DE102015203197B3 - Hybrid transmission for a vehicle and vehicle with the hybrid transmission - Google Patents

Abstract

Hybrid vehicles have both an electric motor and an internal combustion engine as traction motors. These two traction motors can be alternatively or jointly used in different operating states of the hybrid vehicle, in order to provide a drive torque for the hybrid vehicle. It is an object of the present invention to propose a hybrid transmission for a vehicle, which forms an alternative to the known transmission concepts. For this purpose, a hybrid transmission 1 for at least second traction motors 3, 4 with a first and second gear stage portion 13, 16 and a planetary gear portion (14) is proposed, which allows a variety of operating conditions.

Description

The invention relates to a novel hybrid transmission for a vehicle with a first input shaft for coupling a first traction motor, with a second input shaft for coupling a second traction motor, with an output shaft for coupling an output, with a first gear stage section, wherein the first gear stage section, a first input gear, a first idler gear and a first output gear, wherein the first input gear is non-rotatably mounted on the first input shaft, wherein the first output gear is arranged as a loose wheel on the output shaft, wherein the intermediate gear is in operative connection with the first input gear and with the first output gear, with a planetary gear portion, wherein the planetary gear portion comprises a sun gear, a planetary carrier, a plurality of planetary gears and a ring gear, wherein the planet gears are rotatably mounted on the planet carrier and with the sun gear and with the ring gear combing, wherein the sun gear is rotatably connected to the second input shaft, with a second gear stage portion, wherein the second gear stage portion has a second input gear and a second output gear, wherein the second input gear and the second output gear are in operative connection, wherein the second input gear rotatably with is connected to the planet carrier and the second output gear is arranged as idler gear on the output shaft, with a first coupling device for coupling of the first idler gear and the ring gear, with a second coupling device for coupling the second input shaft and the planet carrier, with a third coupling device for coupling the first output gear to the output shaft and with a fourth coupling device for coupling the second output gear to the output shaft and with a control device for controlling the coupling means. The invention further relates to a vehicle with this hybrid transmission.

Hybrid vehicles have both an electric motor and an internal combustion engine as traction motors. These two traction motors can be alternatively or jointly used in different operating states of the hybrid vehicle, in order to provide a drive torque for the hybrid vehicle.

For example, in the document DE 10 2013 210 012 A1 , which is arguably the closest prior art, has shown a powertrain for a hybrid vehicle. The powertrain has an input shaft for an electric motor, an input shaft for an internal combustion engine and an output shaft for coupling to a differential device, wherein the shafts can be brought into operative connection with each other via a plurality of gear stages, so that a plurality of operating states of the drive train is possible.

The DE 10 2011 089 708 A1 describes a hybrid drive of a motor vehicle with a planetary gear having a non-rotatably connected to an input shaft input element, an alternately fixed housing via gearshift elements lockable or otherwise connectable to the planetary gear intermediate element and an output element.

The DE 10 2013 214 950 A1 describes a torque superposition device for a hybrid drive, wherein on a planetary gear a positive and / or frictional coupling is arranged for alternatively selectable torque-fixed connection with a translation device.

It is an object of the present invention to propose a hybrid transmission for a vehicle, which forms an alternative to the known transmission concepts. This object is achieved by a hybrid transmission with the features of claim 1 and by a vehicle having the features of claim 10. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description and the accompanying drawings.

The subject of the invention is a hybrid transmission which is suitable and / or designed for a vehicle. The hybrid transmission forms part of the drive train of the vehicle and serves to direct a drive torque from exactly or at least one electric motor and / or from an internal combustion engine to an output and, if necessary, to translate, in particular to translate or set.

The vehicle is preferably designed as a passenger car, truck, bus, etc. The transmitted via the hybrid transmission drive torque is used to drive the vehicle, for example, in traffic. In particular, the vehicle can be accelerated by the transmitted via the hybrid transmission drive torque to a speed greater than 50 km / h.

The hybrid transmission has a first input shaft for coupling a first traction motor. Furthermore, the hybrid transmission has a second input shaft for coupling a second traction motor. One of the traction motors is designed as the electric motor, the other than the internal combustion engine. Preferably, the first traction motor is designed as the electric motor and the second traction motor as the internal combustion engine. Optionally, the two traction motors, in particular the electric motor and the internal combustion engine, form part of the hybrid transmission.

Furthermore, the hybrid transmission comprises an output shaft for coupling the output. Optionally, the output is formed by a differential device. The differential device may in particular be designed as a longitudinal differential device or as a transverse differential device.

Particularly preferably, the first input shaft, the second input shaft and the output shaft are arranged parallel to one another.

The hybrid transmission has a first gear stage portion which includes a first input gear, a first idler gear, and a first output gear.

Preferably, said wheels are formed as spur gears. The first input gear is non-rotatably arranged on the first input shaft. The first output gear is arranged as a loose wheel on the output shaft, which thus can rotate relative to the output shaft. The idler gear is in operative connection with the first input gear and with the first output gear. In particular, the intermediate gear meshes with the first input gear and the first output gear.

Another component of the hybrid transmission forms a planetary gear section, wherein the planetary gear section is particularly preferably formed as a Stirnradplanetengetriebeabschnitt. The planetary gear section includes a sun gear, a planetary carrier, a plurality of planetary gears and a ring gear. The planet gears are rotatably mounted on the planet carrier. It is envisaged that the axes of rotation of the planet gears are distributed on a common pitch circle about the axis of rotation of the planet carrier. The planetary gears mesh on the one hand with the sun gear and on the other hand with the ring gear. The sun gear is rotatably connected to the second input shaft.

Furthermore, the hybrid transmission has a second gear stage section, which comprises a second input gear and a second output gear. The second input gear and the second output gear are in operative connection with each other, in particular, these two wheels mesh directly with each other. The second input gear is rotatably connected to the planet carrier so that it rotates with the planet carrier. The second output gear is arranged as a loose wheel on the output shaft, so that it can rotate independently of the output shaft.

To control the hybrid transmission, this has a plurality of coupling devices. The coupling devices are configured to couple together two elements or components of the hybrid transmission. In particular, coupling means that these components can be set against rotation with each other and can be released from each other again. Thus, the coupling devices are used in particular for the detachable coupling of two components.

The hybrid transmission has a first coupling device, which is designed for coupling of the first intermediate gear and the ring gear. A second coupling device is designed for coupling the second input shaft and the planet carrier. A third coupling device is designed for coupling the first output gear to the output shaft. A fourth coupling device is designed for coupling the second output gear to the output shaft.

The hybrid transmission has a control device for controlling the coupling devices so that they can be opened and closed. The control device may be formed as a separate control device, but it is also possible that this is realized as a functional module of a central control of the vehicle.

• – mindestens ein neutraler Betriebszustand
• – mindestens ein elektrisch-verbrennungsmotorischer, und somit gemischter Betriebszustand
• • mindestens ein rein elektrischer Betriebszustand
• • mindestens ein rein verbrennungsmotorischer Betriebszustand
• • mindestens ein Zwischenzustand für ein zugkraftunterbrechungsfreies Schalten zwischen den Betriebszuständen
• • mindestens ein Anfahrbetriebszustand für ein rein elektromotorisches Anfahren
• – mindestens ein Anfahrbetriebszustand für ein verbrennungsmotorisches Anfahren

By the described architecture, it is possible that the hybrid transmission can take a variety of operating conditions, which are described below. Thus, the hybrid transmission is a total solution that can combine a variety of optional benefits depending on the operating conditions realized, such as:

• - at least one neutral operating condition
• - At least one electric-Verbrennungsmotorenmotorischer, and thus mixed operating condition
• • at least one purely electrical operating state
• • at least one pure combustion engine operating condition
• • at least one intermediate state for a traction-free switching between the operating states
• • at least one starting operating state for a purely electromotive starting
• - At least one start-up operating state for an internal combustion engine starting

The hybrid transmission is in particular designed to occupy at least one, some, any selection or all of the operating states in the following table. The position (Pos) designates the switching state of the respective operating state. The letters are assigned as follows: A first coupling device B second coupling device C third coupling device D fourth coupling device e fifth coupling device

The fifth coupling device is optional and will be explained later. If the fifth coupling device is present, it will be switched as shown in the table. If this does not happen, the corresponding column is omitted. "1" means that the respective coupling device is closed and a torque is transmitted via the coupling device or at least is transferable. "0" means that the coupling device is open and no torque can be transmitted. operating condition Pos A B C D e Neutral / generator 1 1 1 0 0 0 EM I 2 1/0 0 1 0 0 ECVT 3 1 0 0 1 0 Powershift 0 4 1 1 0 1 0 VKM I 5 0 1 0 1 0 EM I / VKM I 6 0 1 1 1 0 Powershift I 7 0 1 1 0 0 EM I / VKM II 8th 1 1 1 0 0

Position 1: Neutral operating state or generator operating state

In the operating condition according to item 1, a torque path between the first and the second input shaft is closed, so that the internal combustion engine can drive the electric motor as a generator. The advantage in this operating state is the possibility to use the electric motor as a generator.

Position 2: Operating state EM I

In this operating state, a torque path between the first input shaft and the output shaft is closed, whereas a torque path between the engine and the output shaft is opened. This operating state thus forms a starting operating state for a purely electromotive starting and / or a first purely electrical operating state, wherein the vehicle is driven exclusively electrically.

Position 3: Operating state eCVT

In this operating state, a torque path between the second input shaft and the output shaft is closed via the planetary gear section. Further, a torque path from the first input shaft to the planetary gear portion is closed. The planetary gear section acts on Starting as a transfer case, wherein the electric motor in response to its torque torque on the output in dependence of the torque of the engine applies and / or the internal combustion engine on the output torque depending on its torque and in dependence of the torque of the electric motor applies. Thus, this operating state forms a starting state for an internal combustion engine starting. In particular, an internal combustion engine starting without friction elements and / or other starting elements is possible. When starting, the electric motor is first operated or entrained in a rotational direction, so that an electric power is subtracted from the power of the internal combustion engine in the planetary gear section acting as a transfer case. Here, the electric motor is set in a generator mode. Thus, it is possible to first reduce the total torque applied to the output shaft or even set to 0 and then slowly increase to achieve an internal combustion engine starting. For example, with the electric machine, a braking torque can be applied by generator operation, in the opposite / negative direction of rotation. With increasing speed of the vehicle, the generator speed of the electric motor or the first input shaft is reduced. At the point of reversal of the direction of rotation of the first input shaft, a holding torque of the electric motor is applied. In the positive direction of rotation of the electric motor is used as a traction motor and the planetary gear section acts as a summation gear.

Position 4: Power Shift 0

In this operating state, the torque path between the first input shaft or the electric motor and the output shaft, as has been established in the operating position position 3, is maintained, so that a traction interruption-free indexing is possible. In addition, a torque path between the internal combustion engine and the output shaft is established, with this torque path running via the second coupling device B. If now switched from the operating state position 3 with the aim of the operating state position 5, the sun gear and the planet carrier are brought to the same speed by the speed between the first input shaft and the second input shaft or between the electric motor and the engine is adjusted so that the coupling device B can be closed.

Position 5: Operating status VKM I

This operating state is a purely internal combustion engine operating state, wherein the drive torque is generated exclusively by the internal combustion engine. The torque path between the electric motor or the first input shaft and the output shaft is opened by opening the coupling device A.

Position 6: EM I / VKM I

In this operating state, a torque path between the first input shaft and the output shaft is formed via the first gear stage portion, so that this operating condition forms an electric-engine-motor and thus mixed-state or hybrid-operation state.

Position 7: Power Shift I

In this operating state, the torque path between the second input shaft or the internal combustion engine and the output shaft is opened so that there is a purely electromotive operating state. At the same time, this operating state forms a traction-free transition state to the operating state position 8.

Position 8: EM I / VKM II

In this operating state, the drive input torque of the second input shaft is conducted via the planetary gear section to the first gear stage section and merged therewith with the input shaft drive torque so that both a torque path from the electric motor and the engine to the output shaft via the first gear step section , This operating state thus represents a mixed operating state or hybrid state.

In a preferred structural embodiment of the invention, the first coupling device comprises an intermediate shaft, wherein the first intermediate gear is arranged as a loose wheel on the intermediate shaft and the ring gear is rotatably connected to the intermediate shaft. The first coupling device is designed to couple the first intermediate gear to the intermediate shaft. Alternatively, it is possible that the first idler gear is disposed as a fixed gear on the intermediate shaft and the ring gear forms a idler gear with respect to the intermediate shaft, wherein the first coupling device is configured to couple the ring gear to the intermediate shaft. After this embodiment is technically complex, it is preferred that this is rotatably connected to the intermediate shaft, so that the bearing of the ring gear can take place via the intermediate shaft and is thereby simplified.

In a particularly preferred embodiment of the invention, at least one, some or all of the coupling devices is designed as a form-locking coupling and in particular as a dog clutch. In this way, frictionally engaged coupling devices are dispensed with so that a particularly low-friction operation is possible in the operating states. Due to the special architecture of the hybrid transmission, it is also possible - as already described - to provide operating states for starting, without having to resort to friction elements as starting elements.

In a preferred embodiment of the invention, the hybrid transmission has a freewheel device for the rotational direction-dependent decoupling of the internal combustion engine from the second input shaft. Generally and in this development, the internal combustion engine has a starter device, in particular a pinion starter or a belt starter.

In a particularly preferred development of the invention, the hybrid transmission has a third gear stage section, which comprises a third input gear and a third output gear. The third input gear is rotatably coupled to the ring gear, the third output gear is arranged as a loose wheel on the output shaft. The third input gear is in operative connection with the third output gear, particularly preferably these two wheels mesh directly with each other. Furthermore, the hybrid transmission has a fifth coupling device, which is designated in the table with E, which is designed to couple the third output gear to the output shaft. The fifth coupling device can also be designed as a form-locking coupling, in particular a dog clutch.

The comparatively small complement of the third gear stage section makes it possible to achieve up to three further operating states, wherein the hybrid transmission can implement one, some, any selection or all operating states. The operating conditions are shown with the same nomenclature as before in the following table: operating condition Pos A B C D e Powershift I 9 0 1 1 0 0 EM I / VKM III 10 0 1 1 0 1 Powershift II 11 0 1 0 0 1 EM II / VKM III 12 1 1 0 0 1

Position 9: Power Shift I

This operating state corresponds to the operating state in position 7, so reference is made to the description in this regard.

Position 10: EM I / VKM III

This operating state is a mixed operating state, wherein a torque path extends from the first input shaft via the first transmission section to the output shaft and, moreover, a torque path extends from the second input shaft via the planetary gear section and the third gear step section to the output shaft.

Position 11: Power Shift II

In this operating state, the torque path between the first input shaft and the output shaft is opened via the first transmission section, so that a purely internal combustion engine operating state is achieved.

Position 12: EM II / VKM III

In this operating state, the first input shaft is coupled to the output shaft via the planetary gear portion and the third gear stage portion. Thus, in this operating state, a mixed operating state or hybrid operating state is present again.

In a preferred development of the invention, the fourth and the fifth coupling device are jointly designed as an exchangeable coupling device, in particular a reciprocal coupling device, in particular a coaxially alternating switching device, wherein a central coupling element (exclusive) alternatively can close the fourth coupling device or the fifth coupling device. The interchangeable coupling device further reduces the number of components of the hybrid transmission. The actuation of the coupling devices can take place via a central electromechanical or hydraulic gear regulator.

Another object of the invention relates to a vehicle having an electric motor and an internal combustion engine and the hybrid transmission as described above. The electric motor is connected to the first input shaft, the internal combustion engine is in operative connection with the second input shaft. Another possible object of the invention relates to a method for switching the hybrid transmission and / or the vehicle, being changed from a first operating state in a second operating state.

Further features, advantages and effects of the invention will become apparent from the following description of a preferred embodiment of the invention and the accompanying figures. Showing:

1 - 12 different operating states of a hybrid transmission as an embodiment of the invention;

13 a schematic representation of the hybrid transmission of the preceding figures, wherein the individual components are provided with reference numerals.

The 13 shows a hybrid transmission 1 , which acts as part of a drivetrain of a vehicle 2 is trained. The vehicle 2 or the hybrid transmission 1 has traction motors an electric motor 3 as well as an internal combustion engine 4 on. About the hybrid transmission 1 may be a drive torque of the electric motor 3 and / or the internal combustion engine 4 to a downforce 5 be guided, with the output 5 in this example as a differential device 6 is formed and the driving torque, for example, to two driven wheels of an axle of the vehicle 2 distributed.

The electric motor 3 is with a first input shaft 7 operatively connected. In particular, a rotor of the electric motor 3 with the first input shaft 7 rotatably connected. The internal combustion engine 4 is via an optional freewheel device 8th with a second input shaft 9 connected in at least one direction of rotation such that a driving torque from the internal combustion engine 4 on the second input shaft 9 can be directed. The downforce 5 is over an output shaft 10 put in operative connection. This is indicated by the output shaft 10 a driven wheel 11 on which with a drive wheel 12 the downforce 5 or the differential device 6 combs.

The hybrid transmission 1 has a first gear stage section 13 on, which is a first input gear 13.1 , a first idler 13.2 and a first output wheel 13.3 includes. The first gear stage section 13 is formed as a spur gear stage section. The first input wheel 13.1 meshes with the first idler 13.2 , The first idler 13.2 combs with the first output wheel 13.3 , The first input wheel 13.1 is considered a fixed gear on the first input shaft 7 placed. The first output wheel 13.3 sits as a loose wheel on the output shaft 10 , The first idler 13.2 is designed as a loose wheel. Between the first input wheel 13.1 and the first idler 13.2 is a translation i4 provided. Between the first idler 13.2 and the first output wheel 13.3 there is a translation i1.

Furthermore, the hybrid transmission has 1 a planetary gear section 14 on which a sun wheel 14.1 , a planet carrier 14.2 - also called bridge - a plurality of planetary gears 14.3 and a ring gear 14.4 includes. The sun wheel 14.1 is non-rotatable with the second input shaft 9 connected. The planet wheels 14.3 sit with their axes of rotation spaced from the second input shaft 9 rotatable on the planet carrier 14.2 and comb with the sun wheel 14.1 , The ring gear 14.4 also meshes with the planetary gears 14.3 ,

Between the planetary gear section 14 and the first gear stage section 13 a first coupling device A is provided, which - considered functionally - a releasable coupling between the ring gear 14.4 and the first idler 13.2 allows. In this structural embodiment, the first coupling device A comprises an intermediate shaft 15 to which the first idler 13.2 is put on as a loose wheel. The first coupling device A allows a releasable, non-rotatable coupling between the intermediate shaft 15 and the first idler 13.2 , For example, the first coupling device A on a jaw clutch for a positive coupling of said components.

The hybrid transmission 1 has a second coupling device B, which functionally considered for releasable, rotationally fixed coupling between the second input shaft 9 and the planet carrier 14.2 is trained. The second coupling device B can also be designed as a dog clutch. Structurally, the planet carrier can 14.2 in a carrier section 14.5 and in a storage section 14.6 be divided, the storage section 14.6 a smaller outer diameter than the support portion 14.5 having. Thus, the planet carrier 14.2 graduated. The second coupling device B couples the second input shaft 9 with the storage section 14.6 ,

The hybrid transmission 1 has a second gear stage section 16 on which a second input gear 16.1 and a second output wheel 16.2 includes. The second input wheel 16.1 is non-rotatable with the planet carrier 14.2 connected and in particular to the storage section 14.6 placed. The second output wheel 16.2 is as a loose wheel on the output shaft 10 placed.

The hybrid transmission 1 has a third coupling device C, wherein the third coupling device C - is formed - seen functionally, the output shaft 10 detachable, non-rotatable with the first output gear 13.3 to pair. For example, the third coupling device C is formed as a dog clutch.

The hybrid transmission 1 also has a third gear stage section 17 on, wherein the third gear stage section 17 a third entrance wheel 17.1 and a third output wheel 17.2 having. The third input wheel 17.1 is non-rotatable with the ring gear 14.4 connected and formed as an external toothing to this. The third output wheel 17.2 is on the other hand as a loose wheel on the output shaft 10 educated.

The hybrid transmission 1 has a fourth coupling device D, wherein the fourth coupling device D - functionally - is formed, the output shaft 10 releasably non-rotatable with the second output gear 16.2 to couple or decouple. Furthermore, the hybrid transmission has 1 a fifth coupling device E on, which - functionally - is formed, the output shaft 10 releasably rotatable with the third output gear 17.2 to couple or decouple. In the illustration shown, the fourth coupling device D and the fifth coupling device E as an exchangeable coupling device, in particular a mutual coupling device, in particular a coaxially reciprocal switching device is formed, which has a common coupling element, which alternatively a coupling of the output shaft 10 with the second output wheel 16.2 or with the third output gear 17.2 can implement (either or). The fourth coupling device D and / or the fifth coupling device E can be designed as a dog clutch.

The second gear stage section 16 has the translation i3, the third gear stage section 17 has the translation i2. Preferably, the amounts of the translations i1, i2, i3, i4 are different.

Furthermore, the hybrid transmission has 1 a control device 18 which is designed to switch the coupling devices A, B, C, D, E and thus to set different operating states. In a small embodiment of the invention eliminates the fifth coupling device E and the third gear stage section 17 ,

About the controller 18 different operating states can be set, which have already been introduced in the previous tables and which with the 1 to 12 be explained. For clarity, were in the 1 to 12 However, the reference numerals of the individual components omitted, so that, if appropriate, the association between the components and the reference numerals on the 13 can be done.

In the 1 to 12 the switching states of the coupling devices A, B, C, D, E are each visualized by squares. A black-colored square here means that the respective coupling device is closed, a white square means that the respective coupling device is open.

In the 1 the torque path M runs from the internal combustion engine 4 or the second input shaft 9 , via the second coupling device B, the planetary gear section 14 , about the first gear stage section 13 , via the first coupling device A to the electric motor 3 or to the first input shaft 7 , In the 1 Thus, the position 1 is shown, wherein the torque path M of the internal combustion engine 4 , to the second input shaft 9 , via the second coupling device B, via the planet carrier 14.2 , over the ring gear 14.4 , via the first coupling device A, via the first intermediate wheel 13.2 , over the first input wheel 13.1 , over the first input shaft 7 to the electric motor 3 running.

In the 2 is the position 2, wherein a torque path M of the electric motor 3 or the first input shaft 7 over the first gear stage section 13 and the third coupling device C to the output shaft 10 is directed. The internal combustion engine 4 is on the other hand from the output shaft 10 decoupled. In the 3 with position 3, a torque path M from the second input shaft 9 over the planetary gear section 14 , the second gear stage section 16 to the output shaft 10 , In addition, the electric motor 3 or the first input shaft 7 over the first gear stage section 13 , the first coupling device A with the ring gear 14.4 of the planetary gear section 14 coupled, so the electric motor 3 can form a brake. The 4 with the position 4 shows a torque path M, starting from the electric motor 3 or the input shaft 7 , about the first gear stage section 13 , the first coupling device A, the planetary gear section 14 , the second gear stage section 16 to the output shaft 10 , Furthermore, a second torque path M is shown, which of the internal combustion engine 4 or the second input shaft 9 via the second coupling device B, the second gear stage section 16 to the output shaft 10 leads.

In the 5 the position 5 is shown, wherein the first torque path M in the 4 is deactivated by opening the first coupling device A. In addition, the second torque path M is the 4 / Position 4 closed. In the 6 is the 6th position of the hybrid transmission 1 represented, by activation of the third coupling device C, a torque path M between the electric motor 3 or the first input shaft 7 and the output shaft 10 is formed, which over the first gear stage section 13 runs. In addition, the second torque path M is the 4 / Position 4 closed. In the 7 with the position 7 is compared to the 6 the torque path M between the internal combustion engine 4 or the second input shaft 9 to the output shaft 10 disabled. In the 8th with the position 8, the torque path M of the position 7 runs. In addition, a torque path M between the internal combustion engine 4 and the first transmission section 13 educated. In the 9 with the position 9 is again the state according to the 7 / Position 7 taken. In the 10 is a torque path M from the internal combustion engine 4 or the second input shaft 9 via the second coupling device B, the planetary gear section 14 , the third gear stage section 17 to the output shaft 10 educated. Another torque path M is between the electric motor 3 , the first transmission section 13 and the output shaft 10 closed. In the 11 is the 11th position of the hybrid transmission 1 shown, wherein compared to the position 10 in the 10 the torque path M between the electric motor 3 or the first input shaft 7 and the output shaft 10 has been deactivated by deactivating the third coupling device C. In the 12 is a new torque path M between the electric motor 3 or the first input shaft 7 and the output shaft 10 formed, this on the first gear stage section 13 , the first coupling device A, the planetary gear section 14 and the third gear stage section 17 to the output shaft 10 running.

It should be underlined that by an upshifting and / or downshifting and / or switching the positions 1-12 at any time a torque of one of the traction motors, so the electric motor 3 or the internal combustion engine 4 , to the output shaft 10 is directed. Thus, with the architecture of the hybrid transmission shown a traction interruption-free operation can always be provided.

LIST OF REFERENCE NUMBERS

1

hybrid transmission

2

vehicle

3

electric motor

4

Internal combustion engine / internal combustion engine (VKM)

5

output

6

differential device

7

first input shaft

8th

Freewheel device

9

second input shaft

10

output shaft

11

output gear

12

drive wheel

13

first gear stage section

13.1

first input wheel

13.2

first idler

13.3

first output wheel

14

Planetary gear section

14.1

sun

14.2

planet carrier

14.3

planetary gears

14.4

ring gear

14.5

support section

14.6

bearing section

15

intermediate shaft

16

second gear stage section

16.1

second input wheel

16.2

second output wheel

17

third gear stage section

17.1

third input wheel

17.2

third output wheel

18

control device

A

first coupling device

B

second coupling device

C

third coupling device

D

fourth coupling device

e

fifth coupling device

M

moment path

i1, i2, i3 i4

translations

Claims (10)

Hybrid transmission ( 1 ) for a vehicle ( 2 ) with a first input shaft ( 7 ) for coupling a first traction motor ( 3 ), with a second input shaft ( 9 ) for coupling a second traction motor ( 4 ), with an output shaft ( 10 ) for coupling an output ( 5 ), with a first gear stage section ( 13 ), wherein the first gear stage section ( 13 ) a first input wheel ( 13.1 ), a first intermediate wheel ( 13.2 ) and a first output wheel ( 13.3 ), wherein the first input wheel ( 13.1 ) rotatably on the first input shaft ( 7 ), wherein the first output wheel ( 13.3 ) as a loose wheel on the output shaft ( 10 ), wherein the intermediate wheel ( 13.2 ) with the first input wheel ( 13.1 ) and with the first output wheel ( 13.3 ) is in operative connection with a planetary gear section ( 14 ), wherein the planetary gear section ( 14 ) a sun wheel ( 14.1 ), a planet carrier ( 14.2 ), a plurality of planetary gears ( 14.3 ) and a ring gear ( 14.4 ), wherein the planetary gears ( 14.3 ) on the planet carrier ( 14.2 ) are rotatably mounted and with the sun gear ( 14.1 ) and with the ring gear ( 14.4 ), with the sun gear ( 14.1 ) with the second input shaft ( 9 ) is rotatably connected, with a second gear stage section ( 16 ), wherein the second gear stage section ( 16 ) a second input wheel ( 16.1 ) and a second output wheel ( 16.2 ), wherein the second input gear ( 16.1 ) and the second output wheel ( 16.2 ) are in operative connection with each other, wherein the second input gear ( 16.1 ) rotatably with the planet carrier ( 14.2 ) and the second output wheel ( 16.2 ) as a loose wheel on the output shaft ( 10 ) is arranged, with a first coupling device (A) for coupling of the first intermediate wheel ( 13.2 ) and the ring gear ( 14.4 ), with a second coupling device (B) for coupling the second input shaft ( 9 ) and the planet carrier ( 14.2 ), with a third coupling device (C) for coupling the first output gear ( 13.3 ) with the output shaft ( 10 ) and with a fourth coupling device (D) for coupling the second Output wheel ( 16.2 ) with the output shaft ( 10 ) and with a control device ( 18 ) for controlling the coupling devices (A, B, C, D). Hybrid transmission ( 1 ) according to claim 1, characterized in that in an internal combustion engine starting operating state (Pos 3) the first and the fourth coupling means (A, D) is closed and the second and third coupling means (B, C) is opened. Hybrid transmission ( 1 ) according to claim 1 or 2, characterized in that this fifth coupling means (E) for coupling the output shaft ( 10 ) with the third output wheel ( 17.2 ) includes one or more of the following operating conditions: operating condition Pos A B C D e Neutral / generator 1 1 1 0 0 0 EM I 2 1/0 0 1 0 0 ECVT 3 1 0 0 1 0 Powershift 0 4 1 1 0 1 0 VKM I 5 0 1 0 1 0 EM I / VKM I 6 0 1 1 1 0 Powershift I 7 0 1 1 0 0 EM I / VKM II 8th 1 1 0 0 Hybrid transmission ( 1 ) according to one of the preceding claims, characterized in that the first coupling device (A) has an intermediate shaft ( 15 ), wherein the first intermediate wheel ( 13.2 ) as idler gear on the intermediate shaft ( 15 ) is arranged and the ring gear ( 14.4 ) with the intermediate shaft ( 15 ), wherein the first coupling device (A), the first intermediate ( 13.2 ) with the intermediate shaft ( 15 ) couples. Hybrid transmission ( 1 ) according to one of the preceding claims, characterized in that at least one, some or all coupling means (A, B, C, D) have a form-locking coupling, in particular a dog clutch. Hybrid transmission ( 1 ) according to one of the preceding claims, characterized by a freewheel device ( 8th ) for direction-dependent decoupling of the internal combustion engine ( 4 ) from the second input shaft ( 9 ). Hybrid transmission ( 1 ) according to one of the preceding claims, characterized by a third gear stage section ( 17 ), wherein the third gear stage section ( 17 ) a third input wheel ( 17.1 ) and a third output wheel ( 17.2 ), wherein the third input wheel ( 17.1 ) with the ring gear ( 14.4 ) rotatably coupled and the third output gear ( 17.2 ) as a loose wheel on the output shaft ( 10 ) and wherein the third input wheel ( 17.1 ) with the third output wheel ( 17.2 ) are in operative connection, and by a fifth coupling device (E) for coupling the third output gear ( 17.2 ) with the output shaft ( 10 ). Hybrid transmission ( 1 ) according to claim 7, characterized in that the fourth and the fifth coupling means (D, E) is designed as an exchange coupling device. Hybrid transmission ( 1 ) according to claims 7 or 8, characterized in that it can occupy one or more of the following operating conditions: operating condition Pos A B C D e Powershift I 9 0 1 1 0 0 EM I / VKM III 10 0 1 1 0 1 Powershift II 11 0 1 0 0 1 EM II / VKM III 12 1 1 0 0 1 Vehicle ( 2 ) comprising an electric motor ( 3 ) and an internal combustion engine ( 4 ), characterized by a hybrid transmission ( 1 ) according to one of the preceding claims, wherein the electric motor ( 3 ) with the first input shaft ( 7 ) and the internal combustion engine ( 4 ) with the second input shaft ( 9 ) is in operative connection.

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