DE102019216719A1 - Transmission arrangement, hybrid transmission arrangement, hybrid drive train and motor vehicle - Google Patents

Abstract

The invention relates to a transmission arrangement (4) with a first transmission input shaft (24), a second transmission input shaft (26), a countershaft (28), a first idler gear (32) and a second idler gear (34), the first idler gear (32) and the second idler gear (34) are arranged on the countershaft (30), and a coupling shift element (W), the first idler gear (32) and the second idler gear (34) being rotatably connectable by means of the coupling shift element (W), that the countershaft is the only countershaft of the transmission arrangement. The invention also relates to a hybrid transmission arrangement. The invention also relates to a hybrid drive train. The invention also relates to a motor vehicle.

Description

The invention relates to a transmission arrangement with a first transmission input shaft, a second transmission input shaft, a countershaft, a first idler gear and a second idler gear, the first idler gear and the second idler gear being arranged on the countershaft, and a coupling shift element, the first idler gear being by means of the coupling shift element and the second idler gear can be connected in a rotationally fixed manner.

From the DE 10 2016 210 713 A1 shows a dual clutch transmission with two winding gears. The coupling switching element is arranged in a two-sided switching device. The coupling switching element can connect two idler gears, via which two countershafts are linked.

On the basis of this, it is the object of the present invention to specify a transmission arrangement that optimizes installation space.

To solve this problem, it is proposed in a transmission arrangement of the type described at the outset that the transmission arrangement have a single countershaft. In other words, the countershaft is the only countershaft of the transmission arrangement.

A countershaft is a shaft in a transmission arrangement that has at least one gear that meshes with a gear on one of the transmission input shafts. Furthermore, a countershaft has an output gear in order to drive off the drive torque received via the gearwheel. A countershaft has at least one driven and one output gear. Countershafts are sometimes referred to as output shafts. In the present invention, the shaft that follows the transmission input shafts in the torque flow is referred to as the countershaft. Whether further waves follow the countershaft and how these are designated is irrelevant. In other words, the countershaft can drift directly onto a differential or via another shaft.

The idler gears on the countershaft can be coupled to one another to form a winding path.

The coupling switching element can preferably be arranged in a double switching element. This results in a very compact arrangement of all components.

The first idler gear can preferably be operatively connected to the first transmission input shaft and the second idler gear to the second transmission input shaft. This means that the first idler gear meshes with a gear on the first transmission input shaft and the second idler gear meshes with a gear on the second transmission input shaft. However, torque transmission only takes place when the first idler gear or the second idler gear are non-rotatably connected to the countershaft or when the first idler gear and the second idler gear are coupled to one another when the winding path is formed. Advantageously, only the coupling switching element can be arranged between the first idler gear and the second idler gear. This makes it possible to design the distribution of the gears on the countershaft and the transmission input shafts in a space-optimized manner. The coupling switching element can preferably be arranged in a double switching element. This means that an actuator can be saved. Advantageously, there is a connection of the coupling shift element through an opening in one of the idler gears to the second shift element of the double shift element. The connection can preferably be made by the second idler gear.

The idler gears are therefore assigned to gears of different transmission input shafts.

The second transmission input shaft is preferably mounted on the first transmission input shaft. That is to say, that it is designed as a hollow shaft and at least partially surrounds the first transmission input shaft, preferably over its entire length. The first transmission input shaft can be designed as a solid shaft, but it can also be a hollow shaft.

The first transmission input shaft and / or the second transmission input shaft can advantageously be designed without a clutch. Preferably, one transmission input shaft can be designed without a clutch and precisely one clutch can be arranged on the other transmission input shaft. In a first embodiment, one transmission input shaft is the second transmission input shaft and the other transmission input shaft is the first transmission input shaft. In an alternative embodiment, one transmission input shaft is the first transmission input shaft and the other transmission input shaft is the second transmission input shaft. A clutch connects a loose wheel with a shaft, a clutch connects two shafts with each other. As described above, the coupling switching element connects two idler gears to one another.

When the coupling shift element is closed, a first forward gear can preferably be implemented for a forward driving mode. The first forward gear is therefore designed as a winding gear. That means that both sub-transmissions have to be realized can be used because both transmission input shafts are in the torque flow.

A third forward gear can preferably be assigned to the first idler gear when the coupling shift element is open. Furthermore, when the coupling shift element is open, a fourth forward gear can be assigned to the second idler gear. The idler gears of the third and fourth gear are also used in the formation of the first gear.

Preferably, exactly one fixed gear can be arranged on the first transmission input shaft and / or the second transmission input shaft. In particular, only exactly one fixed gear can be arranged on the first transmission input shaft and / or the second transmission input shaft. There is then no idler gear on this shaft.

The idler gear of the second gear stage G2 and thus of the second forward gear V2 or E2 is preferably located on a transmission input shaft. In a first embodiment, the idler gear of the second gear stage G2 is arranged on the first transmission input shaft. In an alternative embodiment, the idler gear of the second gear stage G2 is arranged on the second transmission input shaft.

Furthermore, precisely one fixed gear can be arranged on the second transmission input shaft and / or the first transmission input shaft. In particular, only exactly one fixed gear can be arranged on the first transmission input shaft and / or the second transmission input shaft. There is then no idler gear on these shafts.

It can therefore preferably be provided that exactly two (gear) fixed gears and exactly one idler gear are distributed over the two transmission input shafts. In addition, a gear can be provided for connecting an electric motor. However, this is not taken into account when considering the gear wheels.

In this case, exactly one fixed gear can be arranged on one transmission input shaft and exactly one fixed gear and exactly one idler gear can be arranged on the other transmission input shaft. In particular, only exactly one fixed gear can be arranged on the one transmission input shaft. Furthermore, only exactly one fixed wheel and exactly one idler wheel can be arranged on the other shaft. In a first embodiment, one transmission input shaft is the first transmission input shaft and the other transmission input shaft is the second transmission input shaft. Alternatively, one transmission input shaft is the second transmission input shaft and the other transmission input shaft is the first transmission input shaft.

In an advantageous embodiment, the transmission arrangement can be designed without reverse gear. The reverse gear is then not implemented mechanically. The transmission arrangement can then be implemented in a hybrid transmission arrangement and the reverse gear can be formed electrically.

The transmission arrangement preferably comprises a clutch arrangement. The clutch arrangement preferably has at least two clutches. These are advantageously arranged as a double clutch and serve to optionally connect a drive, in particular an internal combustion engine and / or electric motor, to one of the transmission input shafts.

The clutch arrangement can advantageously have three clutches. One of the clutches can be arranged as a separating clutch. The separating clutch is used to decouple an internal combustion engine from the drive train.

Furthermore, the clutch arrangement can have two load disconnect clutches. The output of one of the clutches can be connected to one of the transmission input shafts. The powershift clutches then form a double clutch arrangement. The clutches can be designed as multi-plate clutches.

Alternatively, at least one of the couplings can be designed as a cone coupling. Advantageously, both clutches for connecting the transmission input shafts to a drive can be designed as cone clutches. They are then designed like synchronizing devices without a dog clutch.

Advantageously, the gear arrangement can have exactly two sub-transmissions. This enables increased functionality and, for example, traction support both when changing gears, in particular when changing gears using an internal combustion engine and when changing gears electrically.

At least one of the partial transmissions can preferably be designed as a gear change transmission. In particular, precisely one of the two partial transmissions can be designed as a gear change transmission. It then comprises at least two gear steps.

The gears of the gear arrangement are preferably designed as spur gears.

Furthermore, the transmission arrangement can have exactly two transmission input shafts.

A gear stage is a mechanically implemented translation between two shafts. The total gear ratio between internal combustion engine or The drive device and wheel have further ratios, the ratios before a gear stage, the so-called pre-ratios, can depend on the output used. The subsequent translations are usually the same. In an embodiment shown below, the speed and the torque of a drive device are translated several times, namely by at least one gear pair between the output shaft of the drive device and a transmission input shaft. This is a pre-translation. Then follows a gear pair of a gear stage with a gear ratio dependent on the gear stage. Finally, there is a pair of gears between the countershaft and the differential as a post-ratio. A gear then has an overall ratio that depends on the drive and the gear stage. Without further information, a gear then refers to the gear stage used.

Just for the sake of completeness, it should be pointed out that the ascending digits of the gear steps refer, as usual, to a decreasing gear ratio. A second gear stage G2 has a higher gear ratio than a third gear stage G3, etc.

This also applies to winding paths, but the total transmission ratio between the shafts is more complex because more shafts and transmissions have to be taken into account. In the end, however, a translation is determined between the first shaft that is driven and the last shaft that is driven.

If torque is transmitted from the internal combustion engine via the second gear stage G2, this is referred to as internal combustion engine gear V2. If the second drive device and the internal combustion engine transmit torque simultaneously via the first gear stage G2, this is referred to as a hybrid gear H22. If only the second drive device transmits torque via the second gear stage G2, it is referred to as an electric gear E2. The first gear stage G1 or the fourth gear stage G4 are designed as a spiral gear in several embodiments shown below and are therefore not directly apparent from the figures below, which is why reference was made to the second gear stage G2 as an example.

In the present invention, a switching device is understood to mean an arrangement with one or two switching elements. The switching device is then designed on one side or on both sides. A switching element can be a clutch or a clutch. A coupling is used for the non-rotatable connection of two shafts and a switching clutch for the non-rotatable connection of a shaft with a hub rotatably mounted on it, for example a loose wheel. The clutches for connecting the transmission input shafts to the internal combustion engine connect the respective transmission input shaft to a crankshaft of the internal combustion engine. A two-sided switching device is also called a double switching element.

A separating clutch and / or a damping arrangement can be connected between the said clutches and the crankshaft. The separating clutch is used to decouple the internal combustion engine during a purely electric drive and the damping arrangement is used to filter vibrations.

At least some of the clutches and / or shift clutches can preferably be designed as claw clutches.

In addition, the invention relates to a hybrid transmission arrangement with a transmission arrangement and at least one drive device connected to the transmission arrangement. The hybrid transmission arrangement is characterized in that the transmission arrangement is designed as described.

The drive device can preferably be designed as an electric motor. The drive device can advantageously be arranged axially parallel to the transmission input shafts. It is therefore usually also arranged axially parallel to the countershafts.

The drive device can preferably be operatively connected to the clutch arrangement, in particular on its drive side. Furthermore, when using a triple clutch arrangement with a separating clutch and a double clutch, the point of application can be on the output side of the separating clutch and the drive side of the double clutch arrangement. As a result, both sub-transmissions of the dual clutch transmission can be driven or acted upon with torque by a single electric motor.

Alternatively, the drive device can be operatively connected to one of the transmission input shafts. This can be done using a gear wheel or a separate coupling gear. The coupling gear is non-rotatably connected to one of the transmission input shafts. The coupling gear is preferably arranged axially on the outside on one of the transmission input shafts. Then it is the closest or most distant gear on the transmission input shafts to the internal combustion engine.

In addition, it is also possible for the hybrid transmission device to have two drive devices. In this case, one drive device can be assigned to one of the sub-transmissions, whereby increased functionality is generated.

In addition, the invention relates to a hybrid drive train with an internal combustion engine and a hybrid transmission arrangement. The hybrid drive train is characterized in that the hybrid transmission arrangement is designed as described.

The hybrid drive train can advantageously have a damping device, for example between the crankshaft and the first transmission input shaft. The damping device can have a torsion damper and / or a damper and / or a slip clutch. The torsion damper can be designed as a two-mass flywheel. The damper can be designed as a speed-adaptive damper.

The hybrid drive train can preferably have an electric axle. This is advantageously a different axis than that to which the hybrid transmission device is assigned. The hybrid drive train then has two axles that can be driven separately.

The hybrid drive train can preferably have a differential in the axial direction between the clutch arrangement and the gear sets of the transmission arrangement. The gear plane of the output is therefore on the side of the clutch arrangement. Advantageously, a gear for connecting the differential can be arranged axially on the outside of the countershaft.

In addition, the invention relates to a motor vehicle with a hybrid transmission arrangement and / or a hybrid drive train. The motor vehicle is characterized in that the transmission arrangement and / or the hybrid drive train are designed as described.

The hybrid transmission arrangement is advantageously arranged as a front-transverse transmission arrangement in the motor vehicle.

The motor vehicle preferably has a control device for controlling the transmission arrangement and / or the hybrid transmission arrangement and / or the hybrid drive train. The control device can therefore be part of the transmission arrangement or the hybrid transmission arrangement, but does not have to be.

• 1 ein Kraftfahrzeug,
• 2 eine Getriebeanordnung in einer ersten Ausführungsform,
• 3 eine Schaltmatrix zur Getriebeanordnung nach 2,
• 4 eine Getriebeanordnung in einer zweiten Ausführungsform,
• 5 eine Schaltmatrix zur Getriebeanordnung nach 4,
• 6 eine Getriebeanordnung in einer dritten Ausführungsform,
• 7 eine Schaltmatrix zur Getriebeanordnung nach 6,
• 8 eine Getriebeanordnung in einer vierten Ausführungsform,
• 9 eine Schaltmatrix zur Getriebeanordnung nach 8,
• 10 eine Hybrid-Getriebeanordnung in einer ersten Ausführungsform,
• 11 eine erste Schaltmatrix zur Getriebeanordnung nach 10,
• 12 eine zweite Schaltmatrix zur Getriebeanordnung nach 10,
• 13 eine Hybrid-Getriebeanordnung in einer zweiten Ausführungsform,
• 14 eine erste Schaltmatrix zur Getriebeanordnung nach 13,
• 15 eine zweite Schaltmatrix zur Getriebeanordnung nach 13,
• 16 eine Hybrid-Getriebeanordnung in einer dritten Ausführungsform,
• 17 eine erste Schaltmatrix zur Getriebeanordnung nach 16,
• 18 eine zweite Schaltmatrix zur Getriebeanordnung nach 16,
• 19 eine Hybrid-Getriebeanordnung in einer vierten Ausführungsform,
• 20 eine erste Schaltmatrix zur Getriebeanordnung nach 19,
• 21 eine zweite Schaltmatrix zur Getriebeanordnung nach 19,
• 22 eine Hybrid-Getriebeanordnung in einer fünften Ausführungsform,
• 23 eine erste Schaltmatrix zur Getriebeanordnung nach 22,
• 24 eine zweite Schaltmatrix zur Getriebeanordnung nach 22,
• 25 eine Hybrid-Getriebeanordnung in einer sechsten Ausführungsform,
• 26 eine erste Schaltmatrix zur Getriebeanordnung nach 25,
• 27 eine zweite Schaltmatrix zur Getriebeanordnung nach 25,
• 28 eine Hybrid-Getriebeanordnung in einer siebten Ausführungsform,
• 29 eine erste Schaltmatrix zur Getriebeanordnung nach 28,
• 30 eine zweite Schaltmatrix zur Getriebeanordnung nach 28,
• 31 eine Hybrid-Getriebeanordnung in einer achten Ausführungsform,
• 32 eine erste Schaltmatrix zur Getriebeanordnung nach 31,
• 33 eine zweite Schaltmatrix zur Getriebeanordnung nach 31,
• 34 eine Hybrid-Getriebeanordnung in einer neunten Ausführungsform,
• 35 eine erste Schaltmatrix zur Getriebeanordnung nach 34,
• 36 eine zweite Schaltmatrix zur Getriebeanordnung nach 34,
• 37 eine Hybrid-Getriebeanordnung in einer zehnten Ausführungsform,
• 38 eine erste Schaltmatrix zur Getriebeanordnung nach 37,
• 39 eine zweite Schaltmatrix zur Getriebeanordnung nach 37,
• 40 eine Hybrid-Getriebeanordnung in einer elften Ausführungsform,
• 41 eine erste Schaltmatrix zur Getriebeanordnung nach 40,
• 42 eine zweite Schaltmatrix zur Getriebeanordnung nach 40,
• 43 eine Hybrid-Getriebeanordnung in einer elften Ausführungsform,
• 44 eine erste Schaltmatrix zur Getriebeanordnung nach 43,
• 45 eine zweite Schaltmatrix zur Getriebeanordnung nach 43,
• 46 eine Hybrid-Getriebeanordnung in einer elften Ausführungsform,
• 47 eine erste Schaltmatrix zur Getriebeanordnung nach 46,
• 48 eine zweite Schaltmatrix zur Getriebeanordnung nach 46,
• 49 eine Hybrid-Getriebeanordnung in einer elften Ausführungsform,
• 50 eine erste Schaltmatrix zur Getriebeanordnung nach 49, und
• 51 eine zweite Schaltmatrix zur Getriebeanordnung nach 49.

Further advantages, features and details of the invention emerge from the following description of exemplary embodiments and figures. Show:

• 1 a motor vehicle,
• 2 a gear arrangement in a first embodiment,
• 3 a switching matrix for the gear arrangement according to 2 ,
• 4th a gear arrangement in a second embodiment,
• 5 a switching matrix for the gear arrangement according to 4th ,
• 6th a gear arrangement in a third embodiment,
• 7th a switching matrix for the gear arrangement according to 6th ,
• 8th a gear arrangement in a fourth embodiment,
• 9 a switching matrix for the gear arrangement according to 8th ,
• 10 a hybrid transmission arrangement in a first embodiment,
• 11 a first switching matrix for the transmission arrangement according to 10 ,
• 12th a second switching matrix for the transmission arrangement according to 10 ,
• 13th a hybrid transmission arrangement in a second embodiment,
• 14th a first switching matrix for the transmission arrangement according to 13th ,
• 15th a second switching matrix for the transmission arrangement according to 13th ,
• 16 a hybrid transmission arrangement in a third embodiment,
• 17th a first switching matrix for the transmission arrangement according to 16 ,
• 18th a second switching matrix for the transmission arrangement according to 16 ,
• 19th a hybrid transmission arrangement in a fourth embodiment,
• 20th a first switching matrix for the transmission arrangement according to 19th ,
• 21st a second switching matrix for the transmission arrangement according to 19th ,
• 22nd a hybrid transmission arrangement in a fifth embodiment,
• 23 a first switching matrix for the transmission arrangement according to 22nd ,
• 24 a second switching matrix for the transmission arrangement according to 22nd ,
• 25th a hybrid transmission arrangement in a sixth embodiment,
• 26th a first switching matrix for the transmission arrangement according to 25th ,
• 27 a second switching matrix for the transmission arrangement according to 25th ,
• 28 a hybrid transmission arrangement in a seventh embodiment,
• 29 a first switching matrix for the transmission arrangement according to 28 ,
• 30th a second switching matrix for the transmission arrangement according to 28 ,
• 31 a hybrid transmission arrangement in an eighth embodiment,
• 32 a first switching matrix for the transmission arrangement according to 31 ,
• 33 a second switching matrix for the transmission arrangement according to 31 ,
• 34 a hybrid transmission arrangement in a ninth embodiment,
• 35 a first switching matrix for the transmission arrangement according to 34 ,
• 36 a second switching matrix for the transmission arrangement according to 34 ,
• 37 a hybrid transmission arrangement in a tenth embodiment,
• 38 a first switching matrix for the transmission arrangement according to 37 ,
• 39 a second switching matrix for the transmission arrangement according to 37 ,
• 40 a hybrid transmission arrangement in an eleventh embodiment,
• 41 a first switching matrix for the transmission arrangement according to 40 ,
• 42 a second switching matrix for the transmission arrangement according to 40 ,
• 43 a hybrid transmission arrangement in an eleventh embodiment,
• 44 a first switching matrix for the transmission arrangement according to 43 ,
• 45 a second switching matrix for the transmission arrangement according to 43 ,
• 46 a hybrid transmission arrangement in an eleventh embodiment,
• 47 a first switching matrix for the transmission arrangement according to 46 ,
• 48 a second switching matrix for the transmission arrangement according to 46 ,
• 49 a hybrid transmission arrangement in an eleventh embodiment,
• 50 a first switching matrix for the transmission arrangement according to 49 , and
• 51 a second switching matrix for the transmission arrangement according to 49 .

1 shows a motor vehicle 1 with an internal combustion engine 2 and a hybrid transmission arrangement 3 . The hybrid transmission arrangement 3 has a gear assembly 4th and a drive device 5 on. The gear arrangement 4th can be a clutch assembly 6th as well as a wheelset arrangement 7th exhibit. The output of the gear assembly 4th is with a differential 8th connected. About the differential 8th is at least one of the axes 9 or 10 drivable. Drives the differential 8th for example the front axle 9 on, the rear axle can 10 be preferably designed as an electrical axis. Even then, the motor vehicle 1 two electric motors, which means that increased functionality is available.

For example, the electric motor 5 and the electric motor of the electric rear axle 10 enable a purely electrical load switching. Furthermore, a control device 12th to control the gear arrangement 4th and / or the hybrid transmission arrangement 3 to be available. The control device 12th can then actuators for the transmission and the clutches of the clutch assembly 6th and also the electric motor 5 Taxes. The described components of the internal combustion engine 2 to the differential 8th form a hybrid drive train 14th .

2 shows wheelset arrangement 7th in a first embodiment. As a basic configuration, this is without the connection to the internal combustion engine 2 and without an electric motor 5 shown. These are described below. In addition, there is only the differential 8th shown.

The wheelset arrangement 7th has two transmission input shafts, namely the first transmission input shaft 24 and the second transmission input shaft 26th . On the transmission input shafts 24 and 26th a total of three fixed gears are arranged, one on the second transmission input shaft 26th and two on the first transmission input shaft 24 . The fixed gear 28 is the only gear on the second transmission input shaft 26th arranged. It is the fixed gear of the third gear stage G3.

The fixed gear 30th and the idler wheel 32 are on the first transmission input shaft 24 arranged. The fixed gear 30th is the fixed gear of the fourth gear stage G4 and the idler gear 32 the idler gear of the second gear stage G2.

On the single countershaft 34 are accordingly a two idler gears 36 and 38 and a fixed gear 40 arranged. Here is the idler wheel 38 the first idler gear and the idler gear 38 the second idler wheel 38 of the winding path and the gears G3 and G4. The fixed gear 40 is the fixed gear of the second gear stage G2. On the countershaft 34 two switching devices S1 and S2 are arranged. The switching device S1 is designed as a double switching device and has the switching clutch as the switching element C. and the coupling switching element W. on. The switching device S2 is a single switching device and has the switching clutch as the switching element B. on. The third switching device S3 of the gear set arrangement 7th is also a single switching device and has the switching clutch as the switching element A. on.

The idler wheels 36 and 38 and the fixed gear 40 are the only gear wheels on the countershaft 34 . But there is also a parking lock wheel next to it 42 and a driven gear 44 on the countershaft 34 . Instead of the parking lock wheel 42 the parking lock can also be implemented using other locking elements. The parking lock wheel is therefore optional.

The output gear 44 is advantageously the only output gear of the gear set assembly 7th . It meshes with a gear 46 of the differential 8th .

3 shows a switching matrix for the transmission arrangement 4th to 2 . In the shift matrices as well as in the representations of the associated figures, the drive An, the first transmission input shaft, is used as an additional reference symbol 24 as the first drive An1, the second transmission input shaft 26th referred to as the second drive An2 and the output Ab.

The shifting elements are in the first internal combustion engine gear V1 A. and W. closed. The internal combustion engine gear V1 is thus designed as a winding gear. The second transmission input shaft is here 26th coupled with a drive and the torque goes through the fixed gear 28 on the idler wheel 38 and from there due to the closed coupling switching element W. on the idler wheel 36 . The gear 36 again meshes with the fixed gear 30th that the torque on the first transmission input shaft 24 transmits. There is also the idler wheel 32 due to the closed clutch A. non-rotatably with the first transmission input shaft 24 the torque can be connected from here via the fixed gear 40 on the countershaft 34 be transmitted. From the countershaft 34 the torque is then turned off via the output gear 44 and the gear 46 on the differential 8th transfer.

When designing the winding path, it should be noted that neither the idler wheel 36 nor the idler wheel 38 with the countershaft 34 are rotatably connected. The only closed clutch that connects an idler gear with a shaft is the clutch A. . The coupling switching element W. only connects the idler gears 36 and 38 , but not with the countershaft 34 .

The internal combustion engine forward gears V2, V3 and V4 result from the closing of a single clutch, namely one of the clutches A. , B. or C. .

4th shows one to 2 alternative design. The fundamental difference here is that the fourth gear stage G4 is designed as a spiral gear and the gears of the second gear stage G2 and the third gear stage G3 are rearranged accordingly. The gears 30th and 36 the fourth gear was accordingly through the fixed gear 48 and the idler wheel 50 the first gear is replaced. On the countershaft 34 however, a double switching element S1 and a single switching element S2 are still arranged. This results in a switching matrix as in 5 shown.

In this embodiment, too, the torque in the winding gear, here in the fourth internal combustion engine forward gear V4, arrives via the second transmission input shaft 26th into the gearbox. It then gets over the gears 40 , 32 , 50 and 48 on the first transmission input shaft 24 diverted and then via the gears 38 and 28 on the countershaft 34 brought. Via the closed clutch C. and the output gear 44 the torque then reaches the differential 8th . The forward gears V1 to V3 are self-explanatory.

6th shows a third embodiment of a wheel set arrangement 7th . In this case, the first partial transmission T1 and the second partial transmission T2 are with respect to the first transmission input shaft 24 and the second transmission input shaft 26th mirrored. Accordingly, the fixed gear is located on the first transmission input shaft 30th and the idler wheel 32 the gears G2 and G4 and on the first transmission input shaft 24 the fixed gear 28 the third gear stage G3. The sequence of the gears is corresponding 36 , 38 and 40 compared to 2 mirrored and also the switching devices S1 and S2 with the switching elements B. , C. and W. are mirrored. The arrangement of the gears was not mirrored 42 and 44 , i.e. the parking lock wheel and the output wheel.

The switching matrix results accordingly 7th , which according to the switching matrix 3 corresponds to. This shows that the mirroring of the sub-transmissions has no influence on the shift strategy.

Shows accordingly 8th a reflection of the wheelset arrangement 7th to 4th . It applies to that too 6th Executed analog. The switching matrix in 9 is correspondingly identical to the switching matrix in 5 educated.

A gear arrangement 4th each comprises at least one wheel set arrangement 7th and, provided present, a clutch assembly 6th . Different clutch arrangements 6th are shown below.

10 shows a first embodiment of a hybrid transmission arrangement 3 . This includes a wheelset arrangement 7th as in 2 shown. In addition, the gear arrangement 4th a clutch assembly 6th with couplings K1 and K2 as well as a disconnect clutch K0 on. There is also an electric motor 5 . Between the internal combustion engine 2 and the disconnect clutch K0 there is preferably a damping arrangement 18th that can have a dual mass flywheel and / or a damper and / or a torsional damper. To the damping arrangement 18th is then the separating clutch via a shaft piece 17 K0 connected. Between the output of the disconnect clutch K0 and the input of the double clutch arrangement with the clutches K1 and K2 there is a gear 22nd for connecting the electric motor 5 to the gear arrangement 4th . The electric motor 5 can be via a gear or a chain on the gear 22nd be connected. With regard to the other elements of the hybrid transmission arrangement, see 2 referenced.

The switching matrices in the 11 and 12th show the circuits for the internal combustion engine forward gears V1 to V4 and the electromotive forward gears E1 to E4. In contrast to 3 shows 11 additionally the switching of the clutches K0 , K1 and K2 . The disconnect clutch K0 is continuously closed while the clutches K1 and K2 the clutch assembly 6th are alternately open. Reversing can be carried out purely electrically using gear E1, the electric motor being rotated in opposite directions. All switching elements are preferred A. , B. and C. and W. executed as synchronizations.

Hybrid corridors are not explicitly shown, but result from addition. All electric gear steps used can, regardless of the nomenclature of the electric gears, also be supported by the internal combustion engine and thus used in a hybrid manner. In addition to the listed electrical gears E1 to E4, there are hybrid gears H11 to H44.

13th shows a hybrid transmission arrangement 3 that by adding to the wheelset arrangement 7th to 4th was generated. Analogous to the additions as in 10 described come to the gear assembly 4th to 4th a clutch assembly 6th with couplings K0 , K1 and K2 , a gear 22nd for connecting the electric motor 5 and a damping arrangement 18th added. Accordingly, the switching matrices result from the 14th and 15th for the hybrid transmission arrangement 3 to 13th . Even with the design according to 13th are advantageously all switching elements A. , B. , C. and W. executed as synchronizations. Here, too, the reverse gear can be achieved via the electric gear E1 and reversing the direction of rotation of the electric motor 5 can be achieved.

16 shows a third embodiment of a hybrid transmission arrangement 3 . This differs from the design according to 10 in that no disconnect clutch K0 is provided. Also the hybrid transmission arrangement according to 16 so goes from the wheelset arrangement 7th to 2 emerged. However, it is only the clutch assembly 6th with couplings K1 and K2 , the damping arrangement 18th , the gear 22nd and the electric motor 5 added, but not the disconnect clutch K0 .

In order to decouple the electric motor 5 from the internal combustion engine 2 to be able to reach is the electric motor 5 on the second transmission input shaft 26th arranged and thus assigned to the second partial transmission T ₂ . The number of electrical forward gears E1 and E2 is correspondingly as in FIG 18th shown reduced. The switching matrix for the internal combustion engine forward gears V1 to V4 corresponds with regard to the switching elements A. , B. , C. and W. the matrices in the 3 and 11 , but it's the clutches K1 and K2 added. The switching elements are also preferred in this embodiment A. and C. executed as synchronizations. The switching elements B. and W. can be designed as claw clutches or synchronizers. If necessary, you can use the electric motor 5 be synchronized.

The hybrid gears that can be used with this embodiment use the gears G1 and G3. These are then called H11 and H32. G1 is designed as a winding path. The second electric forward gear E2 uses the gear stage G3.

19th shows a fourth embodiment of a hybrid transmission arrangement 3 . This embodiment basically results from additions as to 16 described from the wheelset arrangement 7th to 2 . In contrast to the third embodiment according to 16 became the electric motor 4th coupled to the first sub-transmission whereby the gear 22nd this could be saved by using the electric motor 5 directly on the fixed gear 30th the fourth gear G4 attacks. The switching matrices of the 20th and 21st . The electric forward gears E1 and E2 use the same parts as the forward gears V2 and V4. The switching matrix in 20th corresponds to the switching matrix in 17th , because the positioning or connection of the electric motor 5 has no influence on the design of the internal combustion engine forward gears V1 to V4.

The hybrid gears that can be used with this embodiment use the gears G2 and G4. These are then referred to as H21 and H42. The first electric forward gear E1 uses gear stage G2 and the second electric forward gear uses gear stage G4.

22nd shows a fourth embodiment of a hybrid transmission arrangement 3 . The wheelset 7th corresponds to the wheelset arrangement 7th as in 4th shown. The additions were made as to 16 described, so with a gear 22nd on the second transmission input shaft 26th , an electric motor coupled to it 5 , a gear arrangement 6th with couplings K1 and K2 as well as a damping arrangement 18th . This results in the switching matrices of the 23 and 24 . The switching matrix in 23 shows the position of the switching elements for the internal combustion engine forward gears V1 to V4. It corresponds to the switching elements A. , B. , C. and W. according to the switching matrix 5 . In addition, there are the positions of the clutches K1 and K2 . The switching matrix in 24 does not correspond to any of the switching matrices shown up to that point.

The hybrid gears that can be used with this embodiment use the gears G2 and G4, the fourth gear level G4 here being designed as a winding gear. These are then referred to as H21 and H42. The first electric forward gear E1 uses gear stage G2 and the second electric forward gear uses gear stage G4.

25th shows a sixth embodiment of a hybrid transmission arrangement 3 , which also come from the wheelset arrangement 7th to 4th emerges. This became like already to 22nd supplemented by the components mentioned there. In contrast to 22nd becomes the electric motor 5 however, to the idler wheel 38 of third gear G3 connected, which is why the gear 22nd is not required to connect the electric motor. Accordingly, for the hybrid transmission arrangement, 25th the switching matrices in the 26th and 27 . The switching matrix in 26th corresponds to the in 23 , because the modified coupling of the electric motor 5 has no influence on the shifting of the internal combustion engine forward gears V1 to V4. In the 27 However, the electrical courses shown differ from those according to 24 , since the electric motor is now engaging the other part of the transmission.

The hybrid gears that can be used with this embodiment use, like the electrical gears E1 and E2, the gears G1 and G3, the fourth gear level G4 being designed here as a winding gear. These are then referred to as H11 and H32. The first electrical forward gear E1 then, like the first internal combustion engine forward gear V1, uses gear stage G1 and the second electrical forward gear E2 together with the third internal combustion engine forward gear V3 uses gear stage G3.

28 shows a seventh embodiment of a hybrid transmission arrangement 3 . This corresponds to being based on the wheelset 7th to 2 , from the structure of the additions but none of the variants shown, because on the crankshaft 16 and a damping arrangement 18th a clutch assembly 6th with a disconnect clutch K0 and the couplings K1 and K2 and then only a gear to connect an electric motor 5 on the second transmission input shaft 26th follows. This results in a corresponding result for the hybrid transmission arrangement 3 to 28 those in the 29 and 30th switching matrices shown. The switching matrix of the electrical forward gears E1 and E2 differs from the switching matrix in 18th by providing the separating clutch K0 . There is also a corresponding difference between the switching matrices in the 29 and 17th . Otherwise the switching strategies are structured in the same way.

What does not result from the shift strategies, however, is that in this embodiment the clutches K1 and K2 are conical. However, they are not synchronizers because they do not include dog clutches. While in the embodiments shown so far, it has been assumed that the clutch K1 and K2 are preferably designed as multi-plate clutches, this embodiment is a new approach to save installation space. The execution of the clutch K1 and K2 is independent of the provision of a separating clutch K0 , the arrangement of the gear 22nd or the presence of the damping arrangement 18th .

In the embodiment according to 28 are the switching elements A. and C. preferably executed as synchronizers. The switching elements B. and W. can be designed as claw switching elements or claw clutches or synchronizers. When changing gears in the internal combustion engine, tractive power can be assisted by an electric motor. Conversely, when changing gears with an electric motor, the internal combustion engine can provide tractive assistance.

The hybrid gears that can be used with this embodiment use, like the electrical gears E1 and E2, the gears G1 and G3, the first gear level G1 being designed here as a winding gear. These are then referred to as H11 and H32. The first electric forward gear E1 then uses the first internal combustion engine forward gear V1, the gear stage G1 and the second electric forward gear E2 together with the third internal combustion engine forward gear V3 the gear stage G3.

31 shows a hybrid transmission arrangement 3 in an eighth embodiment. This differs from the in 28 embodiment shown is that the gear 22nd is omitted and the electric motor 5 instead to the gear 30th the gear stage G4 is connected. Basically, the hybrid transmission arrangement goes into 31 So from the wheelset arrangement 7th in 2 emerged. The switching matrices are accordingly in the 32 and 29 identical, while the switching matrices in the 30th and 33 Show differences. At 31 is the electric motor 5 namely connected to the first partial transmission T1, which is why the switching elements are actuated in a different way.

The hybrid gears that can be used with this embodiment, such as the electrical gears E1 and E2, use the gear steps G2 and G4, the first gear step G1 here being designed as a winding path. These are then referred to as H21 and H42. The first electrical forward gear E1 then uses the gear stage G2 like the second internal combustion engine forward gear V2 and the second electrical forward gear E2 together with the fourth internal combustion engine forward gear V4 uses the gear stage G4.

34 shows a ninth embodiment of a hybrid transmission arrangement 3 . This comes from the wheelset arrangement 7th to 4th by making the additions as in 28 described. So it gets to the crankshaft 16 a damping arrangement 18th connected to a disconnect clutch K0 follows. This is followed by a double clutch arrangement. Their couplings K1 and K2 are like the configurations according to the 28 and 31 described advantageously designed as a cone coupling. The electric motor 5 is about the gear 22nd on the second transmission input shaft 26th connected. Otherwise, the hybrid transmission device 3 to 34 the elements of the wheelset arrangement 7th to 4th to which reference is hereby made. This results in a corresponding result for the hybrid transmission arrangement 3 to 34 those in the 35 and 36 switching matrices shown. The switching matrix in 35 complements the switching matrix in 5 the switching of the clutches K0 , K1 and K2 . The switching matrix in 36 resembles the in 24 switching matrix shown, but supplements this with the separating clutch K0 .

The hybrid gears that can be used with this embodiment use, such as the electric gears E1 and E2, the gear steps G2 and G4, the fourth gear step G4 here being designed as a winding path. The hybrid gears are then referred to as H21 and H42. The first electrical forward gear E1 then uses the gear stage G2 like the second internal combustion engine forward gear V2 and the second electrical forward gear E2 together with the fourth internal combustion engine forward gear V4 uses the gear stage G4.

37 shows a tenth embodiment of a hybrid transmission arrangement 3 . This, too, is basically based on the wheelset arrangement 7th to 4th emerged. The additions are made analogously to 31 So there will be a damping arrangement 18th , a disconnect clutch K0 , a double clutch arrangement and an electric motor 5 intended. However, the electric motor will 5 to the gear 38 connected to gear G3. Accordingly, switching matrices result as in 38 and 39 shown. Here are the switching elements B. and W. preferably executed as synchronizers. The switching elements A. and C. can be designed as claw clutches or as synchronizers. In this embodiment, too, the clutches K1 and K2 the double clutch assembly be designed as cone clutches.

40 shows an eleventh embodiment of a hybrid transmission arrangement 3 . This differs fundamentally from the embodiments shown so far in that the second transmission input shaft 26th no longer engages around the first transmission input shaft but is arranged axially offset to this. In order to be able to use the corresponding gear steps, a connecting clutch K3 is therefore provided, which connects the transmission input shafts 24 and 26th can connect. The electric motor 5 is preferred on the fixed gear 30th , and thus connected to the fixed gear of the fourth gear stage G4. The switching matrices in the 41 and 42 . 41 shows the circuit for the internal combustion engine forward gears V1 to V4 and the actuation of the switching elements A. , B. , C. and W. and K3. The connecting clutch K3 is alternately opened and closed to produce the internal combustion engine forward gears V1 to V4. The closing of the clutches A. , B. and C. as well as the coupling switching element W. but results analogously to the design 2 which shows the analogy of the structures. In this embodiment, too, the connection to an internal combustion engine has a damping arrangement 18th respectively.

42 shows the actuation of the switching elements to implement the electrical forward gears E1 to E2. The connecting clutch K3 can act like a separating clutch and decouple the internal combustion engine. The gear steps used are the gear steps G2 and G4, which is why the actuation of the switching elements corresponds to the electrical gears E1 to E2 because of the gears V2 and V4.

The hybrid gears that can be used with this embodiment use, such as the electric gears E1 and E2, the gear steps G2 and G4, the fourth gear step G4 here being designed as a winding path. The hybrid gears are then referred to as H21 and H42. The first electrical forward gear E1 then uses the gear stage G2 like the second internal combustion engine forward gear V2 and the second electrical forward gear E2 together with the fourth internal combustion engine forward gear V4 uses the gear stage G4.

43 shows a twelfth embodiment of a hybrid transmission arrangement 3 . Thereby the gear arrangement 4th to 4th analogous to 40 modified. So is the second transmission input shaft 26th axially offset to the first transmission input shaft 24 arranged the electric motor 5 is then on the fixed gear 38 coupled to the third gear stage G3. 44 shows the switching matrix of the internal combustion engine forward gears V1 to V4 for the hybrid transmission arrangement 43 . This corresponds to the switching elements A. , B. , C. and W. 5 which shows the analogy of the arrangement.

The switching matrix of the electrical forward gears E1 and E2 in 45 corresponds with regard to the switching elements A. , B. , C. and W. according to the switching matrix 39 where the electric motor 5 also to the fixed gear 38 is coupled. The difference is in the hybrid transmission arrangement 3 to 43 then to open the connection coupling K3 and not the couplings K0 or K1 or K2 .

The hybrid corridors then also result analogously.

46 shows a thirteenth embodiment of a hybrid transmission arrangement 3 . Based on the embodiment according to 40 this became a disconnect clutch K0 added. The switching matrices of the 47 and 48 . 47 shows a switching matrix of the internal combustion engine forward gears V1 to V4. This is in comparison to the switching matrix 41 about the position of the disconnect clutch K0 added, which must always be kept closed during these aisles.

48 shows the switching matrix of the electromotive gears E1 to E3. By providing the separating clutch K0 an additional electrical forward gear can be implemented. This results from the closing of the connecting clutch K3, whereby the gear step E3 can also be used. Due to the presence of the disconnect clutch K0 but the combustion engine can be decoupled for all electrical gears.

The hybrid gears that can be used with this embodiment use, such as the electrical gears E1, E2 and E3, the gear steps G2, G3 and G4, the first gear step G1 here being designed as a winding path. The hybrid gears are then designated as H21, H32 and H43. The first electric forward gear E1 then uses gear stage G2 like the second internal combustion engine forward gear V2, the second electric forward gear E2 together with the third internal combustion engine forward gear V3 the gear stage G3 and the third electric forward gear E3 together with the fourth internal combustion engine forward gear V4 the gear stage G4.

49 shows a fourteenth embodiment of a hybrid transmission arrangement 3 . This proves in comparison to the design 43 additionally a separating clutch K0 on. The resulting differences have already been mentioned in the description 46 explains why it is referred to. The switching matrices in the 50 and 51 by supplementing the switching matrices in the 44 and 45 the position of the disconnect clutch K0 . In 51 the additional electromotive gear had to be added.

• Die Getriebeanordnung 4 und Hybrid-Getriebeanordnungen 3 weisen drei Gangstufen umfassend ein (einziges) Festrad und ein (einziges) Losrad auf. Jeweils ein Festrad ist auf einer der Getriebeeingangswellen angeordnet. Ein Losrad findet sich ebenfalls auf einer der Getriebeeingangswellen. Zwei Losräder und ein (Gang-)Festrad sind auf der Vorgelegewelle angeordnet. Zusätzlich ist ein Windungsgang vorgesehen, der durch die Kopplung zweier der drei Losräder gebildet wird. Zur Betätigung der Schaltkupplungen und des Koppelschaltelementes sind zwei einseitige und eine doppelseitige Schalteinrichtung vorgesehen.

In summary, the following advantageous commonalities can be determined for all embodiments:

• The gear arrangement 4th and hybrid transmission assemblies 3 have three gear stages comprising a (single) fixed gear and a (single) idler gear. In each case a fixed gear is arranged on one of the transmission input shafts. There is also a loose wheel on one of the transmission input shafts. Two idler gears and one (gear) fixed gear are arranged on the countershaft. In addition, a winding path is provided, which is formed by coupling two of the three idler gears. Two one-sided and one double-sided switching device are provided for actuating the clutches and the coupling switching element.

• Erstens eine Dämpfungsanordnung. Diese dient der Eliminierung von Schwingungen, die über den Verbrennungsmotor in den Antriebsstrang eingebracht werden. Diese folgt vorteilhafterweise direkt auf die Kurbelwelle 16.

Based on the configurations of the wheelset 7th can be provided:

• First, a damping arrangement. This serves to eliminate vibrations that are introduced into the drive train via the internal combustion engine. This advantageously follows the crankshaft directly 16 .

Second, a disconnect clutch K0 . This is not included in all embodiments. It is used to decouple the internal combustion engine. If the separating clutch K0 'is present, the connection of the electric motor 5 directly to the Disconnect clutch K0 follow and apply torque to both sub-transmissions. As a result, the greatest possible number of electromotive gears is achieved.

The electric motor 5 can be coupled at the same point, even if there is no separating coupling. However, it has to be connected to the combustion engine 2 dragging along, which is generally considered to be disadvantageous. Without decoupler K0 is therefore a connection to the electric motor 5 to one of the sub-transmissions T1 or T2, in particular behind a clutch K1 , K2 or K3 preferable.

The connection of the electric motor can be done by means of its own gear 22nd or via a gear wheel. It can also be done on the housing of the double clutch or triple clutch arrangement.

The gear arrangement described is therefore extremely flexible and can be used in a modular manner. In particular, it can be used both as a non-hybridized transmission arrangement or with the addition of an electric motor and / or a separating clutch in a hybrid transmission arrangement. The diversity of embodiments described shows how diverse the gear arrangement is 4th can be used.

The section of the crankshaft shown in the figures 16 is neither part of the hybrid transmission arrangements 3 nor the gear arrangements 4th , it is used for illustration purposes only.

List of reference symbols

1

Motor vehicle

2

Internal combustion engine

3

Hybrid transmission arrangement

4th

Gear arrangement

5

Drive device

6th

Clutch assembly

7th

Wheelset arrangement

8th

differential

9

Front axle

10

Rear axle

12th

Control device

14th

Hybrid powertrain

16

crankshaft

18th

Damping device

20th

Exit

22nd

Fixed gear

24

first transmission input shaft

26th

second transmission input shaft

28

Fixed gear

30th

Fixed gear

32

Fixed gear

34

Countershaft

36

third idler wheel

38

first idler wheel

40

second idler wheel

42

Parking lock wheel

44

Output gear

46

gear

48

fourth idler wheel

50

Output gear

52

Parking lock gear

54

Reverse gear shaft

56

Reverse gear

58

Output gear

K0

Disconnect clutch

K1

coupling

K2

coupling

A.

Clutch

B.

Clutch

C.

Clutch

D.

Clutch

R.

Clutch

W.

Coupling switching element

QUOTES INCLUDED IN THE DESCRIPTION

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

Patent literature cited

• DE 102016210713 A1 [0002]

Claims (15)

Transmission arrangement (4) with a first transmission input shaft (24), a second transmission input shaft (26), a countershaft (28), a first idler gear (32) and a second idler gear (34), the first idler gear (32) and the second idler gear (34) are arranged on the countershaft (30), and a coupling shift element (W), the first idler gear (32) and the second idler gear (34) being rotatably connectable by means of the coupling shift element (W), characterized in that the countershaft the the only countershaft of the gear assembly is. Gear arrangement according to Claim 1 , characterized in that the coupling switching element (W) is arranged in a double switching element. Gear arrangement according to Claim 1 or 2 , characterized in that the first idler gear (32) is operatively connected to the first transmission input shaft (24) and the second idler gear (34) is operatively connected to the second transmission input shaft (26). Gear arrangement according to one of the preceding claims, characterized in that the gear arrangement has exactly one double shift element. Transmission arrangement according to one of the preceding claims, characterized in that the transmission arrangement (4) has exactly four shift elements (B, C, D, W) for forward gears. Gear arrangement according to one of the Claims 1 to 4th , characterized in that when the coupling shift element (W) is closed, a first forward gear (V1) is implemented for forward driving. Transmission arrangement according to one of the preceding claims, characterized in that when the coupling shift element (W) is open, a fourth forward gear (V4) is assigned to the first idler gear (32). Transmission arrangement according to one of the preceding claims, characterized in that when the coupling shift element (W) is open, a third forward gear (V3) is assigned to the second idler gear (34). Transmission arrangement according to one of the preceding claims, characterized in that a single fixed gear wheel (40) is arranged on the first transmission input shaft (24) and / or on the second transmission input shaft (26). Gear arrangement according to one of the preceding claims, characterized in that exactly one idler gear (40, 44), in particular an idler gear wheel, is arranged on the second gearbox input shaft (24) and / or the first gearbox input shaft (26). Gear arrangement according to one of the preceding claims, characterized in that the gear arrangement has exactly four forward gear stages. Gear arrangement according to one of the preceding claims, characterized in that exactly one forward gear stage (G1) is designed as a winding gear. Hybrid transmission arrangement (3) with a transmission arrangement (4) and at least one drive device (5) connected to the transmission arrangement (4), characterized in that the transmission arrangement (4) is designed according to one of the preceding claims Hybrid drive train (14) with an internal combustion engine (2) and a hybrid transmission arrangement (3), characterized in that the hybrid transmission arrangement (3) according to Claim 13 is trained. Motor vehicle with a transmission arrangement (4) and / or a hybrid transmission arrangement (3) and / or a hybrid drive train (14), characterized in that the transmission arrangement (4) according to one of the Claims 1 to 12th and / or the hybrid transmission arrangement (3) according to Claim 13 and / or the hybrid drive train (14) according to Claim 14 is trained.

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