DE102020006555A1 - Transmission device for a motor vehicle, in particular for a motor vehicle, drive train for a motor vehicle and method for shifting such - Google Patents

Abstract

The invention relates to a transmission device (10) for a motor vehicle, with a first friction clutch (K0), with a first sub-transmission (18), which has a first shiftable gear (i2) with a first gear wheel pair (22), a second shiftable gear (i4 ) with a second gear wheel pair (28) and a first input shaft (20), which can be connected to an internal combustion engine (14) via the first friction clutch (K0), with a second partial transmission (40) which has a selectable third gear (i3) with a third gear pair (44) and a second input shaft (42) mounted in the first input shaft (20), with an electric machine (56) whose rotor (58) is connected to the second input shaft (42) in a torque-transmitting manner, and with a first output shaft (60) having a first output pinion (61) via which vehicle wheels of the motor vehicle can be driven, the transmission device (10) having a second output pinion (64). e, second output shaft (62) via which the vehicle wheels can be driven.

Description

The invention relates to a transmission device for a motor vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1. The invention also relates to a drive train for a motor vehicle. The invention also relates to a method for shifting such a transmission device.

Of the DE 10 2011 002 472 A1 is an automated manual transmission with hybrid drive for a drive train of a vehicle as known, with an internal combustion engine and at least one electric machine.

The object of the present invention is to provide a transmission device for a motor vehicle, a drive train for a motor vehicle and a method for shifting such a transmission device, so that particularly efficient operation can be implemented in a particularly space-saving manner.

This object is achieved by a transmission device having the features of patent claim 1, by a drive train having the features of patent claim 9 and by a method having the features of patent claim 10. Advantageous configurations with expedient developments of the invention are specified in the remaining claims.

A first aspect of the invention relates to a transmission device for a motor vehicle which is preferably designed as a motor vehicle, in particular as a passenger car. The transmission device includes a first friction clutch, which is preferably designed as a first multi-plate clutch. The transmission device comprises a first partial transmission, which has a first selectable gear with a first pair of gears and a second selectable gear with a second pair of gears. The first sub-transmission has a first input shaft, via which drive torques can be introduced into the first sub-transmission. The first input shaft can be connected via the first friction clutch to an internal combustion engine, in particular in a torque-transmitting manner and very particularly in a torque-proof manner. In other words, the motor vehicle in its completely manufactured state comprises the internal combustion engine, also referred to as an internal combustion engine and preferably designed as a reciprocating piston engine, which has an output shaft preferably designed as a crankshaft. The first input shaft can be connected to the output shaft in a torque-transmitting manner, in particular in a torque-proof manner, via the first friction clutch. For this purpose, the first friction clutch can be switched between an open state and a closed state, for example. In the closed state, for example, a first torque that is greater than zero can be transmitted between the output shaft and the input shaft via the friction clutch. In the open state, for example, no torque can be transmitted via the first friction clutch between the output shaft and the first input shaft, or in the open state, a second torque that is lower than the first torque but higher than zero can be transmitted via the first friction clutch between the output shaft and the first input shaft Torque can be transmitted. The aforementioned drive torque, which can be introduced into the first partial transmission via the first input shaft, results, for example, from a torque which, in particular when the first friction clutch is in the closed state, is provided by the output shaft or is transmitted from the output shaft to the input shaft via the first friction clutch will. In particular, it is conceivable that in the closed state of the first friction clutch, the first input shaft is connected in a torque-proof manner to the output shaft via the first friction clutch, so that relative rotations between the output shaft and the first input shaft do not occur.

The transmission device also includes a second partial transmission, which has a shiftable third gear with a third gear pair. The feature that the respective gear of the transmission device can be shifted can in particular be understood to mean that the respective gear can be engaged and disengaged. In particular, it is conceivable that when one of the gears is engaged, all other gears of the transmission device are disengaged, and therefore deactivated. The respective gear has, for example, a respective translation, it being preferably provided that the gears differ from one another in their respective translations. The second partial transmission has a second input shaft, via which, for example, a drive torque can be introduced into the second partial transmission. For example, by means of the respective ratio of the gear engaged, the respective drive torque introduced into the respective sub-transmission can be converted into an output torque that differs from the respective drive torque, which is provided, for example, by the respective sub-transmission, with the respective drive torque not being converted by the gears selected . In other words, while the gears selected cannot convert the respective drive torque, the engaged gear converts the drive torque into the output torque with the help of its transmission ratio.

The second input shaft is mounted in the first input shaft, which means in particular that at least a first longitudinal area of the second input shaft is arranged in the first input shaft, in particular a second longitudinal area of the first input shaft, with the first longitudinal area adjoining the second longitudinal area, in particular is rotatably mounted on the second longitudinal region via a bearing element which is in particular designed separately from the input shafts. Thus, for example, the second input shaft is rotatably mounted over its first length range on the second length range and thus on the first input shaft. Since the input shafts are at least partially arranged one inside the other, a particularly small amount of space can be required in the axial direction of the respective input shaft and thus in the axial direction of the transmission device. In other words, the axial space requirement of the transmission device can be kept within a particularly small framework.

The transmission device also includes an electric machine, the rotor of which is connected or coupled to the second input shaft, in particular permanently, in a torque-transmitting manner, in particular in a torque-proof manner. The electrical machine has a stator and the rotor, which can be driven by the stator and is therefore rotatable about a machine axis of rotation, in particular relative to the transmission housing of the transmission device. The respective input shaft can be rotated, for example, about a respective shaft axis of rotation relative to the transmission housing. The input shafts are preferably arranged coaxially with one another, so that the shaft axes of rotation coincide. Basically, it is conceivable that the electrical machine or the rotor of the electrical machine is arranged coaxially to the respective input shaft, so that it is conceivable that the machine axis of rotation coincides with the respective shaft axis of rotation. It is particularly conceivable here for the rotor to be permanently non-rotatably connected to the second input shaft and thus permanently torque-transmitting.

Alternatively, it is conceivable that the electric machine or its rotor is arranged off-axis to the respective shaft axis of rotation and is arranged axially parallel to the respective shaft axis of rotation, so that the machine axis of rotation runs parallel to that of the respective shaft axis of rotation and is spaced from the respective shaft axis of rotation. For example, the rotor is permanently torque-transmittingly connected to the second input shaft via a traction drive, in particular via a belt drive and very particularly via a toothed belt drive or via a chain drive or via a gear drive. The feature that the rotor is permanently connected to the second input shaft in a torque-transmitting manner means in particular that the rotor is always connected to the second input shaft in a torque-transmitting manner. Thus, in a torque transmission path, via which the rotor is permanently connected to the second input shaft in a torque-transmitting manner, there is no coupling device between a coupling state that couples the rotor to the second input shaft in a torque-transmitting manner and thus closes the torque transmission path and a coupling state that decouples the rotor from the second input shaft and thus the torque transmission path interrupting decoupling state is switchable. Rather, the torque transmission path is always or permanently closed.

Furthermore, the transmission device includes a first output shaft, which has a first output pinion. Vehicle wheels of the motor vehicle can be driven via the first output pinion. This means in particular that the motor vehicle has the vehicle wheels in its fully manufactured state. The vehicle wheels are ground contact elements, by means of which the motor vehicle can be or is supported on a ground downwards in the vertical direction of the vehicle. If, for example, one of the gears is engaged while the or all other gears of the transmission device are disengaged, and the motor vehicle is driven via the engaged gear by the internal combustion engine and thereby by the output shaft and/or by the electric machine and thereby by the rotor, then For example, the aforementioned output torque, which is provided by the sub-transmission whose gear is engaged, is provided, or is driven by a further torque resulting from the output torque, in particular in such a way that the output torque or the further torque is transmitted via the first output pinion and thus via the first output shaft is transmitted to the vehicle wheels so that the vehicle wheels are driven while the motor vehicle is supported on the ground via the vehicle wheels downward in the vehicle vertical direction, the vehicle wheels roll on the ground, and the motor vehicle g is driven along the ground. The motor vehicle is thus designed as a hybrid vehicle, since the motor vehicle can be driven by means of the internal combustion engine and/or by means of the electric machine.

In order to be able to implement a transmission device that is particularly short axially, it is provided according to the invention that the transmission device has a second output shaft, which has a second output pinion, wherein the vehicle wheels, which can be driven by the first output shaft via the first output pinion, can be driven by the second output shaft via the second output pinion. The vehicle wheels can thus be driven by the first output shaft via the first output pinion and by the second output shaft via the second output pinion, so that the vehicle wheels can be driven both via the first output shaft and via the second output shaft.

The electric machine can, for example, provide a torque for driving the vehicle wheels via its rotor. Likewise, the internal combustion engine can provide torque for driving the vehicle wheels via its output shaft. Based on a torque flow, via which the torque provided by the internal combustion engine via the output shaft or the torque provided by the electric machine via the rotor can be transmitted from the output shaft or from the rotor to the vehicle wheels, the respective output shaft and thus the respective output pinion are downstream arranged the partial transmission, which in turn are arranged downstream of the output shaft or the rotor. In other words, the transmission device can provide torque for driving the vehicle wheels via the output pinion and thus via the output shafts, or torque for driving the vehicle wheels can be derived from the transmission device via the output pinion and thus via the output shafts, with the torque for driving the vehicle wheels can result from the respective torques provided by the internal combustion engine or by the electric machine for driving the vehicle wheels.

The first gear wheel pair has a first gear wheel which is permanently connected in a rotationally fixed manner to the first input shaft and which is also referred to as the first fixed wheel because it is permanently connected in a rotationally fixed manner to the first input shaft. Furthermore, the first gear wheel pair has a second gear wheel which meshes with the first gear wheel, in particular directly, and which is designed as a first loose wheel arranged on the first output shaft. Furthermore, the second pair of gearwheels includes a third gearwheel which is permanently connected in a rotationally fixed manner to the first input shaft and which, because it is permanently connected in a rotationally fixed manner to the first input shaft, is also referred to as the second fixed wheel. In addition, the second pair of gears includes a fourth gear meshing with the third gear, in particular directly, which is designed as a second idler gear arranged on the second output shaft. The feature that the respective fixed wheel is permanently connected in a rotationally fixed manner to the respective input shaft means in particular that a switching device is not provided which can be switched between a first state connecting the respective fixed wheel in a rotationally fixed manner to the respective input shaft and a second state , in which the switching device allows relative rotations between the respective fixed wheel and the respective input shaft on which the respective fixed wheel is arranged, but the respective fixed wheel is always, i.e. permanently, non-rotatable with the respective input shaft on which the respective fixed wheel is arranged, tied together. In contrast to this, the respective loose wheel is assigned a respective switching element which can be switched between at least one coupling state and at least one decoupling state. In particular, the shifting element assigned to the respective idler gear can be moved, in particular translated, between at least one coupled position and at least one decoupled position, in particular relative to the respective input shaft and/or in the axial direction of the respective input shaft.

The coupled position brings about the coupled state and the uncoupled position brings about the uncoupled state of the switching element. In the coupled state, the respective idler wheel is connected via the respective shifting element assigned to the respective idler wheel, in particular in a form-fitting, non-rotatable manner to the respective output shaft on which the respective idler wheel is arranged. In the decoupled state, however, the respective shifting element assigned to the respective idler wheel releases the respective idler wheel, in which the respective shifting element is assigned, for rotation about a respective output shaft axis of rotation relative to the respective output shaft on which the respective idler wheel is arranged. In other words, in the decoupled state of the respective shifting element, the respective idler wheel, to which the respective shifting element is assigned, and the output shaft can be rotated relative to one another about the output shaft axis of rotation, so that, for example, in the decoupled state, there are no torques between the respective output shaft and the respective idler wheel which is on the respective output shaft is arranged, can be transmitted via the respective switching element assigned to the respective loose wheel. The respective output shaft and the respective loose wheel, which is arranged on the respective output shaft, can be rotated about the output shaft axis of rotation relative to the transmission housing.

The first gear is now engaged, for example, in that the first loose wheel is connected to the first output shaft in a rotationally fixed manner. Of the First gear is designed, for example, by decoupling the first idler gear from the first output shaft, meaning that relative rotations between the first output shaft and the first idler gear about the output shaft axis of rotation of the first output shaft are permitted. The second gear is engaged, for example, by the second idler wheel being connected to the second output shaft in a rotationally fixed manner. The second gear is designed, for example, in such a way that the second idler gear is decoupled from the second output shaft, meaning that relative rotations between the second idler gear and the second output shaft about the output shaft axis of rotation of the second output shaft are permitted. The axes of rotation of the output shaft preferably run parallel to one another, with the axes of rotation of the output shaft being spaced apart from one another. It is then preferably provided that the respective output shaft axis of rotation runs parallel to the respective shaft axis of rotation. Furthermore, it is preferably provided that the machine axis of rotation is spaced apart from the output shaft axes of rotation and runs parallel to the output shaft axes of rotation.

Furthermore, it should be noted at this point that ordinal numbers used in the present description and also referred to as ordinals such as “first”, “first”, “second”, “second”, “third”, “third”, “fourth”, “ fourth", "fifth", "fifth", "sixth", "sixth" etc. - unless otherwise stated - are not to be understood as ordinal number words per se, which indicate an order or a number, but may be used in the description Ordinal numerals are - unless otherwise stated - rather to be regarded as adjectives in order to be able to clearly distinguish between the terms associated with the respective ordinal numerals, such as "gear wheel pair", "gear", "gear wheel", "loose wheel", "fixed wheel" etc. and thus to be able to clearly refer to these terms assigned to the ordinal number words. This means, for example, when patent claim 1 speaks of the first friction clutch, a second friction clutch of the transmission device does not necessarily have to be provided as well.

The invention makes it possible, for example, to implement a sufficiently or particularly high number of shiftable gears and particularly efficient operation using only a small number of components, such as friction clutches and/or shifting elements. The space requirement and the weight of the transmission device can thus be kept within a particularly low range. In particular, starting from a double-clutch hybrid transmission with a triple clutch, i.e. with three clutches, these three clutches can be replaced by the first friction clutch and, if necessary, by a second friction clutch, so that the number of parts and the particular axial space requirement can be kept particularly low. In addition, the diameter of the first friction clutch can be designed to be particularly small. The first friction clutch is preferably a multi-plate clutch which has a plurality of plates arranged one after the other or one behind the other in the axial direction of the multi-plate clutch. The lamellae are also referred to as friction lamellae. The number of friction plates can be kept particularly low. In particular, it is conceivable that the multi-plate clutch has a maximum of seven plates.

In order to be able to achieve a particularly advantageous shifting and thus drivability and a particularly efficient operation of the transmission device, it is provided in one embodiment of the invention that one of the sub-transmissions has a shiftable fourth gear with a fourth gear wheel pair, which includes a fifth gear wheel that is designed as a third loose wheel arranged on one of the output shafts.

It has proven to be particularly advantageous if the transmission device includes the aforementioned, second friction clutch. The previous and following statements on the first friction clutch can also be applied to the second friction clutch without further ado and vice versa. By means of the second friction clutch, the third loose wheel can be connected in a torque-proof manner to the one output shaft on which the third loose wheel is arranged. In particular, the second friction clutch allows the third idler gear and thus the fourth gear to be shifted under load in an electric driving mode of the motor vehicle in a space-saving manner, so that a particularly advantageous shifting or drivability of the transmission device can be achieved in a space-saving manner.

In particular, a purely internal combustion engine drive, in particular overland travel, of the motor vehicle can be implemented by means of the transmission device. Driving purely with the internal combustion engine is to be understood as meaning that when driving with the internal combustion engine alone, the motor vehicle is driven exclusively by the internal combustion engine in relation to the electric machine and the internal combustion engine, ie exclusively by the internal combustion engine by means of the internal combustion engine. With the help of the transmission device according to the invention, this purely internal combustion engine drive can be achieved with a particularly favorable degree of efficiency, so that the vehicle is preferably designed as a hybrid vehicle Motor vehicle can be driven particularly energy efficient.

Another embodiment is characterized in that the fourth gear pair has a sixth gear meshing with the fifth gear, in particular directly, which is permanently non-rotatably connected to the input shaft of the one sub-transmission having the fourth gear. As a result, a particularly large number of shiftable gears of the transmission device can be achieved in a particularly space-saving and cost-effective manner.

In order to keep the space requirement within a particularly small framework and to be able to achieve a particularly high degree of efficiency, it is provided in a further embodiment of the invention that the one partial transmission having the fourth gear is the second partial transmission.

In a further, particularly advantageous embodiment of the invention, it is provided that one output shaft is the first output shaft. As a result, the axial space requirement in particular can be kept particularly low.

In a further, particularly advantageous embodiment of the invention, at least a part or at least a longitudinal area of the first friction clutch and at least a part or at least a longitudinal area of the respective output pinion are arranged at the same height in the axial direction of the respective output shaft, so that the transmission device according to the invention of this embodiment in axial direction is advantageously particularly short formable. In other words, the first friction clutch is arranged in an axial extension area of the two output pinions. In other words, at least the part of the first friction clutch is overlapped or covered towards the outside in the radial direction of the first friction clutch at least by the part of the respective output pinion. In comparison to conventional solutions, the first friction clutch, also designated K0, can thus be pushed into the axial extension area of the two output pinions, as a result of which the axial space requirement in particular can be kept particularly low.

For example, the output pinions mesh each and simultaneously, in particular directly, with a ring gear of a differential gear, also simply referred to as a differential and designed, for example, as a bevel gear differential, via which the vehicle wheels can be driven by the output pinions. As is already well known from the general state of the art, the differential gear is designed in particular to transmit a torque provided by the respective output pinion via the differential gear to the vehicle wheels and in particular to divide it up, in particular in such a way that the differential gear has different torques when the motor vehicle corners To allow speeds of the vehicle wheels spaced apart from one another in the vehicle transverse direction, which are, for example, vehicle wheels of the same axle. Thus, for example when cornering, the differential gear allows the vehicle wheel on the outside of the curve to rotate at a higher speed than the vehicle wheel on the inside of the curve. Thus, for example, the output pinion together with the ring gear form two output stages, via which the vehicle wheels can be driven by the output shafts. For example, the ring gear is fixed or non-rotatably connected to the differential gear, also referred to as an axle differential, in particular to a differential gear and to a differential cage of the differential gear.

It is conceivable for the respective output shaft to have a shaft element which is permanently connected in a rotationally fixed manner to the respective output pinion, in particular can be configured in one piece with the respective output pinion. It is also conceivable that the respective output pinion can be shifted. This means in particular that a respective coupling element is assigned to the respective output pinion. The coupling element can be switched between a connection state and a release state, in particular between a connection position causing the connection state and a release position causing the release state, movable, in particular displaceable, in particular in the axial direction of the output shaft and/or relative to the output shaft. In the connected state, the respective output pinion is non-rotatably connected via the respective, assigned coupling element to the respective output shaft, on which, for example, the respective output pinion is arranged. In the release state, however, the respective coupling element releases the respective, associated output pinion for rotations about the respective output shaft axis of rotation relative to the respective output shaft, so that in the release state the respective output pinion is decoupled from the respective, associated output shaft. Thus, for example, in the release state, no torques can be transmitted between the respective output shaft and the respective output pinion.

For example, if the motor vehicle were designed purely as a city vehicle, third gear would be sufficient, for example, and fourth gear could be omitted. For motor vehicles that are not designed as a pure city vehicle, it is advantageous in the inventions to provide the transmission device according to the invention a fourth gear, in which case the first gear can advantageously be made short for a representation of a high tractive force, which is particularly advantageous when the motor vehicle is a vehicle with a high weight. In addition, high speeds, in particular a particularly high maximum speed, of the motor vehicle can be achieved through the fourth gear and in particular with a long translation for the fourth gear.

A further embodiment is characterized in that the transmission device comprises a bridge shifting element, by means of which the first input shaft can be connected to the second input shaft, in particular bypassing all shiftable gears of the sub-transmission and thus, for example, directly, torque-transmitting, in particular non-rotatably. In particular, the first input shaft can be or can be connected in a torque-transmitting manner to the second input shaft by means of the bridge shifting element in such a way that the first input shaft is connected in a torque-transmitting manner to the second input shaft, bypassing all shiftable gears of the partial transmissions, and the first input shaft and the second input shaft rotate at the same speed as well as, for example, rotating in the same direction or in opposite directions. As a result, particularly efficient operation can be achieved.

A second aspect of the invention relates to a drive train, also referred to as a drive or motor vehicle drive, for a motor vehicle that is preferably designed as a motor vehicle, in particular as a passenger car. The drive train according to the second aspect of the invention comprises a transmission device according to the first aspect of the invention. Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa.

The drive train comprises, for example, at least or exactly two axles of the motor vehicle, the axles being arranged one behind the other or one after the other in the longitudinal direction of the vehicle. A first of the axles comprises at least or exactly two first vehicle wheels spaced apart from one another in the vehicle transverse direction, the second axle having at least or exactly two second vehicle wheels spaced apart from one another in the vehicle transverse direction. The respective vehicle wheels and the respective axles thus form a pair of vehicle wheels. In this case, for example, the transmission device is assigned to the first axle or the first axle includes the transmission device, so that the first vehicle wheels of the first axle can be driven, for example, by means of the electric machine of the transmission device. Thus, the first vehicle wheels of the first axle are the previously mentioned vehicle wheels.

For example, the second axle, the axles also being referred to as vehicle axles, includes a further electrical machine provided in addition to the electrical machine, by means of which the second vehicle wheels of the second axle can be driven.

A third aspect relates to a method for shifting a transmission device according to the first aspect of the invention. Advantages and advantageous configurations of the first and second aspect of the invention are to be regarded as advantages and advantageous configurations of the third aspect of the invention and vice versa.

In the third aspect of the invention, it has been shown to be particularly advantageous if, during or during gear changes of the first partial transmission, the electric machine at least partially, in particular at least predominantly or completely, compensates for an interruption in traction resulting from the respective gear change itself, i.e. considered in isolation . A gear change of the first sub-transmission is to be understood as meaning that one of the gears of the first sub-transmission is disengaged and another gear of the transmission device, in particular the first sub-transmission, is engaged. During such a gear change, the electric machine provides support, ie the electric machine serves to compensate for an interruption in traction. Alternatively or additionally, when changing gears of the first sub-transmission, the electric machine, which is also referred to as an electric machine, enables the gear changes of the first sub-transmission to be shifted under load, at least within the scope of its maximum torque. The ability to shift under load means that the gear change can be carried out under load, that is to say when the vehicle wheels are being driven. Alternatively, the electric machine supports speed synchronization when changing gears of the first sub-transmission, so that a particularly high level of shifting comfort can be achieved.

It has also been shown to be particularly advantageous if the second friction clutch is temporarily closed during a slip phase during or during gear changes of the second partial transmission, so that the second friction clutch serves to support torque, so that an interruption in traction is at least partially, in particular at least predominantly or completely, compensated is and / or power shifting the gear change of the second sub-transmission enables becomes light. Alternatively or additionally, when changing gears of the second sub-transmission, the second friction clutch or the electric machine supports speed synchronization, so that a particularly high level of shifting comfort can be achieved.

Furthermore, it has proven to be advantageous if the previously mentioned electrical machine is used during or during gear changes of the second sub-transmission to compensate for an interruption in traction resulting from the gear changes of the first sub-transmission.

Further advantages, features and details of the invention result from the following description of preferred exemplary embodiments and from the drawing. The features and combinations of features mentioned above in the description and the features and combinations of features mentioned below in the description of the figures and/or shown alone in the figures can be used not only in the combination specified in each case, but also in other combinations or on their own, without going beyond the scope of the leave invention.

• 1 eine schematische Darstellung einer erfindungsgemäßen Getriebeeinrichtung gemäß einer ersten Ausführungsform; und
• 2 eine schematische Darstellung einer Getriebeeinrichtung gemäß einer zweiten Ausführungsform.

The drawing shows in:

• 1 a schematic representation of a transmission device according to the invention according to a first embodiment; and
• 2 a schematic representation of a transmission device according to a second embodiment.

1 shows in a schematic representation a first embodiment of a transmission device 10 for a motor vehicle, in particular for a motor vehicle preferably designed as a passenger car. The transmission device 10 is part of a drive train 12, which comprises an internal combustion engine 14, which is embodied here as a reciprocating piston engine and is also referred to as an internal combustion engine. The internal combustion engine 14 has an output shaft in the form of a crankshaft 16, via which the internal combustion engine 14 can provide torque for driving the motor vehicle. The motor vehicle has, for example, exactly two axles which are arranged one behind the other or one after the other in the longitudinal direction of the vehicle and are also referred to as vehicle axles. The respective axle has exactly two vehicle wheels spaced apart from one another in the vehicle transverse direction. The vehicle wheels are ground contact elements, via which the motor vehicle can be or is supported on a ground downwards in the vertical direction of the vehicle. In this case, for example, a first of the axles comprises the transmission device 10.

Transmission device 10 includes a first friction clutch K0 and a first partial transmission 18. First partial transmission 18 has a first input shaft 20, which can be connected to crankshaft 16 in a torque-transmitting manner via first friction clutch K0. In addition, the first partial transmission 18 has at least or exactly three shiftable gears i2, i4 and i5. Gear i2 has a gear pair 22 which includes exactly two gears 24 and 26 . The gears 24 and 26 mesh directly with each other. The gear wheel 24 is arranged on the input shaft 20 and is permanently connected in a rotationally fixed manner to the input shaft 20 and is therefore designed as a fixed wheel. Gear i4 has a gear pair 28, which includes two gears 30 and 32 meshing directly with one another. The gear wheel 30 is arranged on the input shaft 20 and is permanently connected in a rotationally fixed manner to the input shaft 20 and is therefore designed as a fixed wheel. The gear wheel 32 is on the output shaft 62. The shiftable gear i5 has a gear wheel pair 34, which comprises exactly two gear wheels 36 and 38 meshing directly with one another. The gear wheel 36 is arranged on the input shaft 20 and is permanently connected to the input shaft 20 in a rotationally fixed manner and is thus designed as a third fixed wheel of the sub-transmission 18 .

The transmission device 10 also includes a second sub-transmission 40 which includes a second input shaft 42 . The second input shaft 42 is mounted in the first input shaft 20 . Furthermore, the sub-transmission 40 has at least or exactly two shiftable gears i3 and i6. The gear i3 has a gear pair 44 which comprises exactly two gears 46 and 48 meshing directly with one another. The gear wheel 46 is arranged on the input shaft 42 and is permanently connected to the input shaft 42 in a rotationally fixed manner and is thus designed as a fixed wheel of the sub-transmission 40 . Gear i6 has a gear pair 50, which includes exactly two gears 52 and 54 that mesh directly with one another. The gear wheel 52 can be arranged on the input shaft 42, the gear wheel 52 being permanently non-rotatably connected to the input shaft 42. The transmission device 10 also includes an electric machine 56, the rotor 58 of which is permanently coupled to the second input shaft 42 in a torque-transmitting manner. For example, the rotor 58 is permanently connected in a torque-transmitting manner to the input shaft 42 via the gear wheel 52 . The transmission device 10 also has a first output shaft 62 having a first output pinion 61 .

In order to be able to implement particularly efficient operation in a particularly space-saving manner, the transmission device 10 a second output shaft 62 with a second output pinion 64 . The output pinions 61 and 64 mesh simultaneously with the same ring gear of a differential gear of the first axle, also known as an axle differential, so that the vehicle wheels of the first axle can be driven by the respective output pinion 61 or 64 via the differential gear. Gear 26 is designed as a loose wheel arranged on output shaft 62 , and gear 32 is designed as a loose wheel arranged on output shaft 62 . The gear wheel 38 is designed as a loose wheel arranged on the output shaft 62 , and the gear wheel 48 is also designed as a loose wheel arranged on the output shaft 62 . Finally, the gear wheel 54 is also designed as a loose wheel arranged on the output shaft 62 .

Gears 26 and 38, designed as loose gears and arranged on output shaft 62, are assigned a first shifting element 25, designed, for example, as a first shift sleeve, and shifting element 25 can be shifted in the axial direction of output shaft 62 relative to output shaft 62 between an in 1 shown decoupling position and two coupling positions moved, in particular moved, are. When the switching element 25 is in the decoupled position, both gears 26 and 38 are decoupled from the output shaft 62 so that no torques can be transmitted between the respective gear 26 or 38 and the output shaft 62 via the switching element 25 . In a first of the coupling positions of the switching element 25, however, the gear wheel 26 is connected by means of the switching element 25, in particular in a form-fitting manner, in a rotationally fixed manner to the output shaft 62, while the gear wheel 38 is decoupled from the output shaft 62. In the second coupling position, the gear wheel 38 is connected in a torque-proof manner to the output shaft 62 by means of the switching element 25 , in particular in a form-fitting manner, while the gear wheel 26 is decoupled from the output shaft 62 . A second shifting element 6, which is designed for example as a second shifting sleeve, is assigned to the gearwheel 54 designed as a loose wheel arranged on the output shaft 62. The switching element 6 is, for example, between at least one in particular 1 shown decoupling position and a coupling position in the axial direction of the output shaft 62 relative to the output shaft 62 movable, in particular displaceable. In the coupling position of the shifting element 6, the gearwheel 54 is connected in a torque-proof manner to the output shaft 62 by means of the shifting element 6, in particular in a form-fitting manner. When the shifting element 6 is in the decoupled position, the gear wheel 54 is decoupled from the output shaft 62 so that no torque can be transmitted via the shifting element 6 between the gear wheel 54 and the output shaft 62 . If shifting elements 6 and 25 are therefore in their decoupling positions, gears 26 and 54 can be rotated about a first output shaft axis of rotation of output shaft 62 relative to output shaft 62, gears 26 and 54 and output shaft 62 being able to rotate about the first output shaft axis of rotation, in particular relative to a transmission housing, not shown in the figures, of the transmission device 10 can be rotated.

A shifting element 4 is assigned to the gear 32 configured as a loose wheel arranged on the output shaft 62, which can be moved, in particular displaced, relative to the output shaft 62 in the axial direction of the output shaft 62 between a coupled state and a decoupled position. When the shifting element 4 is in the coupled position, the gear wheel 32 is connected in a torque-proof manner to the output shaft 62 by means of the shifting element 4 . In the decoupled position of the shifting element 4 , however, the gear wheel 32 is decoupled from the output shaft 62 , so that no torques can be transmitted between the output shaft 62 and the gear wheel 32 via the shifting element 4 . Finally, a shifting element 3 is assigned to the gear wheel 48 embodied as a loose wheel arranged on the output shaft 62 . The shifting element 3 and/or the shifting element 4 can be designed as a shift sleeve or sliding sleeve. The switching element 3 can be moved, in particular displaced, in the axial direction of the output shaft 62 and relative to the output shaft 62 between a coupling position and a decoupling position. When the shifting element 3 is in the coupled position, the gearwheel 48 is connected to the output shaft 62 in a torque-proof manner by means of the shifting element 3 . In the decoupled position of the shifting element 3, however, the gear wheel 48 is decoupled from the output shaft 62, so that no torque can be transmitted between the gear wheel 48 and the output shaft 62. Thus, when the shifting elements 3 and 4 are in their uncoupled positions, the gearwheels 32 and 48 can rotate about a second output shaft axis of rotation relative to the output shaft 62 . In doing so, the gears 32 and 48 and the output shaft 62 can rotate about the second output shaft axis of rotation relative to the transmission housing. The output shaft axes of rotation run parallel to one another and are spaced apart from one another. In the first embodiment, the transmission device 10 has a bridge shifting element B, by means of which the second input shaft 42 can be connected in a torque-transmitting manner to the first output shaft, in particular bypassing all shiftable gears i2, i3, i4, i5 and i6 of the transmission device 10.

Furthermore, it is provided in the first embodiment that the gears 32 and 48 embodied as idler gears and arranged on the second output shaft 62 are assigned a shifting element 43 which is designed, for example, as a shift sleeve or sliding sleeve can be formed. The switching element 43 is, for example, between an in 1 shown decoupling position and a coupling position in the radial direction of the output shaft 62 relative to the output shaft 62 movable, in particular displaceable. In the coupled position, the gearwheels 32 and 48 are non-rotatably connected to one another by means of the switching element 43, so that they can rotate together or simultaneously about the second output shaft axis of rotation relative to the transmission housing. In other words, when the switching element 43 is in the coupled position, torques can be transmitted between the gearwheels 32 and 48 via the switching element 43 . In the decoupled position of the shifting element 43, however, the gears 32 and 48 are decoupled from one another, so that in the decoupled position of the shifting element 43 no torques can be transmitted between the gears 32 and 48 via the shifting element 43.

In addition, the transmission device 10 includes a torsional vibration damper 66, via which torques provided by the internal combustion engine 14 via its crankshaft 16 can be transmitted to the clutch K0. Torsional or torsional vibrations of the crankshaft 16 can be damped by means of the torsional vibration damper 66 .

A driving gear of the transmission device 10, designated E1, is engaged or activated, for example, by the fact that the friction clutch K0, designed as a multi-plate clutch, as well as the shifting elements 4, 6 and 3 and the bridge shifting element B are opened or disengaged at the same time, while the shifting elements 25 and 43 are engaged. The feature that the respective switching element is engaged means that the switching element is in its coupled state. If the respective switching element is designed, then the respective switching element is in its decoupling state. The same applies to the bridge shifting element B. If the bridge shifting element B is engaged, the output shaft 60 is coupled to the input shaft 42 via the bridge shifting element B and in particular bypassing all shiftable gears of the transmission device 10 in a torque-transmitting manner. If the bridge switching element B is designed, no torques can be transmitted between the output shaft 60 and the input shaft 42 via the bridge switching element B.

The driving gear E1 is, for example, a reverse gear for causing the motor vehicle to reverse. For example, all other driving gears of the transmission device 10 according to the first embodiment are forward driving gears for causing the motor vehicle to drive forward. A driving gear designated G2 or E2 in the transmission device 10 is activated or engaged, for example, by the fact that the friction clutch K0 is closed, the shifting element 25 is engaged and the bridge shifting element B is engaged, while the shifting elements 4, 43, 6 and 3 are disengaged. A driving gear of the transmission device 10 designated G3 or E3 is engaged, for example, by the fact that the friction clutch K0 is engaged, the bridge shifting element B1 is engaged and the shifting element 3 is engaged while the shifting elements 25, 4, 43 and 6 are disengaged. A gear designated G4 or E4 of the transmission device 10 is engaged, for example, by the fact that the friction clutch K0 is engaged, the shifting element 4 is engaged and the bridge shifting element B is engaged, while the shifting elements 25, 43, 6 and 3 are disengaged. A driving gear of the transmission device 10 designated G5 or E5 is engaged, for example, by the fact that the friction clutch K0 is engaged, the shifting element 25 is engaged and the bridge shifting element B is engaged while the shifting elements 4, 43, 6 and 3 are disengaged. A driving gear designated G6 or E6 with the transmission device 10 is engaged, for example, by the fact that the friction clutch K0 is engaged, the bridge shifting element B is engaged and the shifting element 6 is engaged while the shifting elements 25, 4, 43 and 3 are disengaged. A driving gear of the transmission device 10 designated G7 or E5 is engaged, for example, by the friction clutch K0 being closed and the shifting elements 43 and 6 being engaged, while the shifting elements 25, 4 and 3 and the bridge shifting element B are disengaged. For example, the driving gears E2 or G2, E3 or G3, E4 or G4, E5 or G5, E6 or G6 and G7 or E7 are forward driving gears for causing the motor vehicle to drive forward in each case. For example, while one of the driving gears is engaged, all other driving gears are disengaged.

The shifting elements 3 and 6 are, for example, form-fitting shifting elements, in particular claw clutches, which are also referred to as claws. The switching elements 25, 4 and 43 and the bridge switching element B are preferably synchronizing switching elements, that is to say synchronizations or synchronizing elements. The driving gears G2 or E2, G4 or E4 and G6 or E6 can be filling gears for a particularly efficient drive.

Driving gear G2, in which, for example, the friction clutch K0 is closed and the switching element 25 is engaged, while the switching Elements 4, 43, 6 and 3 and the bridge switching element B are designed, is, for example, a pure combustion engine gear, which is intended for pure combustion engine driving, i.e. for the motor vehicle to be driven in relation to the electric machine 56 and the combustion engine 14 exclusively by means of the combustion engine 14 can be driven or is being driven. Another, pure combustion engine gear can be the following driving gears: G3, in which or for the engagement of which the friction clutch K0 is closed, the bridge shift element B and the shift element 3 are engaged, while the shift elements 25, 4, 43 and 6 are disengaged; driving gear G4, for the activation or engagement of which the friction clutch K0 is closed, the shifting element 4 is engaged and the shifting elements 25, 43, 6 and 3, the bridge shifting element B are disengaged; the driving gear G5, for the engagement or activation of which the friction clutch K0 is closed, the shifting element 25 is engaged and the shifting elements 4, 43, 6 and 3 and the bridge shifting element B are disengaged; the driving gear G6, for the engagement or activation of which the friction clutch K0 is closed, the bridge shifting element B and the shifting element 6 are engaged, and the shifting elements 25, 4, 43 and 3 are disengaged; and the driving gear G7, for the engagement or activation of which the friction clutch K0 is closed, the shifting elements 43 and 6 are engaged and the shifting elements 25, 4 and 3 and the bridge shifting element B are designed.

Pure electric machine gears that are provided for purely electric travel, i.e. that the motor vehicle can be or is driven exclusively by means of the electric machine 56 in relation to the internal combustion engine 14 and the electric machine 56, can be, for example, the following gears: driving gear E1, for the engagement or activation of which the friction clutch K0 is open, the shifting elements 4, 6 and 3 are designed and the shifting elements 25 and 43 are engaged; driving gear E3, for the activation or engagement of which the friction clutch K0 is opened, the shifting elements 25, 4, 43 and 6 and the bridge shifting element B are designed and the shifting element 3 is engaged; and driving gear E6, for the activation or engagement of which the friction clutch K0 is open, the shifting elements 25, 4, 43 and 3 and the bridge shifting element B are designed and the shifting element 6 is engaged, and is therefore in its coupled state.

2 shows a second embodiment of the transmission device 10. The second embodiment differs from the first embodiment in particular in that gear i6 is omitted, with gear i5 taking the place of gear i6 in the second embodiment. In other words, in the second embodiment, gear i5 is now a gear of second partial transmission 40, so that gear i5 now includes gear wheel pair 50 with gear wheels 52 and 54. The gear wheel 54 embodied as a loose wheel and arranged on the output shaft 60 can be connected to the output shaft 60 in a torque-transmitting manner, in particular non-rotatably, by means of the second friction clutch K5. It is therefore conceivable, for example, that when friction clutch K5 is in an open state, gear wheel 54 can be rotated relative to output shaft 60 about the output shaft axis of rotation of output shaft 60, so that, for example, in the open state of friction clutch K5, no torque is generated via friction clutch K5 between output shaft 60 and the gear 54 can be transmitted. In a closed state of the friction clutch K5, however, the gear wheel 54 is connected to the output shaft 60 via the friction clutch K5 or by means of the friction clutch K5 in a torque-transmitting manner, in particular in a torque-proof manner, so that in the closed state of the friction clutch K5, torques can be transmitted via the friction clutch K5 between the output shaft 60 and the gear 54 can be transmitted.

In the second embodiment, for example, a driving gear designated E1 of the transmission device 10 is engaged in that the friction clutches K0 and K5 are opened while the shifting elements 2 and 43 are engaged and the shifting elements 4 and 3 are disengaged. The driving gear E1 of the transmission device 10 according to the second specific embodiment is, for example, a reverse gear for effecting reverse travel of the motor vehicle.

In the second embodiment, driving gear E1 is, for example, the previously described reverse gear for causing the motor vehicle to drive backwards, it being possible for all other driving gears of transmission device 10 according to the second embodiment to be forward driving gears for causing the motor vehicle to drive forwards. In the second embodiment, a driving gear designated G2 or E1 is engaged or activated, for example, by the fact that the friction clutch K0 is engaged, the friction clutch K5 is disengaged, the shifting elements 2 and 43 are engaged and the shifting elements 4 and 3 are disengaged. A further difference between the first embodiment and the second embodiment can be that the bridge switching element B is omitted in the second embodiment.

A driving gear designated G2 or E3 of the transmission device 10 according to the second specific embodiment is thereby, for example engaged or activated, that the friction clutch K0 is closed, the shifting elements 2 and 3 are engaged, the friction clutch K5 is open and the shifting elements 4 and 43 are disengaged. A driving gear designated G4 or E3 of the second embodiment is engaged, for example, by the fact that the friction clutch K0 is engaged, the friction clutch K5 is disengaged, the shifting elements 4 and 3 are engaged and the shifting elements 2 and 43 are disengaged. A driving gear of the second embodiment, designated G4 or E5, is engaged, for example, by the fact that the friction clutches K0 and K5 are closed, the shifting element 4 is engaged and the shifting elements 2, 43 and 3 are disengaged. A driving gear of the second embodiment designated G6 or E5 is engaged or activated, for example, by the multi-plate clutches K0 and K5 being closed, the shifting element 43 being engaged and the shifting elements 2, 4 and 3 being disengaged. In the second embodiment, the shifting element 3 is, for example, a positive shifting element, in particular a claw clutch, also referred to as a claw. The switching elements 2, 4 and 43 are preferably synchronizing switching elements, that is to say synchronizations or synchronizing elements.

The following driving gears of the transmission device 10 according to the second embodiment are purely combustion gears and are therefore intended for purely combustion engine driving, i.e. intended for the motor vehicle to be driven via the combustion engine gears in relation to the electric machine 56 and the internal combustion engine 14 exclusively by means of the internal combustion engine 14 can be driven or is driven: The driving gear G2, for the activation or engagement of which, for example, the friction clutch K0 is closed, the friction clutch K5 is open, the shifting element 2 is engaged and the shifting elements 4, 43 and 3 are disengaged; driving gear G4, for the activation, activation or engagement of which, for example, the friction clutch K0 is closed, the friction clutch K5 is open, the shifting element 4 is engaged, and the shifting elements 2, 43 and 3 are designed; and the driving gear G6, for the engagement or activation of which the friction clutch K0 and the friction clutch K5 are closed, the shifting element 43 is engaged and the shifting elements 2, 4 and 3 are disengaged.

The following driving gears of the transmission device 10 according to the second embodiment are, for example, purely electric machine gears which are intended for a purely electric drive, i.e. for driving the motor vehicle via the purely electric machine gears in relation to the electric machine 56 and the internal combustion engine 14 exclusively by means to drive the electric machine 56: the driving gear E1, for the activation or engagement of which the friction clutches K0 and K5 are open, the shifting elements 2 and 43 are engaged and the shifting elements 4 and 3 are designed; the driving gear E3, for the engagement or activation of which the friction clutches K0 and K5 are open, the shifting element 3 is closed or engaged and the shifting elements 2, 4 and 43 are disengaged or opened; and driving gear E5, for the activation or engagement of which the friction clutch K0 is opened, the friction clutch K5 is closed and the shifting elements 4, 2, 43 and 3 are disengaged or opened. For example, all gear changes of the transmission device 10 according to the second embodiment can be shifted under load, in particular by slipping operation, in particular slipping control of the friction clutch K5 or by full shifting in the last driving gear.

Reference List

10

gear mechanism

12

powertrain

14

internal combustion engine

16

crankshaft

18

first partial transmission

20

first input shaft

22

pair of gears

24

gear

26

gear

28

pair of gears

30

gear

32

gear

34

pair of gears

36

gear

38

gear

40

second sub-transmission

42

second input shaft

44

pair of gears

46

gear

48

gear

50

pair of gears

52

gear

54

gear

56

electric machine

58

rotor

60

first output shaft

61

first output gear

62

second output shaft

64

second output gear

66

torsional vibration damper

3

switching element

4

switching element

6

switching element

25

switching element

43

switching element

B

bridge switching element

K0

friction clutch

K5

friction clutch

I2

corridor

I3

corridor

I4

corridor

I5

corridor

I6

corridor

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited 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 102011002472 A1 [0002]

Claims (10)

Transmission device (10) for a motor vehicle, with a first friction clutch (K0), with a first partial transmission (18), which has a first shiftable gear (i2) with a first gear wheel pair (22), a second shiftable gear (i4) with a second Gear pair (28) and a first input shaft (20), which can be connected to an internal combustion engine (14) via the first friction clutch (K0), with a second partial transmission (40) which has a selectable third gear (i3) with a third gear pair (44) and a second input shaft (42) mounted in the first input shaft (20), with an electric machine (56) whose rotor (58) is connected in a torque-transmitting manner to the second input shaft (42), and with a first First output shaft (60) having an output pinion (61), via which vehicle wheels of the motor vehicle can be driven, characterized in that the transmission device (10) has a second output pinion (64), z has a wide output shaft (62) via which the vehicle wheels can be driven, with: - the first gear pair (22) having a first gear (24) permanently non-rotatably connected to the first input shaft (20) and a first gear (24) meshing with the first gear (24). , second gear wheel (26), which is designed as a first loose wheel arranged on the first output shaft (60), and - the second gear wheel pair (28) includes a third gear wheel (30) permanently connected in a rotationally fixed manner to the first input shaft (20). and a fourth gear (32) which meshes with the third gear (30) and is designed as a second idler gear arranged on the second output shaft (62). Transmission device (10) after claim 1 , characterized in that one of the sub-transmissions (18, 40) has a shiftable fourth gear (i5, i6) with a fourth gear pair (50) which includes a fifth gear (54) which is mounted as a gear on one of the output shafts (60, 62) arranged, third loose wheel is formed. Transmission device (10) after claim 2 , characterized in that the transmission device (10) comprises a second friction clutch (K5), by means of which the third idler gear non-rotatably with the one output shaft (60) can be connected. Transmission device (10) after claim 2 or 3 , characterized in that the fourth pair of gears (50) has a sixth gear (52) which meshes with the fifth gear (54) and which is permanently non-rotatably connected to the input shaft (42) of the one sub-transmission (40th gear) which has the fourth gear (i5). ) connected is. Transmission device (10) according to one of claims 2 until 4 , characterized in that one, the fourth gear (i5) having sub-transmission (40) is the second sub-transmission (40). Transmission device (10) according to one of claims 2 until 5 , characterized in that the one output shaft (60) is the first output shaft (60). Transmission device (10) according to one of the preceding claims, characterized in that at least part of the first friction clutch (K0) and at least part of the respective output pinion (61, 64) are arranged at the same height in the axial direction of the respective output shaft (60, 61). are. Transmission device (10) according to one of the preceding claims, characterized in that a bridge shifting element (B) is provided, by means of which the first input shaft (20), in particular bypassing all shiftable gears of the partial transmissions (18, 40), transmits torque to the second input shaft (42) are connectable. Drive train (12) for a motor vehicle, with a transmission device (10) according to one of the preceding claims. Method for switching a transmission device (10) according to one of Claims 1 until 8th , characterized in that when changing gears of the first sub-transmission (18), the electric machine (56): - at least partially compensates for an interruption in traction resulting from the respective gear change itself, and/or - causes the gear changes of the first sub-transmission (18) to be shiftable under load, and/or - supports speed synchronization.

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