DE102014214147A1 - Hybrid drive transmission of a motor vehicle - Google Patents

Abstract

The invention relates to a hybrid drive transmission of a motor vehicle, with a gearbox (1) designed in countershaft design, which has an input shaft (3), an output shaft (5) arranged coaxially and axially adjacent thereto, and an axis-parallel to these shafts (3, 5) Countershaft (4), as well as with a planetary design and coaxial with the input shaft of the gearbox arranged superposition gearing (2). The manual transmission (1) is designed such that the input shaft (3) via a respective fixed gear (11, 13, 16) and a loose wheel (12, 14, 15) comprising switchable spur gears (Z1-Z3) selectively with the countershaft ( 4) can be brought into drive connection, and that the countershaft via a two fixed wheels (17, 18) comprehensive output constant (KA) is in drive connection with the output shaft (5). The superposition gearing (2) is connected in terms of drive technology in such a manner that the first input element (6) can be connected in a rotationally fixed manner to the input shaft of the gearbox via a first coupling switching element (E) and can be locked in a housing-fixed manner via a detent switching element (G), that the second input element (7) a second coupling switching element (F) rotatably connected to the input shaft of the gearbox is connectable, that any two transmission elements (6, 7, 8) of the superposition gear via a bridging switching element (H) are rotatably connected to each other, and that the output member (8) via a two fixed wheels (19, 20) comprehensive input constant (KE) is in drive connection with the countershaft of the gearbox.

Description

The invention relates to a hybrid drive transmission of a motor vehicle, running with a countershaft design gearbox, which has an input shaft, a coaxially and axially adjacent to this input shaft output shaft, and an axially parallel to these two shafts countershaft, and running with a planetary design and coaxial The input shaft of the gearbox arranged superposition gear, which has a connected to the drive shaft of an internal combustion engine or connectable first input element, connected to the rotor of an electric machine or in drive connection second input element, and having a transmission element of the gearbox connected output element.

It is known that in a hybrid drive a superposition gear designed in planetary design can be used to superimpose the torques and rotational speeds of an internal combustion engine and an electric machine. Compared to other types of superposition gears, a planetary gear has the advantage of compact dimensions and balanced bearing forces of the transmission elements.

From the DE 199 34 696 A1 is a corresponding, known as electrodynamic drive system (EDA) combination of a superposition gear and an electric machine known, which is arranged between the drive shaft of an internal combustion engine and the input shaft of a running countershaft design gearbox and allows a wear-free starting. In a first embodiment of this hybrid drive according to the local there 1 the superposition gear is designed as a simple planetary gear with a sun gear, a planet carrier carrying a plurality of planetary gears and a ring gear. The ring gear of the planetary gear is rotatably connected to the drive shaft of the internal combustion engine and forms the first input element of the superposition gear. The sun gear of the planetary gear is rotatably connected to the rotor of the electric machine and forms the second input element of the superposition gear. The planet carrier of the planetary gear is rotatably connected to the input shaft of the gearbox and forms the output element of the superposition gear. With this gear arrangement, the wear-free starting takes place in that at substantially constant speed of the engine, the electric machine is initially controlled in generator mode with increasing drag torque until reaching the rotor standstill and then accelerated in the engine operation with the reverse direction until reaching the synchronous running of the transmission elements of the planetary gear. With the achievement of synchronous running in the planetary gear arranged between the sun and the planet carrier lock-up clutch is closed, so that the planetary gear in the course of a combustion driving or hybrid driving in the block rotates.

In the DE 10 2010 030 567 A1 a hybrid drive is described in which a run in countershaft design manual transmission, which is combined for driving connection of an electric machine with a planetary gear superposition gear, having two input shafts and an output shaft. The manual transmission is specifically designed for use in a hybrid drive and thus can not be readily modified for use in a conventional powertrain or derived from a conventional manual transmission.

According to a first embodiment of the hybrid drive of DE 10 2010 030 567 A1 after the local 1 the two input shafts are arranged coaxially and axially adjacent to each other and rotatably connected to each other via a coupling switching element. The first input shaft can be connected to the drive shaft of the internal combustion engine via a separating clutch formed as a friction clutch and can be brought into drive connection via a shiftable spur gear with the output shaft arranged axially parallel to the input shafts. The superposition gear designed as a simple planetary gear is arranged coaxially and axially adjacent to the second input shaft. The ring gear of the planetary gear is rotatably connected to the second input shaft of the gearbox, which is rotatably connected via the coupling switching element with the first input shaft and can be brought via a switchable spur gear with the output shaft in drive connection. The ring gear of the planetary gear thus forms the first input element of the superposition gear. The sun gear of the planetary gear is rotatably connected to the rotor of the electric machine and therefore forms the second input element of the superposition gear. The planet carrier of the planetary gear is rotatably connected via a bridging switching element with the second input shaft of the gearbox and connectable via a further switchable spur gear with the output shaft in drive connection. The planet carrier of the planetary gear therefore forms the output element of the superposition gear.

This known hybrid drive has in addition to the possibility of wear-free starting three gears for the combustion driving and two gears for the electric driving on. As well there is the possibility for stand charge of an electrical energy storage device by means of the internal combustion engine and an engine start of the internal combustion engine by means of the electric machine. As disadvantages of this hybrid drive, the small number of available in the combustion driving gears and the low due to the drag losses of the spur gear transmission efficiency in electric driving can be mentioned.

From the DE 10 2006 059 591 A1 and the US 2011/0111910 A1 Hybrid drives are each known with a manual transmission and a planetary gear superposition gear, in which the transmission has two coaxial superposed input shafts and a coaxially and axially adjacent to the central first input shaft arranged output shaft. The superposition gear is in each case arranged coaxially over the first input shaft. In both cases, the transmission corresponds in its structural design a dual-clutch transmission, in which instead of the usual between the hollow second input shaft and the drive shaft of the internal combustion engine second separating clutch, the superposition gear is arranged. The relevant gearbox can therefore be derived with little change from a dual-clutch transmission or converted to this.

In a first embodiment of the hybrid drive of DE 10 2006 059 591 A1 according to the local 1 the ring gear of the planetary gear is non-rotatably connected to the first input shaft of the gearbox, the input side via a friction clutch designed as a separating clutch with the drive shaft of the engine is connected and via a two gears comprehensive input constant is in driving connection with a first countershaft of the gearbox. The first countershaft can be selectively brought into drive connection via a first group of switchable spur gear stages with the output shaft of the gearbox. The ring gear of the planetary gear thus forms the first input element of the superposition gear. The sun gear of the planetary gear is rotatably connected to the rotor of the electric machine and forms the second input element of the superposition gear. The planet carrier of the planetary gear is non-rotatably connected to the second input shaft of the gearbox designed as a hollow shaft, which is in drive connection via a two-gear input constant with a second countershaft of the gearbox. The second countershaft is selectively engageable with the output shaft of the gearbox via a second group of switchable spur gears in drive connection. The planet carrier of the planetary gear therefore forms the output element of the superposition gear.

In a first embodiment of the hybrid drive of US 2011/0111910 A1 according to the local 1 is the planetary carrier of the planetary gear rotatably connected to the first input shaft of the gearbox, the input side via a clutch designed as a separating clutch with the drive shaft of the engine connectable and selectively via a first group of switchable spur gear selectively with two countershafts in drive connection can be brought. The two countershafts are in each case via a two gearwheels comprehensive output constant with the output shaft in drive connection. The planet carrier of the planetary gear thus forms the first input element of the superposition gear. The sun gear of the planetary gear is rotatably connected to the rotor of the electric machine and forms the second input element of the superposition gear. The ring gear of the planetary gear is non-rotatably connected to the formed as a hollow shaft second input shaft of the gearbox, which is selectively engageable via a second group of switchable spur gears with the two countershafts in drive connection. The ring gear of the planetary gear thus forms the output element of the superposition gear.

In addition to the wear-free starting, which takes place via the superposition gear and an engaged gear of the respective second group of switchable spur gears, the two aforementioned hybrid drives also enable the synchronization of the clutches of the gearbox by means of the electric machine and the implementation of load circuits in the transmission, with a load transfer by the electric machine takes place in an engaged gear of the respective second group of switchable spur gears.

Against this background, the invention has for its object to propose a one of an input shaft and a countershaft having and thus much simpler mounted gearbox and designed in a planetary construction superimposed gearbox hybrid drive transmission, which in addition to a wear-free starting function and several powershift gears for the Verbrennungsfahrbetrieb also at least has two gear ratios for electric driving.

This object is achieved by a hybrid drive transmission with the features of claim 1. Advantageous developments are mentioned in the subclaims.

The invention accordingly relates to a hybrid drive transmission of a motor vehicle, with a gearbox designed in countershaft design, which has an input shaft, a coaxial and axial arranged adjacent to this input shaft output shaft, and arranged parallel to these two shafts countershaft, and arranged with a planetary design and arranged coaxially over the input shaft of the gearbox superposition gear, which is connected to the drive shaft of an internal combustion engine or connectable first input element, one with the Rotor of an electric machine connected or in drive connection standing second input element, and having an output element connected to a transmission element of the gearbox.

Thus, the hybrid drive transmission despite the relatively simple construction of the gearbox next to a wear-free start-up and multiple powershift gears for combustion driving also has at least two grades for the electric drive, is provided in this hybrid drive transmission that the input shaft of the gearbox over several each a fixed gear and a loose wheel comprehensive switchable spur gears selectively with the countershaft in drive connection can be brought, that the countershaft via a two fixed wheels comprehensive output constant is in drive connection with the output shaft, that the first input element of the superposition gear via a first coupling switching element rotatably connected to the input shaft of the gearbox is connectable, that the first input element the superimposed transmission via a locking switching element fixed to the housing is locked, that the second input element of the superposition gearing ü About a second coupling switching element rotatably connected to the input shaft of the gearbox is connectable, that any two transmission elements of the superposition gear via a bridging switching element rotatably connected to each other, and that the output element of the superposition gear via a two fixed gears comprehensive input constant with the countershaft of the gearbox is in driving connection.

By closing or engaging the first coupling switching element, the drive shaft of the internal combustion engine can be rotatably connected to the first input element of the superposition gear, which is required for the wear-free starting function (EDA operation). By means of the Arretierungsschaltelements and the bridging switching element, the superposition gear for electric driving as a two-stage gearbox is available. By closing or engagement of the second coupling switching element, the drive shaft of the internal combustion engine can be rotatably connected to the second input element of the superposition gear, whereby the two provided for the electric driving gear ratios can be used in powerless switched electric machine for pure combustion driving. Due to the drive connection of the output element of the superimposed gear with the countershaft of the gearbox via the input constant, this is the wear-free start (EDA operation) and in the electric driving, as previously stated, in conjunction with the output constant of the gearbox as a downstream translation stage.

The number of available for the combustion driving gears thus corresponds to the number of switchable spur gears of the gearbox plus a direct gear, which is switchable by the direct connection of the input shaft with the output shaft of the gearbox, plus the two switchable via the superposition gear ratios. Since the wear-free start-up (EDA mode) and in hybrid driving with the shift gears via the shift gear ratios, the torques of the engine and the electric machine are transmitted together via the input constant, it must be correspondingly larger dimensions. On the other hand, only the torque of the internal combustion engine is transmitted via the switchable spur gear stages of the manual transmission, so that they can be dimensioned smaller.

The over the spur gears and the direct shift element switchable gears of the gearbox are power shiftable, since the drive load during the switching operations with open first coupling switching element and closed locking or bridging switching element can be taken respectively by the electric machine. In the electric driving mode, the internal combustion engine can be switched to the transition to the hybrid driving or the combustion driving operation with the exception of each other via the superposition gear shiftable gear in each usable in the combustion mode gear.

By the second coupling switching element, the drive shaft of the internal combustion engine and the rotor of the electric machine are either directly rotatably connected to each other or can be brought into drive connection, whereby in the open or disengaged state of the other switching elements of the internal combustion engine can be started with the operated in this case as a motor electric machine. In addition, during standstill of the vehicle then operated as a generator and driven by the engine electric machine, the stand charge of an electrical energy storage can be performed.

The translation of the input constants is preferably smaller than the translation of the switchable spur gear of the gearbox with the highest translation. As a result, the starting operation can advantageously be terminated prematurely by shortening the engine operation of the electric machine, if synchronous operation is achieved on the clutch of the shiftable spur gear with the highest ratio and this is then engaged.

The superposition gearing is preferably designed as a simple planetary gear with a sun gear, a planet carrier carrying a plurality of planetary gears and a ring gear whose sun gear form the first input element of the superposition gearing whose ring gear forms the second input element of the superposition gearing and whose planet carrier constitutes the output element of the superposition gearing. Alternatively, other versions of planetary gears, such as a double pinion planetary gear (plus gear), as well as other drive technology integration are possible, which are not in any case advantageous over the aforementioned training and arrangement.

The switching elements of the gearbox and the two coupling switching elements are preferably designed as unsynchronized jaw clutches, since the switching elements of the gearbox can be synchronized by means of the internal combustion engine and the two coupling switching elements by means of the electric machine. Compared with friction-synchronized jaw clutches and friction clutches, such as multi-plate clutches, unsynchronized jaw clutches are simpler in construction, less expensive to produce, more robust in operation and more durable.

For space-saving arrangement and easy accessibility, the two coupling switching elements are preferably arranged axially adjacent to the drive side between the engine and the planetary gear, as well as structurally combined in a double switching element.

Regardless of its design, the locking switching element is preferably arranged on the output side of the superimposed gearbox between the input constant and the superimposition gearbox next coming spur gear of the gearbox for the same reasons.

The locking switching element and the bridging switching element can also be designed as unsynchronized jaw clutches, since these two switching elements can be synchronized by means of the electric machine. The disadvantage of this, however, is that the switchable via the superposition gear ratios in the electric driving and combustion driving then are not power shiftable. The traction or thrust interruptions occurring as a result, however, can be attenuated by the fact that the respective switching operation is carried out in a torque-weak operating phase.

In an embodiment of the superposition gearing as a simple planetary gear and its drive technology integration in the aforementioned type, the lock-up switching element is preferably arranged between the sun gear and the planetary carrier of the superposition gearing and spatially axially between the input constants and the superposition gearing next coming spur gear of the gearbox, and with summarized the Arretierungsschaltelement in a double switching element. In this arrangement, the switching elements, the placement of a common Schaltaktuators and the supply of electrical, hydraulic or pneumatic energy to this shift actuator on the radially away from the countershaft side of the transmission are relatively easy.

In the formation of the Arretierungsschaltelements and the lock-up switching element as unsynchronized switching elements, the state ratio of the planetary gear and the ratios of the input constants and the switchable spur gears of the gearbox are preferably coordinated such that the switchable via the superposition gearing and the input gear ratios for the Verbrennungsfahrbetrieb the second gear and the form fourth gear. As a result, in the hybrid drive mode, the internal combustion engine can assume the drive load in the third gear lying between them during the changeover between the two gearshifts that can be shifted via the superposition gearing, so that the switchover takes place without an interruption of traction.

However, the Arretierungsschaltelement and the lock-up switching element can also be designed as a friction clutches, such as fluid-actuated multi-plate clutches, whereby at least Zughochschaltungen and Zugrückschaltungen can be performed as load circuits in the electric driving.

In this case, the bridging switching element can be arranged between the sun gear and the ring gear of the planetary gear and spatially axially on the drive side of the planetary gear between the electric machine and the planetary gear drive, whereby a space-saving and easily accessible for energy supply arrangement is given.

Alternatively, the lock-up switching element with the same characteristics may also drive technology between the planet carrier and the ring gear of the planetary gear and spatially axially on the output side of the planetary gear between the planetary gear and the input constants can be arranged.

In the formation of the locking and bridging switching element as friction clutches, the state ratio of the planetary gear and the ratios of the input constants and the switchable spur gears of the gearbox are preferably coordinated such that the switchable via the superposition gearing and the input gear ratios for the combustion driving the second gear and the third Forming a gait. Due to the design limited translation in the first gear for the electric driving a greater spread of the gears of the gearbox is thus possible. In electric driving and in the combustion driving the gear changes between the two via the superposition gearshift gears or gears without interruption of traction with a slip operation of the Arretierungsschaltelements and the lock-up switching element. The gear changes in the combustion driving mode and in the hybrid driving mode in one gear, as well as the gear changes between two of the other gears, can also be carried out as load circuits in conjunction with a temporary load transfer by the electric machine in a gear stage of the superposition gear.

The input shaft of the gearbox can either be connected directly to the drive shaft of the internal combustion engine or can be connected to the drive shaft of the internal combustion engine via a separating clutch designed as a friction clutch.

When there is a disconnect coupling there is the possibility of a conventional startup with a slip operation of the disconnect clutch, which can be used, for example, when the electric machine or its control has failed. Also, the internal combustion engine can then be started during the electric driving after inserting a gear of the gearbox with a pulse start by closing the clutch. For this purpose, preferably the highest gear is engaged in the gearbox, since the branched off for the starting torque and the resulting torque drop in the drive train are then minimal. In addition, if necessary, the internal combustion engine can be decoupled from the input shaft of the gearbox, and the other switchable spur gear, or via these switchable gears and the direct gear of the gearbox can then be used in conjunction with the closing of the coupling switching element and the lock-up switching element in addition to the electric driving become.

To further illustrate the invention, the description is accompanied by a drawing with several embodiments. In this shows

1 a preferred embodiment of a trained according to the invention hybrid drive transmission with a four-stage manual transmission in a schematic representation,

1a an operating and switching diagram of the hybrid drive transmission according to 1 in the form of a table,

2 a development of the hybrid drive transmission according to 1 in a schematic representation,

2a an operating and switching diagram of the hybrid drive transmission according to 2 in the form of a table, and

3 a development of the hybrid drive transmission according to 2 in a schematic representation.

This in 1 shown hybrid drive transmission has a running in countershaft design four-step manual transmission 1 and a planetary gear superposition gear 2 on.

The manual transmission 1 has an input shaft 3 , a coaxially and axially adjacent to this arranged output shaft 5 , and an axis parallel to these two waves 3 . 5 arranged countershaft 4 on. The input shaft 3 is drive-side rotation with the drive shaft 9 an internal combustion engine VM connected. Gearbox internal is the input shaft 3 via three switchable spur gears Z1, Z2, Z3, whose translations decrease with increasing atomic number, selectively with the countershaft 4 can be brought into drive connection. The first spur gear Z1 and the second spur Z2 are within the gearbox 1 axially adjacent to each other on the drive side and each consist of a rotationally fixed on the input shaft 3 arranged fixed wheel 11 . 13 and one rotatable on the countershaft 4 mounted and via an associated clutch A, B against rotation with this connectable idler gear 12 . 14 , The third spur Z3 is within the gearbox 1 on the output side axially between the second spur gear Z2 and a two fixed wheels 17 . 18 comprehensive output constant KA arranged, via which the countershaft 4 with the output shaft 5 is in drive connection. The third spur gear Z3 consists of a rotatable on the input shaft 3 mounted and an associated clutch C rotatably with this connectable idler gear 15 and a rotationally fixed on the countershaft 4 arranged fixed wheel 16 , About another, effective as a direct switching element switching element D are the input shaft 3 and the output shaft 5 directly rotatably connected to each other.

All switching elements A, B, C, D of the gearbox 1 are designed here as unsynchronized jaw clutches. The switching elements A, B of the first spur gear Z1 and the second spur gear Z2 are combined in a first double switching element S1. The switching element C of the third spur gear Z3 and the direct switching element D are combined in a second double switching element S2.

The superposition gearbox 2 is formed as a simple planetary gear PG with a sun gear S, a planetary carrier P supporting planetary carrier T and a ring gear R. The sun gear S forms the first input element 6 of the superposition gearbox 2 and is rotatably connected to the input shaft via a first coupling element E 3 of the gearbox 1 connectable. The ring gear R of the planetary gear PG forms the second input element 7 of the superposition gearbox 2 and is rotatably connected to the input shaft via a second coupling switching element F. 3 of the gearbox 1 connectable. The ring gear R of the planetary gear PG is in this case directly against rotation with the rotor 10 an electric machine EM connected.

Alternatively, there is also a drive connection between the rotor 10 the electric machine EM and the second input element 7 of the superposition gearbox 2 possible via a reduction stage.

The planet carrier T of the planetary gear PG forms the output element 8th of the superposition gearbox 2 and is coaxial with the input shaft 3 of the gearbox 1 arranged hollow shaft section 21 as well as a two fixed wheels 19 . 20 comprehensive input constant KE with the countershaft 4 of the gearbox 1 in drive connection.

The first input element formed by the sun gear S of the planetary gear PG 6 of the superposition gearbox 2 is fixed to the housing by a Arretierungsschaltelement G and fixed by a bridging switching element H rotatably connected to the planet carrier T of the planetary gear PG. The two coupling switching elements E and F, the Arretierungsschaltelement G and the bridging switching element H are also formed as unsynchronized jaw clutches. The two coupling switching elements E, F are arranged axially adjacent between the engine VM and the electric machine EM and summarized in a double switching element SK structurally. The locking switching element G and the bridging switching element H are axially adjacent between the input constant KE and the first spur Z1 of the gearbox 1 arranged and also summarized structurally in a double switching element SE.

The operation of the hybrid drive transmission according to 1 is explained below in connection with the associated operating and switching scheme, which in the table of 1a is specified. The first column of the table indicates the various operating modes of the hybrid engine comprising the internal combustion engine VM, the electric machine EM and the hybrid drive transmission. Herein is the wear-free starting (EDA operation) with the superposition of the torques and speeds of the engine VM and the electric machine EM in the superposition gear 2 termed approach. The electric vehicle operation, in which the relevant motor vehicle is driven only by the electric machine EM, is referred to in the table with the term e-driving. The combustion driving mode in which the motor vehicle is driven only by the engine VM is indicated in the table by the term V-driving. The hybrid driving mode in which the motor vehicle is commonly driven by the engine VM and the electric machine EM is indicated in the table by the term V + E driving.

The second column of the table uses the gears G1, G2, G3, G4, G5, G6 of the gearbox used in the combustion and hybrid driving modes 1 and the superposition gearbox 2 indicated by the selective engagement of the switching elements A, B, C, D of the gearbox 1 and the second coupling switching element F, the Arretierungsschaltelementes G and the bridging switching element H are inserted. The respective switching state of these switching elements A, B, C, D, F, G, H is indicated in the following four columns and in the eighth to tenth column of the table, wherein the indented state is marked in each case with a cross. In the seventh column of the table, the switching state of the first coupling switching element E is indicated, wherein the engaged state of this clutch E is also marked in each case with a cross. In the third last column of the table, the two used in electric driving and in hybrid driving gear ratios E1, E2 are indicated, which are engaged by the selective engagement of the Arretierungsschaltelementes G and the lock-up switching element H.

In the penultimate column of the table, the ratios i of the two gears E1, E2 in the electric driving, ie between the rotor 10 the electric machine EM and the output shaft 5 of the gearbox 1 , and the gears G1, G2, G3, G4, G5, G6 in the combustion mode, ie between the drive shaft 9 the internal combustion engine VM and the output shaft 5 of the gearbox 1 , stated. In the last column of the table the 1a finally, the gear jumps phi between the two gear stages E1, E2 and the gears G1, G2, G3, G4, G5, G6 are indicated. The ratios i and the gear jumps phi are based on the exemplary assumed values for the stationary ratio i _{0 of} the planetary gear PG, the ratio i _{KE of} the input constant KE, the translations i _Z1 , i _Z2 , i _{Z3 of} the switchable spur gears Z1, Z2, Z3 of the gearbox 1 , and the ratio i _KA the output constant KA of the gearbox 1 determined in the row below the table of 1a are indicated.

When wear-free starting (EDA operation), only the first coupling element E is engaged, causing the drive shaft 9 of the internal combustion engine VM to the first input element 6 of the superposition gearbox 2 effective sun gear S of the planetary gear PG is coupled. When starting the electric machine EM is controlled at a substantially constant speed of the engine VM initially in generator mode with increasing drag torque until reaching the rotor standstill and then accelerated in the engine operation in the reverse direction until the clutch A of the first spur gear Z1 synchronism is achieved and this clutch A. is indented. As a result, a longer engine operation of the electric machine EM until reaching the synchronous operation within the superposition gearing 2 avoided. The resulting from the superposition of the torques and speeds of the engine VM and the electric motor EM torque and the resulting rotational speed of which are the output element 8th of the superposition gearbox 2 forming planet carrier T of the superposition gearing 2 via the input constant KE, the countershaft 4 and the output constant KA in the output shaft 5 of the gearbox 1 transferred, translated accordingly in the slow.

In the electric driving mode in which the subject motor vehicle is driven only by the electric machine EM, only the lock switching element G or the lock-up switching element H is engaged. The superposition gearbox 2 is then effective as a two-stage manual transmission. When engaged first gear stage E1, the locking switching element G is engaged, causing the sun gear S of the superposition gear 2 is locked in the housing. This results in the translation i _PG between the ring gear R of the superposition gear 2 , which rotatably with the rotor 10 the electric machine EM is connected, and the planet carrier T of the superposition gear 2 according to the formula i _PG = 1 - 1 / i ₀ . The total ratio i _{E1 of} the first gear E1 is calculated from i _E1 = (1 - 1 / i ₀ ) · i _KE · i _KA .

When engaged second gear stage E2, the lock-up switching element H is engaged, whereby the sun gear S is rotatably connected to the planet carrier T, and the planetary gear PG rotates blocked in itself. This results in the ratio i _PG between the ring gear R of the planetary gear PG and the planet carrier T of the planetary gear PG to one (i _PG = 1). The total ratio i _{E2 of} the second gear E2 therefore results according to the formula i _E2 = i _KE · i _KA . Due to the formation of the Arretierungsschaltelementes G and the bridging switching element H as unsynchronized jaw clutches are the gear changes between the two gear stages E1, E2 of the lock-up gear 2 but not as load circuits feasible. The traction or thrust interruptions that occur as a result, however, can be attenuated by the fact that the switching operations are each performed in a torque-weak operating phase.

In the combustion driving mode in which the motor vehicle is driven only by the internal combustion engine VM, in each case only one of the switching elements A, B, C, D of the gearbox 1 , or the second coupling switching element F and the locking switching element G or the bridging switching element H is engaged. When engaged first gear G1, the switching element A of the first spur gear Z1 is engaged, so that the power flow from the drive shaft 9 of the internal combustion engine VM via the input shaft 3 , the first spur gear Z1, the countershaft 4 , and the output constant KA in the output shaft 5 of the gearbox 1 he follows. The translation of the manual transmission 1 Accordingly, in the first gear G1, according to the formula i, _G1 = i _Z1 · i _KA .

When engaged second gear G2, the second coupling switching element F and the Arretierungsschaltelement G are engaged, so that the power flow from the drive shaft 9 of the internal combustion engine VM via the input shaft 3 , the ring gear R and the planet carrier T of the planetary gear PG, the input constant KE, the countershaft 4 , and the output constant KA in the output shaft 5 of the gearbox 1 he follows. The translation of the manual transmission 1 in the second gear G2 is thus identical to the first gear E1 of the electric driving according to the formula i _G2 = (1 - 1 / i ₀ ) · i _KE · i _KA .

When engaged third gear G3, the switching element B of the second spur gear Z2 is engaged. The translation of the manual transmission 1 in the third gear G3, _G3 = i _Z2 · i _KA is given correspondingly according to the formula i.

When engaged fourth gear G4, the second coupling switching element F and the lock-up switching element H are engaged, so that the power flow from the drive shaft 9 of the internal combustion engine VM via the input shaft 3 , the ring gear R and the planet carrier T of the planetary gear PG, the input constant KE, the countershaft 4 , and the output constant KA in the output shaft 5 of the gearbox 1 he follows. The translation of the manual transmission 1 in the fourth gear G4 thus identical to the second gear E1 of the electric driving according to the formula i _G4 = i _KE · i _KA .

When engaged fifth gear G5, the switching element C of the third spur gear Z3 is engaged. The translation of the manual transmission 1 Accordingly, in the fifth gear G5, according to the formula i _G5 = i _Z3 · i _KA .

The sixth gear G6 is designed here as a direct gear with the ratio one (i _G6 = 1) and is engaged by the engagement of the direct switching element D. In this case, the power flow runs from the drive shaft 9 of the internal combustion engine VM via the input shaft 3 directly into the output shaft 5 of the gearbox 1 , The gear changes between the gears G1, G2, G3, G4, G5, G6 of the gearbox 1 and the superposition gearbox 2 are feasible as load circuits, as with engaged gear stage E1 or E2 of the superposition gear 2 the drive load during the switching operations can be taken over by the electric machine EM.

In hybrid driving, in the table of 1a The term V + E driving, in which the motor vehicle is jointly driven by the combustion engine VM and the electric machine EM, is in each case one of the shifting elements A, B, C, D of the gearbox 1 as well as the locking switching element G or the bridging switching element H, partially also the second coupling switching element F is engaged. In the present case is the rotor 10 the electric machine EM at the lowest three gears G1, G2, G3, which are shared by the internal combustion engine VM and the electric machine EM, by means of a closed Arretierungsschaltelements G and the input constant KE drive technology to the countershaft 4 of the gearbox 1 coupled. From the fourth gear G4 to the sixth gear G6, which are also shared by the engine VM and the electric machine EM, the rotor is used 10 the electric machine EM by means of a closed bridging switching element H and the input constant KE to the countershaft 4 of the gearbox 1 coupled. Since the on the second spur gear Z2 of the gearbox 1 switchable third gear G3 with its translation i _G3 between the over the superposition gearbox 2 switchable gear stages E1, E2 or gears G2, G4, the internal combustion engine VM can take over the drive load in this gear during the switching between the two gear stages E1, E2 of the electric motor EM, so that the switchover takes place without interruption of traction.

In the embodiment of the gearbox 1 according to the 1 . 2 and 3 is the reverse start only by means of a motor operation of the electric machine EM with the reverse direction of rotation in conjunction with an engaged gear stage E1, E2 of the superposition gearing 2 possible. In order to enable the reverse approach even in EDA operation, the manual transmission would have 1 additionally be provided with a switchable reversing stage.

In the 2 schematically illustrated development of the hybrid drive transmission differs from the hybrid drive transmission of 1 in that the locking switching element G 'and the bridging switching element H' are now designed as friction clutches, and that the input shaft 3 of the gearbox 1 now via a designed as a friction clutch separating clutch K to the drive shaft 9 the internal combustion engine VM is connectable.

The Arretierungsschaltelement G ', by means of which the first input element 6 of the superposition gearbox 2 effective sun gear S of the superposition gear 2 is firmly locked to the housing, as before, axially between the input constant KE and the first switchable spur gear Z1 of the gearbox 1 arranged. In contrast, the bridging switching element H 'is now driving technology between the sun gear S and the ring gear R of the superposition gear 2 as well as spatially axially driving side of the superposition gear 2 between the electric machine EM and the superposition gear 2 arranged.

By the formation of the Arretierungsschaltelementes G 'and the bridging switching element H' as friction clutches now train circuits and thrust circuits can be performed between these switchable gear stages E1, E2 as load circuits. Therefore, the stand ratio i _{0 of} the planetary gear PG and the translations i _KE , i _Z1 , i _Z2 , i _Z3 the input constant KE and the switchable spur gear Z1, Z2, Z3 of the gearbox 1 now so coordinated that the on the superposition gear 2 and the input constant KE switchable Gear stages E1, E2 for the combustion driving the second and third gear G2, G3 form. Due to the design-limited translation i _E1 in the first gear stage E1 for the electric driving a greater spread of the gears G1, G2, G3, G4, G5, G6 of the gearbox is thus possible. For this purpose also serves the interpretation of the fifth gear G5 as a direct gear (i = 1 _G5) and the sixth gear G6 as an overdrive gear _(G6 i <1).

In electric driving and in combustion driving, the gear changes between the two take place via the superposition gearbox 2 switchable gear stages E1, E2 and the gears G2, G3 without interruption of traction with a slip operation of the Arretierungsschaltelementes G 'and the lock-up switching element H'. The gear changes in the combustion driving and hybrid driving in one of the remaining gears G1, G4, G5, G6, one of the remaining gears G1, G4, G5, G6 and between two of the remaining gears G1, G4, G5, G6 can be used in conjunction with a Transient load transfer by the electric machine EM in a gear stage E1, E2 of the superposition gear 2 also be performed as load circuits.

Due to the existing separating clutch, it must be closed for wear-free starting and for the combustion driving operation as well as for hybrid driving in each case for coupling of the internal combustion engine VM. Compared to an immediate rotationally fixed connection of the input shaft 3 of the gearbox 1 with the drive shaft 9 of the internal combustion engine VM enables the separating clutch K in electric driving mode to start the internal combustion engine VM with a pulse start. For this purpose, in electric driving mode, first one of the switching elements A, B, C, D of the gearbox 1 engaged before the need for previously previously opened separating clutch K is closed relatively quickly. For this purpose, it is preferable to use the switching element with which the gear with the lowest gear ratio is engaged, in the present case the shifting element C for the sixth gear G6.

The associated operating and switching scheme of the hybrid drive transmission to 2 is in the order of a column for the switching state or operating state of the clutch K extended table of 2a specified.

An in 3 schematically illustrated development of the hybrid drive transmission according to 2 differs from this by a different arrangement of the bridging switching element H 'and by another embodiment of the first and second switchable spur gear Z1, Z3 of the gearbox 1 ,

The bridging switching element H ', which is also designed as a friction clutch, is now in terms of drive technology between the planetary carrier T and the ring gear R of the superimposed gearbox with the same function 2 as well as spatially axially on the output side of the superposition gear 2 between the superposition gear 2 and the input constant KE arranged. The first spur gear Z1 and the second spur gear Z2 now each consist of a rotatable on the input shaft 3 mounted and via an associated clutch A ', B' rotatably with this connectable idler gear 11 ' . 13 ' , and one rotatably on the countershaft 4 arranged fixed wheel 12 ' . 14 ' , The switching elements A ', B' of these two spur gears Z1, Z2 are structurally combined in a double switching element S1 '. As an associated operating and switching scheme, this can be found in the table of 2a given operating and switching scheme can be used, provided that for the relevant switching elements instead of the designations A, B, the designations A ', B' are used.

LIST OF REFERENCE NUMBERS

1

 manual transmission

2

 Superposition gear

3

 input shaft

4

 Countershaft

5

 output shaft

6

 First input element

7

 Second input element

8th

 output element

9

 Drive shaft of internal combustion engine VM

10

 Rotor of electric machine EM

11, 12 '

 Fixed gear of spur gear Z1

12, 11 '

 Idler gear of spur gear Z1

13, 14 '

 Fixed gear of spur gear Z2

14, 13 '

 Idler gear of spur gear Z2

15

 Idler gear of spur gear Z3

16

 Fixed gear of spur gear Z3

17

 Drive wheel, fixed wheel of output constant KA

18

 Output gear, fixed gear from output constant KA

19

 Drive wheel, fixed wheel of input constant KE

20

 Output gear, fixed gear from input constant KE

21

 Hollow shaft section

A, A '

 Switching element of spur gear Z1

B, B '

 Switching element of spur gear Z2

C

 Switching element of spur gear Z3

D

 Switching element, direct switching element

e

 First coupling switching element

E1, E2

 Gear steps for electric machine EM

EDA

 Electrodynamic drive system

EM

 electric machine

F

 Second coupling switching element

G, G '

 Arretierungsschaltelement

G1-G6

 courses

H, H '

 Bridging switching element

i

 gear ratio

i ₀

 Stand translation of planetary gear PG

i _E1

 Gear ratio E1

i _E2

 Translation of gears E2

i _G1

 Translation of Gang G1

i _G2

 Translation of Gang G2

i _G3

 Translation of Gang G3

i _G4

 Translation of Gang G4

i _G5

 Translation of gear G5

i _G6

 Translation of Gang G6

i _KA

 Translation of the initial constant KA

i _KE

 Translation of input constant KE

i _PG

 Translation of PG

i _Z1

 Translation of Z1

i _Z2

 Translation of Z2

i _Z3

 Translation of Z3

K

 Disconnect coupling, friction clutch

KA

 output constant

KE

 input constant

P

 planet

PG

 planetary gear

phi

 gear step

R

 ring gear

S

 sun

S1

 Contact set

S1 '

 Contact set

S2

 Contact set

SE

 Contact set

SK

 Contact set

T

 planet carrier

VM

 internal combustion engine

Z1

 First spur gear stage

Z2

 Second spur gear

Z3

 Third spur gear

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 19934696 A1 [0003]
• DE 102010030567 A1 [0004, 0005]
• DE 102006059591 A1 [0007, 0008]
• US 2011/0111910 A1 [0007, 0009]

Claims (15)

Hybrid drive transmission of a motor vehicle, with a gearbox designed in countershaft design ( 1 ), which has an input shaft ( 3 ), a coaxial and axially adjacent to this input shaft ( 3 ) arranged output shaft ( 5 ), and an axis-parallel to these two waves ( 3 . 5 ) arranged countershaft ( 4 ) and with a planetary design and coaxial over the input shaft (FIG. 3 ) of the gearbox ( 1 ) arranged superposition gear ( 2 ), which one with the drive shaft ( 9 ) of an internal combustion engine (VM) connected or connectable first input element ( 6 ), one with the rotor ( 10 ) an electric machine (EM) connected or in drive connection standing second input element ( 7 ), and one with a transmission element ( 13 ) of the gearbox ( 1 ) connected output element ( 8th ), characterized in that the input shaft ( 3 ) of the gearbox ( 1 ) over several each one fixed wheel ( 11 . 12 ' . 13 . 14 ' . 16 ) and a loose wheel ( 11 ' . 12 . 13 ' . 14 . 15 ) comprehensive switchable spur gears (Z1, Z2, Z3) selectively with the countershaft ( 4 ) can be brought into driving connection that the countershaft ( 4 ) via a two fixed wheels ( 17 . 18 ) comprehensive output constant (KA) with the output shaft ( 5 ) is in drive connection that the first input element ( 6 ) of the superposition gearing ( 2 ) via a first coupling switching element (E) rotationally fixed to the input shaft ( 3 ) of the gearbox ( 1 ) is connectable, that the first input element ( 6 ) of the superposition gearing ( 2 ) is fixed to the housing via a locking switching element (G, G ') that the second input element ( 7 ) of the superposition gearing ( 2 ) via a second coupling switching element (F) rotationally fixed to the input shaft ( 3 ) of the gearbox ( 1 ) is connectable, that any two transmission elements ( 6 . 7 . 8th ) of the superposition gearing ( 2 ) via a bridging switching element (H, H ') rotatably connected to each other, and that the output element ( 8th ) of the superposition gearing ( 2 ) via a two fixed wheels ( 19 . 20 ) comprehensive input constant (KE) with the countershaft ( 4 ) of the gearbox ( 1 ) is in drive connection. Hybrid drive transmission according to claim 1, characterized in that the ratio (i _KE ) of the input constants (KE) is smaller than the ratio (i _Z1 ) of the switchable spur gear stage ( Z1 ) of the gearbox ( 1 ) with the highest translation. Hybrid drive transmission according to claim 1 or 2, characterized in that the superposition gearing ( 2 ) is formed as a simple planetary gear (PG) with a sun gear (S), a planetary carrier (T) supporting planetary gears (T) and a ring gear (R) whose sun gear (S) the first input element ( 6 ) of the superposition gearing ( 2 ) whose ring gear (R) is the second input element ( 7 ) of the superposition gearing ( 2 ), and whose planet carrier (T) the output element ( 8th ) of the superposition gearing ( 2 ) form. Hybrid drive transmission according to one of claims 1 to 3, characterized in that the switching elements (A, A ', B, B', C, D) of the gearbox ( 1 ) and the two coupling switching elements (E, F) are designed as unsynchronized jaw clutches. Hybrid drive transmission according to claim 4, characterized in that the two coupling switching elements (E, F) axially adjacent the drive side between the internal combustion engine (VM) and the superposition gear ( 2 ) are arranged and combined in a double switching element (SK). Hybrid drive transmission according to one of claims 1 to 5, characterized in that the Arretierungsschaltelement (G, G ') axially on the output side of the superposition gear ( 2 ) between the input constant (KE) and the superposition gear ( 2 ) next coming spur gear (Z1) of the gearbox ( 1 ) is arranged. Hybrid drive transmission according to one of claims 1 to 6, characterized in that the Arretierungsschaltelement (G) and the bridging switching element (H) are designed as unsynchronized jaw clutches. Hybrid drive transmission according to claim 3 and 7, characterized in that the bridging switching element (H) drivingly between the sun gear (S) and the planet carrier (T) of the superposition gear ( 2 ) and spatially axially between the input constant (KE) and the superposition gear ( 2 ) next coming spur gear (Z1) of the gearbox ( 1 ) is arranged and combined with the Arretierungsschaltelement (G) in a double switching element (SE). Hybrid drive transmission according to claim 7 or 8, characterized in that the state ratio (i ₀ ) of the superposition gearing ( 2 ) and the translations (i _KE , i _Z1 , i _Z2 , i _Z3 ) of the input constants (KE) and the switchable spur gears (Z1, Z2, Z3) of the gearbox ( 1 ) are matched to one another in such a way that the signals transmitted via the superposition gearing ( 2 ) and the input constant (KE) switchable gear stages (E1, E2) for the combustion driving the second and fourth gear (G2, G4) form. Hybrid drive transmission according to one of claims 1 to 6, characterized in that the Arretierungsschaltelement (G ') and the lock-up switching element (H') are designed as friction clutches. Hybrid drive transmission according to claim 3 and 8, characterized in that the bridging switching element (H ') drivingly between the sun gear (S) and the ring gear (R) of the superposition gear ( 2 ) and spatially axially drive side of the superposition gear ( 2 ) between the electric machine (EM) and the superposition gear ( 2 ) is arranged. Hybrid drive transmission according to claim 3 and 8, characterized in that the lock-up switching element (H ') drivingly between the planet carrier (T) and the ring gear (R) of the superposition gear ( 2 ) and spatially axially on the output side of the superposition gear ( 2 ) between the superposition gearing ( 2 ) and the input constant (KE) is arranged. Hybrid drive transmission according to one of claims 10 to 12, characterized in that the state ratio (i ₀ ) of the superposition gearing ( 2 ) and the translations (i _KE , i _Z1 , i _Z2 , i _Z3 ) of the input constants (KE) and the switchable spur gears (Z1, Z2, Z3) of the gearbox ( 1 ) are matched to one another in such a way that the signals transmitted via the superposition gearing ( 2 ) and the input constant (KE) switchable gear stages (E1, E2) for the combustion driving the second and third gear (G2, G3) form. Hybrid drive transmission according to one of claims 1 to 13, characterized in that the input shaft ( 3 ) of the gearbox ( 1 ) directly against rotation with the drive shaft ( 9 ) of the internal combustion engine (VM) is connected. Hybrid drive transmission according to one of claims 1 to 13, characterized in that the input shaft ( 3 ) of the gearbox ( 1 ) via a separating clutch (K) designed as a friction clutch with the drive shaft ( 9 ) of the internal combustion engine (VM) is connectable.

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