DE102021201871A1 - Hybrid gear arrangement - Google Patents

Abstract

Hybrid transmission arrangement for a motor vehicle, having: a first shaft (12) for feeding in drive power from the internal combustion engine, a second shaft (14) which is connected to a first electric machine (EM1), a third shaft (16) for outputting output power, a fourth shaft (18), which is offset axially parallel to the third shaft (16), a fifth shaft (20), which can be connected to the first shaft (12) via a first clutch (A), and a first planetary gear set (PS1 ), which has a first member (S1), a second member (H1) and a third member (PT1), wherein the second shaft (14) can be connected to the first shaft (12) via a second clutch (B), wherein the second shaft (14) is connected to the first member (S1), the fifth shaft (20) is connected to the second member (H1), and the third shaft (16) is connected to the third member (PT1). .

Description

The present invention relates to a hybrid transmission arrangement for a motor vehicle, in particular for a passenger car, with a first shaft for feeding in drive power from the internal combustion engine, with a second shaft, which is connected to a first electric machine, and with a third shaft for outputting output power as well with a first planetary gear set, which has three members and can serve as a superposition gear.

Hybrid drive trains for motor vehicles generally have an internal combustion engine that can provide drive power for driving the motor vehicle, and an electric machine that can provide drive power for the motor vehicle as an alternative or in addition to the internal combustion engine, depending on the operating mode.

In the case of hybrid drive trains, a distinction is made between a large number of different concepts, each of which provides for a different connection of the electric machine to a transmission arrangement of the hybrid drive train.

For example, it is known to arrange an electrical machine concentrically to an input shaft, with a rotor of the electrical machine being connected to a hollow shaft which is arranged around an input shaft.

In some cases, the electric machine is connected to a transmission arrangement of the hybrid transmission via a pre-transmission. The pre-ratio may include a planetary gear assembly.

From the document DE 10 2013 215 114 A1 a hybrid drive of a motor vehicle is known, in which an electric machine can be connected to an output shaft of a hybrid transmission via a spur gear set. It is also known from this document to arrange an electric machine coaxially to a transmission output shaft, namely axially offset to a planetary gear set, which is designed as a superimposed transmission for electric motor drive power and for internal combustion engine drive power.

Hybrid transmissions are preferably designed as powershift transmissions. When installed in a motor vehicle transversely to the drive direction (front-transverse or rear-transverse), the axial overall length of the hybrid transmission is of great importance. Furthermore, when installing transversely to the direction of travel, the installation environment must often be taken into account. Bottlenecks may be a side shaft joint, a transmission mount and/or a lower longitudinal member of the vehicle.

Against this background, it is an object of the present invention to specify an improved hybrid transmission arrangement for a motor vehicle, wherein the hybrid transmission arrangement has a large range of functions, is axially compact and can preferably be easily installed transversely at the front of a motor vehicle.

The above object is achieved by a hybrid transmission arrangement for a motor vehicle, with a first shaft for feeding in drive power from the internal combustion engine, with a second shaft that is connected to a first electric machine, with a third shaft for outputting output power, with a fourth shaft , which is offset axially parallel to the third shaft, with a fifth shaft, which can be connected to the first shaft via a first clutch, and with a first planetary gear set, which has a first member, a second member and a third member, the second Shaft is connectable to the first shaft via a second clutch, the second shaft being connected to the first member, the fifth shaft being connected to the second member and the third shaft being connected to the third member.

In the hybrid transmission arrangement of the type mentioned above, connections between shafts are preferably realized by spur gear sets. The hybrid transmission arrangement consequently forms a hybrid transmission of mixed construction, which includes at least one planetary gear set and a plurality of spur gear stages. Preferably, at least two, preferably exactly three internal combustion engine gears and at least one, preferably two or more electric gears can be set up with the hybrid transmission arrangement. In addition, it is preferably possible with the hybrid transmission arrangement to carry out an electrodynamic starting process in which the first planetary gear set is used as a superimposed transmission (EDA). Since electrodynamic starting is possible, the hybrid transmission arrangement preferably does not have a separate starting clutch (friction clutch), although one can also be provided to expand the range of functions.

Charging in neutral is also preferably possible, in which drive power from the internal combustion engine is fed in via the first shaft and the first electric machine is operated as a generator in order to charge a battery, preferably also when the vehicle is stationary and in neutral.

The hybrid transmission arrangement preferably does not have a separate reverse gear stage. The hybrid transmission arrangement is preferred arranged on a wheel axle of the motor vehicle, which means that at least one axis of the hybrid transmission arrangement is aligned coaxially with the wheel axle (output shafts).

Furthermore, in the case of the hybrid transmission arrangement, power shifts are preferably possible, that is to say shifts between gears, without an interruption in traction taking place.

The hybrid transmission arrangement can be implemented with few radial planes, so that an axially compact design is possible. In addition to an axis for connection to the internal combustion engine, the hybrid transmission arrangement preferably has only two further axes, one of which is preferably arranged coaxially with the output shafts.

A connection between the first shaft and a shaft, which is coaxial to the axis of the output shafts, preferably takes place via a traction mechanism, in particular via a chain drive. This allows a comparatively large distance to be set up between these axes and an appropriate ratio adjustment to be made.

Preferably, the hybrid transmission arrangement also contains at least one second electric machine, which can be designed in particular as a high-voltage starter generator and which is preferably connected to the first shaft.

Also, the third shaft is preferably connected to an input member of a differential via a second planetary gear set. The differential may be a ball differential, a spur gear differential, a planetary gear differential, or the like.

• Eine Radpaarung beinhaltet genau zwei Zahnräder, die miteinander in Eingriff stehen, insbesondere miteinander kämmen. Die Zahnräder weisen vorzugsweise jeweils eine Stirnverzahnung auf, sind vorzugsweise in einer radialen Ebene angeordnet und sind vorzugsweise jeweils einer anderen Welle zugeordnet. Die Zahnräder der Radpaarung können zwei Festräder sein (sog. Konstanten-Radsatz). Bei einer schaltbaren Radpaarung können die zwei Zahnräder ein Festrad und ein Losrad (siehe unten) sein, die vorzugsweise gemeinsam eine Gangstufe (siehe unten) definieren.

In the context of the present disclosure, the following terms can be understood in particular as follows:

• A pair of wheels contains exactly two gears that mesh with one another, in particular that mesh with one another. The gear wheels preferably each have face teeth, are preferably arranged in a radial plane and are preferably each associated with a different shaft. The gears of the gear pair can be two fixed gears (so-called constant gear set). In a switchable pair of wheels, the two gears can be a fixed wheel and a loose wheel (see below), which preferably together define a gear (see below).

A gear set (spur gear set) contains at least two mutually meshing (in particular meshing) gears, and can contain one or more gear pairs, which preferably lie in a common radial gear set plane. If a wheelset has a fixed wheel that meshes with two different gears, this also means that the fixed wheel can be used twice. In general, a gear set can also be a planetary gear set.

A loose wheel is a gear wheel which is rotatably mounted on a shaft and which can be connected to or decoupled from the shaft by means of a switching element. A fixed wheel is a gear wheel fixed to a shaft in a rotationally fixed manner.

A clutch serves to connect or release members, such as a loose wheel and a shaft, and in the present case is formed in particular by a shifting clutch, in particular a positive-locking shifting clutch such as a claw clutch. However, the clutch can also be a friction clutch or a positive synchro shift clutch. The concept of the clutch can be equated with the concept of a switching element.

A double element includes two clutches which are preferably assigned to different members and which can be switched alternatively by means of a single actuating device. Furthermore, the double element preferably includes a neutral position in which neither of the two clutches is engaged.

Two relatively rotatable members are connected when they are positively rotating at a proportional speed. The term "connected" is synonymous with "effectively connected". A "rotational connection" means that the two links rotate at the same speed. Two members are connectable if they can either be connected or disconnected from each other. The two members can preferably be connected to one another by means of a clutch or a brake.

Two elements are axially aligned if they at least partially overlap in the axial direction and/or if they lie in a common radial plane. The term radial plane is preferably to be understood functionally and not geometrically. Consequently, two clutches of a double element can also lie in a common radial plane.

The task is completely solved.

According to a preferred embodiment, the first shaft is connected to a sixth shaft, which is preferably arranged coaxially to the third shaft. Alternatively or in addition to this the sixth shaft is preferably connected to a seventh shaft.

The first shaft and the sixth shaft are preferably connected to one another via a first traction mechanism, but can also be connected via a set of spur gears.

The sixth shaft is preferably connected to the seventh shaft via a third set of spur gears, which is preferably arranged on an axial side of the first traction means opposite the second shaft.

It is also advantageous here if the sixth shaft can be connected to the third shaft via a third clutch and/or if the seventh shaft is arranged coaxially to the fourth shaft.

The first shaft can preferably be connected to the third shaft via the third clutch in such a way that a pure internal combustion engine gear can be set up via the third clutch.

The sixth shaft preferably has a gear (such as a sprocket) for connection to the first shaft and another gear for connection to the seventh shaft.

The third clutch is preferably arranged on an axial side of the first traction means opposite the second shaft and preferably on an axial side of a spur gearset opposite the second shaft, which connects the sixth shaft and the seventh shaft to one another.

According to another embodiment that is preferred overall, the first shaft is arranged in the area of a first axial end of the hybrid transmission arrangement. As an alternative or in addition to this, the second shaft is preferably arranged in the area of a second axial end of the hybrid transmission arrangement.

The wording that the shaft is arranged in the area of a respective axial end of the hybrid transmission arrangement is not intended to mean that the respective shaft has to extend to the outermost axial end of the hybrid transmission arrangement. Rather, this is intended to express the fact that the first shaft and the second shaft are preferably arranged in the area of different axial ends, such that at least one spur gear set plane and at least one clutch plane are arranged between them.

Furthermore, it is advantageous if the first planetary gear set is arranged in the axial direction either between the first shaft and the second shaft or if the first planetary gear set is arranged on an axial side of a radial plane opposite the first shaft, over which the first electric machine with the second shaft connected is.

In other words, the first planetary gear set can be arranged in the axial direction, for example, between a radial plane via which the first shaft and the sixth shaft are connected and a radial plane via which the first electric machine and the second shaft are connected. Alternatively, the first planetary gear set can be arranged between a radial plane, via which the first electric machine and the second shaft are connected, and a constant transmission or pre-transmission, via which the third shaft is connected to a differential gear (ifferential) for distributing drive power.

The measures mentioned above all contribute to an axially compact design and possibly to the fact that the hybrid transmission arrangement can work with a high level of efficiency.

In a further preferred embodiment, two members of the first to third members of the first planetary gear set can be connected to one another by means of a fourth clutch. As an alternative or in addition to this, it is preferred if a member of the first to third members of the first planetary gear set can be fixed to a housing of the hybrid transmission arrangement by means of a fifth clutch.

The fourth clutch can be used to lock up the first planetary gear set. In this case, a purely electromotive driving mode can preferably be set up by means of the first electric machine. If both the fourth clutch and the fifth clutch are present, two electric gears can also be set up for driving using the first electric machine. If only the fourth clutch is provided, it is preferred if the electric gear stage set up here is designed for the entire speed range of the motor vehicle.

It is advantageous if the fourth clutch and/or the fifth clutch is/are arranged coaxially with the first planetary gear set and/or if the fourth clutch and/or the fifth clutch are arranged in the axial direction between the first shaft and the second shaft .

In a preferred embodiment, the fourth clutch and the fifth clutch are designed as a double element which can be actuated by means of a single actuating device in such a way that either the fourth clutch or the fifth clutch or a neutral position is set up in which neither the fourth nor the fifth clutch is engaged.

The fourth clutch and/or the fifth clutch is or are preferably arranged between a radial plane, via which the first shaft and the sixth shaft are connected, and a radial plane, via which the first electric machine and the second shaft are connected. It is particularly preferred if the fourth clutch and/or the fifth clutch is/are arranged between a plane via which the fifth shaft and the eighth shaft are connected and a radial plane via which the first electric machine and the second shaft are connected are. As an alternative to this, the fourth clutch and/or the fifth clutch can be arranged in the axial direction between the radial plane via which the fifth shaft and the eighth shaft are connected and a radial plane via which the first shaft and the sixth shaft are connected to one another.

According to a further overall preferred embodiment, the fifth shaft is connected to an eighth shaft which is arranged coaxially to the fourth shaft. The connection is preferably made via a first spur gear set, which is preferably arranged in the axial direction between the first planetary gear set and the radial plane, via which the first shaft and the sixth shaft are connected to one another.

As an alternative or in addition to this, it is preferred if the fifth shaft is arranged coaxially to the third shaft. The fourth clutch and/or the fifth clutch are preferably mounted on the outer circumference of the fifth shaft. In an alternative, the fourth clutch and/or the fifth clutch are mounted on an outer circumference of the third shaft.

According to a further overall preferred embodiment, the second shaft is arranged coaxially to the third shaft. As an alternative or in addition to this, it is preferred if the second shaft is connected to the fourth shaft.

The second shaft is preferably connected to the fourth shaft via a second spur gear set, which is preferably arranged in the axial direction between the first planetary gear set and further spur gear sets of the hybrid transmission arrangement. The second spur gear set is preferably arranged immediately adjacent to the first planetary gear set, as viewed in the axial direction.

In an alternative embodiment, the second spur gearset is arranged on an axial side of the first planetary gearset that faces away from the other spur gearsets of the hybrid transmission arrangement.

Furthermore, it is advantageous if the first clutch and the second clutch are arranged coaxially to the fourth shaft and/or if the first clutch and the second clutch are designed as a double element.

According to a further preferred embodiment, the first electric machine is arranged coaxially to a ninth shaft, which is connected to the second shaft. The connection can be made via a set of spur gears, which may contain gears on the ninth shaft or on the second shaft and, if necessary, one or more intermediate gears. However, the connection can also be made via a second traction mechanism.

As an alternative or in addition to this, it is preferred if the first electric machine overlaps axially with at least one wheel set of the hybrid transmission arrangement and/or with the first shaft. The first electric machine can overlap axially with the first planetary gear set, but can also be arranged on a side of a radial plane axially opposite the first planetary gear set, via which the first electric machine and the second shaft are connected to one another.

Furthermore, it is advantageous overall if a second electric machine is arranged coaxially to a tenth shaft, which is connected to the first shaft or which can be connected to the first shaft via a seventh clutch.

The second electric machine preferably has a significantly lower power than the first electric machine. The second electric machine is preferably designed as a high-voltage starter generator.

The second electric machine is preferably always connected to the internal combustion engine during operation. The following functions can therefore preferably be covered with the second electric machine: starting the internal combustion engine from a purely electric drive when driven by the first electric machine; an on-board power supply; a serial crawling and driving forward/backward; Engine speed control support when docking and shifting between gears. The second electric machine can assist in relieving the clutches by the second electric machine working as a generator. The electricity generated can be used by the first electric machine for traction support.

The second electric machine can be connected to the first shaft via a spur gear set or can be connected to the first shaft via a third traction mechanism. In general, it is also conceivable to arrange the second electric machine coaxially with the first shaft.

Furthermore, it is advantageous if the third shaft is connected via a constant transmission to an input element of a differential gear for distributing drive power.

The constant translation can be realized by spur gears.

It is particularly advantageous if the constant transmission has a second planetary gear set. In this case, the second planetary gearset preferably has a link fixed to the housing, so that the second planetary gearset is always blocked. The ring gear of the second planetary gear set is preferably connected to a housing of the hybrid transmission arrangement. The second planetary gear set can be a minus and a plus planetary gear set, but planetary gear sets with stepped planetary gears are also possible.

According to a further preferred embodiment, the differential gear is arranged coaxially to the third shaft. In this case it is preferred if one of two output shafts of the differential gear extends in the axial direction through the hybrid transmission arrangement such that one output shaft is designed as an inner shaft and the third shaft as a hollow shaft.

Preferably, the third shaft is connected to a sun gear of the second planetary gear set. The planet carrier of the second planetary gear set is preferably connected to an input member of the differential gear which, as explained above, can be a conventional type differential.

Furthermore, it is advantageous if the constant transmission is arranged in the axial direction between the third shaft and the differential gear. It is particularly preferred if the second planetary gear set is arranged in the axial direction between the differential gear and the first planetary gear set.

According to a further preferred embodiment, the first shaft is connected to an output member of a sixth clutch, into the input member of which internal combustion engine power can be fed.

The sixth clutch can be a dog clutch, but can also be a friction clutch. With the sixth clutch, it is preferably possible to separate an internal combustion engine from the hybrid transmission arrangement, in particular also from the second electric machine. The use of a friction clutch can be advantageous because it can also open under load, e.g. in the event of emergency braking or a malfunction of the combustion engine. Furthermore, such a friction clutch can also be closed when the speed differs, so that a so-called momentum start of the internal combustion engine is possible.

Overall, it is also advantageous if the clutches of the hybrid transmission arrangement are at least predominantly, preferably all, designed as claw clutches.

The sixth clutch can be excluded from this, as explained above.

The design with several spur gear sets and a planetary gear set makes it possible to carry out all shifts as load shifts, and also to carry out a connection to the internal combustion engine in all internal combustion engine gears and hybrid gears under load.

In the case of so-called output-supported gearshifts, such load-shifting methods involve the first electric machine being connected to the output with a fixed transmission ratio and being able to support the tractive force solely by means of an electric motor, while the combustion engine carries out a no-load shift in the background, similar to an automated manual transmission.

It goes without saying that familiar hybrid functions such as starting the engine, shifting the load point and recuperation are also possible.

In the case of the hybrid transmission arrangement, a first traction means for connecting the first shaft and the sixth shaft is preferably located in the area of a transmission input or directly adjacent to an output of the internal combustion engine. A vibration damper or the like can also be located on the first shaft, as well as an additional gear wheel for connecting a second electric machine and optionally a sixth clutch for decoupling the combustion engine from the transmission. However, the sixth clutch is generally not necessary since the hybrid transmission arrangement can be switched to a neutral position for purely electric driving by means of the first electric machine, in which the first clutch, the second clutch and the third clutch are open.

A radial plane with the third shifting element is preferably located on an axial side of the third spur gearset that is opposite the first planetary gearset.

In a preferred embodiment, the axial sequence of elements of the hybrid transmission arrangement, starting from a transmission input, is as follows: radial plane with third clutch, radial plane with third spur gear set, radial plane with first traction mechanism, radial plane with first spur gear set, radial plane with first traction mechanism, optionally radial plane with fourth and Fifth clutch, radial plane with first spur gear set, radial plane with first and second clutch and optionally with fourth and fifth clutch, radial plane with second spur gear set and connection to the first electric machine, first planetary gear set, second planetary gear set, differential.

It goes without saying that the features mentioned above and those still to be explained below can be used not only in the combination specified in each case, but also in other combinations or on their own, without departing from the scope of the present invention.

• 1 ein schematisches Leistungsflussdiagramm einer Ausführungsform einer Hybrid-Getriebeanordnung;
• 2 eine schematische Ansicht entlang einer Längsachse eines Kraftfahrzeuges zur Erläuterung der Einbaulage einer Hybrid-Getriebeanordnung;
• 3 eine schematische Darstellung einer Ausführungsform einer Hybrid-Getriebeanordnung;
• 4 eine Schalttabelle von Kupplungen der Hybrid-Getriebeanordnung der 3;
• 5 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 6 eine Schalttabelle für Kupplungen der Hybrid-Getriebeanordnung der 5;
• 7 eine Teilansicht einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung mit einer sechsten Reibkupplung;
• 8 eine Teilansicht einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung mit einer sechsten Reibkupplung;
• 9 eine Schalttabelle der Hybrid-Getriebeanordnungen der 7 und 8;
• 10 eine Teilansicht einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 11 eine Schalttabelle von Kupplungen der Hybrid-Getriebeanordnung der 10;
• 12 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 13 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 14 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 15 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 16 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 17 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 18 eine Schalttabelle mit Kupplungen einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung.
• 19 eine schematische Darstellung einer Abwandlung der Hybrid-Getriebeanordnungen der 16 und 17.
• 20 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung.

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

• 1 a schematic power flow diagram of an embodiment of a hybrid transmission assembly;
• 2 a schematic view along a longitudinal axis of a motor vehicle to explain the installation position of a hybrid transmission arrangement;
• 3 a schematic representation of an embodiment of a hybrid transmission arrangement;
• 4 a switching table of clutches of the hybrid transmission arrangement 3 ;
• 5 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 6 a switching table for clutches of the hybrid transmission arrangement 5 ;
• 7 a partial view of another embodiment of a hybrid transmission assembly with a sixth friction clutch;
• 8th a partial view of another embodiment of a hybrid transmission assembly with a sixth friction clutch;
• 9 a switching table of the hybrid transmission assemblies of 7 and 8th ;
• 10 a partial view of another embodiment of a hybrid transmission assembly;
• 11 a switching table of clutches of the hybrid transmission arrangement 10 ;
• 12 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 13 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 14 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 15 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 16 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 17 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 18 a shift table with clutches of a further embodiment of a hybrid transmission arrangement.
• 19 a schematic representation of a modification of the hybrid transmission assemblies 16 and 17 .
• 20 a schematic representation of a further embodiment of a hybrid transmission arrangement.

In 1 1, a power flow diagram of one embodiment of a hybrid transmission assembly 10 is shown.

The hybrid transmission arrangement 10 has a first power feed point (first shaft 12) via which the internal combustion engine power can be fed into the hybrid transmission arrangement 10. The first shaft 12 can be connected directly to an internal combustion engine, or via a clutch K0, as is shown in 1 is indicated by dashed lines.

The hybrid transmission assembly 10 further includes a first electric machine EM1 connected to a second power feed point (second shaft 14).

Furthermore, the hybrid transmission arrangement 10 has a planetary gear set PS1. The first shaft 12 is connected via a first clutch A to a first member of the first planetary gear set PS1. Furthermore, the first shaft 12 is connected via a second clutch B to a second member of the first planet wheel set PS1. The second shaft 14 is also connected to the second member.

The third member of the first planetary gear set PS1 is connected to a third shaft 16 through which drive power is output. The first shaft 12 is connected to the third shaft 16 via a third clutch C. As shown in FIG. Furthermore, two members (first and third members) of the first planetary gear set PS2 can be connected to one another via a fourth clutch D in order to block the first planetary gear set PS1. In the present case, those two members of the first planetary gear set PS1 that are assigned to the third shaft 16 or the first clutch A can be connected by means of the fourth clutch D. Alternatively, the first planetary gear set PS1 can also be locked by a fourth clutch D', with which the first link and the second link can be connected to one another. Locking is generally also possible using the second and the third link (not shown).

Furthermore, the member assigned to the first clutch A can optionally be connected via a fifth clutch E to a housing of the hybrid transmission arrangement.

The hybrid transmission assembly may further include a second electric machine EM2 connected to the first shaft 12 . The second electric machine EM2 can optionally be connected to the first shaft 12 via a further clutch K1 (shown in broken lines).

The hybrid transmission arrangement 10 is designed to set up two hybrid gear ratios in which power flows from the first shaft 12 via one of the first or second clutches A or B to the planetary gear set PS1 and from there to the closed fourth clutch D the third shaft 16. In parallel, the first electric machine EM1 can each contribute power (positive or negative). A purely internal combustion engine driving operation bypassing the first electric machine EM1 is possible via the third clutch C (with the fourth clutch D open). When clutches C and D are closed, an additional hybrid gear can be set up.

Furthermore, an electrodynamic starting can take place, in that only the first clutch A is closed. In this case, a torque can be supported by the first electric machine EM1 on the first planetary gear set PS1 in order to have it work as a superposition gear, which is explained in more detail below. The fourth clutch D is open here.

Charging in neutral is possible by only closing clutch B.

2 FIG. 12 is a schematic front view of a motor vehicle that has two tires (not designated in more detail), for example front tires, and an internal combustion engine VM. The vehicle also includes a hybrid transmission arrangement 10, which includes a differential gear AG, via which drive power can be distributed to side shafts AW1, AW2, which are connected to the wheels.

An input member of the differential gear AG is connected to a third shaft 16 which is arranged as a hollow shaft around an output shaft of the differential gear AG.

A first shaft 12 is arranged coaxially to a drive shaft of the internal combustion engine VM and is connected via a first traction mechanism Z1 (chain, toothed belt or the like) or via a wheel set to a gear wheel, which is not specified in more detail and which is mounted coaxially to the third shaft 16. Furthermore, a first electrical machine EM1 is connected via a second traction mechanism Z2 (or a wheel set) to a second shaft 14 which is preferably arranged coaxially to the third shaft 16 . A first planetary gear set PS1 is also preferably arranged coaxially with the third shaft 16 .

The second electric machine EM2 is optionally connected to the first shaft 12 via a third traction mechanism Z3 (or a wheel set).

It can be seen that the in 2 The layout shown makes very good use of the installation space that is available, particularly in the case of front-transverse installation.

3 12 shows a first preferred embodiment of a hybrid transmission assembly 10. The hybrid transmission assembly 10 includes a first shaft 12 which is coaxial with an input shaft An of an internal combustion engine. Furthermore, the hybrid transmission arrangement 10 includes a second shaft 14 which is connected to a first electric machine EM1. A third shaft 16 is provided coaxially with the second shaft 14 and is for outputting output power. More precisely, the third shaft 16 is connected to an unspecified input member of a differential gear AG. The second shaft 14 is arranged around the third shaft 16 as a hollow shaft section.

A fourth shaft 18 is offset from the third shaft 16 with an axis parallel to it. A fifth shaft 20 can be connected to the first shaft 12 via a first clutch A. The fifth shaft 20 is coaxial with the third shaft 16 and is arranged around the third shaft 16 as a hollow shaft section.

The hybrid transmission assembly 10 further includes a first planetary gear set PS1 having a first member S1 in the form of a sun gear, a second member H1 in the form of a ring gear and a third member in the form of a planetary carrier PT1. The first planetary gear set PS1 is arranged coaxially with the third shaft 16 .

The second shaft 14 is connectable to the first shaft 12 via a second clutch B (discussed below). Furthermore, the second shaft 14 is connected to the first member S1. The fifth shaft 20 is connected to the second link H1. The third shaft 16 is connected to the third link PT1.

A sixth shaft 22 is also mounted coaxially on the third shaft 16 . The sixth shaft 22 is arranged around the third shaft 16 as a hollow shaft section. The sixth shaft 22 has a wheel, not designated in any more detail, which is connected via a first traction means Z1 to a wheel which is fixed to the first shaft 12 . Alternatively, the sixth shaft 22 can be connected to the first shaft 12 via a spur gear set.

The hybrid transmission assembly 10 further includes a seventh shaft 24 coaxial with the fourth shaft and an eighth shaft 26 also coaxial with the fourth shaft. The seventh shaft 24 and the eighth shaft 26 are each arranged as a hollow shaft section around the third shaft 16 .

The eighth shaft 26 can be connected to the seventh shaft 24 via the first clutch A. Furthermore, the eighth shaft 26 is connected to the fifth shaft 20 via a first set of spur gears ST1.

The hybrid transmission arrangement 10 also includes a first electric machine EM1, the output of which is connected coaxially to a ninth shaft 28, which is offset axially parallel to the third shaft 16. The ninth shaft 28 is connected via a second traction mechanism Z2 or via a wheel set to the second Shaft 14 connected.

The hybrid transmission arrangement 10 also includes an optional second electric machine EM2, which is designed as a high-voltage starter generator and whose nominal power is lower than that of the first electric machine EM1. An output of the second electric machine EM2 is connected coaxially to a tenth shaft 30, which is connected to the first shaft 12 via a third traction mechanism Z3 or via a wheel set.

The first shaft 12 can be connected to a drive shaft An of the internal combustion engine via a vibration absorber ST.

As explained, the eighth shaft 26 is connected to the fifth shaft 20 via a first spur gear set ST1. For this purpose, a gear wheel 34 is fixed on the eighth shaft 26 and meshes with a gear wheel 36 which is fixed on the fifth shaft 20 .

The fourth shaft 18 is connected to the second shaft 14 via a second set of spur gears ST2. The second spur gear ST2 includes a gear 38 fixed to the fourth shaft 18 and a meshing gear 40 fixed to the second shaft 14 .

Furthermore, the hybrid transmission arrangement 10 includes a third spur gear set ST3 which connects the sixth shaft 22 and the seventh shaft 24 to one another. The third spur gear set ST3 includes a gear 42 fixed to the seventh shaft 24 and a meshing gear 44 fixed to the sixth shaft 22 .

The first clutch A, by means of which the eighth shaft 26 and the seventh shaft 24 can be connected to one another, is arranged coaxially to the fourth shaft 18 . Furthermore, a second clutch B is arranged coaxially to the fourth shaft 18 and by means of which the seventh shaft 24 can be connected to the fourth shaft 18 . The clutches A, B form a double element which can be actuated by means of a single actuating device S1.

The sixth shaft 22 can be connected to the third shaft 16 via a third clutch C. The third clutch C can be actuated by means of a second actuating element S2.

The fifth shaft 20 can be connected to the third shaft 16 via a fourth clutch D. The fourth clutch D can be actuated by means of a third actuating device S3.

The second shaft 14 is connected to the first member S1 of the first planetary gear set PS1. The fifth shaft 20 is connected to the second member H1 of the first planetary gear set PS1. The third member PT1 of the first planetary gear set PS1 is connected to the third shaft 16 .

The hybrid transmission assembly 10 further includes a second planetary gear set PS2. The second planetary gear set PS2 forms a constant gear ratio between the third shaft 16 and the input member of the differential gear AG. The second planetary gear set PS2 has a first member S2 (sun gear) connected to the third shaft 16 . Furthermore, the second planetary gear set PS2 has a second member H2 (ring gear) which is connected to a housing (not designated in more detail) of the hybrid transmission arrangement 10, ie is fixed to the housing. The third member PT2 (planet carrier) of the second planetary gear set PS2 is connected to the input member of the differential gear AG.

The differential gear AG has two output shafts Ab1 and Ab2, which are preferably non-rotatably connected to side shafts AW1, AW2. The second output shaft Ab2 extends, starting from the differential gear AG, through the hybrid transmission arrangement 10, namely towards an in 3 not shown sideshaft. The third shaft 16 is designed as a hollow shaft around the second output shaft Ab2.

The first output shaft Ab1 of the differential gear AG extends to a side facing away from the hybrid gear assembly.

The hybrid transmission assembly 10 has a first axis a1 that is concentric with the first shaft 12. Furthermore, the hybrid transmission assembly 10 has a second axis a2 that is concentric with the second shaft 14, to the third shaft 16, too the fifth shaft 20, to the gear wheels 36, 44, to the first planetary gear set PS1, to the second planetary gear set PS2, to the differential gear AG and to the clutches C, D.

The hybrid transmission assembly 10 has a third axis a3 concentric with the fourth shaft 18, the seventh shaft 24, the eighth shaft 26, the gears 38, 42, and the clutches A, B.

Furthermore, the hybrid transmission arrangement has a fourth axis a4, which is concentric with the ninth shaft, and a fifth axis a5, which is concentric with the tenth shaft 30.

Furthermore, the hybrid transmission arrangement has a plurality of radial planes.

A first radial plane r1 is axially adjacent to the differential gear AG. The second planetary gear set PS2 is arranged in the first radial plane r1. The second spur gear set ST2 and the connection Z2 (traction means or wheel set) for connecting the first electric machine EM1 to the second shaft 14 are arranged in the second radial plane r2 arranged next to it.

A third radial plane r3 is arranged next to it, within which the first planetary gear set PS1 is arranged. The first spur gear set ST1 is arranged in an adjacent radial plane r4.

The clutches A, B (on the axis a3) and the clutch D (on the axis a2) are arranged in an adjacent fifth radial plane r5.

In the sixth radial plane r6 adjacent thereto, the connection between the first shaft 12 and the sixth shaft 22 is arranged, which is preferably designed as a traction mechanism Z1, but can also be designed as a wheel set arrangement.

The third spur gear set ST3 with the gear wheels 42, 44 is arranged in the seventh radial plane r7 arranged next to it. Furthermore, the third traction mechanism Z3 (or a corresponding wheel set) for connecting the second electric machine EM2 to the first shaft 12) is preferably arranged in the seventh radial plane r7.

The third clutch C is arranged in an eighth radial plane r8, and possibly a vibration absorber ST. The second electric machine EM2 can also be arranged in an overlap with the eighth radial plane r8.

The hybrid transmission assembly 10 of 3 corresponds to the possible power flows of the hybrid transmission assembly 10 of 1 . In 4 a switching table is shown which specifies the possible switching states of the clutches A, B, C, D (also referred to as switching elements in the table) and the modes of operation that can be implemented with this. In a first hybrid gear stage H1, the first clutch A and the fourth clutch D are closed, and the second clutch B and the third clutch C are open (closed states are identified in this shift table and in the following shift tables by an X, and empty table positions indicate an open clutch).

In this embodiment, in the first hybrid gear stage H1, combustion engine power can be transmitted from the first shaft 12 via the sixth shaft 22, the third spur gear set ST3, the seventh shaft 24, the first clutch A, the eighth shaft 26 and the first spur gear set ST1 flow towards the fifth wave 20. Since the fourth clutch D is closed and the first planetary gear set PS1 is consequently blocked, the power then flows to the third element PT1 of the first planetary gear set PS1, and from there into the third shaft 16. Furthermore, electromotive power (positive or negative) of the first electric machine EM1 flow in parallel via the second shaft 14 and the first member S1 of the planetary gear set PS1 into the third shaft 16. The power flows from the third shaft 16 via the second planetary gear set PS2 to the input member of the differential gear AG, and from there to the output shafts Ab1, Ab2.

The second hybrid gear stage H2 is set up correspondingly when the second shifting clutch B is engaged and the fourth shifting clutch D is engaged. Here, the power from the combustion engine flows from the first shaft 12 to the seventh shaft 24, and from there, with the second clutch B closed, to the fourth shaft 18, and from there via the second spur gear set ST2 to the second shaft 14 and via the first Link S1 into the first planetary gear set PS1. Furthermore, electromotive power (positive or negative) of the first electric machine EM1 can flow in parallel into the third shaft 16 via the second shaft 14 and the first member S1 of the planetary gear set PS1. From there, the power flows again via the third element PT1 to the second planetary gear set PS2 and from there to the differential gear AG as above.

In the third hybrid gear H3, the clutches C and D are closed. In this case, combustion engine power flows from the first shaft 12 first to the sixth shaft 22, and from there via the closed third clutch C to the third shaft 16, and from there in turn to the second planetary gear set PS2. Furthermore, electromotive power (positive or negative) of the first electric machine EM1 can flow in parallel into the third shaft 16 via the second shaft 14 and the first member S1 of the planetary gear set PS1. From there, the power flows again via the third element PT1 to the second planetary gear set PS2 and from there to the differential gear AG as above.

In all three hybrid gears, electromotive power can either be added as "boost" power via the second shaft 14 and the first element S1 of the first planetary gear set PS1, or electromotive power can (in generator mode) be added as recuperation power.

In the third hybrid gear H3, the fourth clutch D can also be opened, so that purely combustion engine driving is set up. The corresponding internal combustion engine gear V3 is in the table 4 also shown. Since the first planetary gear set PS1 is not blocked in the internal combustion engine gear V3, electromotive power of the first electric machine 1 cannot be superimposed.

The hybrid gears H1, H2, H3 can be formed in such a way that they suitably follow one another, similar to conventional internal combustion engine gears 1, 2, 3.

A purely electric driving operation is also possible, namely in an electric gear E2, in which according to the table 4 only the switching element D is closed.

In this case, the first planetary gear set PS1 is blocked and electromotive drive power flows from the second shaft 14 to the third element PT1, and from there to the third shaft 16. In the electric gear stage E2, the entire speed range of the vehicle for the purely electric Driving covered. In terms of translation, E2 corresponds to H2.

The hybrid transmission arrangement 10 preferably has no special gear stage for starting and no starting clutch in the area of the first shaft 12 . A special wheel set for a reverse gear stage is also preferably not provided.

For starting in the forward direction, a so-called electrodynamic driving mode (electrodynamic starting, EDA) can be set up, in which according to 4 only the first clutch A is closed.

In this EDA operating state, combustion engine power flows from the first input shaft 12 via the sixth shaft 22 and the seventh shaft 24 and via the closed first clutch A to the eighth shaft 26, and from there to the fifth shaft 20, which is connected to the second member H1 of the planetary gear set PS1 is connected.

As is well known, an internal combustion engine must be operated at least at idling speed. As long as the fourth clutch D is not engaged, the first planetary gear set PS1 is not blocked and rotates freely.

To start off, a supporting torque is then introduced into the first planetary gear set PS1 by the first electric machine EM1 via the second shaft 14 and the first element S1. With suitable activation of the first electric machine EM1, this means that the third element PT1 begins to rotate according to the torque introduced (starting off) and power can be fed into the third shaft 16 and consequently to the differential gear AG.

An electromotive reverse driving operation can be set up alone, if necessary, via the first electric machine EM1, which is then operated in the reverse direction of rotation.

like it in 4 is shown, charging at a standstill or in neutral is also possible. In this case, only clutch B is closed. Here, internal combustion engine power starting from the first shaft 12 via the first traction means Z1 to the sixth shaft 22, from there via the third spur gear set ST3 to the seventh shaft 24, from there via the closed second clutch B to the fourth shaft 18, and from there via the second spur gear set ST2 and the second traction mechanism Z2 (or a corresponding gear set) be transmitted to the first electric machine EM1 in order to operate it as a generator. In this state, no driving power is directed to the third shaft 16 .

In the case of the hybrid transmission arrangement 10, all clutches (shifting elements) can be designed as dog clutches.

The first electric machine EM1 is arranged axially parallel to the output shaft (third shaft). The two clutches A, B can be actuated by a single actuator. The first shaft 12 is connected to the main transmission (sixth shaft 22) preferably by means of a first traction means Z1, in particular a chain.

Viewed axially, the first traction mechanism Z1 is located in the area of the transmission input or directly on the internal combustion engine.

The differential gear AG can be implemented as a conventional differential, for example as a ball differential, as a spur gear differential, as a planetary gear differential, etc.

The third shaft 16 is connected to the input member of the differential gear AG via the second planetary gear set PS2, which sets up a constant gear ratio. This can replace a pre-transmission as in conventional spur gears. Instead of the planetary gear set PS2, a plurality of spur gear stages can also be provided. The second planetary gear set PS2 can be a minus or a plus planetary set, and can also be a planetary set with stepped planets.

In general, it is also possible for the second electric machine EM2 to be arranged coaxially to the first axis a1, ie coaxially to the first shaft 12. Similarly, it is also possible for the first electric machine EM1 to be arranged coaxially to the second shaft 14.

If the electric machines EM1, EM2 are arranged axis-parallel, a connection via a wheel set (wheel chain), via a chain, via a belt, etc. is possible.

• Verbrennungsmotor-Start aus rein elektrischer Fahrt (ausgehend bspw. von rein elektrischer Fahrt mittels der ersten Elektromaschine EM1), Bordnetzversorgung,
• serielles Kriechen und Fahren vorwärts/rückwärts,
• Unterstützung der Verbrennungsmotor-Drehzahlregelung beim Ankoppeln und bei Schaltungen.

In the hybrid transmission arrangement 10, the first shaft 12 is always connected to the second electric machine EM2. The following functions can be implemented by the second electric machine EM2:

• Combustion engine start from purely electric driving (e.g. starting from purely electric driving using the first electric machine EM1), on-board power supply,
• serial crawling and driving forward/backward,
• Engine speed control support when docking and shifting.

The internal combustion engine can be coupled to H1, H2, H3 in all three hybrid gears when the first electric machine EM1 uses the electric gear E2 (by closing A, B or C). The second electric machine EM2 can assist in relieving the clutches A, B, C by the second electric machine EM2 working as a generator.

The first electric machine EM1 can set up an electric vehicle drive for starting and driving forwards/backwards.

Furthermore, by means of the first electric machine EM1, the traction force can be supported when the internal combustion engine is shifted. The first electric machine EM1 can maintain the traction via the electric gear stage E2 when the clutches A, B, C are changed.

• Ausgangspunkt ist beispielsweise die Hybrid-Gangstufe H1, so dass die Kupplungen A, D geschlossen sind. Anschließend erfolgt zunächst ein Lastabbau an der Kupplung A und ein gleichzeitiger Lastaufbau an der ersten Elektromaschine EM1. Der Lastabbau kann erfolgen, indem der Verbrennungsmotor und die zweite Elektromaschine EM2 das Moment abbauen oder wenn die zweite Elektromaschine EM2 das Verbrennungsmotor-Moment generatorisch ausgleicht, so dass die Summe der Momente von Verbrennungsmotor und zweiter Elektromaschine EM2 in etwa null ist. Im nächsten Schritt kann die Kupplung A geöffnet werden.

For example, a load shift from H1 to H2 can take place as follows:

• The starting point is, for example, hybrid gear H1, so that clutches A, D are closed. Then there is a load reduction on clutch A and a simultaneous load build-up on the first electric machine EM1. The load can be reduced by the internal combustion engine and the second electric machine EM2 reducing the torque or when the second electric machine EM2 compensates for the internal combustion engine torque as a generator, so that the sum of the torques of the internal combustion engine and the second electric machine EM2 is approximately zero. In the next step, clutch A can be opened.

The speed of the internal combustion engine and of the second electric machine EM2 is then reduced, so that the clutch B becomes synchronous. In this case, for example, the second electric machine EM2 can work as a generator, which is preferred, or the internal combustion engine can go into overrun mode. The clutch B can then be engaged to set up the second hybrid gear H2.

As already mentioned, purely electric driving is possible with the electric gear stage E2. Here, the clutch D is closed and the first planetary gear set PS1 is blocked.

From the EDA mode described above, the internal combustion engine can reach the first hybrid gear H1 because only clutch D has to be closed in addition to clutch A.

If only the switching element B is closed, then the internal combustion engine and the first electric machine EM1 are connected independently of the output. Consequently, an electrical energy store can be charged with high power if required (with significantly more power than is possible with the comparatively smaller second electric machine EM2).

High torque is required to start the combustion engine, particularly at low temperatures. The first electric machine EM1 can be used for cold starting the internal combustion engine. This can apply significantly more starting torque than the second electric machine EM2. The second electric machine EM2 can thus be dimensioned smaller, since the second electric machine does not have to be designed for special cases, such as particularly low temperatures.

In the internal combustion engine gear V3, the first electric machine EM1 can be decoupled and brought to a standstill since the switching element D is open. As a result, internal combustion engine driving in the highest internal combustion engine gear is possible without no-load losses of the relatively large first electric machine EM1. The second electric machine EM2 can then ensure the on-board electrical system supply.

In the following figures further embodiments of hybrid transmission assemblies are shown, which are generally the hybrid transmission assembly 10 in terms of structure and operation 3 and 4 correspond to. Identical elements are therefore identified by the same reference symbols. The main differences are explained below.

The hybrid transmission assembly 10 of 5 differs from the hybrid transmission assembly 10 of 3 characterized in that a fifth clutch E is provided, by means of which a member of the first planetary gear set PS1 can be fixed to an unspecified housing of the hybrid transmission arrangement. In the present case, the fifth clutch E is used to connect the housing to the second member H1 of the first planetary gear set PS1.

As a result, a short translation for the first electric machine 1 can be set up in the form of a first electric gear E1.

6 shows the shift table of the hybrid transmission assembly 10 of 5 assigned. It can be seen that all operating states of the switching table 4 are included, in each of which the fifth clutch E is open. Another operating state in the form of the first electric gear stage E1 is set up by only the fifth clutch E being closed.

The relatively short translated first electric gear E1 is preferably used for reversing. In reverse, a high axle torque is possible in a serial drive mode, and due to the lower requirements for maximum driving speed in reverse, it is not necessary to switch to the longer electric gear E2.

The fifth clutch E is preferably combined with the fourth clutch D to form a double element, so that it can be actuated by means of a single actuating device S3'. The double element D, E is axially aligned with the double element A, B and lies in the in 5 unspecified fifth radial plane r5.

In the 7 and 8th are variants of the hybrid transmission assembly 10 of 3 (or other hybrid transmission assemblies illustrated herein). In both cases, the drive shaft An of the internal combustion engine is not connected to the first shaft 12 in a rotationally fixed manner (or is not only connected to the first shaft 12 via a vibration absorber or the like). Rather, the drive shaft An is connected to the first shaft 12 via a clutch K0. In case of 7 the clutch (sixth clutch) K0 is a dog clutch. In the example of 8th the sixth clutch K0 is a friction clutch. In both cases, the sixth clutch K0 is actuated by means of a fourth actuating device S4 or S4'.

The internal combustion engine can be separated from the hybrid transmission arrangement and from the second electric machine EM2 by means of the clutches K0.

In general, the use of a claw shifting element for clutch K0 is sufficient. Instead of a dog clutch K0 in the case of 8th uses a friction clutch. In the case of the friction clutch, it is advantageous that it can also open under load. Furthermore, the clutch K0 in the form of the friction clutch can also be closed under a differential speed, so that a so-called momentum start of the internal combustion engine is possible is (use of the inertial mass of an electric machine to start the combustion engine).

In 9 the associated switching table is shown.

It can be seen that for the hybrid gears H1 to H3, for the electrodynamic starting EDA, for charging in the neutral state LiN and for the internal combustion engine gear V3, the clutch K0 has to be closed in each case.

In the electric gear stage E2 (and optionally in the gear stage E1), the sixth clutch K0 can be closed, but it can also be open (which is indicated by an “(x)” in this shift table and in other shift tables). Otherwise, the table corresponds to 9 that the 6 .

In 10 1 is shown a further modification to the hybrid transmission assemblies shown herein.

In this case, the second electric machine EM2 can be connected to the first shaft 12 via a seventh clutch K1. The seventh clutch K1 is actuated by a fifth actuating device S5.

Such a seventh clutch K1 is generally used as an alternative to the use of the sixth clutch K0, although theoretically both clutches can also be used.

The seventh clutch K1 is able to disconnect only the second electric machine EM2, so that the second electric machine EM2 can also be used for other tasks when the combustion engine is at a standstill (e.g. driving an air conditioning compressor).

The torque to be supported at the switching element K1 is significantly lower than at K0, since only the torque of the second electric machine EM2 has to be supported. The shifting force that has to be applied by the fifth actuating device S5 is consequently also lower. The seventh clutch K1 can, for example, also be a magnetic clutch instead of a claw clutch.

11 shows the associated switching table. It can be seen that for all operating states, as they are also in the switching tables 6 and 9 are shown, the seventh clutch K1 can be opened or closed. If necessary, comfort can be increased when the seventh clutch K1 is closed, since the second electric machine can then support the combustion engine speed control when shifting in the hybrid gears.

In 12 Another embodiment of a hybrid transmission assembly 10' is shown.

In the hybrid transmission assembly 10 'of 12 the connection between the first electric machine EM1 via the second traction mechanism (or a corresponding wheel set) to the second shaft 14 is released via a separate gear wheel 40b, which is non-rotatably connected to the second shaft 14 and which is arranged axially offset with respect to a gear wheel 40a, which is part of the second spur gear set ST2. In other words, the second spur gear ST2 lies in a radial plane r2a, and the second traction mechanism (or wheel set) lies in an additional radial plane r2b.

As a result, the first electric machine can be connected independently of the position of the translation of the second spur gear set ST2.

In 12 is also shown that the internal combustion engine drive shaft to and the first shaft 12 'can be realized in a reverse axial arrangement, so that the vibration damper ST is not as in the embodiment of FIG 3 lies in the eighth radial plane r8, but in the in 12 fifth radial plane r5 not shown in detail.

In 13 Another embodiment of a hybrid transmission assembly 10'' is shown.

In the hybrid transmission assembly 10 "are the radial planes r6" and r8" compared to the arrangement of 3 reversed.

In other words, the third clutch C" is in the axial direction between the fourth clutch D and the gear 44 of the third spur gear set ST3. Furthermore, the sixth radial plane r6" forms the outermost radial plane of the hybrid transmission arrangement 10 in the axial direction". Pulling means Z1" are guided axially past the countershaft arrangement 18, 24, 26, regardless of the spatial pivoting angle of the countershaft arrangement.

Furthermore, the sixth shaft 22" can be implemented as a simple hollow shaft. In contrast to the embodiment of FIG 3 namely, the sixth shaft 22" is not arranged axially around the third shaft 16.

The embodiment of 13 can realize a reduced sprocket diameter, which can enable advantages in the spatial chain guidance and connection.

In 14 Another embodiment of a hybrid transmission assembly 10''' is shown. In the hybrid transmission assembly 10''' is opposite the embodiment of the 3 in particular the axial sequence of the radial planes r3''', r4''' and r5''' is implemented differently.

In the hybrid transmission arrangement 10''', the fifth radial plane r5''' with the clutches A, B (first double element) and D (and optionally E, then preferably as a second double element) is arranged adjacent to the second radial plane r2. The third radial plane r3''' is arranged adjacent to the fifth radial plane r5''' and includes the first planetary gear set PS1. The second member H1''' of the first planetary gear set PS1 is connected to the fifth shaft 20 on one axial side and to the clutch D (and optionally E) on the other axial side.

The fourth radial plane r4''' is arranged between the third radial plane r3''' and the sixth radial plane r6. The first spur gear set ST1 is arranged in the fourth radial plane r4'''.

In this embodiment, the fourth shaft 18"' is arranged as a hollow shaft section around the seventh shaft 24"', and the eighth shaft 26"' is arranged as a hollow shaft section around the seventh shaft 24'''.

The gear wheel 42''' is attached to the seventh shaft 24''' as a fixed wheel and is not designed as a loose wheel as in the embodiment of FIG 3 . The gear wheel 38''' is designed in the manner of a loose wheel which is mounted on the shaft 24'''. However, as in the previous embodiments, the idler gear 38''' is non-rotatably connected to the fourth shaft 18'''.

In 15 Another embodiment of a hybrid transmission assembly 10 ^IV is shown. This embodiment is based on the embodiment of FIG 14 . In contrast to this, the second link H1 ^IV of the first planetary gear set PS1 also has external teeth, into which the gear wheel 34 of the first spur gear set ST1 engages. The first spur gear ST1 therefore does not need the gear 36 or this is formed by the second member H1 ^IV . Consequently, the radial planes r3''' and r4''' are the 14 merged into a single radial plane r4 ^IV .

The second member H1 ^IV of the first planetary gear set PS1 is connected on an axial side both to the fifth shaft 20 ^IV and to the clutch D (and optionally E). The fifth wave 20 ^IV has in the embodiment of 15 consequently only a section on the side facing the clutches D or E.

the 16 and 17 represent particularly preferred embodiments of hybrid transmission assemblies 10 ^V and 10 ^VI . The hybrid transmission assembly 10 ^V of 16 is conceptually based on the hybrid transmission arrangement 10 ^III of 14 . The main differences are explained below.

In the case of the hybrid transmission arrangement 10 ^V , the first planetary gear set PS1 is arranged in a radial plane r3 ^V which is immediately adjacent to the first radial plane r1. The third radial plane r3 ^V consequently lies in the axial direction between the radial planes r1 and r2.

The second shaft ^14V is consequently arranged as a hollow shaft around the fifth shaft ^20V , which is arranged as a hollow shaft around the third shaft 16. The second shaft ^14V is connected to the first member (sun gear) of the first planetary gearset PS1 via a web which axially overlaps the first planetary ^gearset PS1 and thus the second member H1V. In other words, the second shaft ^14V is connected to the first member ^S1V on the axial side of the first planetary gear set PS1 that faces the second planetary gear set PS2. On the opposite axial side, the third link PT1 is connected to the third shaft 16 and the second link ^H1V is connected to the fifth shaft ^20V .

The axial arrangement of the clutches D, E is compared to the arrangement of 14 interchanged, the double element D, E being simpler (without overlap).

The hybrid transmission assembly 10 ^VI of 17 is constructed similarly to the hybrid transmission arrangement 10 ^V of 16 . The main differences are explained below.

In the case of the hybrid transmission arrangement 10 ^VI , the clutches D, E are not arranged in the radial plane r5''' as in the embodiment of FIG 16 . Rather, the fifth radial plane is divided into a radial plane r5a and a radial plane r5b. The radial plane r5a corresponds to the radial plane r5 ^III 16 and lies between the radial planes r2 and r4 ^III . The further radial plane r5b is arranged between the radial plane r4 ^III and the radial plane r6. In the other radial plane r5b, the clutches D, E are arranged in the form of a double element.

The fifth clutch E is in the two variants 16 and 17 optional. Both variants have the same characteristic that the first planetary gear set PS1 is no longer located between the main shaft arrangement (with the shafts 16, 20, 22, 14, etc.) and the countershaft arrangement (with the shafts 18, 26, 24, etc.). As a result, a smaller center distance can be realized.

Furthermore, in the hybrid transmission assembly 10 ^V of 16 the double element D, E can be realized conventionally (without overlap).

In the hybrid transmission arrangement 10 ^VI of 17 the double element D, E (or just the clutch D) is offset. This results in axially offset planes for the actuation of clutches A, B, D and optionally E. This distributed arrangement leads to a freer arrangement option for the actuation devices/actuators.

In 18 Another shift table is shown which, in addition to the gear stages E1 and E2, as they have also been described in the previous shift tables, contains two electric gear stages EZ1 and EZ2.

This embodiment can be implemented if both the sixth clutch K0 and the fifth clutch E are provided. In this case, four mechanical gears can be used in purely electric driving mode by means of the first electric machine EM1. However, starting the combustion engine in the electric gears EZ1 and EZ2 is then only possible with an interruption in traction.

19 shows a modification of the hybrid transmission assemblies 16 and 17 . When modifying the 19 the second shaft 14 ^VII is connected to the first member S1 ^VII on the axial side of the first planetary gear set PS1 facing away from the second planetary gear set PS2. The fifth shaft 20 ^VII runs axially through the first member S1 ^VII and is connected to the second member H1 ^VII on the axial side of the first planetary gear set PS1 facing the second planetary gear set PS2. The third shaft 16 is connected to the third element PT1 ^{VII on the axial side of the first planetary gear set PS1 facing away from the second planetary gear set PS2, and is connected to the third element PT1 VII via} a web which connects the first planetary gear set PS1 and its second element H1 ^VII overlaps axially.

When modifying the 19 So was the connection of the first planetary gear set PS1 compared to the versions of 16 and 17 mirrored. As a result, a radial "wall" can be saved.

20 10 shows another embodiment of a hybrid transmission assembly 10 ^VIII . The hybrid transmission assembly 10 ^VIII is constructed similarly to the hybrid transmission assembly 10 ^III 14 . The main differences are explained below.

In the case of the hybrid transmission arrangement 10 ^VIII , the first electric machine EM1 is connected at its output shaft (ninth shaft 28) to a fixed wheel which meshes directly with the gear 38 ^III of the spur gear set ST2. This modification is also applicable to the other hybrid transmission assemblies.

The fifth clutch E is optional as in the other embodiments.

Reference List

10

Hybrid gear arrangement

12

first wave

14

second wave

16

third wave

18

fourth wave

20

fifth wave

22

sixth wave

24

seventh wave

26

eighth wave

28

ninth wave

30

tenth wave

34 - 42

gears

EM1

first electric machine

EM2

second electric machine (HVSG)

Inc

differential

On

combustion engine shaft

A

first clutch

B

second clutch

C

third clutch

D

fourth clutch

E

fifth clutch

K0

sixth clutch

K1

seventh clutch

PS1

first planetary gear set

PS2

second planetary gear set

S1,S2

sun gear

Ho1,Ho2

ring gear

PT1, PT2

planet carrier

ST1-ST3

spur gear sets

Z1

first traction device (chain) (or wheelset)

Z2

second traction device (or wheelset)

Z3

third means of traction (or wheelset

AW1

first side wave

Aw2

second side wave

Ab1, Ab2

Output shafts to AW1, AW2

ST

vibration damper

S1-S5

Operating devices (actuators)

H1-H3

Hybrid gears

E1, E2

Electric Gears (EM2)

EZ1, EZ2

Electric Gears (EM2)

EDA

electrodynamic starting

LiN

Shop in neutral

V3

ICE gear ratio

a1

first axis

a2

second axis

a3

third axis

a4

fourth axis

a5

fifth axis

r1

first radial plane

r2

second radial plane

r3

third radial plane

r4

fourth radial plane

r5

fifth radial plane

r6

sixth radial plane

r7

seventh radial plane

r8

eighth radial plane

QUOTES INCLUDED IN DESCRIPTION

This list of the 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 102013215114 A1 [0006]

Claims (15)

Hybrid transmission assembly for a motor vehicle, comprising: - a first shaft (12) for feeding in internal combustion engine drive power, - a second shaft (14) which is connected to a first electric machine (EM1), - a third shaft (16) for outputting output power, - a fourth shaft (18), which is axially offset and parallel to the third shaft (16), - A fifth shaft (20) which can be connected to the first shaft (12) via a first clutch (A), and - a first planetary gear set (PS1), which has a first member (S1), a second member (H1) and a third member (PT1), wherein the second shaft (14) can be connected to the first shaft (12) via a second clutch (B), the second shaft (14) being connected to the first member (S1), wherein the fifth shaft (20) is connected to the second member (H1), and wherein the third shaft (16) is connected to the third member (PT1). hybrid transmission arrangement claim 1 , wherein the first shaft (12) is connected to a sixth shaft (22) which is preferably arranged coaxially to the third shaft (16) and/or which is preferably connected to a seventh shaft (24). hybrid transmission arrangement claim 2 , wherein the sixth shaft (22) can be connected to the third shaft (16) via a third clutch (C) and/or wherein the seventh shaft (24) is arranged coaxially to the fourth shaft (18). Hybrid transmission arrangement according to one of Claims 1 until 3 wherein the first shaft (12) is arranged in the area of a first axial end of the hybrid transmission arrangement (10) and/or wherein the second shaft (14) is arranged in the area of a second axial end of the hybrid transmission arrangement (10). and/or wherein the first planetary gear set (PS1) is arranged in the axial direction either between the first shaft (12) and the second shaft (14) or on an axial side of a radial plane opposite the first shaft, via which the first electric machine is connected to the second shaft is connected. Hybrid transmission arrangement according to one of Claims 1 until 4 , wherein two members (PT1, H1) from the first to third members of the first planetary gear set (PS1) can be connected to one another by means of a fourth clutch (D) and/or wherein one member (H1) from the first to third members of the first planetary gear set ( PS1) can be fixed to a housing of the hybrid transmission arrangement (10) by means of a fifth clutch (E). hybrid transmission arrangement claim 5 , wherein the fourth clutch (D) and/or the fifth clutch (E) is/are arranged coaxially to the first PRS (PS1) and/or wherein the fourth clutch (D) and/or the fifth clutch (E) in is or are arranged axially between the first shaft (12) and the second shaft (14). Hybrid transmission arrangement according to one of Claims 1 until 6 , wherein the fifth shaft (20) is connected to an eighth shaft (26) which is arranged coaxially with the fourth shaft (18), and/or wherein the fifth shaft (20) is arranged coaxially with the third shaft (16). . Hybrid transmission arrangement according to one of Claims 1 - 7 , wherein the second shaft (14) is arranged coaxially to the third shaft (16) and/or wherein the second shaft (14) is connected to the fourth shaft (18). Hybrid transmission arrangement according to one of Claims 1 - 8th , wherein the first clutch (A) and the second clutch (B) are arranged coaxially to the fourth shaft (18) and / or wherein the first clutch (A) and the second clutch (B) are designed as a double shift element. Hybrid transmission arrangement according to one of Claims 1 - 9 , wherein the first electric machine (EM1) is arranged coaxially to a ninth shaft (28) which is connected to the second shaft (14), and/or wherein the first electric machine (EM1) is connected axially to at least one wheel set (ST1, ST3) the hybrid transmission assembly (10) and / or overlaps with the first shaft (12). Hybrid transmission arrangement according to one of Claims 1 - 10 , A second electric machine (EM2) being arranged coaxially to a tenth shaft (30) which is connected to the first shaft (14) or can be connected to the first shaft (14) via a seventh clutch (K1). Hybrid transmission arrangement according to one of Claims 1 - 11 , wherein the third shaft (16) is connected via a constant transmission to an input member of a differential (AG) for distributing drive power. hybrid transmission arrangement claim 12 , wherein the constant translation has a second planetary gear set (PS2) and / or wherein the differential gear (AG) is arranged coaxially to the third shaft (16) and / or wherein the constant translation in the axial direction between the third th shaft (16) and the differential gear (AG) is arranged. Hybrid transmission arrangement according to one of Claims 1 - 13 , wherein the first shaft (12) is connected to an output element of a sixth clutch (K0), in the input element of which internal combustion engine power can be fed. Hybrid transmission arrangement according to one of Claims 1 - 14 , wherein the clutches (A, B, C, D, E, KO, K1) of the hybrid transmission arrangement are at least predominantly, preferably all, designed as claw clutches.

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