DE102019216123A1 - Gear arrangement for a motor vehicle drive train - Google Patents

Abstract

Transmission arrangement (16) for a motor vehicle drive train (10), with a first sub-transmission (32) and a second sub-transmission (34), a first input shaft (24) of the first sub-transmission (32) and a second input shaft (26) of the second sub-transmission ( 34) form an input shaft arrangement (27) with an output shaft (28), the input shaft arrangement (27) being connected to the output shaft (28) via at least one first switchable gear set (36, 38) of the first sub-transmission (32) and wherein the The input shaft arrangement (27) is connected to the output shaft (28) via at least one second switchable gear set (48) of the second sub-transmission (34), with an output arrangement (17) via which the output shaft (28) is distributed with a power distribution device (18) of drive power is connected to two output shafts (20L, 20R), the output arrangement (17) having a first switchable output gear set (30a) and a second switchable output gear dsatz (30b) has, which has a different translation than the first output gear set (30a).

Description

The present invention relates to a transmission arrangement for a motor vehicle drive train, with a first sub-transmission and a second sub-transmission, a first input shaft of the first sub-transmission and a second input shaft of the second sub-transmission forming an input shaft arrangement, with an output shaft, the input shaft arrangement having at least one first shiftable gear set of the first sub-transmission is connected to the output shaft and wherein the input shaft arrangement is connected to the output shaft via at least one second switchable gear set of the second sub-transmission, and to an output arrangement via which the output shaft is connected to a power distribution device for distributing drive power to two output shafts.

The present invention also relates to a motor vehicle with a transmission arrangement of the above-mentioned type, the transmission arrangement preferably being oriented transversely to a longitudinal axis of the motor vehicle.

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 control, 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 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 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 any 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 what is known as hybridization. In general, this means that a drive motor in the form of an internal combustion engine is assigned an electrical machine as a further drive machine. 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 drive 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.

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 sub-transmission. Furthermore, the Double clutch arrangement formed by two unsynchronized dog clutches. The speed adjustments required for starting up and for synchronizing when changing gears are implemented via the electrical machines. The unsynchronized claw 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.

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 present invention to provide an improved transmission arrangement.

This object is achieved by a transmission arrangement for a motor vehicle drive train, with a first sub-transmission and a second sub-transmission, a first input shaft of the first sub-transmission and a second input shaft of the second sub-transmission forming an input shaft arrangement, with an output shaft, the input shaft arrangement being switchable via at least one first The gear set of the first sub-transmission is connected to the output shaft and the input shaft arrangement is connected to the output shaft via at least one second switchable gear set of the second sub-transmission, and with an output arrangement via which the output shaft is connected to a power distribution device for distributing drive power to two output shafts, wherein the output arrangement has a first switchable output gear set and a second switchable output gear set which has a different translation than the first output gear set.

In a preferred variant, the transmission arrangement is designed as a double clutch transmission arrangement in which the input shaft arrangement is connected to a double clutch arrangement.

The gear arrangement preferably has only a single output shaft, so that a radially compact design can be implemented.

Due to the fact that the output arrangement has two switchable output gear sets, the transmission arrangement is constructed in the manner of a group transmission. Each shiftable gear set of the first and the second partial transmission can be assigned two different gear ratios via the shiftable output gear sets.

The number of forward gear stages that can be set up with the transmission arrangement is therefore higher than the number of shiftable gear sets of the first sub-transmission and the second sub-transmission. Theoretically, the number of forward gear stages that can be set can be twice as high as the number of shiftable gear sets of the first sub-transmission and the second sub-transmission. Because theoretically, two different overall ratios can be assigned to each switchable gear set of the first sub-transmission and the second sub-transmission by alternately switching the output gear sets of the output arrangement. The first output gear set is preferably assigned to the forward gear stages 1, 2 and 3. The second output gear set is preferably assigned to forward gear stages 4 and 5.

The first input shaft and the second input shaft are preferably arranged coaxially with one another. The first input shaft is preferably designed as an inner shaft. The second input shaft is preferably designed as a hollow shaft.

In an alternative embodiment, the first input shaft and the second input shaft are arranged coaxially to one another, a clutch being arranged axially between the two input shafts.

In the present case, shiftable gear sets are understood to mean gear sets which have an idler gear and a fixed gear 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 output shaft to one another.

Each wheel set can set up exactly one fixed ratio between the respective input shaft and the output shaft. The gear sets are preferably all designed as forward gear gear sets and each assigned to at least one forward gear. The transmission arrangement preferably does not have a gear set that is assigned to a reverse gear stage. Reversing is preferably implemented exclusively via an electrical machine.

In a preferred embodiment, the first partial transmission is assigned to the odd gear steps. In a corresponding manner, the second partial transmission is assigned to the even gear steps in a preferred embodiment.

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 rotational speed that is proportional to one another, in particular the same rotational speed.

The transmission arrangement is designed in particular for a motor vehicle drive train which has an internal combustion engine and which preferably also has at least one electrical machine that can also provide drive power.

The task is thus completely solved.

According to a preferred embodiment, the output arrangement has a switching clutch package (third switching clutch package) with two switching clutches for the alternative switching of the first or the second output gear set.

The third clutch pack is arranged concentrically to the output shaft, specifically preferably axially between the first and the second output gear set.

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.

Drive power that is fed to the output arrangement can consequently be transmitted either via a first switchable gear set or via a second switchable gear set to the power distribution device, which is preferably designed as a mechanical differential. The power distribution device is preferably arranged coaxially with the driven wheels of the motor vehicle drive train.

According to a further overall preferred embodiment, the first partial transmission has two first shiftable gear sets.

The first two shiftable gear sets are preferably assigned to forward gear stages. The first partial transmission preferably has exactly two first shiftable gear sets, one of which is assigned to forward gear stage 1 and the other of which is assigned to forward gear stages 3 and 5 (depending on the driven gear set).

It is preferred here if the two first shiftable gear sets of the first partial transmission are arranged in the axial direction on a side of the second partial transmission opposite the output arrangement.

It is particularly preferred if the gear set that is assigned to the highest forward gear of the first partial transmission is arranged at one axial end of the transmission arrangement, preferably at that axial end that is opposite the transmission input. This makes it possible to connect an electrical machine to this wheel set.

A first shift clutch pack preferably has two shift clutches for alternatively shifting the two first shiftable gear sets of the first partial transmission.

The first clutch pack is preferably arranged axially between the two first wheel sets. The first clutch pack is preferably arranged coaxially with the output shaft, but can also be arranged coaxially with the input shaft arrangement, in particular on the first input shaft.

Furthermore, it is advantageous overall if the at least one second shiftable gear set of the second sub-transmission can be shifted by means of a clutch which is arranged on the output shaft.

The clutch for shifting the second shiftable gear set of the second partial transmission is preferably arranged in the axial direction between the output arrangement and the at least one second shiftable gear set of the second partial transmission. It is particularly advantageous if the second partial transmission has exactly one second shiftable gear set which is assigned to at least one forward gear stage. The precisely one second shiftable gear set is preferably assigned to even gear steps, in particular forward gear steps 2 and 4, depending on the driven gear set that is switched.

It is particularly advantageous if the clutch for the at least one second shiftable gear set of the second partial transmission is integrated with a further clutch in a second clutch pack.

The second clutch pack is preferably arranged in the axial direction between the at least one second shiftable gear set of the second partial transmission and the output arrangement.

It is preferred if the further clutch of the second clutch pack is set up to connect an idler gear of the at least one second shiftable gear set of the second partial transmission with an idler gear of the second shiftable output gear set.

The further clutch can thus set up a type of direct gear in which power is not introduced into the output shaft at all, but is transmitted from one idler gear mounted on the output shaft to another idler gear mounted on the output shaft.

In a preferred variant, the transmission arrangement has the following sequence of elements, starting from an input of the transmission arrangement: first output gear set, third shift clutch set, second output gear set, second shift clutch set, second shiftable gear set of the second sub-transmission for forward gears 2 and 4, gear set of the first sub-transmission for forward gear stage 1, first clutch package, gear set of the first sub-transmission for forward gear stages 3 and 5.

A clutch arrangement connected to the input shaft arrangement can in particular be arranged coaxially to the input shaft arrangement. In one embodiment, a double clutch arrangement can be arranged on an axial side of the first output gear set opposite the third clutch pack.

The first, the second and the third shift clutch pack are preferably arranged coaxially with the output shaft.

By being able to connect the idler gears of the second shiftable gear set of the second sub-transmission and the second shiftable gear set directly with one another, the transmission arrangement can be power shiftable for all forward gear stages, i.e. enable gear changes that are essentially uninterrupted in tractive power.

The shiftable gear set, the idler gear of which can be connected to the idler gear of the second shiftable output gear set, is preferably assigned to that forward gear stage in which a change in the output gear sets is initiated.

If, for example, the first driven gear set is assigned to the forward gear stages 1, 2, 3, it is preferred if the second driven gear set is assigned to the forward gear stages 4 and 5. The forward gear stage 4 is preferably the one that initiates this change. In the forward gear stage 4, drive power is preferably transmitted to the second output gear set without one of the clutches of the third clutch pack having to be shifted. As a result, the third clutch pack can be shifted while the forward gear stage 4 is engaged. The clutch for shifting the second output gear set can be synchronized in a simple manner, for example also by means of a dog clutch, since only the output shaft itself needs to be brought up to speed.

It is particularly preferred if the gear arrangement has a first electrical machine for providing drive power and / or a second electrical machine for providing drive power.

The first and / or the second electrical machine can be arranged coaxially to the input shaft arrangement. It is particularly preferred, however, if the electrical machine (s) is or are arranged axially parallel to the transmission arrangement, that is to say offset parallel to the input shaft arrangement and to the output shaft.

With such a transmission arrangement it is possible to set up at least one of the following driving modes: a purely internal combustion engine driving mode, a purely electric driving mode by means of the first electric machine and / or a purely electric driving mode by means of the second electric machine. In addition, a hybrid driving mode is possible, 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 machine (s) in order to operate it as a generator for charging a vehicle battery.

Furthermore, such a drive train can preferably be set up to carry out what is known as sailing operation, in which, starting from a medium or high driving speed, the internal combustion engine is decoupled and the driving speed is maintained, for example, by intermittent operation of one or both electrical machines. Stand loading is also possible. In addition, when electrical machines are provided, serial operation can preferably also be set up, in particular in what is known as a creep mode. Here the Driving speed of the vehicle are usually below a speed at which the internal combustion engine can be used as a drive motor (due to the translation of the lowest gear or starting gear). In order to be able to establish such a low driving speed permanently, for example beyond the maximum capacity of the vehicle battery, serial operation can be implemented. In serial operation, an electric machine works as a motor and provides electromotive power for a purely electromotive driving operation. The other electrical machine is driven by the internal combustion engine in order to charge the battery.

In a preferred embodiment, the first electrical machine is connected to the first input shaft and / or the second electrical machine is connected to the second input shaft.

The connection is in particular a rotationally fixed connection.

It is particularly advantageous if the first electric machine is connected to the first input shaft via a shiftable gear set or gear set of the first sub-transmission and / or if the second electric machine is connected to the second input shaft via a gear set of the second sub-transmission.

In general, the connection can also be made via a separate gear set that is not assigned to any gear step. This can have the advantage of an optimal translation connection. However, the connection of an electric machine via a respective gear set can lead to a weight saving. A gear ratio adaptation can preferably take place in that a pinion of the respective electrical machine is not connected directly to a gear of the gear set or is in meshing engagement, but an intermediate gear is connected in between. As a result, the electrical machine can be connected to the respective sub-transmission with an optimized gear ratio. The electrical machine can be implemented as a relatively high-speed machine, which 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 electrical Machine is connected to the second input shaft, is assigned to the highest gear of the second sub-transmission.

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

This enables a connection to those points where high bearing forces can be absorbed.

The electrical machines are preferably connected to respective gear sets on axially opposite sides of the transmission arrangement. This enables the electrical machines to be arranged axially largely overlapping one another. It is particularly preferred if the first electrical machine and / or the second electrical machine overlap at least in sections with the first partial transmission and / or with the second partial transmission.

If one or both electrical machines is or are connected to a gear set, this is preferably done via a respective fixed gear that is permanently connected to the respective input shaft.

According to a further generally preferred embodiment, the first electrical machine and the second electrical machine are structurally identical. This results in cost advantages and storage advantages.

The transmission arrangement preferably has only three gear set levels, namely two gear set levels for the first sub-transmission and one gear set level for the second sub-transmission. Furthermore, the transmission arrangement preferably has exactly two shift clutch levels, in each of which, preferably, exactly one shift clutch package is arranged. One clutch level is assigned to the first clutch pack of the first partial transmission. The second shift clutch level is preferably assigned to the second shift clutch package, which is assigned to the second partial transmission.

In addition, the output arrangement has two gear set levels and one clutch level.

The transmission arrangement preferably has only exactly three actuating devices, two of which are assigned to the clutch packs of the first and second partial transmissions, and of which one is assigned to the output arrangement.

According to a further preferred embodiment, the gear arrangement includes a A clutch arrangement which has a clutch input shaft and a clutch output, wherein the clutch output is connected to the input shaft arrangement and wherein an electrical machine is connected to the clutch input shaft.

The clutch arrangement can in particular be a double clutch arrangement, the clutch output of which contains two output members for a first friction clutch and a second friction clutch.

The electrical machine can be connected in front of the clutch arrangement. As a result, the electric machine can use all gear stages of the transmission arrangement for driving.

It is preferred if the transmission arrangement has a separating clutch which has a separating clutch input and a separating clutch output, the separating clutch output being connected to the clutch input shaft and the separating clutch input being connectable to an internal combustion engine.

As a result, an electric motor drive mode is possible without having to drag the internal combustion engine along, since the separating clutch can be opened in this case.

According to a further preferred embodiment, the transmission arrangement has a third clutch for connecting the first and the second partial transmission.

The third clutch preferably connects the first input shaft and the second input shaft of the input shaft arrangement. The third clutch is preferably not a clutch that is used to set up a so-called winding gear stage. 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 highest or lowest possible translation, that is, to enable a high spread of the transmission arrangement.

In the transmission arrangement according to the present embodiment, the third clutch enables two electrical machines to be operated in parallel and via a single gear stage. Furthermore, the third clutch can at least partially assume the function of a clutch of a double clutch arrangement, so that in some embodiments it is not necessary to design the input-side clutch arrangement as a double clutch. Rather, the clutch arrangement on the input side can be a single clutch which, for example, connects an internal combustion engine to the first input shaft. In this case, the third clutch connects the first input shaft to the second output shaft.

Nevertheless, the input-side clutch arrangement can also be a double clutch arrangement in order to set up serial operation, for example with the first electrical machine or the second electrical machine as a generator, and to operate the respective other electrical machine as a drive motor.

Due to the preferred provision of the third clutch for connecting the first and second partial transmissions, gear changes can be carried out in an internal combustion engine or a hybrid driving mode without having to actuate an input-side double clutch arrangement.

If the clutch arrangement is a double clutch arrangement, the gears of one sub-transmission can be used in an internal combustion engine driving mode or a hybrid driving operation by engaging the associated clutch of a double clutch arrangement, the gears of the other sub-transmission being used by engaging the same clutch of the double clutch arrangement and the third clutch can be.

In this embodiment it is also possible to open 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.

If the gear arrangement has two electrical machines that are each assigned to a different sub-transmission, power shifts can be implemented by one of the electrical machines maintaining the tractive force via the assigned sub-transmission, while a gear change is preferred in the other sub-transmission.

According to a further preferred embodiment, a first clutch of a double clutch arrangement and / or a second clutch of a double clutch arrangement and / or a separating clutch and / or a third clutch and / or at least one clutch of the transmission arrangement is designed as a dog clutch.

In particular, when each sub-transmission is assigned its own electrical machine, synchronization and / or load transfer functions can take place by means of the electrical machines. Accordingly, 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.

Since at least one of the electrical machines is always connected to the internal combustion engine in the internal combustion engine driving mode in this case, synchronization can take place in this driving mode. In addition, a shift in the load point on the internal combustion engine is possible and the electric machine can support the speed control if a switching element has to be synchronized.

• - geringer Bauaufwand, da wegen der schaltbaren Abtriebsanordnung vorzugsweise nur drei Radsatzpaare und zwei Betätigungseinrichtungen für die Teilgetriebe 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 Ausgangswelle auf, die vorzugsweise über die schaltbare Abtriebsanordnung 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 with the gear arrangement:

• - Low construction costs, because because of the switchable output arrangement, preferably only three pairs of gear sets and two actuating devices are to be provided for the sub-transmissions,
• - 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 gear arrangement preferably has only one output shaft, which is preferably connected to a power distribution device via the switchable output arrangement,
• - Shifting operations can be carried out quickly and efficiently, since in an internal combustion engine and a hybrid driving mode, shifting the double clutch arrangement is not necessary and since the synchronization of gear steps can always be carried out using an electric machine,
• - a serial operation can be realized both by means of the first electric machine and by means of the second electric machine as a generator,
• - It gives a high versatility with compact dimensions.

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 on their own, without departing from the scope of the present invention.

• 1 eine schematische Radsatz-Darstellung einer Ausführungsform einer Getriebeanordnung;
• 2 eine Schalttabelle für einen verbrennungsmotorischen Fahrbetrieb mittels der Getriebeanordnung der 1;
• 3 eine schematische Radsatz-Darstellung einer weiteren Ausführungsform einer Getriebeanordnung;
• 4 eine schematische Darstellung einer weiteren Ausführungsform einer Getriebeanordnung;
• 5 eine schematische Darstellung einer weiteren Ausführungsform einer Getriebeanordnung;
• 6 eine schematische Darstellung einer weiteren Ausführungsform einer Getriebeanordnung;
• 7 eine schematische Darstellung einer weiteren Ausführungsform einer Getriebeanordnung; und
• 8 eine schematische Darstellung einer weiteren 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 wheel set representation of an embodiment of a transmission arrangement;
• 2 a shift table for internal combustion engine driving by means of the transmission arrangement of 1 ;
• 3 a schematic wheel set representation of a further embodiment of a transmission arrangement;
• 4th a schematic representation of a further embodiment of a transmission arrangement;
• 5 a schematic representation of a further embodiment of a transmission arrangement;
• 6th a schematic representation of a further embodiment of a transmission arrangement;
• 7th a schematic representation of a further embodiment of a transmission arrangement; and
• 8th a schematic representation of a further embodiment of a transmission 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 hybrid powertrain 10 has an internal combustion engine 12th on, its crankshaft 11 with an input shaft 15th 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 via an output assembly 17th with a power distribution facility 18th connected, which can be designed, for example, as a mechanical differential and can distribute the drive power to two driven wheels 20L, 20R of the motor vehicle.

It also includes the powertrain 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 12th is. The double clutch arrangement 14th can have two friction clutches or one friction clutch and one unsynchronized claw clutch. In the present case includes the double clutch arrangement 14th two friction clutches K1 and K2 . The two clutches K1 , K2 have a common input member that rotates with the crankshaft 11 of the internal combustion engine 12th connected is. The first clutch K1 has a first output member. The second clutch K2 has a second output member. The output members 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 first input shaft 24 and the second input shaft 26th form an input shaft assembly 27 .

The gear arrangement 16 also includes an output shaft 28 that are coaxial with a second axis A2 is arranged. The output shaft 28 is via a switchable first output gear set 30a the output arrangement 17th and a second switchable output gear set 30b the output arrangement 17th with the power distribution facility 18th connected, which is coaxial with an axis A3 is arranged.

At an input element of the power distribution device 18th can be 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 arranged axially offset to 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 axially between the first partial transmission 32 and the double clutch arrangement 14th arranged. The partial transmission 32 , 34 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 forward gear 1 and a second gear set 38 for forward gears 3 and 5. The second set of wheels 38 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 second set of wheels 38 is a first clutch package 40 arranged, coaxial with the axis A2 . However, the first clutch pack can also be coaxial with the axis A1 as shown schematically at 40 'in 1 is shown.

The first clutch package 40 includes a first clutch A. for shifting the first gear set 36 and a second clutch C. for shifting the second gear set 38 . The two clutches A. , C. are alternatively switchable and are designed as unsynchronized dog clutches, but can also be designed as synchronous clutches. Switching a gear set includes the non-rotatable connection of an idler gear of the respective gear set with an associated shaft. For example, the first wheel set is used here 36 switched by placing one on the output shaft 28 rotatably mounted idler gear of the first gear set 36 non-rotatably with the output shaft 28 is connected in order to bring the first set of wheels into the power flow.

The second partial transmission has a gear set 48 which is assigned to the forward gear stages 2 and 4. The wheelset 48 the second partial transmission is axially on one of the first clutch pack 40 opposite side of the wheelset 36 arranged for gear stage 1.

The second sub-transmission also has a second clutch pack 52 on. The second clutch pack 52 contains a third clutch B for the forward gear stage 2, specifically for shifting the gear set 48 . The second clutch pack also includes 52 another clutch D. , by means of which the wheelset 48 directly with a loose gear of the second driven gear set 30b is connectable.

The second clutch pack 52 is axially between the output assembly 17th and the second partial transmission 34 arranged. The double clutch arrangement 14th is preferably on one of the second clutch pack in the axial direction 52 opposite side of the output assembly 17th arranged.

The output arrangement 17th has a third clutch pack 54 on that a clutch E. for switching the first driven gear set 30a and a clutch F. for switching the second driven gear set 30b includes. The clutches E. , F. are, just like the clutches B, D. alternatively switchable in each case.

With all clutch packages 40 , 52 , 54 A neutral position can also be set up in which none of the two assigned clutches is closed.

The first clutch package 40 is by means of a single actuator S1 operable. The second clutch pack 52 is by means of a single actuator S2 operable. The third clutch pack 54 is by means of a third actuator S3 operable. The clutch packages 40 , 52 , 54 are all coaxial with one another and with the axis A2 arranged.

The first driven gear set 30a is assigned to the forward gear stages 1, 2, 3. The second output gear set 30b is assigned to the forward gear stages 4, 5.

In the present case, the transmission arrangement does not have a gear set for setting up a reverse gear. This can be integrated into the first or the second partial transmission, if this is desired. If the transmission arrangement is equipped with an electric machine, as will be described below, a reverse drive mode can, however, also be set up by a purely electric motor drive mode.

In 2 a shift table is shown showing the state of the clutches K1 , K2 the double clutch arrangement 14th and those of the clutches A. to F. shows in the forward gear steps V1 to V5.

The first clutch is in forward gear V1 K1 closed. Furthermore, the clutches are A. , E. closed. Drive power consequently flows from the first input shaft 24 via the first gear set 36 and the first switched output gear set 30a to the power distribution facility 18th .

The clutch is in forward gear V2 K2 closed, and the clutches B and E. are closed.

Consequently, the clutch B can be engaged (preselected) in advance in the then passive second sub-transmission during driving operation in the forward gear stage V1. A gear change can then be made by using the clutches K1 , K2 be operated overlapping in order to transfer the power flow from the first to the second sub-transmission. In forward gear V2, the drive power flows from the second input shaft 26th via the switched gear set 48 around the switched first output gear set 30a to the power distribution facility 18th .

The first clutch is again in forward gear V3 K1 closed, as well as the clutches C. and E. .

A gear change takes place in turn by overlapping the actuation of the friction clutches.

The clutch is always in the forward gear stages V1, V2, V3 E. for the first driven gear set 30a closed. In this respect, gear changes can be carried out without interruption of traction, provided the clutches K1 , K2 are designed as friction clutches.

To engage the forward gear stage V4, starting from the forward gear stage V3, the clutch is first activated D. closed to the idler wheel of the wheelset 48 with the idler gear of the output gear set 30b connect to. An overlapping actuation of the friction clutches can then occur K1 , K2 take place so that this gear change can also take place without interruption of traction. During operation in forward gear V4, the clutch can E. be opened. Furthermore, the clutch F. can be preselected. To shift from the forward gear stage V4 to the forward gear stage V5, the clutch is only initially activated in the first sub-transmission C. closed, and then there is an overlapping actuation of the friction clutches K1 , K2 so that load transfer without interruption of traction is possible (load switching).

In the following 3 to 8th further embodiments of gear arrangements are shown, which in terms of structure and mode of operation in general of the gear arrangement 10 and the driving operations that can be realized with this according to 2 correspond. The same elements are therefore identified by the same reference symbols. The main differences are explained below.

In the drive train 10 'of the 3 includes the gear assembly 16 a first electric machine 56 , the axially parallel to the input shaft arrangement 27 is arranged. The first electric machine 56 has a first pinion (first machine pinion), which via an intermediate gear 59 with a first gear 70 connected is. The first gear 70 is non-rotatably with an intermediate shaft 68 connected, which is an input link of the dual clutch assembly 14th forms.

The intermediate shaft 68 is through the clutch input shaft 15th educated. The clutch input shaft 15th is via a disconnect clutch K0 with the crankshaft 11 connected.

With the drive train 10 ', a purely electric motor driving mode can be set up by the disconnecting clutch K0 is opened. The functionality may otherwise be identical to that described above in relation to 1 has been described, in particular with regard to the switching table of 2 . All forward gear stages V1 to V5 can either be purely internal combustion engine or purely be operated by an electric motor or in a hybrid driving mode.

In 4th is a modification of the drive train 10 'of the 3 shown. The drive train 10 ″ shown here has a first electrical machine 56 ″ which is coaxial with the intermediate shaft 68 is arranged, i.e. not via a wheel set as in 3 is connected to the drive shaft. In the case of the drive train 10 "of the 4th is a rotor of the first electrical machine 56 ″ rotatably fixed to the intermediate shaft 68 connected. Otherwise, the structure of the drive train 10 ″ is identical to that of the 3 . The mode of operation is also completely identical, apart from the fact that the electric machine 56 ″ is operated in the respective gear stages in different speed ranges than the electric machine 56 the 3 (due to the lack of intermediate translations).

In 5 a further embodiment of a drive train 10 '''is shown. This is based on the drive train 10 the 1 . Furthermore, the drive train 10 ″ ″ contains a first electrical machine 56 who have favourited a first pinion 58 having. The first pinion 58 stands over an intermediate gear 59 with a first gear 70 engaged, the first gear 70 Part of the gear set 38 for forward gears 3 and 5. More precisely, the first gear is 70 a fixed gear of the gear set 38 .

In this embodiment, the electrical machine 56 set up a purely electric motor drive in gears 1, 3, 5. Furthermore, the first electrical machine 56 the internal combustion engine 12th start or by means of the internal combustion engine 12th can be loaded if, for example, all clutches of the first sub-transmission are open at a standstill.

Hybrid driving is also possible, either by superimposing internal combustion engine and electric motor drive power in the first partial transmission 32 . Alternatively, a hybrid driving mode can be set up by using the internal combustion engine power via the second partial transmission 34 is performed and electromotive power via the first partial transmission 32 .

In 6th a further embodiment of a drive train 10 ^{IV is} shown, which is constructed comparable to the drive train 10 '''of the 5 . Here is a second electric machine 60 provided that a second pinion 62 has that via a second idler gear 63 with a second gear 72 is engaged. The second gear 72 is not assigned to any gear and is non-rotatable with the second input shaft 26th connected.

Consequently, in the case of the drive train 10 ^IV, a purely electric motor driving operation via the second partial transmission 34 be set up, ie via the wheelset 48 .

Alternatively, the second electrical machine 60 also about the second pinion 62 and the second idler gear 63 with the fixed gear of the gear set 48 are engaged.

The same driving operations are possible as in 5 , only that the electromotive drive power via the second partial transmission 34 is performed and not via the first partial transmission 32 .

In 7th Another embodiment of a drive train 10 ^{V is} shown, which is a first electrical machine 56 and a second electric machine 60 having. The first electric machine 56 is the same as in the embodiment of the 5 via a first pinion 58 and a first idler gear 59 with the first gear 70 connected, the fixed gear of the first gear set 38 represents.

On the other hand is the second electric machine 60 about the second pinion 62 , the second idler 63 with a second gear 72 connected, which in this case is the fixed gear of the gear set 48 for the forward gear stages 2/4 of the second sub-transmission 34 is.

The clutch arrangement 14 ^V in this case only has a single clutch K2 on which the clutch input shaft 15th ^{26 V} connects to the second input shaft. The second input shaft 26 ^V is connected via a third clutch K3 connected to the first input shaft 24 ^V.

The clutch is in combustion engine operation K2 always closed. If drive power is routed via the second sub-transmission, the third clutch is K3 open. In the event that drive power is to be routed via the first partial transmission, the clutch is K3 closed.

Incidentally, the clutches are operated A. to F. identical as in 2 .

In 8th Another embodiment of a drive train 10 ^{VI is} shown, which in terms of structure and ^{mode of operation is generally the drive train 10 V} of 7th corresponds to. In 8th is the lower part of the gear assembly 10 ^XVI with the output shaft for the sake of clarity 28 and the gears and clutches arranged thereon as well as the power distribution device 18th not shown.

However, the clutch ^{arrangement 14 VI} here also includes a double clutch arrangement a first clutch K2 and a second clutch K2 that form a clutch pack. The clutch pack with the clutches K1 and K2 , which in the present case are preferably implemented as claw clutches, can be actuated by means of a single actuating device.

The clutch is in combustion engine operation K1 always closed and the clutch K2 is always open. The coupling K3 is open or closed, depending on whether the internal combustion engine power is to be routed via the first or the second partial transmission.

A serial operation in which one electric machine provides drive power and the other electric machine via the internal combustion engine 12th is operated as a generator, 10 ^{V is the drive train} 7th only possible in such a way that the second electrical machine 60 operated as a generator and the first electrical machine 56 as drive motor (with the third clutch open K3 ).

In the drive train 10 ^VI the 8th is such a serial operation both with the second electrical machine 60 and alternatively with the first electric machine 56 possible as a generator, the respective other electrical machine then being operated as a drive motor.

In serial operation, for example, the second clutch K2 closed and the first clutch K1 be opened to the second electric machine 60 to operate as a generator, driven by the internal combustion engine, and the first electric machine 56 as a drive motor via the first partial transmission.

In the explanations of the 7th and 8th are the electrical machines 56 , 60 each 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. The gear arrangements of the 3 to 8th each have no dedicated reverse gear or no gear set for setting up a reverse gear. Reverse driving is always set up exclusively by means of an electrical machine.

In the embodiment of 7th and 8th the clutch or the clutches of the clutch arrangement 14 ^V or 14 ^{VI are designed} as claw clutches. In this case, synchronization and load transfer take place in each case by means of the two electrical machines 56 , 60 . In addition, the motor vehicle can also only be started by means of one of the electrical machines, namely until a driving speed of the vehicle is reached that corresponds to an idling speed of the internal combustion engine, or a speed from which the internal combustion engine can provide drive power.

The gear arrangements of the 1 to 8th do not have any winding steps. Each gear set has exactly one idler gear and one fixed gear. In all variants of drive trains, at least five forward gear stages can be set up for internal combustion engine or hybrid driving mode. An electric driving mode is the drive trains 10 ', 10 " 3 and 4th possible across all gear steps. In the drive trains of the 5 and 6th Electric driving is only possible via the respective sub-transmission to which the individual electric machine is connected. In the drive train 10 ''', an electric driving operation can consequently take place via the gears 1, 3, 5. In the drive train 10 ^IV, an electric driving mode is consequently carried out via the gears 2 and 4.

In the 10 ^V and 10 ^{VI drivetrains} 7th and 8th Electromotive operation can be carried out over all gears, either in parallel over the respective sub-transmissions with the clutch disengaged K3 or, with the clutch closed K3 , via one of the sub-transmissions.

In the embodiments of 1 to 5 can use the clutches A. to F. be designed as synchronous clutches, or as claw clutches. In the embodiments of 5 and 6th At least the clutches that are assigned to that sub-transmission to which an electrical machine is connected can each be designed as claw clutches, since the respective electrical machine can be used for synchronization.

In the 7th and 8th can all clutches, be it clutches or the clutches K1 , K2 , K3 , are designed as claw clutches, as synchronization and load transfer in all gear stages is possible via the electrical machines.

List of reference symbols

10

Powertrain

11

crankshaft

12th

Internal combustion engine

14th

Clutch assembly

15th

Clutch input shaft

16

Gear arrangement

17th

Output arrangement

18th

Power distribution facility

20L / R

Output shafts for driven wheels

22nd

Control device

24

first input shaft

26th

second input shaft

27

Input shaft assembly

28

Output shaft

30a

first output gear set ( 17th )

30b

second output gear set ( 17th )

32

first partial transmission

34

second partial transmission

36

Wheelset (1)

38

Wheelset (3/5)

40

first clutch package (A / C)

48

Wheelset (2/4)

52

second clutch package (B / D)

54

third clutch package ( E. / F. )

56

first electric machine

58

first pinion (first machine pinion)

59

first idler

60

second electric machine

62

second pinion (second machine pinion)

63

second intermediate gear

68

Intermediate shaft ( 15th )

70

first gear (first machine gear)

72

second gear (second machine gear)

A1 - A3

axes

A - D

Clutches for gear steps

E, F

Clutches for output assembly

K1, K2

Clutches of double clutch arrangement

K0

Disconnect clutch

K3

third coupling (bridge coupling)

S1 - S3

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 [0003, 0009]

Claims (15)

Gear arrangement (16) for a motor vehicle drive train (10), with - A first sub-transmission (32) and a second sub-transmission (34), a first input shaft (24) of the first sub-transmission (32) and a second input shaft (26) of the second sub-transmission (34) forming an input shaft arrangement (27), - An output shaft (28), the input shaft arrangement (27) being connected to the output shaft (28) via at least one first switchable gear set (36, 38) of the first sub-transmission (32) and the input shaft arrangement (27) being connected via at least one second switchable Wheel set (48) of the second partial transmission (34) is connected to the output shaft (28), - An output arrangement (17) via which the output shaft (28) is connected to a power distribution device (18) for distributing drive power to two output shafts (20L, 20R), the output arrangement (17) having a first switchable output gear set (30a) and a second switchable output gear set (30b) which has a different translation than the first output gear set (30a). Gear arrangement according to Claim 1 , wherein the output arrangement (17) has a third clutch pack (54) with two clutches (E, F) for the alternative switching of the first or the second output gear set (30a, 30b). Gear arrangement according to one of the Claims 1 - 2 , wherein the first partial transmission (32) has two first shiftable gear sets. Gear arrangement according to Claim 3 , wherein the two first switchable gear sets (36, 38) of the first partial transmission (32) are arranged in the axial direction on a side of the second partial transmission (34) opposite the output arrangement (17). Gear arrangement according to Claim 3 or 4th , wherein a first clutch pack (40) has two clutch clutches (A, C) for alternatively shifting the two first shiftable gear sets (36, 38) of the first partial transmission (32). Gear arrangement according to one of the Claims 1 - 5 , the at least one second switchable gear set (48) of the second sub-transmission (34) being switchable by means of a clutch (B) which is arranged on the output shaft (28) and which is axially between the output arrangement (17) and the at least one second switchable gear set (48) of the second partial transmission (34) is arranged. Gear arrangement according to Claim 6 , wherein the clutch for the at least one second switchable gear set (48) is integrated with a further clutch (D) in a second clutch pack (52). Gear arrangement according to Claim 7 , wherein the further clutch (D) of the second clutch pack (52) is set up to connect an idler gear of the at least one second switchable gear set (48) of the second sub-transmission (34) to an idler gear of the second switchable output gear set (30b). Gear arrangement according to one of the Claims 1 - 8th with a first electrical machine (56) for providing drive power and / or with a second electrical machine (60) for providing drive power. Gear arrangement according to Claim 9 wherein the first electrical machine (56) is connected to the first input shaft (24) and / or wherein the second electrical machine (60) is connected to the second input shaft (26). Gear arrangement according to Claim 9 , with a clutch arrangement (14) which has a clutch input shaft (15) and a clutch output, wherein the clutch output is connected to the input shaft arrangement (27) and wherein an electrical machine (56) is connected to the clutch input shaft (15). Gear arrangement according to Claim 11 , with a separating clutch (K0) which has a separating clutch input and a separating clutch output, wherein the separating clutch output is connected to the clutch input shaft (15) and wherein the separating clutch input can be connected to an internal combustion engine (12). Gear arrangement according to one of the Claims 1 - 12th , with a third clutch (K3) for connecting the first and the second partial transmission (32, 34). Gear arrangement according to one of the Claims 1 - 13th , wherein a first clutch (K1) of a double clutch arrangement (14) and / or a second clutch (K2) of the double clutch arrangement (14) and / or a separating clutch (K0) and / or a third clutch (K3) and / or at least one clutch (A, B, C, D, E, F) of the gear arrangement (16) is designed as a dog clutch. Gear arrangement according to one of the Claims 1 - 14th , wherein the first sub-transmission (32) is assigned to the odd forward gear stages and has exactly two gear sets (36, 38, 42) which are assigned to at least two different forward gear stages, and wherein the second sub-transmission (34) is assigned to the even forward gear stages and has exactly one gear set (48) which is assigned to at least one forward gear.

Images