CN115465079A - Transmission and drive train for a motor vehicle - Google Patents

Transmission and drive train for a motor vehicle Download PDF

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Publication number
CN115465079A
CN115465079A CN202210170456.7A CN202210170456A CN115465079A CN 115465079 A CN115465079 A CN 115465079A CN 202210170456 A CN202210170456 A CN 202210170456A CN 115465079 A CN115465079 A CN 115465079A
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CN
China
Prior art keywords
drive
transmission
gear
countershaft
input shaft
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Pending
Application number
CN202210170456.7A
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Chinese (zh)
Inventor
S·贝克
F·库特尔
M·布雷默
J·卡尔滕巴赫
M·维克斯
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Publication of CN115465079A publication Critical patent/CN115465079A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention relates to a transmission for a motor vehicle having a first drive and a second drive. The invention also relates to a drive train having such a transmission and to a motor vehicle having such a drive train.

Description

Transmission and drive train for a motor vehicle
Technical Field
The invention relates to a transmission for a motor vehicle having a first transmission input shaft and a second transmission input shaft. The invention also relates to a drive train having such a transmission and to a motor vehicle having such a drive train.
Background
From the prior art, transmissions of the same type are known which transmit the drive power from two drives and selectively add them. A so-called hybrid drive system, i.e. a drive system having a plurality of drives of different types in particular, can contribute to a reduction in the fuel consumption and pollutant emissions of the motor vehicle. Powertrains having an internal combustion engine and one or more electric machines as a parallel hybrid drive system or a cross hybrid drive system have been accepted to a large extent. Such hybrid drive systems have a substantially parallel arrangement of the internal combustion engine and the electric machine in the power flow. In this case, the superposition of the drive torques and the control by purely internal combustion engine drive or purely electric motor drive can be realized. In transmissions for such drive systems, shift positions with different transmission ratios are usually realized, in which only the internal combustion engine drives the motor vehicle, or shift positions in which both machines jointly drive the shift positions of the motor vehicle, and also purely electric shift positions in which only the electric machine drives the motor vehicle. The selection between the shift positions is made, for example, according to a speed range, a driving situation, a driver's request, or a state of charge of a battery.
Disadvantageously, such a transmission has a relatively complex construction, since both drive units preferably transmit drive power to the output via only one transmission. The reduction in structural complexity of the transmission typically reduces variability.
A hybrid drive system with an automatic transmission, for example for a motor vehicle, is known from DE 10 2010 030 573 A1. The transmission includes an internal combustion engine drivingly connected to at least a first transmission input shaft and an electric machine drivingly connected to a second transmission input shaft. In order to achieve a large variability in the design of the gear sets and in the distribution and number of the electric and internal combustion engine gears, to keep the design and cost outlay low and to ensure efficient and comfortable operation, it is provided that the two transmission input shafts are arranged coaxially and that one shifting device in one of its shifting positions drivingly connects the two transmission input shafts to one another and in the other shifting position shifts into one gear.
The disadvantage here is that the gear assigned to the internal combustion engine can only be combined to a limited extent with the gear assigned to the electric machine. For example, when the electric machine uses the shorter of its two gears, the internal combustion engine cannot use the longer of the two gears simultaneously.
Furthermore, a transmission for a drive system having two electric machines is known from EP 2 450 597 A1. Each electric machine acts on a respective sub-transmission, at least one of which is designed as a countershaft design. The sub-transmission can be connected to gear sets, which are connected to the output, via a plurality of shift elements. The transmission is arranged such that an interruption of the torque output of the output shaft is avoided during a gear change of the one or the other sub-transmission.
A disadvantage of the transmission known from EP 2 450 597 A1 is that it does not have enough gears to operate the internal combustion engine.
Disclosure of Invention
In view of this, the object of the invention is to provide a compact transmission with a sufficient number of gears for different drives and with an improved combinability of these gears.
According to a first aspect of the invention, the object is achieved by a transmission according to claim 1. The object is also solved according to the second aspect of the invention by a powertrain according to claim 12 and according to the third aspect of the invention by a motor vehicle according to claim 15. The dependent claims present advantageous embodiments.
The transmission according to the first aspect of the invention includes:
a first transmission input shaft having at least one gear set for forming a gear;
a second transmission input shaft;
a first countershaft and a second countershaft, each having at least one gear set for forming gears;
at least one auxiliary shaft drivingly connected to the output;
a plurality of shift elements, when a shift element is closed, a respective transmission input shaft is drivingly connected to the countershaft via a gear train assigned to the shift element,
each gear set has a gear wheel supported on the respective transmission input shaft or countershaft, which meshes with a gear wheel supported on the countershaft, and
the first transmission input shaft is designed to be drivingly connected to a first drive of a motor vehicle and the second transmission input shaft is designed to be drivingly connected to a second drive of the motor vehicle, and
the first transmission input shaft can be drivingly and detachably connected to the first countershaft by a first shifting element and drivingly and detachably connected to the second countershaft by a second shifting element, and
the second transmission input shaft can be drivingly and detachably connected to the first countershaft via the third shifting element and can be drivingly and detachably connected to the second countershaft via the fourth shifting element.
A "shaft" in the sense of the present invention is a rotatable component of a transmission for transmitting torque, by means of which components of the transmission are connected to one another in a rotationally fixed manner or by means of which such a connection is established when a corresponding shift element is actuated.
A "gear set" is understood to include a pairing of two gearwheels, in particular a fixed gearwheel and a loose gearwheel, by means of which a shaft, such as a transmission input shaft or intermediate shaft, can be drivingly connected to another shaft, such as a countershaft, at a defined transmission ratio and which is provided for transmitting drive power from a drive device to an output at the transmission ratio.
A "gear" is understood to be the sum of the shift positions of all shift elements and clutches in the transmission, which is the total transmission ratio which is the product of all individual transmission ratios. In one gear, drive power is transmitted between the drive and the output by a specific sequence of transmission components.
By "countershaft" is understood a shaft which extends on a different, preferably parallel axis to the transmission input shaft and between which torque can be transmitted at least at one point, in particular via a gear set.
A "drive-acting connection" is understood to be a connection between two torque-conducting components, which allows power to be transmitted between the components. In particular, the two components are supported accordingly. A connection as a drive means both a connection without a transmission ratio or an intermediate part and a connection with a transmission ratio or an intermediate part.
The intermeshing or meshing gears transmit the rotational speed and the torque via their intermeshing teeth.
A "shift element" is understood to mean a connecting element by means of which two torque-transmitting elements are connected to one another in a drivable manner. The switching element has at least one open position, in which the switching element cannot transmit torque between two components interacting with the switching element, and one closed position, in which the switching element can transmit torque between two components interacting with the switching element. If a drive-active connection exists between two transmission elements, torque and force or rotational speed are transmitted from one transmission element to the other. The switching element is, for example, formed or force-fitting.
A "detachable connection" is understood to mean a connection which can be opened nondestructively after its establishment, which connection can be established and separated repeatedly, in particular. The preferred connection can be arbitrarily changed between a defined closed and a defined open state.
The transmission according to the invention advantageously allows the gear sets provided on the countershafts to be shifted into the gears for the first drive and into the gears for the second drive independently of one another. The first drive can then be operated in a gear with a gear set formed on the first transmission input shaft or on one of the countershafts, which enables the first drive to be operated advantageously in a speed range. At the same time and independently of the gear of the first drive, the second drive can be operated in a gear with a gear set on one of the countershafts, which enables the second drive to be operated advantageously in the same speed range. In this case, the two drives can also be operated in particular in gears with the same gear set. A compact transmission is thus achieved, which has a high degree of variability for the two drives.
This advantage is particularly pronounced if the first drive is an internal combustion engine and the second drive is an electric machine. The gear set formed on the countershaft preferably provides a gear ratio by means of which the second drive can be operated in the largest possible speed range. At the same time, the gear set formed on the first transmission input shaft together with the gear set formed on the countershaft provides a transmission ratio by means of which the first drive can be operated in the largest possible speed range.
Thus, by means of the invention, a maximally efficient hybrid operation is possible at all times, in which the first and second drive act together at the output, but an optimum transmission ratio can be selected individually for each drive. The drive powers are then added according to the combination of shift positions on one of the countershafts, the layshaft or the output.
Furthermore, it is advantageous that the transmission according to the invention also makes it possible for both drives to support a shifting operation in each case in a gear of the other drive, so that all shifting operations can be carried out without interruption of the load on the output, without the need for the shifting elements to be designed as costly power shifting elements.
The two drives can also be used individually to drive the motor vehicle by means of the transmission according to the invention, the first drive being able to use all gears of the transmission for this purpose and the second drive being able to use gears with a gear set on the countershaft. In the individual operation of one of the drives, the other drive can be engaged in each of these gears.
The shifting elements of the transmission are preferably designed as form-fitting shifting elements, so that before a shifting operation, the synchronization of the shafts takes place by means of the drive itself or by means of a synchronization device, such as a synchronizer ring, on the shifting elements.
In a preferred embodiment, a first gear set with a first gear ratio is provided on the first countershaft, a second and fourth gear set with a second and fourth gear ratio is provided on the first transmission input shaft, and a third gear set with a third gear ratio is provided on the second countershaft. Four gears can then be provided for the first drive and two gears with a first and a third gear set can be provided for the second drive. Generally, an internal combustion engine having four gears can be efficiently operated over a wide speed range, and an electric motor having two gears can be efficiently operated over a wide speed range. In this respect, the transmission can advantageously be operated efficiently together with the first drive as an internal combustion engine and the second drive as an electric machine.
It is particularly preferred that the first gear ratio is greater than the second gear ratio, that the second gear ratio is greater than the third gear ratio and that the third gear ratio is greater than the fourth gear ratio. The transmission ratio is thus distributed over the gear set such that the first drive as an internal combustion engine and the second drive as an electric motor can be operated particularly efficiently. The first gear with the first gear set is used for both drives for individual starting and for the lower speed range. The first drive is then provided with the second, third and fourth gears with the respective gear sets for the higher speed range, while the second drive is provided with the intermediate gear set of the other three gear sets of the transmission for the second electrically powered gear. Since the second drive as an electric machine can be operated in a single gear ratio over a large speed range, i.e. over a large rotational speed range, the gear stages with the first and third gear sets are sufficient for its operation. Thus, an efficient, compact and highly variable transmission is achieved.
In a further embodiment, the first transmission input shaft can be drivingly and detachably connected to a first drive of the motor vehicle via a first clutch. A clutch is a switching element by which two shafts can be connected to each other. The first drive can thus be completely decoupled from the transmission. In one variant of this embodiment, the first clutch is designed to be form-locking. Form-locking clutches are simpler in construction, but require synchronization. In a second variant, the first clutch is designed to be force-locking. The motor vehicle can be started by means of the first drive without being driven by the second drive, for example when the second drive is an electric motor and cannot be supplied with energy due to the discharge of the battery, by means of the force-locking clutch. The second drive can be activated in a simple manner by the second drive being an electric motor, i.e. by closing one of the gears assigned to it when the drive and the output are stationary and subsequently activating the second drive.
By means of the non-positive, i.e. load-shiftable, first clutch, the first drive can also be started by means of the second drive with a freewheel, if the first and third or the second and fourth shifting elements are engaged at the same time. Such a non-positive clutch also offers protection against stalling of the first drive and overload protection for other transmission components when the first clutch is engaged.
Preferably, at least one gear train is formed by a fixed gear which is connected in a rotationally fixed manner to the transmission input shaft, the countershaft or the countershaft and a loose gear which is rotatably mounted on the countershaft, the transmission input shaft or the countershaft and which can be drivingly and detachably connected to the shaft supporting the loose gear by means of a suitable shifting element. A loose wheel is understood to mean a gear wheel which is rotatably mounted on the shaft and is preferably connected to the shaft in a rotationally fixed and detachable manner via a shift element, while a fixed wheel is a gear wheel which is connected to the shaft in a permanently rotationally fixed manner.
Furthermore, the first gear set is preferably formed by a first fixed gearwheel connected in a rotationally fixed manner to the first intermediate shaft and a second fixed gearwheel connected in a rotationally fixed manner to the countershaft, and the third gear set is preferably formed by a third fixed gearwheel connected in a rotationally fixed manner to the second intermediate shaft and a fourth fixed gearwheel connected in a rotationally fixed manner to the countershaft. In this case, the loose wheels with shifting elements can be dispensed with, since when the first, second, third and/or fourth shifting element is closed, which connects the first or second transmission input shaft to one of the countershafts, respectively, the drive power is always to be transmitted via the first or third gear set. Without a loose wheel with a further shift element, the construction of the transmission is more compact.
The second gear set is preferably formed by a fifth fixed gearwheel arranged on the first transmission input shaft and a first loose gearwheel arranged on the countershaft, while the fourth gear set is preferably formed by a sixth fixed gearwheel arranged on the first transmission input shaft and a second loose gearwheel arranged on the countershaft. The first loose wheel can be connected in a rotationally fixed manner to the countershaft by the fifth shifting element, while the second loose wheel can be connected in a rotationally fixed manner to the countershaft by the sixth shifting element.
In another embodiment, two countershafts are provided and a fixed gearwheel supported on the first transmission input shaft meshes with two loose gearwheels supported on different countershafts to form two gearwheel groups. In this respect, the fixed wheel is used dually and another corresponding fixed wheel can be dispensed with. The transmission can then be constructed particularly compactly.
Furthermore, at least one pair of shifting elements is preferably combined to form a double shifting element. A double shift element is understood to mean that a first rotatable transmission element, in particular a shaft, can be connected (on the one hand) to a first further rotatable transmission element or (on the other hand) to a second further rotatable transmission element. In the neutral position, the first rotatable transmission element is not connected to the further rotatable transmission element. Thus, instead of using two separate switching elements, both switching options can be combined in one switching element with only one actuator, which significantly simplifies the structure. Furthermore, the double switching element is also smaller than the two individual switching elements. Preferably, the first and second, third and fourth and/or fifth and sixth shifting elements are each combined to form a double shifting element.
In a particularly preferred embodiment, the first transmission input shaft is designed for a drive-active connection to a third drive of the motor vehicle. For example, the third drive means acts on the sixth fixed gearwheel of the fourth gear set. The third drive means is preferably an electric motor.
The third drive means may be used for starting of the first drive means or for flywheel starting. The first transmission input shaft can also be synchronized for the shifting operation of the shift element or the first clutch by means of the third drive. This is particularly advantageous with the third drive if the third drive is an electric motor and the first drive is an internal combustion engine, since the electric motor is more suitable for synchronization than the internal combustion engine.
Furthermore, the third drive device may be driven by the first drive device, the third drive device then operating as a generator and generating electrical energy to drive the second drive device. In this so-called series operation, only the second drive is connected to the output via the first or third gear set. Alternatively, the energy generated by the third drive during this operation can be used in whole or in part to charge the energy store.
Furthermore, the third drive can also be used for driving the motor vehicle, as can the first and second drives. The third drive unit can drive the motor vehicle alone or together with the first and/or second drive unit in hybrid operation. The gear available to the third drive is the same as the gear available to the first drive.
In a further embodiment, a shifting element for connecting the first transmission input shaft to a countershaft is arranged on the first transmission input shaft between two gear sets. The transmission can thus be constructed more compact in the axial direction. The first countershaft then passes through a gear of the gear set on the first transmission input shaft.
Preferably, at least one shifting element is arranged on the countershaft. In particular, when the shifting elements are assigned to the transmission input shaft and the countershaft, an arrangement can be achieved in which the transmission can be designed particularly compact in the axial direction.
A second aspect of the invention relates to a drive train for a motor vehicle, having the transmission described above and having a first drive for driving a first transmission input shaft and a second drive for driving a second transmission input shaft. Such a drive train with a transmission according to the invention is compact and provides a high degree of variability of the shift positions for a plurality of, in particular different types of, drives. All the gears available for the respective drive can be freely combined and coupled (coupled) to one another.
The drive train preferably has a third drive for driving the first transmission input shaft. It is particularly preferred that the first drive is an internal combustion engine and the second and/or third drive is an electric motor. The advantages mentioned above can be used particularly well with such a drive.
A third aspect of the invention relates to a motor vehicle having a powertrain as described above.
Drawings
The present invention is described below with reference to the attached drawings showing different embodiments of the invention, and identical or similar elements have the same reference numerals. The attached drawings are as follows:
fig. 1 shows a drive train according to the invention with a transmission according to the invention in a first embodiment;
fig. 2 shows a schematic diagram of a powertrain according to the invention according to fig. 1;
fig. 3 shows a shift diagram for a shift position driven by the first drive in the transmission according to fig. 1;
fig. 4 shows a shift diagram for a shift position driven by the second drive in the transmission according to fig. 1;
fig. 5 shows a shifting diagram for a shift position driven by the third drive in the transmission according to fig. 1;
FIG. 6 shows a powertrain according to the present invention having a transmission according to the present invention in a second embodiment;
FIG. 7 shows a powertrain according to the present invention having a transmission according to the present invention in a third embodiment; and
fig. 8 shows a motor vehicle according to the invention.
Detailed Description
Fig. 1 shows a drive train according to the invention with a transmission 100 according to a first embodiment. The transmission 100 is configured with a first transmission input shaft 4.1, a second transmission input shaft 4.2 and a first countershaft 6.1 and a second countershaft 6.2. The first transmission input shaft 4.1 is in this case designed as a solid shaft, while all other shafts are designed as hollow shafts and are arranged coaxially around the first transmission input shaft 4.1. The first drive 19 can be connected to the first transmission input shaft 4.1 by means of the first clutch K1 and the second drive 20 acts on the second transmission input shaft 4.2. Furthermore, the third drive 21 also acts on the first transmission input shaft 4.1. The first drive 19 is designed as an internal combustion engine, while the second drive 20 and the third drive 21 are each an electric motor.
A first fixed gearwheel 10.1 is arranged on the first countershaft 6.1, which meshes with a second fixed gearwheel 10.2 on the countershaft 11 to form a first gear set 5.1. A third fixed gearwheel 10.3 is arranged on the second countershaft 6.2, which meshes with a fourth fixed gearwheel 10.4 on the countershaft 11 to form a third gear set 5.3.
The first transmission input shaft 4.1 can be drivingly and detachably connected to the first countershaft 6.1 by a first interlocking shifting element a and to the second countershaft 6.2 by a second interlocking shifting element B. If the first or second shifting element a, B is engaged, the drive power applied to the first transmission input shaft 4.1 acts on the output via the respective countershaft 6.1, 6.2 and the gear set 5.1, 5.3 arranged thereon.
The second transmission input shaft 4.2 can be drivingly and detachably connected to the first countershaft 6.1 by a third interlocking shifting element C and to the second countershaft 6.2 by a fourth interlocking shifting element D. If the third or fourth shifting element C, D is engaged, the drive power applied to the second transmission input shaft 4.2 acts on the output via the respective countershaft 6.1, 6.2 and the gear set 5.1, 5.3 arranged thereon.
A fifth fixed gear 10.5 and a sixth fixed gear 10.6 are arranged on the first transmission input shaft 4.1 in a rotationally fixed manner. The fifth fixed gearwheel 10.5 meshes with the first loose gearwheel 12.1 on the countershaft 11 to form a second gearwheel group 5.2. The first loose wheel 12.1 can be drivingly and detachably connected to the countershaft 11 via the fifth shifting element E. The sixth fixed gearwheel 10.6 meshes with the second loose gearwheel 12.2 on the countershaft 11 to form a fourth gearwheel group 5.4. The second loose wheel 12.2 can be drivingly and detachably connected to the countershaft 11 via the sixth shifting element F. The sixth fixed gear 10.6, in addition to engaging the fourth gear set 5.4, also serves as an input element of the third drive 21. For this purpose, the third drive 21 drives a gear 18, which meshes with the sixth fixed gear 10.6.
A seventh fixed gearwheel 10.7 is formed on the second transmission input shaft 4.2, which meshes with a gearwheel 17 driven by the second drive 20, so that the drive power of the second drive 20 is transmitted to the second transmission input shaft 4.2 via the gear stage formed in this way.
The countershaft 11 is drivingly connected to the output via an eighth fixed gearwheel 10.8, which meshes with an output gearwheel 14. The output wheel 14 acts on a differential 15, which itself acts on an output shaft 16, which output shaft 16 can be connected, for example, to the wheels of a motor vehicle. The countershaft 11 also has a locking element P in the form of a gear wheel connected in a rotationally fixed manner with the countershaft 11. For example, a not shown element fixed to the housing can engage the locking element P to lock the secondary shaft 11 and thus prevent the vehicle from moving.
The fifth shifting element E and the sixth shifting element F are currently designed as double shifting elements with only one actuator. By means of the double switching element, the first loose wheel 12.1 or the second loose wheel 12.2 can be connected in a driving manner and detachably to the countershaft 11 or neither can be connected in a driving manner and detachably to the countershaft 11. Furthermore (but not shown), the shift elements a, B, C, D, E, F can form further or additional pairs and be designed as double shift elements. Preferably, the first shifting element a and the second shifting element B are combined to form a double shifting element. Furthermore, the third shifting element C and the fourth shifting element D are preferably combined to form a further double shifting element. As can be seen from the following description, in the preferred shift positions, only one shift element a, B, C, D, E, F, which forms the proposed double shift element, is always closed at the same time, so that in the embodiment with double shift elements all shift positions can be shifted.
The third drive 21 is used on the first transmission input shaft 4.1 for driving, in particular for hybrid driving of a motor vehicle. The third drive 21 is also used for series operation, in which it operates as a generator and is driven by the first drive 19 when the first clutch K1 is closed. The generated energy is then used to operate the second drive 20 and/or to charge an energy store. In this series operation, therefore, only the second drive 20 is connected to the output. Furthermore, the third drive 21 can be used to start the first drive 19, in particular by means of a flywheel.
Fig. 2 shows a schematic representation of a transmission 100 having the elements described above. The gear sets 5.1, 5.2, 5.3, 5.4 and a gear set formed by the eighth fixed gear 10.8 and the output gear 14 respectively realize the gear ratios i1, i2, i3, i4, i5. The gear ratios i1, i2, i3, i4, i5 result from the ratios between the diameters or tooth counts of the gears forming the gear sets 5.1, 5.2, 5.3, 5.4, 10.8, 14. Preferably, the first gear ratio i1 of the first gear set 5.1 is greater than the second gear ratio i2 of the second gear set 5.2, the second gear ratio i2 of the second gear set 5.2 is greater than the third gear ratio i3 of the third gear set 5.3 and the third gear ratio i3 of the third gear set 5.3 is greater than the fourth gear ratio i4 of the fourth gear set 5.4. As can be seen from fig. 1, the gear diameter ratios in the gear sets 5.1, 5.2, 5.3, 5.4 are selected accordingly.
Fig. 3 shows a schematic overview of the internal combustion engine forward gears V1, V2, V3, V4 which can be shifted with the transmission 100 shown in fig. 1 and 2 in order to be driven by the first drive 19 alone or in a hybrid operation with the second and/or third drive 20, 21. In this case, the respective shift element or the respective clutch is closed when marked with an "X" and is open when not marked or is in principle independent of the gear.
In the first forward engine gear V1, the first clutch K1 is engaged and the first shifting element a is engaged. The drive power of the first drive 19 is then transmitted via the first clutch K1, the first transmission input shaft 4.1, the first shift element a, the first countershaft 6.1, the first gear set 5.1 and the countershaft 11 to the output.
In the second forward engine gear V2, the first clutch K1 is engaged and the fifth shifting element E is engaged. The drive power of the first drive 19 is then transmitted via the first clutch K1, the first transmission input shaft 4.1, the second gear set 5.2, the fifth shifting element E and the countershaft 11 to the output.
In the third forward engine gear V3, the first clutch K1 is engaged and the second shifting element B is engaged. The drive power of the first drive 19 is then transmitted via the first clutch K1, the first transmission input shaft 4.1, the second shifting element B, the second countershaft 6.2, the third gear set 5.3 and the countershaft 11 to the output.
In the fourth forward engine gear V4, the first clutch K1 is engaged and the sixth shifting element F is engaged. The drive power of the first drive 19 is then transmitted via the first clutch K1, the first transmission input shaft 4.1, the fourth gear set 5.4, the sixth shifting element F and the countershaft 11 to the output.
In all the forward engine gears V1, V2, V3, V4, the third drive 21 can be added to the first drive 19 to introduce drive power into the transmission 100 at the first transmission input shaft 4.1, so that the drive powers of the first and third drive 19, 21 are added in a hybrid mode.
In all the engine forward gears V1, V2, V3, V4, the second drive 20 can also introduce additional drive power into the transmission 100 at the second transmission input shaft 4.2. For this purpose, the third shifting element C or the fourth shifting element D is additionally engaged in all the engine forward gears V1, V2, V3, V4 for the combined operation of the first and second drive 19, 20, so that the drive power of the second drive 20 can be transmitted via the first gear set 5.1 or the third gear set 5.3. Depending on the engaged forward gear V1, V2, V3, V4 of the internal combustion engine, the drive powers of the first and second drive 19, 20 are added to one intermediate shaft 6.1, 6.2 or to the countershaft 11. For hybrid operation, the gear positions for the respective drives 19, 20 can be freely selected by the invention, so that each drive 19, 20 can be operated in the gear position that is optimal for it at any time, regardless of which gear position the respective other drive 19, 20 is operated in.
In order to avoid a load drop at the output during a gear change between the internal combustion engine forward gears V1, V2, V3, V4, the load can be supported by the second drive 20 and by the first or third gear set 5.1, 5.3.
Fig. 4 shows a schematic overview of the electric forward gears E1.1, E1.2, which can be shifted by the transmission 100 shown in fig. 1 and 2 in order to be driven by the second drive 20.
In the first electric forward gear E1.1, the first clutch K1 is open and the third shifting element C is closed. The drive power of the second drive 20 is then transmitted via the second transmission input shaft 4.2, the third shifting element C, the first countershaft 6.1, the first gear set 5.1 and the countershaft 11 to the output.
In the second electric forward gear E1.2, the first clutch K1 is open and the fourth shifting element D is closed. The drive power of the second drive 20 is then transmitted via the second transmission input shaft 4.2, the fourth shifting element D, the second countershaft 6.2, the third gear set 5.3 and the countershaft 11 to the output.
In both electric forward gears E1.1, E1.2, the first drive 19 and/or the third drive 21 can be operated in any gear with the first clutch K1 closed. Depending on the gear, the drive power of the second drive 20 and the first or third drive 19, 21 is added to one of the countershafts 6.1, 6.2 or to the countershaft 11.
In order to avoid a load drop at the output during a shift between the electrical forward gears E1.1, E1.2, the load can be supported by the first and/or third drive 19, 21.
Fig. 5 shows a schematic overview of further electric forward gears E2.1, E2.2, E2.3, E2.4, which can be shifted by the transmission 100 shown in fig. 1 and 2 in order to be driven by the third drive 21. Since the third drive 21 acts on the first transmission input shaft 4.1 in the same way as the first drive 19, the electric forward gears E2.1, E2.2, E2.3, E2.4 correspond to the internal combustion engine forward gears V1, V2, V3, V4. And thus will not be described in detail.
In order to avoid a load drop at the output during the shift between the electric forward gears E2.1, E2.2, E2.3, E2.4, the load can be supported by the second drive 20.
As can be seen from fig. 1 to 5, with the transmission according to the invention, the gear positions for the respective drive can be selected independently of one another for the first drive 19 and the second drive 20. For this purpose, each transmission input shaft 4.1, 4.2 can be coupled individually via a respective shift element a, B, C, D to an intermediate shaft 6.1, 6.2, on which a first and a third gear set 5.1, 5.3 are arranged, by means of which in particular the gears of the second drive 20 are formed. The first and second drive means 19, 20 can thus be coupled to each other at will.
In one embodiment, all shifting operations are synchronized by synchronizing devices on the shifting elements a, B, C, D, E, F. In a further preferred embodiment, the drives 19, 20, 21, in particular the second and third drives 20, 21 as electric motors, are used to synchronize shafts involved in the shifting operation.
Other embodiments of the transmission according to the present invention are explained below. The features already described are not explained repeatedly here and differences from the previous embodiments are mainly explained. Like reference numerals relate to like features and are not described in detail.
Fig. 6 shows a drive train according to the invention with a transmission 200 according to a second embodiment. In contrast to the transmission 100 of the first specific embodiment, in the transmission 200 of the second specific embodiment the first shift element a is arranged on the first transmission input shaft 4.1 between the fifth fixed gearwheel 10.5 and the sixth fixed gearwheel 10.6. This makes the transmission 200 more compact in the axial direction, for which purpose the first countershaft 6.1 needs to pass through the fifth fixed gearwheel 10.5.
Fig. 7 shows a drive train according to the invention with a third embodiment of a transmission 300. In contrast to the transmission 100 of the first embodiment, in the transmission 300 of the third embodiment the first clutch K1 is designed as a friction clutch. In this embodiment, the first clutch K1 can be switched under load and can therefore be used as a starting clutch for a gear which is operated exclusively by the first drive 19, without the second drive 20 and/or the third drive 21 having to be used. Furthermore, the first clutch K1, which is a friction clutch, can also be used to start the first drive 19 by means of a flywheel start by means of the second drive 20 or the third drive 21. Furthermore, the friction clutch provides protection against stalling of the first drive 19 and overload protection for all components of the drive train when the first clutch K1 is engaged.
Fig. 8 shows a motor vehicle 400 with a drive train according to the invention. The drive train comprises a transmission 100, 200, 300 and a first drive 19, a second drive 20 and a third drive 21, which act on the transmission 100, 200, 300, respectively. Furthermore, motor vehicle 400 comprises an energy store 30, via which second drive 20 and/or third drive 21 are supplied with energy or which is charged by second drive 20 and/or third drive during its operation as a generator. The energy storage 30 is preferably a rechargeable battery.
List of reference numerals
4.1 First transmission input shaft
4.2 Second transmission input shaft
5.1 First gear set
5.2 Second gear set
5.3 Third gear set
5.4 Fourth gear set
6.1 First intermediate shaft
6.2 Second intermediate shaft
10.1 First fixed wheel
10.2 Second fixed wheel
10.3 Third fixed wheel
10.4 Fourth fixed wheel
10.5 Fifth fixed wheel
10.6 Sixth fixed wheel
10.7 Seventh fixed wheel
10.8 Eighth fixed wheel
11. Auxiliary shaft
12.1 First floating wheel
12.2 Second floating wheel
14. Output wheel
15. Differential gear
16. Output shaft
17. Gear wheel
18. Gear wheel
19. First driving device
20. Second driving device
21. Third driving device
30. Energy storage
100. Speed variator
200. Speed variator
300. Speed variator
400. Motor vehicle
A first switching element
B a second switching element
C a third switching element
D fourth switching element
E fifth switching element
Fsixth switching element
i1 First gear ratio
i2 Second gear ratio
i3 Third gear ratio
i4 Fourth gear ratio
i5 Fifth gear ratio
K1 First clutch
P-lock element
V1 first internal combustion engine forward gear
V2 second internal combustion engine forward gear
V3 third internal combustion engine forward gear
V4 fourth internal combustion engine forward gear
E1.1 First electric forward gear
E1.2 Second electric forward gear
E2.1 First electric forward gear
E2.2 Second electric forward gear
E2.3 Third electric forward gear
E2.4 Fourth electric forward gear

Claims (15)

1. A transmission (100, 200, 300) for a motor vehicle (400), comprising:
a first transmission input shaft (4.1) having at least one gear set (5.2, 5.4) for forming a gear;
a second transmission input shaft (4.2);
a first countershaft (6.1) and a second countershaft (6.2) each having at least one gear set (5.1, 5.3) for forming a gear;
at least one auxiliary shaft (11) which is in driving connection with the output;
a plurality of shift elements (A, B, C, D, E, F), when a shift element (A, B, C, D, E, F) is closed, a respective transmission input shaft (4.1, 4.2) is drivingly connected to the countershaft (11) via a gear set (5.1, 5.2, 5.3, 5.4) assigned to the shift element (A, B, C, D, E, F),
each gear set (5.1, 5.2, 5.3, 5.4) has a gear wheel mounted on the respective transmission input shaft (4.1, 4.2) or intermediate shaft (6.1, 6.2), which is in each case in mesh with a gear wheel mounted on the countershaft (11), and
the first transmission input shaft (4.1) is designed to be drivingly connected to a first drive (19) of a motor vehicle (400) and the second transmission input shaft (4.2) is designed to be drivingly connected to a second drive (20) of the motor vehicle (400), and
the first transmission input shaft (4.1) can be connected in a driving manner and detachably to the first countershaft (6.1) via a first shifting element (A) and can be connected in a driving manner and detachably to the second countershaft (6.2) via a second shifting element (B), and
the second transmission input shaft (4.2) can be drivingly and detachably connected to the first countershaft (6.1) via a third shifting element (C) and can be drivingly and detachably connected to the second countershaft (6.2) via a fourth shifting element (D).
2. The transmission (100, 200, 300) according to claim 1, characterized in that a first gear set (5.1) with a first gear ratio (i 1) is provided on the first countershaft (6.1), a second and a fourth gear set (5.2, 5.4) with a second and a fourth gear ratio (i 2, i 4) are provided on the first transmission input shaft (4.1), and a third gear set (5.3) with a third gear ratio (i 3) is provided on the second countershaft (6.2).
3. The transmission (100, 200, 300) according to claim 2, characterized in that the first gear ratio (i 1) is greater than the second gear ratio (i 2), the second gear ratio (i 2) is greater than the third gear ratio (i 3) and the third gear ratio (i 3) is greater than the fourth gear ratio (i 4).
4. Transmission (100, 200, 300) according to one of the preceding claims, characterized in that the first transmission input shaft (4.1) can be drivingly and detachably connected with a first drive (19) of a motor vehicle (400) by means of a first clutch (K1).
5. Transmission (100, 200, 300) according to claim 4, characterized in that the first clutch (K1) is configured to be force-or form-locking.
6. Transmission (100, 200, 300) according to one of the claims 2 to 5, characterized in that the first gear set (5.1) is formed by a first fixed gear (10.1) which is connected rotationally fixed to the first countershaft (6.1) and a second fixed gear (10.5) which is connected rotationally fixed to the countershaft (11), and in that the third gear set (5.3) is formed by a third fixed gear (10.3) which is connected rotationally fixed to the second countershaft (6.2) and a fourth fixed gear (10.6) which is connected rotationally fixed to the countershaft (11).
7. Transmission (100, 200, 300) according to any of the preceding claims, characterized in that two layshafts (11) are provided and that one fixed gearwheel (10.5, 10.6) supported on a first transmission input shaft (4.1) meshes with two loose gearwheels (12.1, 12.2) supported on different layshafts (11) to form two gearwheel groups (5.2, 5.4).
8. The transmission (100, 200, 300) according to any one of the preceding claims, characterized in that at least one pair of shift elements (a, B, C, D, E, F) is combined to one double shift element.
9. The transmission (100, 200, 300) according to any one of the preceding claims, characterised in that the first transmission input shaft (4.1) is configured for driving connection with a third drive (21) of a motor vehicle (400).
10. The transmission (100, 200, 300) according to one of the preceding claims, characterized in that a shifting element (A, B) for connecting the first transmission input shaft (4.1) to an intermediate shaft (6.1, 6.2) is arranged on the first transmission input shaft (4.1) between two gear sets (5.2, 5.4).
11. The transmission (100, 200, 300) according to any of the preceding claims, characterized in that at least one shifting element (a, B, C, D, E, F) is provided on the countershaft (11).
12. A powertrain for a motor vehicle (400), comprising a transmission (100, 200, 300) according to any of the preceding claims and comprising a first drive arrangement (19) for driving a first transmission input shaft (4.1) and a second drive arrangement (20) for driving a second transmission input shaft (4.2).
13. Powertrain according to claim 12, having a third drive means (21) for driving the first transmission input shaft (4.1).
14. Powertrain according to one of claims 12 or 13, characterized in that the first drive (19) is an internal combustion engine and the second and/or third drive (20, 21) is an electric machine.
15. A motor vehicle (400) having a powertrain according to any of claims 12-14.
CN202210170456.7A 2021-06-11 2022-02-24 Transmission and drive train for a motor vehicle Pending CN115465079A (en)

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EP2450597A1 (en) 2010-11-09 2012-05-09 Technische Universität Darmstadt Invention relating to electric drive
DE102011005561A1 (en) 2011-03-15 2012-09-20 Zf Friedrichshafen Ag Manual transmission of a hybrid drive for a motor vehicle
DE102016221097A1 (en) 2016-10-26 2018-04-26 Avl List Gmbh Torque transmission device for hybrid drives
DE102019202944B4 (en) 2019-03-05 2023-11-02 Zf Friedrichshafen Ag Hybrid transmission device and motor vehicle

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