DE102019205453A1 - Transmission arrangement, drive train and method for its operation - Google Patents

Abstract

Transmission arrangement (16) for a motor vehicle drive train (10), with a first shaft arrangement (24, 26) and a second shaft arrangement (28), a plurality of switchable gear sets (36, 38, 42, 48, 50) which form the first shaft arrangement ( 24, 26) and the second shaft arrangement (28) for setting up at least a corresponding plurality of gear steps (1-5), a plurality of at least three shift clutches (B, D, C) for shifting at least some (38, 48, 50) ) of the wheel sets (36, 38, 42, 48, 50), two (B, D) of the three clutches (B, D, C) forming a clutch set (52) which is attached to one (28) of the shaft assemblies (24, 26; 28) is arranged, wherein one clutch (C) of the three clutches (B, D, C) is arranged on the other shaft arrangement (24, 26) and is arranged with the clutch pack (52) in a clutch plane (E2), and wherein the two clutches (B, D) of the clutch pack (52) assigned to the wheel sets (48, 50) are arranged on a first axial side (53) of the clutch plane (E2).

Description

The present invention relates to a transmission arrangement for a motor vehicle drive train, with a first shaft arrangement and a second shaft arrangement, with a plurality of shiftable gear sets which connect the first shaft arrangement and the second shaft arrangement for setting up at least one corresponding plurality of gear stages, and with a plurality of at least three clutches for shifting at least some of the gear sets, two of the three clutches forming a clutch pack which is arranged on one of the shaft arrangements.

Furthermore, the present invention relates to a drive train for a motor vehicle, with a double clutch arrangement, which has a first clutch and a second clutch, and with a transmission arrangement of the type described above, wherein the first clutch is assigned to a first sub-transmission of the transmission arrangement and wherein the second clutch is assigned to a second partial transmission of the transmission arrangement.

Finally, the present invention relates to a method for operating such a drive train.

A gear arrangement of the type described above is known from the document DE 10 2006 036 758 A1 . The automated dual clutch transmission disclosed there has two input shafts as well as at least one output shaft and an unsynchronized gear clutch, each of the input shafts having a separate clutch for connection to the drive shaft of a drive motor and a group of differently geared gears each for connection to the output shaft a fixed gear and an idler gear that can be shifted via an assigned gear clutch are assigned. To simplify the structure and the controllability, the two clutches are designed as unsynchronized claw clutches. Two electric machines are provided as starting and synchronizing means, each of which is alternately in drive connection with one of the input shafts.

Double clutch transmissions have been an alternative to converter automatic transmissions for some years now. Double clutch transmissions have a double clutch arrangement that can be connected on the input side to a drive machine such as an internal combustion engine. An output member of a first friction clutch of the clutch arrangement is connected to a first input shaft of a first sub-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 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 or rear 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 and rear 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 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.

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 in arranging an electrical machine concentrically to an input element 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 driving mode, 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 poses with regard to the requirements mentioned above high demands on radial and / or axial installation space.

In the case of the dual clutch transmission that is derived from the aforementioned DE 10 2006 036 758 A1 has become known, an electrical machine is assigned to each partial transmission. Furthermore, the double clutch arrangement is formed by two unsynchronized dog clutches. The speed adjustments necessary for starting up and for synchronizing when changing gears are implemented via the electrical machines. The unsynchronized dog clutches are combined in a common clutch block, which has two shift positions, in which one of the two clutches is closed, and a neutral position with a completely interrupted power flow. When changing gears in an internal combustion engine driving mode, it is always necessary to switch over the clutches of the double clutch arrangement. Furthermore, depending on the type of gear change, one or both electrical machines must be activated for synchronization and / or for load transfer. Furthermore, the internal combustion engine must always synchronize itself with such gear changes.

Against this background, it is an object of the present invention to provide an improved transmission arrangement for a motor vehicle drive train, an improved drive train for a motor vehicle and an improved method for operating a drive train, with an axially compact design in particular being implemented.

The above object is achieved on the one hand by a gear arrangement for a motor vehicle drive train, with a first shaft arrangement and a second shaft arrangement, with a plurality of shiftable gear sets which connect the first shaft arrangement and the second shaft arrangement to set up at least a corresponding plurality of gear stages, with a A plurality of at least three shift clutches for shifting at least some of the gear sets, two of the three shift clutches forming a shift clutch set which is arranged on one of the shaft arrangements, one shift clutch of the three shift clutches being arranged on the other shaft arrangement and arranged with the shift clutch set in a shifting clutch plane is, and wherein the two clutches of the clutch pack associated gear sets are arranged on a first axial side of the clutch plane.

Furthermore, the above object is achieved by a drive train for a motor vehicle, with a double clutch arrangement, which has a first clutch and a second clutch, and with a transmission arrangement of the type according to the invention, wherein the first clutch is assigned to a first partial transmission of the transmission arrangement, and wherein the second clutch is assigned to a second partial transmission of the transmission arrangement.

Finally, the above object is achieved by a method for operating a drive train of the type according to the invention, with the steps of using the gear steps of the first sub-transmission by engaging the first clutch of the double clutch arrangement and the gear steps of the second sub-transmission in an internal combustion engine driving mode or a hybrid driving mode to use by engaging the first clutch and a third clutch that connects the first and the second partial transmission.

As a result of the measure of actuating two wheel sets by means of a clutch pack that is not arranged between the two wheel sets but on one axial side thereof, and the further measure, in a clutch plane in which this clutch pack is arranged, another clutch pack with at least To arrange a clutch, the transmission arrangement can build axially very compact.

A clutch pack is generally understood to mean an arrangement of two clutch clutches which can be alternatively actuated by means of a single actuating device. Furthermore, a clutch pack generally has a neutral position in which none of the two clutch clutches of the pack is closed. Such a clutch pack can also be referred to as a double shift element. A clutch pack can, however, also be formed only by a single clutch which contains a closed position and a neutral position and which can also be actuated by means of a single actuating device.

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 that gear set is non-rotatably connected to the assigned shaft. The gear sets are preferably spur gear sets, which preferably each connect one of two input shafts and a single countershaft (output shaft) to one another.

Each gear set is preferably assigned a regular forward gear, ie a fixed gear ratio. The transmission arrangement preferably does not have a gear set that is assigned to a reverse gear stage, provided the transmission arrangement having an electrical machine for providing drive power. In this case, reversing is preferably implemented using an electrical machine.

The transmission arrangement preferably has five or six shift clutches which are assigned to corresponding five or six forward gear stages.

With five or six forward gear steps, an internal combustion engine drive can be implemented over a high speed operation. If an electrical machine is provided that can provide drive power, it may be possible to drive exclusively with an electric motor for very large speed ranges.

The gear arrangement therefore preferably has only five or six gear set levels. Furthermore, the transmission arrangement preferably has only two shift clutch levels.

In a clutch plane, the clutch pack is arranged on a shaft arrangement, which is arranged on an axial side of two wheel sets to be shifted therewith. In the same shift clutch plane, a further shift clutch pack is also arranged on the other shaft arrangement, which preferably has exactly one shift clutch.

In a second shift clutch level, a further shift clutch package is preferably arranged, which is assigned to two further forward gear stages. If this further clutch pack is also arranged on one axial side of two gear sets, another clutch pack can be arranged on the other shaft arrangement in the same plane, which preferably also has exactly one clutch.

In other words, it is possible to shift up to six forward gear stages with two shifting clutch levels. With six forward gear stages, however, it is also possible to provide three shift clutch levels, if necessary.

The transmission arrangement preferably has only exactly three actuating devices which are assigned to clutch packs of the transmission arrangement. This preferably applies when the transmission arrangement has five forward gear stages. If the transmission arrangement has six forward gear stages, the transmission arrangement can also have exactly four actuating devices.

In the event that the transmission arrangement is connected to a clutch arrangement on the input side, a single additional actuation device or two additional actuation devices (e.g. in the case of a double clutch arrangement) can be provided for this clutch arrangement.

In a preferred variant, the sequence of the elements, based on an input of the transmission arrangement, is as follows: Gear set for the forward gear 4th , Gear set for the forward gear 2 , Clutch level with a clutch package for the forward gears 4th and 2 on a shaft arrangement and a further clutch pack on the other shaft arrangement, the further clutch pack being a single clutch for the forward gear 3 (or the forward gear 5 ) and optionally has a third clutch, gear set for the forward gear 3 (or 5 ), Gear set for the forward gear 1 , Clutch package for the forward gear stages 1 and 5 (or 1 and 3 ), and gear set for the forward gear 5 (or 3 ).

The clutch package for the forward gears 4th and 2 is preferably arranged on a countershaft, which is designed in particular as an output shaft. A clutch package for the forward gears 1 and 5 (or 1 and 3 ) is preferably also arranged on this countershaft, but can also be arranged on the other shaft arrangement, which is preferably an input shaft arrangement. The clutch package, which is the clutch for the forward gear 3 (or 5 ) and in the same clutch level as the clutch pack for the forward gear stages 4th and 2 is arranged, is preferably arranged on the other shaft arrangement, which is designed in particular as an input shaft arrangement.

The task is completely solved.

According to a preferred embodiment of the transmission arrangement, the gear set that is assigned to the clutch, which is arranged on the other shaft arrangement, is arranged on a second axial side of the clutch plane.

This clutch is preferably the forward gear 3 (or 5 ) assigned.

Furthermore, it is advantageous overall if, of the two wheelsets arranged on the first axial side of the clutch plane, that wheel set that is axially further away from the clutch plane has an idler gear that is non-rotatably connected to a connecting shaft to which an idler gear is axially closer is rotatably mounted on the clutch plane lying wheelset. The The connecting shaft can be formed in one piece with the idler wheel.

The connecting shaft preferably passes through the idler gear of the gear set axially closer to the clutch plane.

The connecting shaft itself is preferably designed as a hollow shaft and is arranged coaxially to a countershaft, which is designed in particular as an output shaft.

In this embodiment, the clutch pack for these two wheel sets arranged on the first axial side of the clutch plane includes a clutch that faces the first axial side and a clutch that faces away from the first axial side.

The clutch, which faces the first axial side, is preferably assigned to the axial gear set which is closer to the clutch plane. The shifting clutch facing away from the first axial side of the shifting clutch plane is preferably assigned to that gear set which is axially further away from the shifting clutch plane.

While in conventional clutch packs an actuating device of the clutches contained therein is generally carried out in such a way that the individual actuating device moves a sliding member towards the assigned wheel set, the clutch pack described above is unconventional in this embodiment. Here, in order to shift the gear set closer to the clutch plane, a sliding member of the clutch pack is moved towards this gear set. In order to shift the gear set further away from the shifting clutch level, the sliding member of this shifting clutch set is moved axially in a direction away from the assigned gear set.

According to a further preferred embodiment, a sliding member of this clutch pack is axially displaceably mounted on an axial projection of a fixed wheel of that gear set which is arranged on the second axial side of the clutch plane.

In this way, the mounting of this sliding member can be implemented in a structurally favorable manner.

It is particularly preferred if the transmission arrangement has two sub-transmissions, one of which is preferably assigned to uneven forward gear stages, in particular the forward gear stages 1 , 3 and 5 . In this case, the transmission arrangement preferably has a second partial transmission, which is assigned in particular to the even forward gear stages. The second sub-transmission preferably includes the forward gear stages 2 and 4th , and can optionally also include a sixth forward gear.

It is particularly preferred if the first shaft arrangement is an input shaft arrangement with a first input shaft of a first sub-transmission of the transmission arrangement and with a second input shaft of a second sub-transmission mounted concentrically therewith, and / or if the second shaft arrangement is a single output shaft which is axially parallel to the first shaft arrangement is arranged (as a countershaft). The first input shaft is preferably designed as an inner shaft and extends from an input of the gear arrangement in the axial direction through the second sub-gear to the first sub-gear, which is preferably arranged on a side of the second sub-gear axially opposite the gear input.

The output shaft is preferably connected to a power distribution device such as a differential via an output gear set.

The input shaft arrangement is preferably on a first axis, the output shaft is preferably on a second axis, and the power distribution device is preferably on a third axis.

The gear arrangement is preferably designed for transverse installation in a motor vehicle, specifically in a front of the motor vehicle or in a rear of the vehicle. The axial installation space restrictions occurring here are solved particularly well by the gear arrangement according to the invention.

If the clutch set, which is arranged with the clutch set assigned to the two gear sets in a clutch level, only contains the clutch for shifting a gear set, the gear arrangement can be operated as a double clutch transmission. In this case, the input shaft arrangement is connected to a double clutch arrangement, which is switched alternatively in order to bring either the first or the second partial transmission into the power flow. The double clutch arrangement can contain friction clutches. If at least one, preferably two, electrical machines are assigned to the gear arrangement, the clutches of the double clutch arrangement can also be implemented as form-fitting clutches, in particular as claw clutches.

However, it is particularly preferred if the transmission arrangement has a third clutch for Has connecting the first and the second partial transmission, in particular for connecting the first input shaft and the second input shaft. The third clutch preferably forms a further clutch assembly with that clutch which is arranged on the other shaft arrangement.

The third clutch is preferably not such a clutch that is used to set up a so-called winding gear stage in the transmission arrangement. This is because when setting up a winding gear stage, two gear sets from each of the two sub-transmissions are usually involved in order to achieve the lowest possible or the highest possible translation, that is, to enable a high spread of the transmission arrangement. In the present case, however, power is preferably only transmitted via one gear set either from the first input shaft to the countershaft or from the second input shaft to the countershaft, so that the spread of the transmission arrangement is preferably exclusively due to the gear ratios of the regular forward gear stages. Consequently, the gear arrangement can generally work with a high degree of efficiency.

By providing the third clutch to connect the first and second partial transmissions, the drive train equipped with such a transmission arrangement enables gear changes to be carried out in an internal combustion engine or a hybrid driving mode without having to operate the dual clutch arrangement.

In the internal combustion engine driving mode or in the hybrid driving mode, when an embodiment of a method is carried out, one clutch of one sub-transmission remains closed for all states of this driving mode, while the other clutch of the double clutch arrangement remains open during all states of this driving mode. Depending on the gear, the third clutch is opened or closed.

According to a particularly preferred embodiment, the transmission arrangement has a first electrical machine that is connected to the first input shaft and / or has a second electrical machine that is connected to the second input shaft.

This provides a hybrid transmission arrangement.

• Ein Verfahren zum Betreiben eines Hybrid-Antriebsstranges beinhaltet die Schritte, in einem verbrennungsmotorischen Fahrbetrieb in einer Gangstufe des einen Teilgetriebes die dritte Kupplung zu öffnen, um das andere Teilgetriebe und die dem anderen Teilgetriebe zugeordnete elektrische Maschine abzukoppeln.

With such a gear arrangement the following methods can be carried out in a preferred manner:

• A method for operating a hybrid drive train includes the steps of disengaging the third clutch in an internal combustion engine driving mode in a gear stage of one sub-transmission in order to decouple the other sub-transmission and the electrical machine assigned to the other sub-transmission.

Another method for operating a hybrid drive train includes the steps of providing drive power to the first electrical machine via the first sub-transmission in a purely electric motor-driven driving mode and / or simultaneously providing drive power to the second electrical machine via the second sub-transmission, a power shift preferably being implemented, in that one of the electrical machines maintains the tractive force via the assigned sub-transmission while a gear change is carried out in the other sub-transmission.

In a purely electric motor driving mode, it is also possible to open both clutches of the double clutch arrangement and to close the third clutch so that the two electrical machines are coupled to one another and can jointly provide drive power via a single gear step. Alternatively, it is possible to operate the two electrical machines in parallel via their respective sub-transmissions in a purely electric motor drive mode and to leave the third clutch open.

The second clutch of the double clutch arrangement, which is preferably always open in normal internal combustion engine driving operation and normal hybrid driving operation, is preferably closed in serial operation. In serial operation, an electric machine works as a motor and provides electromotive drive power for a purely electromotive driving mode, for example for driving in a starting gear (1st gear) to drive a vehicle in what is known as a “creep gear”. The other electrical machine is operated as a generator, specifically driven by the internal combustion engine, in order to charge a vehicle battery. The vehicle battery is preferably the same from which the electrical machine operating as a motor draws power.

In the present case, both electrical machines can be used as a generator or as a motor in a serial operation.

In the above-mentioned crawler gear, the driving speed of the vehicle is usually below a speed at which the internal combustion engine can be used as the drive motor (due to the ratio of the lowest gear or starting gear). To such a low The serial operation described above can be implemented so that the driving speed can also be set up permanently beyond the maximum capacity of the vehicle battery.

In addition, with the hybrid drive train according to the invention, it is possible to use an electric machine for synchronizing when changing gears in an internal combustion engine drive mode or a hybrid drive mode, that is to say to support the internal combustion engine with an electric machine during synchronization. In other words, in the internal combustion engine driving mode or in the hybrid driving mode, one of the electrical machines is always connected to the internal combustion engine. This enables a shift in the load point on the internal combustion engine and this electrical machine can assist in speed control when a shift element such as a clutch has to be synchronized. The internal combustion engine therefore does not have to synchronize itself “on its own”, but is always “picked up” by one of the two electrical machines at its current speed.

Overall, it is possible to set up at least the following driving modes in the hybrid drive train according to the invention: a purely internal combustion engine driving mode, a purely electric driving mode using the first electric machine and a purely electric driving mode using the second electric machine.

Furthermore, a hybrid driving mode can be set up, in which drive power is provided by the internal combustion engine and electromotive drive power is provided by the first electrical machine and / or the second electrical machine. The hybrid driving mode can be a drive mode, but it can also be a mode in which mechanical drive power is at least partially fed into the electrical machines in order to operate them as a generator for charging a vehicle battery.

The hybrid drive train is preferably also set up to carry out what is known as sailing operation, in which the internal combustion engine is decoupled starting from a medium or high driving speed and the driving speed is maintained, for example, by intermittent operation of one or both electrical machines. Stand charging is also possible.

The hybrid drive train can consequently be operated in all conceivable electromotive, internal combustion engine or hybrid driving modes.

The electrical machines are preferably arranged axially parallel to the gear arrangement. The longitudinal axes of the electrical machine are consequently preferably arranged parallel, but offset from both the input shafts and the countershaft.

Furthermore, in a preferred embodiment, the first electrical machine and the second electrical machine can be structurally identical. This results in cost advantages and storage advantages. The two electrical machines can then work quasi “equally” within the gear arrangement and both can alternatively be operated as a drive machine and / or as a generator.

It is particularly preferred if the clutch, which forms a further clutch pack with the third clutch, is assigned to that sub-transmission whose assigned clutch is always closed in internal combustion engine driving mode and in hybrid driving mode. This clutch is preferably assigned to a gear set of the first partial transmission that is assigned to the odd forward gear stages. It is particularly preferred if this gear set is assigned to forward gear stage 5 or forward gear stage 3.

In the present case, a connection is understood in particular to mean that the two elements to be connected are permanently connected to one another in a rotationally fixed manner; Alternatively, however, they can be connected to one another in a rotationally fixed manner if necessary. In the present case, a rotationally fixed connection is understood to mean that the elements connected in this way rotate at a speed that is proportional to one another, in particular rotate at the same speed.

According to a further preferred embodiment, the first clutch of the double clutch arrangement and / or the second clutch of the double clutch arrangement and / or the third clutch and / or at least one clutch of the transmission arrangement are designed as a dog clutch, i.e. as a non-synchronized shift element. Such a claw coupling in particular has no friction elements for synchronizing components to be connected to one another.

As a result of the fact that each sub-transmission is preferably assigned its own electrical machine, synchronization and / or load transfer functions can take place by means of the electrical machines. As a result, the above-mentioned clutches can be designed as claw clutches, so that there are potential savings in terms of the axial and / or radial installation space as well as weight advantages.

In a further overall preferred embodiment, the first electrical machine is connected to the first input shaft via a gear set of the first sub-transmission and / or the second electrical machine is connected to the second input shaft via a gear set of the second sub-transmission.

In general, it is conceivable to arrange the electrical machines coaxially with, for example, the respective input shafts of the partial transmissions. It is preferred, however, if the electrical machines are arranged axially parallel to the input shaft arrangement. The connection to the respective input shaft can then take place via a belt drive or a gear set. A separate wheel set can be provided for this purpose. This can have the advantage of an optimal translation connection. As mentioned above, however, it is preferred if the electrical machines are connected via respective gear sets. This can save weight. A gear ratio adjustment can preferably take place in that a machine pinion of the respective electric machine is not directly connected or meshed with a gear of the gear set, but an intermediate gear is interposed so that the electric machines with an optimized gear ratio to the respective sub-transmissions can be connected. In particular, the electrical machines can be implemented as relatively high-speed machines that can consequently be constructed in a compact manner.

It is particularly advantageous if the gear set of the first sub-transmission, via which the first electrical machine is connected to the first input shaft, is assigned to the highest gear of the first sub-gear, and / or if the gear set of the second sub-gear via which the second electric machine is connected to the second input shaft, is assigned to the highest gear of the second sub-transmission, and / or if the gear set of the second sub-transmission via which the second electric machine is connected to the second input shaft, that gear set of the two assigned to the one clutch pack Is wheelsets, which is axially further away from the clutch plane.

This enables a good translation adaptation to be achieved. Furthermore, the respective electrical machine can then be used in the respective sub-transmission in each gear stage for synchronization and / or load transfer.

According to a further preferred embodiment, the gear set of the first partial transmission, via which the first electrical machine is connected to the first input shaft, is arranged at a first axial end of the gear arrangement, and / or the gear set of the second partial transmission, via which the second electrical machine is connected the second input shaft is connected, is arranged at a second axial end of the transmission arrangement.

This enables the electrical machine to be connected, on the one hand, to those points at which high bearing forces can be absorbed, since housing walls or bearing plates are usually arranged at the axial ends of the gear arrangement. This also enables the electrical machines to be connected in such a way that these connections remain as unaffected as possible from one another. In addition, this type of connection allows the electrical machines to be arranged axially overlapping one another. It is particularly preferred if the first electrical machine and / or the second electrical machine extends between the first axial end of the gear arrangement and the second axial end of the gear arrangement. In this way, an axially compact design can also be implemented.

• - geringer Bauaufwand, da vorzugsweise nur fünf (gegebenenfalls sechs) Radsatzpaare und vier Betätigungseinrichtungen vorzusehen sind,
• - es ergibt sich ein guter Wirkungsgrad und ein einfacher Aufbau, da insbesondere keine Windungsgangstufen realisiert werden,
• - es ergeben sich geringe Bauteilbelastungen,
• - es ergeben sich wenigstens drei elektrische Gangstufen für die erste elektrische Maschine und wenigstens zwei Gangstufen für die zweite elektrische Maschine,
• - die Getriebeanordnung weist vorzugsweise nur eine Vorgelegewelle auf, die vorzugsweise über nur einen Abtriebsradsatz mit einer Leistungsverteilungseinrichtung verbunden ist,
• - Schaltvorgänge können schnell und effizient durchgeführt werden, da in einem verbrennungsmotorischen und einem Hybrid-Fahrbetrieb ein Schalten der Doppelkupplungsanordnung nicht notwendig ist und da die Synchronisierung von Gangstufen immer auch unter Verwendung einer elektrischen Maschine durchführbar ist,
• - ein serieller Betrieb ist sowohl mittels der ersten elektrischen Maschine als auch mittels der zweiten elektrischen Maschine als Generator realisierbar,
• - es ergibt eine hohe Versatilität bei kompakten Abmessungen.

Overall, depending on the embodiment, at least one of the following advantages is achieved by means of the transmission arrangement or the hybrid drive train:

• - low construction costs, since preferably only five (possibly six) pairs of wheels and four actuating devices are to be provided,
• - there is a good efficiency and a simple structure, since in particular no winding gear steps are implemented,
• - there are low component loads,
• - there are at least three electrical gear steps for the first electrical machine and at least two gear steps for the second electrical machine,
• - The transmission arrangement preferably has only one countershaft, which is preferably connected to a power distribution device via only one output gear set,
• - Shifting operations can be carried out quickly and efficiently, since switching the dual clutch arrangement is not necessary in an internal combustion engine and a hybrid driving mode and since the synchronization of gear steps can always be carried out using an electric machine
• - A serial operation is possible both by means of the first electrical machine and by means of the second electrical machine can be implemented as a generator,
• - It gives a high versatility with compact dimensions.

The two clutches of the double clutch arrangement can be actuated independently of one another by means of their own actuating devices. It is particularly preferred, however, if the first clutch and the second clutch of the double clutch arrangement are accommodated in a clutch pack that is actuated by means of a single actuating device. The clutch pack consequently has a first position in which the first clutch is closed, a second position in which the second clutch is closed, and a third position in which neither the first clutch nor the second clutch is closed, i.e. a neutral position .

As mentioned, it is preferred if, in an internal combustion engine driving mode and in a hybrid driving mode, one of the two clutches of the double clutches is always closed and the other clutch remains open, the third clutch being open or closed depending on the gear step.

In order to be able to design the clutch of the double clutch arrangement, which is always closed in this case, also under load, for example in the case of emergency braking, it can be preferred to realize this clutch of the double clutch arrangement as a normally open friction clutch. The other clutch, which remains open in this driving mode, can still be implemented as a claw 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 damping device can have 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 Radsatz-Darstellung einer Ausführungsform eines Antriebsstranges;
• 2 eine Schalttabelle für einen Fahrbetrieb des Antriebsstranges der 1;
• 3 eine schematische Radsatz-Darstellung einer Ausführungsform eines Hybrid-Antriebsstranges;
• 4 eine Schalttabelle für einen verbrennungsmotorischen und einen Hybrid-Fahrbetrieb des Hybrid-Antriebsstranges der 3;
• 5 eine Schalttabelle für einen elektromotorischen Fahrbetrieb mittels einer ersten elektrischen Maschine des Antriebsstranges der 3;
• 6 eine Schalttabelle für einen elektromotorischen Fahrbetrieb mittels einer zweiten elektrischen Maschine des Antriebsstranges der 3;
• 7 eine schematische Radsatz-Darstellung einer weiteren Ausführungsform eines Hybrid-Antriebsstra n g es;
• 8 eine Schalttabelle für einen verbrennungsmotorischen und einen Hybrid-Fahrbetrieb des Hybrid-Antriebstranges der 7
• 9 eine Schalttabelle für einen elektromotorischen Fahrbetrieb mittels einer ersten elektrischen Maschine des Hybrid-Antriebsstranges der 7;
• 10 eine Schalttabelle für einen elektromotorischen Fahrbetrieb mittels einer zweiten elektrischen Maschine des Hybrid-Antriebsstranges der 7; und
• 11 eine Detail-Längsschnittdarstellung einer Ausführungsform einer Getriebeanordnung.

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 wheelset illustration of an embodiment of a drive train;
• 2 a shift table for a driving mode of the drive train of 1 ;
• 3 a schematic wheelset illustration of an embodiment of a hybrid drive train;
• 4th a switching table for an internal combustion engine and a hybrid driving mode of the hybrid drive train of 3 ;
• 5 a switching table for an electromotive driving mode by means of a first electric machine of the drive train of 3 ;
• 6 a switching table for an electromotive driving mode by means of a second electric machine of the drive train of 3 ;
• 7th a schematic wheelset illustration of a further embodiment of a hybrid drive train;
• 8th a switching table for an internal combustion engine and a hybrid driving mode of the hybrid drive train of 7th
• 9 a switching table for an electromotive driving mode by means of a first electric machine of the hybrid drive train of 7th ;
• 10 a switching table for an electromotive driving mode by means of a second electric machine of the hybrid drive train of 7th ; and
• 11 a detailed longitudinal sectional view of an embodiment of a gear arrangement.

In 1 a drive train for a motor vehicle, in particular a passenger car, is shown in schematic form and is generally designated by 10. The drive train 10 has an internal combustion engine 12 on, the one with an input member of a double clutch arrangement 14th connected is. The double clutch arrangement 14th is on the output side with a gear arrangement 16 connected. An output of the gear assembly 16 is with a power distribution facility 18th connected, which can be designed for example as a mechanical differential and the drive power to two driven wheels 20L , 20R of the motor vehicle can distribute.

It also includes the drive train 10 a control device 22nd to control all of its components.

The double clutch arrangement 14th is on one axis A1 arranged coaxially to a crankshaft of the internal combustion engine 12 is. The double clutch arrangement 14th can have two friction clutches or one friction clutch and one unsynchronized dog clutch. In the present case, the double clutch arrangement 14th also two unsynchronized dog clutches K1 and K2 include. The two clutches K1 , K2 have a common input link EG on that rotatably with the crankshaft of the internal combustion engine 12 connected is. The first clutch K1 has a first output member AG1 on. The second clutch K2 has a second output link AG2 on. The output links AG1 , AG2 are arranged coaxially to one another.

The gear arrangement 16 has a first input shaft 24 and a second input shaft 26th on. The input shafts 24 , 26th are coaxial with each other and with the axis A1 arranged. The first input shaft 24 is designed as an inner shaft. The second input shaft 26th is designed as a hollow shaft.

The gear arrangement 16 also includes a countershaft 28 that act as the output shaft 28 is formed and coaxial with a second axis A2 is arranged. The output shaft 28 is via a driven gear set 30th with the power distribution facility 18th connected, which is coaxial with an axis A3 is arranged.

On the output shaft 28 or at an input element of the power distribution device 18th can a parking lock wheel P be fixed in rotation, by means of which the drive train 10 can be immobilized. The associated parking lock device is not shown for reasons of clarity.

The gear arrangement 16 has a first partial transmission 32 and a second partial transmission 34 on. The partial transmission 32 , 34 are axially offset from one another. The first partial transmission 32 is adjacent to a first axial end of the gear assembly 16 arranged. The second partial transmission 34 is adjacent to a second axial end of the gear assembly 16 arranged, the second axial end being adjacent to the dual clutch assembly 14th . The partial transmission 30th , 32 have a plurality of shiftable gear sets, which in the shifted state each have an input shaft and the output shaft 28 connect.

The first partial transmission 32 has a first set of wheels 36 for the forward gear 1 and a second set of wheels 38 for the forward gear 3 on. The second set of wheels 38 is closer to the second axial end of the gear assembly 16 arranged as the first set of wheels 36 . The first partial transmission 32 also has a third set of wheels 42 for the forward gear 5 on. The third set of wheels 42 is closer to the first axial end of the gear assembly 16 arranged as the first set of wheels 36 .

Between the first set of wheels 36 and the third set of wheels 42 is a first clutch pack 40 arranged, coaxial with the axis A2 . The first clutch package 40 includes a clutch A. for shifting the first gear set 36 as well as a clutch E. for shifting the third gear set 42 . The two clutches A. , E. are alternatively switchable and are designed as unsynchronized dog clutches. Switching a gear set includes the non-rotatable connection of an idler gear of the respective gear set with an assigned shaft. The present example is the first set of wheels 36 switched by one on the output shaft 28 rotatably mounted idler gear of the first gear set 36 rotatably with the output shaft 28 is connected in order to bring the first gear set into the power flow.

The second set of wheels 38 is by means of one on the input shaft 24 bearing clutch C. switchable and has an idler gear that is rotatable on the first input shaft 24 is stored.

The second partial transmission 34 has a fourth set of wheels 48 for the forward gear 2 and a fifth set of wheels 50 for the forward gear 4th on. The fifth wheel set 50 is arranged closer to the second axial end than the fourth wheel set 48 . On one axial side of the wheel sets 48 , 50 is a second clutch pack 52 arranged, coaxial with the axis A2 . The second clutch pack 52 has a clutch B. for switching the fourth gear set 48 and a clutch D. to switch the fifth gear set on. The clutches B. and D. are in the second clutch pack 52 recorded in such a way that they can be actuated alternatively.

The first clutch package 40 lies in a first clutch level E1 axially between the first set of wheels 36 and the third set of wheels 42 is arranged. The first clutch package 40 is presently coaxial to the axis A2 arranged but could be coaxial with the axis A1 be arranged as it is in 1 schematically at 40A is indicated.

The second clutch pack 52 lies in a second clutch level E2 axially between the second set of wheels 38 for the forward gear 3 and the fourth set of wheels 48 for the forward gear 2 is arranged. The wheelsets 48 , 50 are on a first axial side 53 the second clutch level E2 arranged. The wheelsets 38 , 36 , 42 are on a second axial side 54 the second clutch level E2 arranged.

The clutch C. that is used to shift the second gear set 38 for the forward gear 3 serves is axially aligned with the second clutch pack 52 in the second clutch level E2 arranged.

The clutch C. is a single clutch operated by a single actuator S2 is operated. The single clutch C. can also be referred to as a clutch pack with only one clutch. In the present case, the gear arrangement 16 consequently three clutch packs 40 , 52 , C. on that by means of three actuators S2 , S3 , S4 are operable. The clutch package with clutch C. is by means of an actuator S2 operable. The second clutch pack 52 with the clutches B. and D. is by means of an actuator S3 operable. The first clutch package 40 is by means of an actuator S4 operable.

While usually, as for example with the first clutch pack 40 , this axially between the two associated wheel sets 36 , 42 is arranged, is the second clutch pack 52 in the present case designed so that there are two sets of wheels 48 , 50 is assigned on an axial side, namely the first axial side 53 , the clutch level E2 are arranged.

For this purpose, the second clutch pack 52 a connecting shaft 55 assigned. The connecting shaft 55 is as a hollow shaft around the output shaft 28 arranged around. A loose wheel 50L of the fifth wheel set 50 is rotationally fixed with the connecting shaft 55 connected. A loose wheel 48L of the fourth wheel set 48 is rotatable on an outer periphery of the connecting shaft 55 stored. The connecting shaft 55 extends axially from the idler gear 50L by the idler wheel 48L through to the second axial side 54 the second clutch level E2 .

The clutch D. for shifting the fifth gear set 50 is the second axial side 54 the clutch level E2 facing while the clutch B. for switching the fourth gear set 48 the first axial side 53 the clutch level E2 is facing.

The gear arrangement 16 has two clutch levels E1 , E2 on and five gear set levels, so that an axially compact design is achieved.

More precisely, the gear arrangement 16 the following five wheelset levels, starting from the second axial end to the first axial end in the following order: wheelset 50 for the forward gear 4th , Wheelset 48 for the forward gear 2 , Wheelset 38 for the forward gear 3 , Wheelset 36 for the forward gear 1 and wheelset 42 for the forward gear 5 .

The gear arrangement 16 may have a first electrical machine and / or a second electrical machine, as described below with reference to FIG 3 to 6 or 7th to 10 is described. The gear arrangement 16 can consequently be designed as a normal transmission arrangement or as a hybrid transmission arrangement.

From the switching table of the 2 it can be seen that for engaging a forward gear V1 the clutch A. is closed and all other clutches C. , D. and E. are closed.

The forward gear is engaged in a corresponding manner V2 the clutch B. closed and all other clutches are open.

In a corresponding manner is in the forward gear 3 the clutch C. closed. In the forward gear V4 is the clutch D. closed. In the forward gear V5 is the clutch E. closed.

With the gear arrangement 16 it is a basic gear arrangement. If this is not designed as a hybrid gear arrangement and no electromotive drive power is otherwise provided, for example at the input element EG It is preferred if either one of the above-mentioned gear sets or a further gear set is provided for setting up a reverse gear. However, when at least one electric drive machine is provided, such a reverse gear set can be dispensed with.

The gear arrangement 16 can be operated like a dual clutch transmission, with one of the two sub-transmissions 32 , 34 is an active sub-transmission through which drive power is transmitted. In the then inactive sub-transmission, a connecting gear can be preselected. Gear changes are then made by overlapping actuation of the two clutches K1 , K2 and the double clutch arrangement, which in this case can preferably be designed as friction clutches.

In the event that the clutches K1 , K2 are designed as claw clutches, it is preferred if the gear arrangement 16 has at least one electrical machine in order to be able to support load circuits and to avoid an interruption in traction.

In the following 3 to 10 further embodiments of drive trains or transmission arrangements are shown, which generally correspond to the drive train or the transmission arrangement in terms of structure and mode of operation 1 correspond. The same elements are therefore identified by the same reference symbols. The main differences are explained below.

The drive train 10 ' of the 3 is designed as a hybrid drive train and has a first electrical machine 56 on, which is coaxial with a fourth axis A4 is arranged. The first electric machine 56 has a first pinion 58 on that rotatably with a rotor of the first electrical machine 56 is connected and coaxial with the axis A4 is. The first pinion, which can also be referred to as the first machine pinion, is via a first intermediate gear 59 , which is rotatably mounted on an unspecified axis, with a gear set of the first sub-transmission 32 connected, in the present case with the third set of wheels 42 for the forward gear 5 . More precisely, the first sprocket meshes 58 with the first idler 59 , and the first idler 59 meshes with a fixed gear of the third gear set 42 , wherein the fixed gear rotatably with the first input shaft 24 connected is.

The hybrid powertrain 10 ' furthermore has a second electrical machine 60 on, the axially parallel to the input shafts 24 , 26th is arranged, coaxially with a fifth axis A5 . The second electrical machine has a second pinion (second machine pinion) 62 that is coaxial with the axis A5 is arranged. The second pinion 62 is with the second input shaft 26th Via a gear set of the second sub-transmission 34 connected. Here is the second pinion 62 via a second intermediate gear 63 with the fifth gear set for the forward gear 4th connected. More precisely, the second pinion meshes 62 with the second idler 63 , which is rotatably mounted on an unspecified axis, and the second intermediate gear 63 meshes with a fixed gear of the fifth gear set 50 , wherein the fixed gear rotatably with the second input shaft 26th connected is.

The five axes A1 , A2 , A3 , A4 , A5 are all aligned parallel to each other.

The double clutch arrangement 14th is, as mentioned above, adjacent to the second axial end of the gear assembly 16 arranged. The output gear set 30th is also on the second axial side of the gear assembly 16 arranged and is preferably axially aligned with the double clutch arrangement 14th or is roughly in the same plane as this. Between the output gear set 30th and the fifth wheel set 50 can on the output shaft 28 the parking lock wheel P be fixed.

With the hybrid powertrain 10 ' are the electrical machines 56 , 60 each connected to a gear set of their assigned sub-transmission, which is assigned to the highest gear of that sub-transmission. Then there are the electrical machines 56 , 60 each connected to their respective sub-transmission via a gear set, which is preferably arranged adjacent to an axial end of the transmission arrangement. The wheel sets are located at opposite axial ends.

The electrical machines 56 , 60 are arranged axially overlapping one another. Through the connection via intermediate gears 59 , 63 high gear ratios can be set up for the respective gear sets, so that relatively high-revving electrical machines can be used that are compact.

In the present case, the hybrid transmission arrangement has exactly five forward gear stages and has no reverse gear stage. Reverse driving can be done by means of the hybrid drive train 10 ' Can only be set up if one of the electrical machines 56 or 60 is driven in the opposite direction of rotation.

The gear arrangement 16 ' has no winding steps. Every wheelset 36 to 50 has exactly one idler gear and one fixed gear, the idler gears of the gear sets 36 , 42 , 48 , 50 rotatable on the output shaft 28 are stored, and wherein the idler wheel of the wheelset 42 rotatable on the first input shaft 24 is stored.

The hybrid powertrain 10 ' also has a third clutch K3 on, which can also be referred to as a bridge coupling.

The third clutch K3 serves to connect the first input shaft 24 and the second input shaft 26th . The third clutch K3 is adjacent to the fourth wheel set 48 for the forward gear 2 arranged and forms with the clutch C. for the second set of wheels 38 a third clutch pack to shift the third forward gear 66 . The third clutch K3 is just like the clutches A. , B. , C. , D. , E. realized as a non-synchronized dog clutch.

The third clutch pack 66 is coaxial with the first axis A1 arranged, between the wheelsets 42 , 48 .

The third clutch pack 66 is like the second clutch pack 52 , in the second clutch level E2 contain. The third clutch pack 66 is by means of a single actuator S2 operated, although this is in 3 is not shown in detail.

The double clutch arrangement 14 ' of the hybrid drive train 10 ' is designed as a double clutch arrangement in which the two clutches K1 , K2 are designed as claw clutches and form a clutch pack, which by means of a single actuating device S1 is actuated. The clutches K1 and K2 are therefore switchable as an alternative.

The double clutch arrangement 14th and the three clutch packs 40 , 52 , 66 are by means of four actuators S1 to S4 operable.

It can be seen that the drive power comes from the internal combustion engine 12 either via the clutch K1 to the first partial transmission 32 or via the clutch K2 to the second partial transmission 34 can be performed. Drive power of the first electrical machine can be fed directly into the first partial transmission 32 fed in, or via the coupling K1 towards the internal combustion engine 12 (for example to start it).

Drive power of the second electric machine 60 can go directly into the second partial transmission 34 be initiated or via the clutch K2 to the internal combustion engine 12 , for example to start it.

It can also be seen that the first partial transmission 32 and the second partial transmission 34 via the third clutch K3 can be connected to one another, so that for example when the clutch is closed K1 combustion engine power via the clutch K3 to the second partial transmission 34 can flow.

In this case, the first electrical machine 56 can be switched to idle so that it turns with almost no loss, or can be operated as a generator or an electric motor.

In a corresponding manner, when the clutch is closed K2 Internal combustion engine power 12 to the first partial transmission 32 be directed when you hit the clutch K3 closes.

A serial operation is also possible if, for example, purely electromotive drive power is obtained from the first electrical machine 56 via the first partial transmission 32 to the output shaft 28 leads. In this case, with the clutches open K1 and K3 the coupling K2 are closed to then drive power of the internal combustion engine 12 to use the second electric machine 60 to drive the second electric machine 60 to work as a generator, the one not shown battery of the drive train 10 ' loads. It goes without saying that in this case all clutches of the second sub-transmission 34 are open.

Based on 4th to 6 different driving operations are explained, those with the hybrid drive train 10 ' of the 3 can be set up.

In 4th is a switching table of the switching elements K1 , K2 , K3 , A. , B. , C. , D. , E. shown in a purely internal combustion engine driving mode or a hybrid driving mode in which Drive power is provided by the combustion engine and optionally by an electric motor.

With all forward gear steps that can be set in this driving mode V1 to V5 is always the first coupling K1 closed and the second clutch K2 the double clutch arrangement 14th is opened. In the forward gear V1 is the clutch A. closed and all other clutches B. to E. are opened. The third clutch too K3 is opened. Power consequently flows from the internal combustion engine via the first clutch K1 and the first input shaft 24 to the first set of wheels 36 , and from there via the clutch A. to the output shaft 28 .

It goes without saying that starting up from standstill is generally purely electric motor-driven until a speed is reached at which the internal combustion engine operates via the clutch K1 can be switched on, so at a speed that is a speed above the idle speed of the internal combustion engine 12 corresponds. Starting from standstill is consequently carried out, for example, via the first electrical machine 56 and the wheelset 36 for the forward gear 1 . As soon as a speed is reached that of the internal combustion engine 12 the clutch can K1 getting closed. This then remains closed for the entire internal combustion engine driving operation.

A change from forward gear V1 into the forward gear V2 is first prepared, the clutch B. for the forward gear 2 closed. This can, if necessary, with the aid of a synchronization by means of the second electrical machine 16 respectively.

Then the clutch A. for the forward gear 1 opened, the tensile force by means of the second electrical machine 60 and the already switched gear set 48 for the forward gear 2 is supported. Then the third clutch K3 are closed, the synchronization required for this on the one hand by adjusting the speed of the internal combustion engine 12 but also through appropriate synchronization measures for the second electrical machine 60 he follows. In the second forward gear stage, power consequently flows from the internal combustion engine 12 over the first clutch K1 , the first input shaft 24 , the closed third clutch K3 , the second input shaft 26th and by means of the clutch B. switched gear set 48 for the second forward gear V2 to the output shaft 28 .

When changing to the forward gear V3 becomes the third clutch K3 opened again, the tractive force is generated by the second electrical machine 60 supported, and then can in the first partial transmission 32 the connecting grade 3 by closing the clutch C. getting closed. The necessary synchronization can be done by means of the first electrical machine 56 respectively.

The load can then be carried out using the first electrical machine 56 be taken over, and the clutch B. the forward gear 2 can be opened.

The further gear changes from the gear steps V3 to V4 and from V4 to V5 result in a corresponding manner. With the even forward gear stages V2 and V4 is the third clutch K3 closed. The second clutch K2 is always open, and the first clutch K2 is always closed.

In 5 a purely electric motor driving operation by means of the first electric machine is shown. In a first electric gear E1.1 is just the clutch A. for the forward gear 1 closed. In a second electric forward gear E1.2 is just the clutch C. closed. In a third electromotive gear E1.3 is the clutch E. closed.

Shows in a corresponding manner 6 a purely electric motor driving operation by means of the second electric machine 60 . In a first gear E2.1 is just the clutch B. closed. In a second electric gear E2 .2 is just the clutch C. closed.

In purely electric driving mode according to 5 and 6 Purely electrical power shifts (ie shifts between forward gear stages with or without a reduced interruption in tractive power) are possible. In this case, an electromotive driving mode is used exclusively, for example, between the gear steps E1.1 , E1.2, E1.3 or only between the gear steps E2.1 and E2.2 set up, and it is switched, while the other electrical machine maintains the traction.

When changing gear, for example from the forward gear E1.1 into the forward gear E1.2 can use the clutch in the second sub-transmission B. be closed and the second electrical machine can consequently maintain the tractive force during the shifting process in the first partial transmission.

In the purely internal combustion engine driving mode or hybrid driving mode (that is, when internal combustion engine power and optionally electromotive power are fed to the output shaft) it is advantageous that the first clutch K1 is used to power the internal combustion engine 12 with the first input shaft 24 to connect and consequently internal combustion engine power always via the first input shaft 24 into the gear assembly 16 feed. The first partial transmission 32 associated first electrical machine 56 is therefore always with the internal combustion engine during this driving operation 12 non-rotatably connected. This makes it possible to shift the load point on the internal combustion engine 12 set up and the first electric machine 56 can help with speed control if a synchronization process is to take place. In other words, since the first clutch K1 remains closed, the first electric machine can 56 the internal combustion engine 12 assist with synchronization.

To the third clutch required for this K3 To be integrated as efficiently as possible into the transmission arrangement, this is in the third shift clutch package 66 recorded. Because the third clutch K3 is consequently integrated with a clutch in a clutch pack that is assigned to that sub-transmission, its assigned clutch K1 the double clutch arrangement 14th is always closed in the internal combustion engine or hybrid driving mode, the internal combustion engine can use all gear stages of the transmission.

The second clutch K2 is preferably only closed when a so-called serial operation is set up. This is the first clutch K1 open. About the first partial transmission 32 and the first electric machine 56 a purely electric motor driving mode is set up in one gear stage, for example in the forward gear stage 1 . The internal combustion engine 12 drives via the closed second clutch K2 the second electric machine 60 and operates it as a generator, so that the first electrical machine 56 In this purely electric driving mode, power drawn from a vehicle battery via the second electric machine 60 can be fed in again at the same time, at least partially.

Such a serial operation is also possible the other way round, if the second electrical machine is used purely electrically 60 drives and the internal combustion engine 12 the first electric machine 56 drives. In the latter case is the first clutch K1 closed and the second clutch K2 is opened.

The serial operation is used in particular in what is known as a creep mode, in which the vehicle speed is less than a minimum speed that can be set by the internal combustion engine.

That partial transmission 32 that of the clutch that is always closed in internal combustion engine operation K1 is assigned, preferably also includes the highest forward gear of the transmission arrangement 16 . As a result, when the third clutch is open, the second electrical machine can 60 quasi decoupled to avoid drag losses. In addition, the first electric machine 56 remain connected to supply the on-board network with electrical energy (operation as a generator), or to set up a boost operation (operation as a motor).

When shifting from a forward gear of the first sub-transmission 32 into a forward gear of the second sub-transmission 34 the desired gear step is first engaged in the second sub-transmission by engaging the assigned clutch ( D. or B. ). This takes place with the aid of a synchronization by means of the second electrical machine 60 , the second electric machine in this target gear in the second partial transmission without load 34 changes. The second electrical machine then provides support 60 the tractive force during the shift via the target gear already engaged. When shifting, the clutch of the first sub-transmission, which is assigned to the start or source gear stage, opens first, and then the third clutch is activated K3 closed, with the synchronization of the internal combustion engine 12 and the first electric machine 56 work together.

When shifting from the second partial transmission 34 into a gear of the first sub-transmission 32 supports the second electric machine 60 initially in the source gear or the actual gear the tractive force during the shift. When switching, first K3 is opened and one of the switching elements A. , C. , E. closes, with the necessary synchronization of the internal combustion engine 12 and the first electric machine 56 work together. After opening the third clutch K3 and the load transfer on the first partial transmission 32 the output gear stage (actual gear stage) can be opened in the second partial transmission.

It goes without saying that stationary charging can also take place with the hybrid drive train at a standstill. For example, the first clutch K1 be closed and drive power of the internal combustion engine is via the first input shaft 24 into the first electric machine 56 fed in. The second clutch K2 stays open, and so do the clutches A. , C. , E. of the first partial transmission 32 remain open, the first partial transmission 32 so stays in neutral. In this state, as mentioned, either stationary charging can take place, but the internal combustion engine can also be started 12 by means of the first electric machine 56 respectively.

In general, it is also conceivable to use both clutches K1 and K2 to close or the clutch K1 and the clutch K3 close to a charging process both by means of the first electric machine 56 as well as by means of the second electrical machine 60 to be done. In this case, the internal combustion engine drives both electrical machines and both work as a generator to charge a vehicle battery.

In 7th is another embodiment of a hybrid powertrain 10 " with a hybrid gear arrangement 16 " shown being the hybrid powertrain 10 " generally the drive train with regard to structure and functionality 10 of the 1 corresponds. In addition to this, the gear assembly includes 16 " a first electric machine 56 and a second electric machine 60 that are connected in the same way as with the drive train 10 ' of the 3 .

In contrast to the drive train of the 3 exhibits the hybrid powertrain 10 " no third clutch K3 on. The two clutches K1 , K2 a double clutch arrangement 14 " are designed as claw clutches that operate by means of separate and independently controllable actuating devices S1a and S1b are operable.

Based on 8th to 10 different driving operations are explained, those with the hybrid drive train 10 " of the 7th can be set up.

You can see ( 8th ) that in contrast to the powertrain 10 ' of the 3 due to the missing third clutch K3 Always change gears in such a way that alternatively the first clutch K1 and the second clutch K2 are closed. The functionality corresponds to that of a conventional double clutch transmission, with one of the clutches in each case to set up the respective forward gear stages A. to E. closed is.

Synchronization and load transfer can be achieved by means of the electrical machines 56 , 60 in a manner similar to that in 3 to 6 has been described.

The 9 and 10 are identical to the 5 and 6 and show the electric motor driving operation by means of the hybrid drive train 10 " using the first electric machine ( 9 ) or the second electrical machine ( 10 ).

11 shows a detailed longitudinal sectional view through a further embodiment of a gear arrangement 16 ''' .

In 11 is in particular the second clutch pack 52 ''' shown, which in terms of structure and mode of operation generally the second clutch pack 52 of the 1 , 3 and 7th corresponds. The same elements are therefore identified by the same reference symbols.

In 11 it can be seen that the second set of wheels 38 a fixed gear 38F has, which rotatably with the output shaft 28 connected is.

The fixed gear 38F has one in the axial direction towards the second clutch plane E2 facing axial projection 82 on, on whose axially toothed outer circumference a sliding member 80 is axially displaceable. The sliding link 80 is by means of a single actuator S3 operable. The sliding link 80 has an axial toothing on its inner circumference.

The idler wheel 48L has an external toothing on an axial projection in the manner of a coupling body, onto which the internal toothing of the sliding member 80 can be pushed to the clutch B. close.

On the other hand, one with the connecting shaft 55 rotatably connected element on a section with an external toothing on which the internal toothing of the sliding member 80 alternatively can be pushed to the clutch D. close.

In 11 is the sliding link 80 shown in a neutral position in which the teeth of the sliding member 80 neither in that of the idler wheel 48L nor in that of the connecting shaft 55 engages.

The connecting shaft 55 can like it in 11 is shown by an axial projection of the idler gear 50L and one on the opposite side of the idler gear 48L fixed shaft piece be realized, the non-rotatable with the idler gear 50L connected is.

The second clutch pack 52 ''' of the 11 is with each of the gear arrangements 16 , 16 ' and 16 '' of the 1 , 3 and 7th usable.

With all gear arrangements of the 1 , 3 and 7th can use the gear sets for the forward gears 3 and 5 also be interchanged with each other. In this case the third clutch pack would be 66 the clutch E. for the forward gear 5 include.

As described above, the electrical machines are 56 , 60 each connected to a gear set of the respective sub-transmission. The third set of wheels 42 has a fixed gear 70 on that with the Intermediate gear 59 is engaged. The fifth wheel set 50 has a fixed gear 72 on, the one with the idler 63 is engaged.

Alternatively, it is also conceivable to use at least one of the electrical machines 56 , 60 to be connected to the respective input shaft via a separate wheel set. In this case the fixed gears could 70 , 72 be designed as separate fixed gears that are not assigned to any gear set. This allows an additional degree of freedom to be implemented, which simplifies the implementation of the pre-translation.

List of reference symbols

10

Hybrid powertrain

12

Internal combustion engine

14th

Double clutch arrangement

16

Gear arrangement

18th

Power distribution facility

20th

driven wheels

22nd

Control device

24

first input shaft

26th

second input shaft

28

Output shaft

30th

Output gear set

32

first partial transmission

34

second partial transmission

36

Wheelset ( 1 )

38

Wheelset ( 3 )

40

first clutch package

42

Wheelset ( 5 )

48

Wheelset ( 2 )

50

Wheelset ( 4th )

52

second clutch package (clutch package)

53

1st axial side of E2

54

2nd axial side of E2

55

Connecting shaft

56

first electric machine

58

first machine pinion

59

first idler

60

second electric machine

62

second machine pinion

63

second intermediate gear

66

third clutch package (further clutch package)

70

first machine gear

72

second machine gear

80

Sliding link

82

Lead (on idler wheel of 38)

A1 - A5

Axes A - E. Clutches for gear steps

E1-E2

Clutch levels

K1, K2

Clutches of double clutch arrangement

EG

Input link

K3

Bridge coupling

S1 - S4

Controls

P

Parking lock wheel

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 102006036758 A1 [0004, 0011]

Claims (12)

Gear arrangement (16) for a motor vehicle drive train (10), with - A first shaft arrangement (24, 26) and a second shaft arrangement (28), - A plurality of shiftable gear sets (36, 38, 42, 48, 50) which connect the first shaft arrangement (24, 26) and the second shaft arrangement (28) to set up at least a corresponding plurality of gear stages (1-5), - A plurality of at least three switching clutches (B, D, C) for switching at least some (38, 48, 50) of the wheel sets (36, 38, 42, 48, 50), two (B, D) of the three switching clutches (B, D, C) form a clutch pack (52) which is arranged on one (28) of the shaft assemblies (24, 26; 28), one clutch (C) of the three clutches (B, D, C) on the Another shaft arrangement (24, 26) is arranged and is arranged with the clutch pack (52) in a clutch plane (E2), and the wheel sets (48, 50) assigned to the two clutches (B, D) of the clutch pack (52) on a first axial side (53) of the clutch plane (E2) are arranged. Gear arrangement according to Claim 1 , wherein the gear set (38), which is assigned to the clutch (C), which is arranged on the other shaft arrangement (24, 26), is arranged on a second axial side (54) of the clutch plane (E2). Gear arrangement according to Claim 1 or 2 , wherein of the two wheelsets (48, 50) arranged on the first axial side (53) of the shifting clutch plane (E2), that wheel set (50) which is axially further away from the shifting clutch plane (E2) has an idler gear (50L), which is connected non-rotatably to a connecting shaft (55) on which a loose wheel (48L) of the wheel set (48) axially closer to the shifting clutch plane (E2) is rotatably mounted. Gear arrangement according to one of the Claims 1 - 3 , wherein a sliding member (80) of the clutch pack (52) is mounted axially displaceably on an axial projection (82) of a fixed gear (38F) of the gear set (38) which is arranged on the second axial side (54) of the clutch plane (E2) . Gear arrangement according to one of the Claims 1 - 4th , wherein the first shaft arrangement is an input shaft arrangement (24, 26) with a first input shaft (24) of a first sub-gear (32) of the gear arrangement (16) and with a second input shaft (26) of a second sub-gear (34) mounted concentrically thereto, and / or wherein the second shaft arrangement is a single output shaft (28). Gear arrangement according to one of the Claims 1 - 5 , with a third clutch (K3) for connecting the first and the second sub-transmission (32, 34), the third clutch (K3) preferably with the clutch (C) which is arranged on the other shaft arrangement (24, 26), another clutch pack (66) forms. Gear arrangement according to Claim 5 or 6 , with a first electrical machine (56) which is connected to the first input shaft (24), and / or with a second electrical machine (60) which is connected to the second input shaft (26). Gear arrangement according to Claim 7 wherein the first electrical machine (56) is connected to the first input shaft (24) via a gear set (42) of the first sub-transmission (32) and / or wherein the second electrical machine (60) is connected via a gear set (50) of the second sub-transmission (34) is connected to the second input shaft (26). Gear arrangement according to Claim 8 , wherein the gear set (42) of the first partial transmission (32), via which the first electrical machine (56) is connected to the first input shaft (24), is assigned to the highest gear stage (5) of the first partial transmission (32), and / or wherein the gear set (50) of the second partial transmission (34), via which the second electrical machine (60) is connected to the second input shaft (26), is assigned to the highest gear stage (4) of the second partial transmission (34), and / or wherein the gear set (50) of the second partial transmission (34), via which the second electrical machine (60) is connected to the second input shaft (26), that gear set of the two gear sets (48, 50) assigned to the clutch pack (52) is, which is axially further from the clutch plane (E2). Gear arrangement according to Claim 8 or 9 , wherein the gear set (42) of the first partial transmission (32), via which the first electrical machine (56) is connected to the first input shaft (24), is arranged at a first axial end of the transmission arrangement (16), and / or wherein the gear set (50) of the second partial transmission (34), via which the second electrical machine (60) is connected to the second input shaft (26), is arranged at a second axial end of the transmission arrangement (16). Drive train (10) for a motor vehicle, with a double clutch arrangement (14) which has a first clutch (14) and a second clutch (K2), and with a transmission arrangement (16) according to one of the Claims 1 - 10 , wherein the first clutch (K1) is assigned to a first sub-gear (32) of the gear arrangement (16) and wherein the second clutch (K2) is assigned to a second sub-gear (34) of the gear arrangement (16). Method for operating a drive train according to Claim 11 ,, with the steps of using the gears (1, 3, 5) of the first sub-transmission (32) by engaging the first clutch (K1) of the double clutch arrangement (14) and the gears (2 , 4) to use the second sub-transmission (34) by closing the first clutch (K1) and a third clutch (K3) which connects the first and the second sub-transmission (32, 34).

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