possible. Other arrangements do not allow E-CVT mode to reverse. An R-ECVM mode is particularly advantageous when maneuvering a vehicle with an empty hybrid battery, since it can be started in E-CVT mode. On the other hand, with a torque transmission device according to the invention in the R-ECVT gear, a tensile force of about half the slip limit in the R-ECVT gear can be achieved, which corresponds to a climbing ability of more than 30%.

Furthermore, it can be achieved with a torque transmission device according to the invention, in particular by connecting an electric motor as a second drive motor EM to the first ring gear H1 of the Ravigneaux planetary gear set, a very high charging power in gear stage L2 (P) when charging while stationary.

The division of the sun gear S2 of the second planetary gear set PGS2 into a first sun gear part S2-1 and a second sun gear part S2-2 is, as explained above, advantageous for a longitudinal arrangement. In particular, the division of the second sun gear S2 compared to the exemplary embodiments of drive systems 300 and 600 shown in FIGS. 3 and 7, which are also advantageous for longitudinal arrangements, makes it possible to dispense with a planetary gear set, because the double planetary gear set DPGS from FIGS. 3 and 7, which is an alternative to the split, second sun gear S2 for realizing an alternative, advantageous longitudinal arrangement, requires two additional planetary gear sets ÜGS1 and ÜGS2, while a split second sun gear S2 only requires an additional planetary gear set S2-1 or S2-2.

Although the double planetary gear set D-PGS requires one planetary gear set more than the design with a split second sun gear S2 or S2-1 and S2-2, the double planetary gear set D-PGS, which can be used both as an input transmission stage and as an output Gear ratio serves, on the one hand, the use of a fast rotating, in particular with more than 10,000 rev / min, light and compact electric motor as a second drive motor EM, which can be arranged in particular coaxially to the output shaft AW and in particular concentrically around it and which in particular so can be dimensioned small that in some cases it can even be arranged in the transmission tunnel. On the other hand, the required function of the final drive can be reduced by the simultaneous function as an output transmission stage in a particularly space-saving and compact manner. With two individual gear ratios, this functionality cannot be implemented without adapting the configuration of the other components of the torque transmission device, in particular not in this compact manner.

Of course, a large number of modifications, in particular of structural modifications, are possible without departing from the content of the claims.

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LIST OF REFERENCE NUMBERS

10, 20, 30, 40, 50, 60 Torque transmission device according to the invention 100, 200, 300, 400, 500.600 drive system according to the invention A Output side of the torque transmission device AW output shaft B1 first braking device B2 second braking device CO another switching element C1 first disconnect clutch C2 second clutch C3 third disconnect clutch D-PGS Dual-planetary gearset e Input side of the torque transmission device EM second drive motor, electric machine EW1 first input shaft DR2 second input shaft FD drivable axis G gearbox H1 first ring gear H2 second ring gear HW1 first hollow shaft HW2 second hollow shaft ICE first drive motor, internal combustion engine P1 first planet wheel P2 second planet gear PGS1 first planetary gear set PGS2 second planetary gear set PT planet carrier S1 first sun gear S2 second sun gear S2-1 first sun gear part S2-2 ÜG1 ÜG2 ÜH1 second sun gear part first transmission gear set second transmission gear set first transmission ring gear

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ÜH2 ÜHW ÜP1 ÜP2-1 ÜP2-2 ÜPT ÜS ÜS1 ÜS2 WG second transmission ring gear Hollow shaft of the double planetary gear set first translation planet gear first planet gear part of the second translation planet gear second planet gear part of the second translation planet gear translation planet carrier translation stage first translation sun gear second translation sun gear another gear set WH first gear element of the further gear set; another ring gear WPT second gear element of the further gear set; another planet carrier WS another sun gear

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Claims (18)

1. Torque transmission device (10, 20, 30, 40, 50, 60), preferably for a motor vehicle, in particular for a hybrid vehicle, the torque transmission device comprising: - a first input shaft (EW1), - a second input shaft (EW2), - a first planetary gear set (PGS1), - a second planetary gear set (PGS2), - another gear set (WG), - a first separating clutch (C1), - a second clutch (C2), - a third clutch (C3), a first braking device (B1), - And an output shaft (AW), wherein the first planetary gear set (PGS1) as a first gear elements a first sun gear (S1), a first ring gear (H1), at least a first planet gear (P1) with the first sun gear (S1) and combs the first ring gear (H1), and has a planet carrier (PT) for rotatably supporting the at least one first planet gear (P1), the first ring gear (H1) of the first planetary gear set (PGS1) being rotatably connected or rotatably connectable to the second input shaft (EW2) The second planetary gear set (PGS2) has at least one second sun gear (S2), at least one second planet gear (P2) and a second ring gear (H2) as second gear elements, the at least one second planet gear (P2) with the second sun gear (S2), with the second ring gear (H2) and with one of the first planet gears (P1) and is rotatably supported on the planet carrier (PT), the further gear set (WG) being a first gear ement (WH) and at least one second gear element (WPT), wherein the first gear element (WH) of the further gear set (WG) with the first input shaft (EW1) is rotatably connected or rotatably connectable, wherein the first clutch (C1) is designed for rotary connection the first input shaft (EW1) with the planet carrier (PT), the second separating clutch (C2) being designed for rotary connection of the second gear element (WPT) of the further gear set (WG) to the first sun gear (S1) of the first planetary gear set (PGS1), wherein the first braking device (B1) is designed to releasably fix the second sun gear (S2) of the second planetary gear set (PGS2), and wherein the output shaft (AW) is rotatably connected or rotatably connectable to the second ring gear (H2) of the second planetary gear set (PGS2), characterized in that the torque transmission device has a third clutch (C3), the third clutch (C3) au is designed for the rotary connection of the second gear element (WPT) of the further gear set (WG) with the second sun gear (S2) of the second planetary gear set (PGS2). 2. Torque transmission device (10, 20, 30, 40, 50, 60) according to claim 1, wherein the torque transmission device has a further switching element (C0), in particular a further coupling device (C0), the further switching element being designed to produce and release a Rotary connection in a first power transmission direction along the first input shaft (EW1). 3. Torque transmission device (20, 50) according to claim 1 or 2, wherein the second planetary gear set (PGS2) one in a first sun gear part (S2-1) and a second 29/39 AT 520 944 B1 2019-09-15 Austrian Patent Office Sun gear part (S2-2) divided second sun gear (S2), wherein the at least one, second planet gear (P2) of the second planetary gear set (PGS2) with the first sun gear part (S2-1) and the second sun gear part (S2-2) of the second Planetary gear set (PGS2) combs. 4. Torque transmission device (20, 50) according to claim 3, wherein the first sun gear (S1) of the first planetary gear set (PGS1) between the first sun gear part (S2-1) and the second sun gear part (S2-2) of the second planetary gear set (PGS2) is, based on an axis of rotation of one of the second planet gears (P2) in the axial direction. 5. Torque transmission device (40, 50, 60) according to one of claims 1 to 4, wherein the torque transmission device (40, 50, 60) has a second braking device (B2) which is designed for releasably fixing the planet carrier (PT). 6. Torque transmission device (30, 60) according to one of claims 1 to 5, wherein the torque transmission device (30, 60) has a first transmission gear set (ÜG1) and the second input shaft (EW2) via this first transmission gear set (ÜG1) with the first ring gear ( H1) of the first planetary gear set (PGS1) is rotatably connected or rotatably connectable. 7. Torque transmission device (30, 60) according to one of claims 1 to 6, wherein the torque transmission device has a second transmission gear set (ÜG2) and the output shaft (AW) via this second transmission gear set (ÜG2) with the second ring gear (H2) of the second planetary gear set ( PGS2) is rotatably connected or rotatably connectable. 8. Torque transmission device (30, 60) according to claim 6 or 7, wherein at least one transmission gear set (ÜG1, ÜG2) is designed as a planetary gear set, in particular the first transmission gear set (ÜG1) and the second transmission gear set (ÜG2). 9. Torque transmission device (30, 60) according to claim 8, wherein both transmission gear sets (ÜG1, ÜG2) are each designed as planetary gear sets and the first transmission gear set (ÜG1) and the second transmission gear set (ÜG2) a double planetary gear set (D-PGS) with a common translation planet carrier (Ü PT) form. 10. Torque transmission device (30, 60) according to claim 9, wherein the first transmission gear set (ÜG1) as a first transmission gear elements, a first transmission sun gear (ÜS1), a first transmission ring gear (ÜH1) and at least a first transmission planetary gear (ÜP1 ), wherein the at least one first translation planetary gear (ÜP1) meshes with the first translation sun gear (ÜS1) and the first translation ring gear (ÜH1) and is rotatably supported on the common translation planet carrier (ÜPT), and in particular the second transmission gear set (ÜG2) has as second transmission gear elements a second transmission sun gear (ÜS2), a second transmission ring gear (ÜH2) and at least one second transmission planet gear (ÜP2-1, ÜP2-2), which with the second transmission sun gear (ÜS2) and combs the second transmission ring gear (ÜH2) and rotates on the common translation planet carrier (ÜPT) is supported, wherein the at least one second translation planet gear (ÜP2-1, ÜP2-2) is rotatably supported relative to the at least one first translation planet gear (ÜP1) on the common translation planet carrier (ÜPT), in particular rotatable independently of the at least one first translation planetary gear (ÜP2). 11. Torque transmission device (30, 60) according to one of claims 6 to 10, wherein at least one of the transmission gear sets (ÜG1, ÜG2), in particular the second transmission gear set (ÜG2), each in a first planetary gear part (ÜP2-1) and a second planetary gear part ( ÜP2-2) divided translation planet gears (ÜP2-1, ÜP2-2) 30/39 AT 520 944 B1 2019-09-15 Austrian Patent Office has, wherein the first planet gear part (ÜP2-1) meshes with the translation sun gear (ÜS2) of the associated transmission gear set (ÜG2) and the second planet gear part (ÜP2-2) with the translation ring gear (ÜH2) of the associated transmission gear set (ÜG2) , 12. Torque transmission device (30, 60) according to claim 11, wherein the first planetary gear part (ÜP2-1) and the second planetary gear part (ÜP2-2) are connected to one another by means of a hollow shaft (ÜHW), in particular rotating test. 13. Torque transmission device (30, 60) according to claim 12, wherein the hollow shaft (ÜHW) of the double planetary gear set (D-PGS), by means of which the first planetary gear part (ÜP2-1) and the second planetary gear part (ÜP2-2) are connected to one another, rotatably is mounted around the common translation planet carrier (ÜPT), the common translation planet carrier (ÜPT) being in particular a fixed axis. 14. Torque transmission device (30, 60) according to claim 10 and one of claims 12 or 13, wherein the at least one first translation planetary gear (ÜP1) of the first transmission gear set (ÜG1) rotatable relative to the hollow shaft (ÜHW) of the double planetary gear set (D-PGS) is stored, especially around the outside of the hollow shaft (ÜHW). 15. Drive system (100, 200, 300, 400, 500, 600) with a first drive motor (ICE), in particular an internal combustion engine (ICE), and at least one second drive motor (EM), in particular an electrical machine (EM ), and a torque transmission device (10, 20, 30, 40, 50, 60) with a first input shaft (EW1) and a second input shaft (EW2), the first drive motor (ICE) being rotatably connected or rotatably connectable to the first input shaft (EW1) is and the second drive motor (EW2) with the second input shaft (EW2) is rotatably connected or rotatably connectable, characterized in that the torque transmission device (10, 20, 30, 40, 50, 60) is designed according to one of claims 1 to 14. 16. Drive system (300, 600) according to claim 15, wherein the second drive motor (EM) has an axis of rotation and the axis of rotation of the second drive motor (EM) is arranged coaxially to the first input shaft (EW1) and / or to the output shaft (AW). 17. Drive system (100, 400) according to claim 15 or 16, wherein the second drive motor (EM) is arranged such that it intersects at least one radial plane of the first ring gear (H1) of the first planetary gear set (PGS1). 18. Motor vehicle, in particular hybrid vehicle, with a drive system (100, 200, 300, 400, 500, 600) with a torque transmission device (10, 20, 30, 40, 50, 60), characterized in that the torque transmission device (10, 20 , 30, 40, 50, 60) according to one of claims 1 to 14, wherein the drive system (100, 200, 300, 400, 500, 600) is preferably designed according to one of claims 15 to 17.