DE102019205441A1 - Transmission arrangement for a motor vehicle drive train, drive train and method for its control - Google Patents

Abstract

Transmission arrangement for a motor vehicle drive train (10), with a first input shaft (12) and a second input shaft (24), a countershaft (40), a first sub-transmission (26), which has a first plurality of shiftable gear sets (30, 32) for setting up a number of gear steps, a second sub-transmission (28) which has a second plurality of shiftable gear sets (34, 36) for setting up a number of gear steps, a bridge clutch (S3) which is designed to connect the first and the to couple the second partial transmission (26, 28) in order to set up at least one winding gear stage (V1, V6).

Description

The present invention relates to a transmission arrangement for a motor vehicle drive train, with a first input shaft and a second input shaft, with a countershaft, with a first sub-transmission that has a first plurality of shiftable gear sets for setting up a number of gear stages, and with a second sub-transmission that has a second plurality of shiftable gear sets for establishing a number of gear stages.

Furthermore, the present invention relates to a drive train for a motor vehicle, with an internal combustion engine, with a double clutch arrangement which has an input member connected to the internal combustion engine and two output members, and with a transmission arrangement of the type described above, the first and second input shafts each being connected to one the output links are connected.

The present invention also relates to a hybrid drive train and a method for operating a hybrid drive train.

A gear arrangement of the type described above is known from the document DE 10 2016 210 713 A1 . The transmission disclosed there includes a transmission shaft, a first shaft, a first idler gear assigned to the first shaft, a first other idler gear assigned to the first shaft, a second shaft, a second idler gear assigned to the second shaft and a second other idler gear assigned to the second shaft. The transmission shaft can be operatively connected to the first shaft and / or the second shaft. The transmission includes a transmission output shaft that is operatively connected to the first and second shafts. The first idler gear can be connected in a rotationally fixed manner to the first other idler gear by means of a first switching element. When the first shift element is in a closed state, a first forward gear for forward driving operation or a sixth forward gear for forward driving operation can optionally be realized. Furthermore, the transmission can be integrated into a hybrid drive train.

The transmission described above can generally be assigned to the so-called dual clutch transmissions. Double clutch transmissions have been an alternative to converter automatic transmissions for a number of years. Double clutch transmissions have a double clutch arrangement which can be connected on the input side to a drive machine such as an internal combustion engine. An output member of a first clutch of the clutch arrangement is connected to a first input shaft of a first partial transmission, which is typically assigned to the even or odd forward gear stages. An output member of a second friction clutch of the dual clutch arrangement is connected to a second input shaft of a second partial transmission, which is typically assigned to the other forward gear stages.

The gear steps assigned to the partial transmissions can usually be switched on and off automatically. During normal driving, one of the friction clutches of the double clutch arrangement is closed. In the other inactive sub-transmission, a connecting gear stage can then be shifted in advance. By overlapping actuation of the two friction clutches, a gear change can then be carried out essentially without an interruption in tractive force.

Motor vehicle transmissions are usually designed either for front transverse installation in a motor vehicle, with particular attention being paid to a short overall axial length. As an alternative to this, transmissions are designed for longitudinal installation in a motor vehicle, with particular attention being paid to a radially compact design.

In front transverse transmissions, an input shaft arrangement is often assigned two axially parallel countershafts, so that the power can flow either from the input shaft arrangement via the one countershaft or via the other countershaft. The countershafts are also designed as output shafts and, as a rule, both mesh with a differential for distributing drive power to driven wheels. Such a transmission is for example from the above-mentioned document DE 10 2016 210 713 A1 known.

Another trend in the field of motor vehicle drive trains is so-called hybridization. In general, this means that an electrical machine is assigned as a further drive machine to a drive motor in the form of an internal combustion engine. A distinction is made between a large number of different concepts, each of which provides a different connection between the electrical machine and the transmission. In the case of double clutch transmissions, a typical variant can be seen (see also the one mentioned above DE 10 2016 210 713 A1 ) to arrange an electrical machine concentrically to an input member of the double clutch arrangement. In order to be able to use the electric machine not only to support the internal combustion engine, but also to be able to set up a purely electric motor drive, the input element of the double clutch arrangement is usually connected to the internal combustion engine via a disconnect clutch or an internal combustion engine decoupling device.

The hybridization of transmissions places high demands on the radial and / or axial installation space mentioned above.

Against this background, it is an object of the invention to specify an improved transmission arrangement, an improved drive train for a motor vehicle, an improved hybrid drive train and an improved method for operating a hybrid drive train.

The above object is achieved on the one hand by a transmission arrangement for a motor vehicle drive train, with a first input shaft and a second input shaft, with a countershaft, with a first sub-transmission which has a first plurality of shiftable gear sets for setting up a number of gear stages, with a second Sub-transmission which has a second plurality of shiftable gear sets for setting up a number of gear stages, and with a bridge clutch which is designed to couple the first and second sub-transmission in order to set up at least one winding gear stage.

Furthermore, the above object is achieved by a drive train for a motor vehicle, with an internal combustion engine, with a double clutch arrangement, which has an input element connected to the internal combustion engine and two output elements, and with a transmission arrangement of the type according to the invention, the first and second input shafts each at one of the output links are connected.

Furthermore, the above object is achieved by a hybrid drive train with a transmission arrangement according to one of claims 1 to 7 and with a first electrical machine which is connected to an input member of a double clutch arrangement, the output members of which are connected to the first input shaft and the second input shaft , and / or with a second electrical machine that is connected to the first or to the second input shaft.

Finally, the above object is achieved by a method for operating a hybrid drive train of the type according to the invention, with the step of synchronizing shifting operations of the unsynchronized clutches by means of the first electrical machine and / or by means of the second electrical machine.

In the gear arrangement according to the invention, the first input shaft and the second input shaft are preferably arranged concentrically to one another, the first input shaft preferably being designed as a hollow shaft and the second input shaft preferably being arranged as an inner shaft. The gear arrangement preferably has exactly one countershaft. Preferably, the one countershaft is at the same time an output shaft of the transmission arrangement. For this purpose, the countershaft is preferably connected to an output gear which is designed to drive a power distribution arrangement such as a differential.

In the present case, shiftable wheel sets are understood to mean wheel sets which have an idler wheel and a fixed wheel which mesh with one another and which can be switched by means of an associated clutch. In the case of a switched gear set, the idler gear of this gear set is non-rotatably connected to the associated shaft. The gear sets are preferably spur gear sets which preferably each connect one of the two input shafts and the countershaft to one another.

Each gear set is preferably assigned a regular forward gear, that is, a fixed gear ratio. A regular forward gear stage is understood to mean a forward gear stage which can be switched into the power flow by engaging a single clutch or a single shift element.

By contrast, at least one winding gear stage can be set up by means of the bridge coupling. The at least one winding gear stage is preferably a forward winding gear stage. When a winding gear stage is set up, power flows from the first partial transmission to the second partial transmission or vice versa. To set up a winding gear step, the bridge clutch must generally be closed, as well as a further clutch or a further shift element. In other words, in order to set up a winding gear stage, at least two shift elements are generally to be engaged, in contrast to a regular forward gear stage in which only one shift element is to be engaged.

In a preferred embodiment, the first partial transmission is assigned to the even forward gear stages, and in an alternative embodiment to the odd gear stages. In a corresponding manner, the second partial transmission is assigned to the odd forward gear stages in a preferred variant, and to the even gear stages in an alternative embodiment.

The transmission arrangement is preferably connected to a double clutch arrangement, the first input shaft preferably being connected to one clutch of the double clutch arrangement, and the other input shaft preferably being connected to the other clutch of the double clutch arrangement.

In the present case, a connection or a connection is understood to mean that a rotationally fixed coupling is established, that is to say an operative connection in which the interconnected or connected elements rotate at a proportional speed.

In the hybrid drive train, the electrical machine generally has a rotor and a stator. The stator is usually fixed to the housing. In one embodiment, the rotor is non-rotatably connected to a shaft of the gear arrangement, for example to a shaft section of an input member of the double clutch arrangement. Alternatively, the rotor can be connected to a motor pinion, which is part of a machine coupling gear set, in order to transmit power to a shaft by means of a spur gear set.

In the method according to the invention, the transmission arrangement can contain synchronous shifting elements or shifting clutches which are designed as friction clutches. Such switching elements are typically implemented by locking synchronizers. In the hybrid drive train, however, some shifting elements can also be implemented by non-synchronized shifting elements or dog clutches, which are generally only shifted when the links to be connected have been synchronized, with the synchronization in particular by the first electrical machine and / or the second electrical machine takes place.

With the transmission arrangement according to the invention, it is possible to use functionalities as described in the document DE 10 2016 210 713 A1 are known to be realized by means of only a single connection to a power distribution device (e.g. differential). In this way, installation space can be created, in particular for integrating at least one electrical machine for setting up a hybrid drive train, in particular for connecting an electrical machine in an axially parallel manner, in such a way that the electrical machine via a machine coupling gear set in the form of a Spur gear set is connected to the gear assembly.

In a preferred variant, the sequence of the elements based on the input of the transmission arrangement is as follows: Gear set for a forward gear 2 , Clutch package for the forward gear stages 2 and 4th , Gear set for the forward gear 4th , Gear set for the forward gear 3 , Clutch package for the forward gear stages 3 and 5 , and gear set for the forward gear 5 .

In an alternative embodiment, the axial sequence of the elements in the transmission arrangement is as follows: Gear set for the forward gear 5 , Clutch package for the forward gear stages 5 and 3 , Gear set for the forward gear 3 , Gear set for the forward gear 4th , Clutch package for the forward gear stages 4th and 2 , and gear set for the forward gear 2 .

In a preferred embodiment, all the clutches are arranged on the countershaft, but they can also be arranged at least partially on one of the input shafts.

The bridge coupling is preferably also arranged on the countershaft. In an alternative embodiment, the bridge coupling is arranged on a further countershaft, which is connected to the first partial transmission or the second partial transmission via coupling gear sets.

In the hybrid drive train, an electric machine can be connected to the drive train in front of the double clutch arrangement. In this case, the electrical machine can be set up for boost operation, for starting the internal combustion engine and for a number of other purposes. If an internal combustion engine decoupling device is provided, an electric motor drive operation can also take place in all drive stages.

As an alternative or in addition to this, an electrical machine is connected to an input of one of the sub-transmissions. In this case, electric driving can take place via that sub-transmission. However, the electric machine can also be used for boosting, as well as in generator mode for charging a battery, as well as for starting the internal combustion engine, etc.

The task is completely solved.

According to a preferred embodiment, the bridge coupling is arranged on the countershaft.

In this embodiment, a radially compact design can be realized.

It is preferred here if the bridge coupling is arranged axially between the first partial transmission and the second partial transmission.

As a result, the coupling of the partial transmissions can be implemented in a structurally simple manner.

According to a further embodiment, the bridge clutch is arranged on a further countershaft, which is coupled to the first sub-transmission via a first coupling gear set and which is coupled to the second sub-transmission via a second coupling gear set.

The coupling gear sets preferably contain a constant gear set, which cannot be shifted, and a switchable gear set which can be shifted by means of the bridge clutch.

By arranging the bridge coupling on a further countershaft, an axially compact design can be achieved.

It is particularly preferred here if the bridge coupling is arranged axially outside an axial gap between the first coupling gear set and the second coupling gear set. At least one of the coupling gear sets contains a fixed gear of a gear set for setting up a regular forward gear.

It is also preferred overall if the first and / or the second partial transmission each have or have exactly two gear sets that are assigned to regular forward gear stages.

It is particularly preferred if the first partial transmission is gear sets for the forward gear stages 2 and 4th or if the first partial transmission gear sets for the forward gear stages 3 and 5 having. It is also preferred if the second partial transmission in the above first variant has two gear sets for the forward gear stages 3 and 5 has, and in the second variant gear sets for the forward gear stages 2 and 4th .

According to a further generally preferred embodiment, the gear ratios of the gear sets of the first and / or the second sub-transmission are coordinated so that a first forward winding gear stage has a shorter gear ratio than all gear sets of the first and second sub-gears that are assigned to regular forward gear stages and / or in such a way that a second forward winding gear stage has a longer gear ratio than all the gear sets of the first and second partial transmissions that are assigned to regular forward gear stages.

In this embodiment, use is made of the fact that at least two gear sets are usually involved when setting up a winding gear stage, so that either a very long or a very short gear ratio can be set up. The first forward winding gear stage is preferably the starting gear stage of the transmission arrangement. The second forward winding gear stage is preferably the forward gear stage with the longest or highest gear ratio, that is to say, for example, in the above case with four gear sets, a gear ratio corresponding to the forward gear stage 6 .

In the case of the hybrid drive train according to the invention, it is preferred if the input member of the double clutch arrangement is connected to an internal combustion engine decoupling device, via which an internal combustion engine can be connected to the input member.

In this way, in the event that an electrical machine is connected to the input member of the double clutch arrangement, electrical driving can be set up without having to drag the internal combustion engine along.

It is also advantageous if the first electrical machine is connected to the input member via a first machine coupling gear set and / or if the second electrical machine is connected to the first or to the second input shaft via a second machine coupling gear set.

In this way, the electrical machine (s) can be integrated axially parallel in order to be able to implement a compact design in this way, in particular in the axial direction.

According to a further generally preferred embodiment, the first electrical machine is connected to the input member of the double clutch arrangement, the second electrical machine being connected to the first or to the second input shaft, the gear sets of that sub-transmission assigned to the second electrical machine being unsynchronized Clutches or claw clutches are switchable.

According to a further preferred embodiment, the first electric machine is connected to the input member of the double clutch arrangement, the second electric machine being connected to the first or to the second input shaft, and the double clutch arrangement having a first and / or a second unsynchronized clutch or dog clutch .

According to a further generally preferred embodiment, the internal combustion engine decoupling device has an unsynchronized clutch or dog clutch.
A damping device can advantageously be arranged between the crankshaft as the output shaft of the internal combustion engine and the first transmission input shaft. The damping device can, however, also be arranged between the crankshaft as the output shaft of the internal combustion engine and the engine-side coupling shaft of a coupling provided for connection to the internal combustion engine.

In a first embodiment, the damping device can have a torsion damper. The torsion damper can be designed as a two-mass flywheel. Furthermore, the The damping device has a damper, in particular a speed-adaptive damper.

In a second embodiment, the damping device can have a torsion damper. A slip clutch can be assigned to this torsion damper, for example connected upstream or downstream. The slip clutch can absorb load peaks that can be caused, for example, by the rotational inertia of the internal combustion engine.

A damping device can be viewed as a filter system for filtering out vibrations.

If there is a clutch, in particular a separating clutch or a double clutch, the damping device is located in the power flow in front of the clutch. With two damping devices, one sits in front of the clutch or double clutch and one behind it.

A slip clutch, even without a torsion damper, can advantageously be arranged between the internal combustion engine and / or at least one electric motor and the transmission. Such a coupling limits the torque that can be transmitted and can thus protect the gear mechanism from overload. It is passive, i.e. it does not require any active control.

Such a clutch limits the torque that can be transmitted and can thus protect the transmission mechanics from overload. It is passive, i.e. it does not require any active control.

Furthermore, two damping devices can also be provided, for example a two-mass flywheel at the end of the crankshaft and a second torsion damper in the transmission.

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination, but also in other combinations or alone, without departing from the scope of the present invention.

• 1 eine schematische Darstellung einer Ausführungsform eines erfindungsgemäßen Antriebsstranges;
• 2 einen Antriebsstrang mit einer modifizierten Getriebeanordnung;
• 3 eine Schalttabelle der Antriebsstränge der 1 und 2;
• 4 eine Abwandlung des in 1 gezeigten Antriebsstranges;
• 5 eine Abwandlung des in 2 gezeigten Antriebsstranges;
• 6 eine Abwandlung des Antriebsstranges der 1, wobei eine erste elektrische Maschine koaxial in den Antriebsstrang integriert ist;
• 7 eine Modifikation des in 1 gezeigten Antriebsstranges, wobei eine erste elektrische Maschine über einen Maschinenkoppelradsatz an ein Eingangsglied einer Doppelkupplungsanordnung angeschlossen ist;
• 8 eine Modifikation des Antriebsstranges der 1, wobei eine zweite elektrische Maschine über einen Maschinenkoppelradsatz an die zweite Eingangswelle angebunden ist;
• 9 eine Abwandlung des Antriebsstranges der 1, wobei eine zweite elektrische Maschine an die erste Eingangswelle angebunden ist;
• 10 eine Abwandlung des Antriebsstranges der 1, wobei eine erste elektrische Maschine an ein Eingangsglied einer Doppelkupplungsordnung angebunden ist und wobei eine zweite elektrische Maschine an die zweite Eingangswelle angebunden ist; und
• 11 eine Abwandlung des Antriebsstranges der 2, wobei eine erste elektrische Maschine an ein Eingangsglied einer Doppelkupplungsanordnung angebunden ist und wobei eine zweite elektrische Maschine an die erste Eingangswelle angebunden ist.

Exemplary embodiments of the invention are shown in the drawing and are explained in more detail in the following description. Show it:

• 1 a schematic representation of an embodiment of a drive train according to the invention;
• 2 a powertrain with a modified transmission assembly;
• 3 a shift table of the drivetrains of the 1 and 2 ;
• 4th a modification of the in 1 shown drive train;
• 5 a modification of the in 2 shown drive train;
• 6 a modification of the drive train of the 1 , wherein a first electrical machine is coaxially integrated into the drive train;
• 7th a modification of the in 1 drive train shown, wherein a first electrical machine is connected to an input member of a dual clutch arrangement via a machine coupling gear set;
• 8th a modification of the drive train of the 1 , wherein a second electrical machine is connected to the second input shaft via a machine coupling gear set;
• 9 a modification of the drive train of the 1 wherein a second electrical machine is connected to the first input shaft;
• 10 a modification of the drive train of the 1 wherein a first electrical machine is connected to an input member of a double clutch arrangement and wherein a second electrical machine is connected to the second input shaft; and
• 11 a modification of the drive train of the 2 , wherein a first electrical machine is connected to an input member of a double clutch arrangement and wherein a second electrical machine is connected to the first input shaft.

In 1 an embodiment of a drive train according to the invention for a motor vehicle, in particular for a passenger vehicle, is shown and generally designated 10. The drive train 10 has an internal combustion engine 12 on that with a dual clutch transmission 14th is connected, which in turn on the output side with a differential 16 is connected, by means of its drive power to driven wheels 18L , 18R is distributable.

The dual clutch transmission 14th has a double clutch arrangement 20th on, the two clutches K1 , K2 includes. The clutches K1 , K2 are preferably designed as friction clutches, unless otherwise stated, for example as wet-running multi-plate clutches.

The dual clutch transmission 14th has a first input shaft 22nd and a second input shaft 24 on. The first input shaft 22nd is designed as a hollow shaft and has an output member the clutch K2 connected. The second input shaft 24 is concentric with the first input shaft 22nd arranged and designed as an inner shaft. The second input shaft 24 is with an output member of the clutch K1 connected.

The first input shaft 22nd is a first partial transmission 26th assigned, which includes regular forward gear stages, in this case the regular forward gear stages 2 and 4th . The second input shaft 24 is a second partial transmission 28 assigned, which is assigned to the regular odd forward gear steps, in the present case the regular forward gear steps 3 and 5 .

The two sub-transmissions 26th , 28 are axially offset from one another.

The first partial transmission 26th has a wheel set 30th for the regular forward gear 2 on, as well as a wheel set 32 for the regular forward gear 4th . The second partial transmission 28 has a wheel set 34 for the regular forward gear 3 as well as a wheel set 36 for the regular forward gear 5 on.

The wheelsets 30th , 32 , 34 , 36 each contain a fixed gear and an idler gear and each connect one of the input shafts 22nd , 24 with a countershaft 40 .

The first partial transmission 26th has a first clutch pack 42 with switching elements S5 , S4 for switching the regular forward gear steps 2 and 4th on. The second partial transmission 28 has a second clutch pack 44 with switching elements S2 and S1 for switching the regular forward gear steps 3 and 5 on.

The clutch packages 42 , 44 are preferably on the countershaft 40 arranged. The fixed gears are the gear sets in a corresponding manner 30th , 32 , 34 , 36 preferably with the associated input shafts 22nd or. 24 connected, and idler wheels of the wheel sets 30th , 32 , 34 , 36 are rotatable on the countershaft 40 stored and by means of the respective switching elements with the countershaft 40 connectable.

The countershaft 40 is with an output gear 46 connected, by means of which the differential 16 is driven.

By switching one of the switching elements S1 , S2 , S4 , S5 a regular forward gear can be selected at a time.

Axially between the two sub-transmissions 26th , 28 is a bridge coupling arrangement 48 arranged that a switching element S3 has, which is designed to the first partial transmission 26th and the second partial transmission 28 to connect with each other. When setting up regular forward gear steps, the switching element is S3 the bridge coupling arrangement 48 generally open.

When the switching element S3 the bridge coupling arrangement 48 is closed, and if at the same time one of the switching elements S1 , S2 , S4 , S5 is closed, a winding gear stage can be set up with the power of one of the clutches K1 , K2 via the assigned partial transmission, then via the bridge clutch arrangement 48 to the other sub-transmission and from there to the countershaft 40 is transmitted. Such gear steps in which the switching element S3 the bridge coupling arrangement 48 is closed and one of the other switching elements S1 , S2 , S4 , S5 , are also referred to here as winding gear steps.

The translations of the wheelsets 30th , 32 of the first partial transmission 26th and the translations of the wheelsets 34 , 36 of the second part of the transmission 28 are matched to one another in such a way that a first forward winding gear stage has a shorter gear ratio than all of the gear sets of the first and second partial transmissions 26th , 28 that are assigned to regular forward gear stages. Furthermore, a second forward winding gear stage has a longer gear ratio than all of the gear sets of the first and second sub-transmissions that are assigned to regular forward gear stages.

The gear arrangement, which is present by the two sub-gear 26th , 28 as well as the output pinion 46 is formed, preferably has no reverse gear. The gear arrangement from the sub-gears 26th , 28 is therefore preferably provided for a hybridization in which a reverse gear stage is set up by an electric machine, the direction of rotation of which is easily reversible (in contrast to an internal combustion engine).

In general, it is also conceivable to use the first or the second partial transmission 28 to integrate a gear set for a reverse gear, for which, however, an additional shift element is usually necessary. In the present case it is advantageous that the switching elements S1 to S5 can be operated by means of only three actuators.

The gear arrangement has a simple structure and a compact design. The clever arrangement of the wheel sets results in low component loads. In particular, the gear set with the shortest gear ratio (the gear set for the forward gear 2 ) arranged adjacent to an axial end of the gear arrangement, so there where a storage of the waves 22nd , 24 , 40 he follows.

Because only the lowest and the highest forward gear are implemented as winding gear, there are also low transmission losses. The result is a good gear efficiency. The translation series can also be implemented very well.

In the following, further embodiments of drive trains are described which, in terms of structure and mode of operation, generally correspond to the drive train 10 of the 1 correspond. The same elements are therefore identified by the same reference symbols. The main differences are explained below.

2 shows a modified drive train 10 ' , in which the first partial transmission 26 ' Wheelsets 34 ' , 36 ' for the forward gears 3 and 5 has, as well as the clutch pack 44 ' . In a corresponding manner, the second partial transmission 28 ' Wheelsets 30 ' , 32 ' for the regular forward gears 2 and 4th on, as well as a clutch pack 48 ' . The bridge coupling arrangement 48 ' is realized by a comparable arrangement in which the friction body of the switching element S3 on the second partial transmission 28 ' facing side of a shift sleeve are arranged.

With the drive trains 10 , 10 ' the switching elements are each designed as synchronized switching elements, in particular in the form of so-called locking synchronizers.

3 shows a shift table for the forward gear stages V1 to V6 .

For example, the forward gear V1 set up by the clutch K1 the double clutch arrangement 20th is closed, as well as the switching element S3 the bridge coupling arrangement 48 and the switching element S5 of the wheelset 30th for the regular forward gear 2 .

For engaging the forward gear V2 remains the switching element S5 closed. The switching element S3 as well as the clutch K1 are opened and the clutch K2 will be closed.

Correspondingly are in the forward gear V3 the coupling K1 and the switching element S2 closed. For the forward gear V4 are the clutch K2 and the switching element S4 closed. For the forward gear V5 are the clutch K1 and the switching element S1 closed.

For the forward gear V6 are the clutch K2 , the switching element S2 and the switching element S3 the bridge coupling arrangement 48 closed.

The switching table of the 3 applies to both drive trains 10 , 10 ' of the 1 and 2 .

In the following, further embodiments of drive trains are explained, which correspond to the drive trains described above in terms of structure and mode of operation and are based on the same shift table as in FIG 3 is shown. The main differences are explained below.

4th shows a drive train 10 ' , in which the bridge coupling arrangement 48 " on another countershaft 52 is arranged. The other countershaft 52 is arranged parallel to the input shafts and to the countershaft and is connected to the first partial transmission 26th via a first coupling gear set 54 connected. The first coupling wheel set 54 indicates on the additional countershaft 52 rotatably mounted idler gear with the fixed gear of the gear set for the forward gear 4th engages or combs. Furthermore, there is the additional countershaft 52 via a second coupling gear set 56 with the second partial transmission 28 connected. More precisely, the second coupling gear set 56 a fixed gear on that with the further countershaft 52 Is rotatably connected and that with the fixed gear of the gear set for the regular forward gear 3 is engaged.

The switching element S3 " the bridge coupling arrangement 48 " is seen axially outside of an axial gap between the first coupling gear set 54 and the second coupling gear set 56 arranged. This enables an axially compact design to be achieved.

In 5 is another embodiment of a drive train 10 ''' shown, the general design and functionality of the drive train 10 '' of the 4th corresponds. While with the drive train 10 " of the 4th the switching element S3 " in axial overlap with the first partial transmission 26th is provided, the switching element S3 ''' the bridge coupling arrangement 48 ''' on the axially opposite side of the coupling gear sets 54 , 56 arranged, so in axial overlap with the second partial transmission 28 ' . Also in the drive train 10 ''' the coupling gear set 54 designed as a constant gear set, and the coupling gear set 56 is designed as a switchable gear set by means of the switching element S3 " '.

6 shows a further embodiment of a drive train 10A , which generally applies to the drive train in terms of structure and functionality 10 of the 1 corresponds. The drive train 10A is designed as a hybrid drive train and has a first electric machine 60 which is arranged coaxially with the input shaft assembly. A rotor of the electric machine 60 is with an input member of the double clutch arrangement 20th connected. The input link of the double clutch arrangement 20th is also via an internal combustion engine decoupling device 62 (as a separating clutch K0 designed) with an internal combustion engine 12 connectable.

Due to the internal combustion engine decoupling device 62 a purely electric drive can be set up without having to drag the combustion engine along. In the case of purely electric driving, the internal combustion engine decoupling device 62 open. In other operating states, for example in a boost mode or to start the internal combustion engine, the internal combustion engine decoupling device 62 closed.

The decoupling device is also used in pure internal combustion engine operation 62 naturally closed to power from the internal combustion engine to the dual clutch assembly 20th to be able to transfer.

7th shows a further embodiment of a drive train 10A ' who made a first electric machine 60 ' has, which is axially parallel, that is aligned offset parallel to the input shaft arrangement. The first electric machine 60 ' is via a first machine coupling wheel set 66 with the input link of the double clutch arrangement 20th connected. This configuration can also contribute to a compact design. Furthermore, electrical machines can be used that are operated at very high speeds, because of the machine coupling gear set 66 an adaptation to the speed of the internal combustion engine can take place. This allows the first electrical machine 60 ' be made very compact.

In 8th shows 10A " a further embodiment of a drive train in which no first electrical machine is provided, but a second electrical machine 70 that have a second machine coupling wheel set 72 is connected to the second input shaft. More precisely, the second electrical machine 70 a rotor, which is connected to a machine pinion, which directly or via an intermediate gear with a fixed gear of one of the gear sets for the forward gear stages 3 or 5 is engaged, in this case with the fixed gear of the gear set for the forward gear 5 .

In the embodiments of 7th and 8th can be the first electric machine 60 or the second electrical machine 70 be formed in axial overlap with at least a part of the gear arrangement and / or the double clutch arrangement in order to achieve an axially compact design in this way. The axial extent of the electrical machine 60 ' and / or the electrical machine 72 is smaller than the axial length of the partial transmission 26th , 28 and the double clutch arrangement 20th .

In 9 is another alternative embodiment of a drive train 10A ''' shown in which a second electrical machine 70 ''' via a second machine wheel set 72 ''' to the first partial transmission 26th is connected, namely to a fixed gear of one of the gear sets of the first partial transmission, in the present case to the fixed gear of the gear set for the regular forward gear 2 . The connection can be made directly, but preferably via an intermediate gear, which is shown in 9 (similar to in 8th ) is indicated by a dashed line.

In 10 is another preferred embodiment of a drive train 10A ^IV shown. With the drive train 10A ^IV are essentially the drive concepts of the 8th and 9 combined with each other. Here, the drive train 10A ^IV a first electric machine 60 ' on that via a first machine wheel set 66 with an input member of the double clutch arrangement 10A ^IV connected is. There is also a second electrical machine 70 via a second machine wheel set 72 connected to the second sub-transmission, more precisely to the fixed gear of the gear set for the regular forward gear 5 .

In 11 is another embodiment of a drive train 10A ^V shown, in terms of structure and functionality, the drive train in general 10A ^IV of the 10 corresponds. With the drive train 10A ^V however, is the axial arrangement of the partial transmission 26 ' , 28 swapped, just like with the drive train 10 ' of the 2 . This includes the first partial transmission 26 ' the regular forward gears 3 and 5 , and the second partial transmission 28 ' includes the regular forward gears 2 and 4th , the second set of machine wheels 72 to a fixed gear of the gear set for the forward gear 2 is connected.

With the drive trains 10A ^IV and 10A ^V is the first electric machine 60 ' each preferably axially aligned with the double clutch arrangement 20 ^V and the first partial transmission 26th or. 26 ' and extends substantially from the input link of the dual clutch assembly 20 ^IV up to the bridge coupling arrangement.

The second electric machine 70 is in the axial direction between the most widely spaced gear sets of the two partial transmissions 26th , 28 arranged, so axially overlapping with the gear arrangement, which is formed from the partial transmissions 26th , 28 .

In the embodiments of 1 and 2 and in most other embodiments the switching elements are S1 to S5 each realized as synchronous shift elements or shift elements with friction elements, in particular as locking synchronizers.

In the drive train of the 8th is the second electric machine 70 to the second partial transmission 28 tied up. It is therefore possible to use the switching elements S1 " and S2 " of the drive train 10A " to be implemented as non-synchronized switching elements or as claw clutches.

In 9 this is shown accordingly, with the second electrical machine here 70 ''' to the first partial transmission 26th is connected so that it is also possible to use the switching elements S4 and S5 to be implemented as non-synchronized switching elements or claw clutches.

In the embodiments of 10 and 11 can the switching elements S2 " , S1 " or. S4 ^V , S5 ^V of the second part of the transmission 28 , 28 ' to which the second electrical machine 70 is connected, are designed as non-synchronized shifting elements or claw clutches. It is also possible to use the double clutch arrangement 20 ^IV the drive trains of the 10 and 11 to be implemented by essentially non-synchronized shifting elements or dog clutches, since synchronization may take place via the first electrical machine 60 ' can be done. For the same reason, the engine disconnect device 62 ^IV in the embodiments of 10 and 11 as a non-synchronized switching element or dog clutch K0 be formed.

Even in the embodiments of 6 and 7th can the internal combustion engine decoupling device 62 be designed as a frictional or positive coupling.

In all embodiments, it goes without saying that instead of a wheel set for connecting an electrical machine (machine wheel sets 60 or. 72 ) chains or belts can also be used to connect the respective electrical machine.

In the embodiments in which only one electrical machine is provided, which is connected to a partial transmission ( 8th and 9 ), a purely electric driving operation can take place via the gear steps that are assigned to the assigned sub-transmission. For example, in the embodiment of FIG 8th about the forward gear steps 1 , 3 and 5 respectively. In the embodiment of 9 a purely electric driving mode via the forward gear steps 2 , 4th and 6 respectively. Gear changes in purely electric driving mode are then only possible with interrupted traction. An internal combustion engine decoupling device is not necessary since the electrical machine can be decoupled from the internal combustion engine via the associated double clutch arrangement.

In the embodiments of 10 and 11 , in which two electrical machines are provided, a gear change can also take place in purely electrical driving mode while maintaining the tractive force (depending on the size ratio of the electrical machines to one another).

List of reference symbols

10

Powertrain

12

Internal combustion engine

14th

Double clutch

16

differential

18th

Driven wheels

20th

Double clutch arrangement

22nd

First input shaft

24

Second input shaft

26th

First partial transmission

28

Second partial transmission

30th

Gear set for regular forward gear 2

32

Gear set for regular forward gear 4th

34

Gear set for regular forward gear 3

36

Gear set for regular forward gear 5

40

Countershaft

42

First clutch package ( 2/4 )

44

Second clutch package ( 3/5 )

46

Output pinion

48

Bridge coupling arrangement ( S3 )

52

Another countershaft

54

First coupling wheel set

56

Second coupling wheel set

60

First electric machine

62

Combustion engine decoupling device

66

First machine coupling wheel set

70

Second electric machine

72

Second machine coupling wheel set

K1

Second clutch ( 20th )

K2

First clutch ( 20th )

S1

Switching element ( 5 )

S2

Switching element ( 3 )

S3

Switching element ( 48 )

S4

Switching element ( 4th )

S5

Switching element ( 2 )

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102016210713 A1 [0004, 0008, 0009, 0025]

Claims (15)

Gear arrangement for a motor vehicle drive train (10), with - a first input shaft (12) and a second input shaft (24), - a countershaft (40), - A first partial transmission (26) which has a first plurality of shiftable gear sets (30, 32) for setting up a number of gear stages, - A second partial transmission (28) which has a second plurality of shiftable gear sets (34, 36) for setting up a number of gear stages, - A bridge clutch (S3) which is designed to couple the first and second partial transmissions (26, 28) in order to set up at least one winding gear stage (V1, V6). Gear arrangement according to Claim 1 , wherein the bridge coupling (S3) is arranged on the countershaft (40). Gear arrangement according to Claim 2 , wherein the bridge coupling (S3) is arranged axially between the first partial transmission (26) and the second partial transmission (28). Gear arrangement according to Claim 1 , wherein the bridge clutch (S3 ") is arranged on a further countershaft (52) which is coupled to the first sub-transmission (26) via a first coupling gear set (54) and which is connected to the second partial transmission (28) is coupled. Gear arrangement according to Claim 4 , wherein the bridge coupling (S3 ") is arranged axially outside an axial gap between the first coupling gear set (54) and the second coupling gear set (56). Gear arrangement according to one of the Claims 1 to 5 , wherein the first and / or the second partial transmission (26, 28) each have exactly two gear sets that are assigned to regular forward gear stages. Gear arrangement according to one of the Claims 1 to 6 , wherein the gear ratios of the gear sets of the first and / or the second sub-transmission (26, 28) are matched to one another so that a first forward winding gear stage (V1) has a shorter gear ratio than all gear sets of the first and second sub-gears (26, 28 ), which are assigned to regular forward gear stages, and / or in such a way that a second forward winding gear stage (V6) has a longer gear ratio than all of the gear sets of the first and second partial transmissions (26, 28). Drive train (10) for a motor vehicle, with an internal combustion engine (12), with a double clutch arrangement (20) which has an input member connected to the internal combustion engine (12) and two output members, and with a transmission arrangement according to one of the Claims 1 to 7th wherein the first and second input shafts (22, 24) are each connected to one of the output members. Hybrid drive train (10A) with a transmission arrangement according to one of the Claims 1 to 7th and with a first electrical machine (60) which is connected to an input member of a double clutch arrangement (20), the output members of which are connected to the first input shaft (22) and the second input shaft (24), and / or to a second electrical machine (70) which is connected to the first or to the second input shaft (22, 24). Hybrid powertrain according to Claim 9 , the input member of the double clutch arrangement (20) being connected to an internal combustion engine decoupling device (62) via which an internal combustion engine (12) can be connected to the input member. Hybrid powertrain according to Claim 9 or 10 , wherein the first electrical machine (60) is connected to the input member via a first machine coupling gear set (66) and / or wherein the second electrical machine (70) is connected to the first or to the second input shaft (22) via a second machine coupling gear set (72). 24) is connected. Hybrid powertrain according to one of the Claims 9 to 11 , wherein the first electrical machine (60) is connected to the input member of the double clutch arrangement (20), wherein the second electrical machine (70) is connected to the first or to the second input shaft (22, 24) and wherein the gear sets of the sub-transmission, which is assigned to the second electrical machine (70) can be switched by means of unsynchronized shift clutches or claw clutches (S2 ″, S1 ″; S4 ^V , S5 ^V ). Hybrid powertrain according to one of the Claims 9 to 12 , wherein the first electrical machine (60) is connected to the input member of the double clutch arrangement (20), wherein the second electrical machine (70) is connected to the first or to the second input shaft (22, 24) and wherein the double clutch arrangement (20 ^IV ) has a first and / or a second unsynchronized clutch or claw clutch. Hybrid powertrain according to one of the Claims 10 to 13 , wherein the internal combustion engine decoupling device (62 ^IV ) has an unsynchronized clutch or claw clutch. Method for operating a hybrid drive train (10A) according to one of the Claims 9 to 14th , with the step of synchronizing switching operations of the unsynchronized clutches by means of the first electrical machine (60) and / or by means of the second electrical machine (70).

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