DE102021203726A1 - 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), the second shaft (14) being connectable 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 installed transversely (especially at the front) in a motor vehicle.

A hybrid transmission arrangement for a motor vehicle of the present disclosure is formed with a first shaft for supplying internal combustion engine drive power, with a second shaft which 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, and with a first planetary gear set, which has a first member, a second member and a third member, the first shaft being connectable to the second member via a first clutch or alternatively via a third clutch, wherein the second shaft being connectable to the first shaft via a second clutch, the second shaft being connected to the first 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. The hybrid transmission arrangement also preferably does not have a separate reverse gear stage.

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 is preferably 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 axle for connection to the internal combustion engine (and axles of the first electric machine and possibly another electric machine), the hybrid transmission arrangement preferably has only two further axles, 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 einer Radpaarung 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 of a wheel pair preferably each have a spur gear, 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 wheel set has a fixed wheel that meshes with two different gear wheels, this is also referred to as a dual use of the fixed wheel. 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.

Because the first shaft can be alternatively connected to the second member of the first planetary gear set via two clutches two different EDA modes can be implemented (ECVT1 and ECVT2).

The task is completely solved.

According to a preferred embodiment, the first shaft can be connected via the first clutch or via the third clutch to a fifth shaft, which is preferably arranged coaxially to the third shaft. Additionally or alternatively, it is preferred if the first shaft is connected to a sixth shaft, which is preferably arranged coaxially to the third shaft. As an alternative 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, or on the same axial side.

It is also advantageous if the first clutch and the third clutch are arranged coaxially to the third shaft. In addition or as an alternative, it is preferred if the first clutch and the third clutch can be actuated by means of a first actuating device, in particular can be actuated alternatively. Additionally or alternatively, it is preferred if the sixth shaft is arranged coaxially to the third shaft and/or if the seventh shaft is arranged coaxially to the fourth shaft.

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/or 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.

It is also advantageous if the seventh shaft is connected via a first set of spur gears to an eighth shaft, which is preferably arranged coaxially with the third shaft. Additionally or alternatively, it is preferred if the second shaft is connected to the fourth shaft via a second set of spur gears. Additionally or alternatively, it is preferred if the sixth shaft is connected to the seventh shaft via a third set of spur gears. Additionally or alternatively, it is preferred if the first spur gear set and the third spur gear set are arranged on axially opposite sides of the first clutch.

All of these measures contribute to an axially and radially compact design and enable a large range of functions.

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 translation or pre-translation, via which the third shaft is connected to a differential gear 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 planetary gear set are connected to one another by means of a fourth clutch bar. As an alternative or in addition to this, it is preferred if a member 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 that can be actuated by means of a single actuating device such 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 switched.

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 seventh 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 seventh 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 another embodiment that is preferred overall, the seventh shaft is connected to an eighth shaft, which is preferably arranged coaxially to the third shaft. The connection is preferably made via a first set of spur gears, which is preferably arranged at an axial end of the hybrid transmission arrangement.

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 second clutch is arranged coaxially to the fourth shaft and/or if the first clutch and the third 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 device.

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 to assist traction.

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 a fixed gear ratio towards the output and the traction force alone can be supported by an electric motor, while the combustion engine carries out a load-free gear 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.

In a preferred embodiment, the axial sequence of elements of the hybrid transmission arrangement, starting from an axial end in the area of a transmission input, is as follows: radial plane with first spur gear set, radial plane with first and/or third clutch, radial plane with third spur gear set or radial plane with first traction mechanism, radial plane with first traction mechanism or radial level with third spur gear set, , radial level(s) with second and/or fourth clutch and optionally with fifth clutch, radial level with second spur gear set or radial level with first planetary gear set, radial level with first planetary gear set or radial level with second spur gear set, radial level with second planetary gear set and differential gear.

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 eine schematische Darstellung einer Ausführungsform einer Hybrid-Getriebeanordnung;
• 2 eine Schalttabelle von Kupplungen der Hybrid-Getriebeanordnung der 1;
• 3 eine Teilansicht einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung mit einer vierten und einer fünften Kupplung;
• 4 eine Schalttabelle von Kupplungen der Hybrid-Getriebeanordnung der 3;
• 5 eine Teilansicht einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung mit einer sechsten Kupplung;
• 6 eine Teilansicht einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung mit einer sechsten Kupplung in Form einer Reibkupplung;
• 7 eine Teilansicht einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung mit einer siebten Kupplung;
• 8 eine Schalttabelle der Hybrid-Getriebeanordnungen der 5 bis 7;
• 9 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 10 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 11 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 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 schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 19 eine schematische Darstellung einer weiteren Ausführungsform einer Hybrid-Getriebeanordnung;
• 20 eine Schalttabelle der Hybrid-Getriebeanordnung der 19

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

• 1 a schematic representation of an embodiment of a hybrid transmission arrangement;
• 2 a switching table of clutches of the hybrid transmission arrangement 1 ;
• 3 a partial view of another embodiment of a hybrid transmission assembly with a fourth and a fifth clutch;
• 4 a switching table of clutches of the hybrid transmission arrangement 3 ;
• 5 a partial view of another embodiment of a hybrid transmission assembly with a sixth clutch;
• 6 a partial view of a further embodiment of a hybrid transmission arrangement with a sixth clutch in the form of a friction clutch;
• 7 a partial view of another embodiment of a hybrid transmission assembly with a seventh clutch;
• 8th a switching table of the hybrid transmission assemblies of 5 until 7 ;
• 9 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 10 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 11 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 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 schematic representation of a further embodiment of a hybrid transmission arrangement;
• 19 a schematic representation of a further embodiment of a hybrid transmission arrangement;
• 20 a switching table of the hybrid transmission arrangement 19

In 1 A first embodiment of a hybrid transmission arrangement for a motor vehicle, in particular a passenger car, is shown schematically and is generally denoted by 10 .

The hybrid transmission assembly 10 includes a first shaft 12 that is disposed coaxially with an input shaft An of an internal combustion engine. The first shaft 12 forms a first input shaft of the hybrid transmission arrangement 10. Furthermore, the hybrid transmission arrangement 10 has a second shaft 14 which is connected to a first electric machine EM1 and represents a second input shaft of the hybrid transmission arrangement 10. 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 differential gear AG is used to distribute drive power to the driven wheels of the motor vehicle. The second shaft 14 is arranged around the third shaft 16 as a hollow shaft section. The first shaft 12 is offset from the third shaft 16 with an axis parallel to it.

A fourth shaft 18 is offset axially parallel to the third shaft 16 and to the first shaft 12 . A fifth shaft 20 can be connected to the first shaft 12 via a first clutch A or alternatively via a third clutch C. The fifth shaft 20 is arranged coaxially with the third shaft 16 , specifically as a hollow shaft section around the third shaft 16 .

The first clutch A and the third clutch C are designed as a double element and can be actuated alternatively by means of a first actuating device B1. The double element with the clutches A and C is arranged coaxially around the fifth shaft 20 .

The hybrid transmission assembly 10 further includes a sixth shaft 22 coaxial with the third shaft 16 as a hollow shaft portion around the fifth shaft 20 . The sixth shaft 22 is connected to the first shaft 12 via a first traction mechanism Z1. The first traction device Z1 (like all traction devices described below) is preferably designed as a chain. As an alternative to the first traction mechanism Z1, the sixth shaft 22 and the first shaft 12 can also be connected by means of a spur gear set. The connection between the sixth shaft 22 and the first shaft 12 is generally also referred to as connection A1.

The sixth shaft 22 is connected to a seventh shaft 24 via a third set of spur gears ST3. The seventh shaft 24 is arranged coaxially with the fourth shaft 18 . The third spur gear set ST3 includes a fixed gear connected to the sixth shaft 22 and a meshing fixed gear fixed to the seventh shaft 24 .

The seventh shaft 24 is connected to an eighth shaft 26 via a spur gear set ST1. The eighth shaft 26 is arranged coaxially with the third shaft 16 , specifically as a hollow shaft section around the fifth shaft 20 .

The first spur gear set ST1 includes a fixed gear fixed to the seventh shaft 24 that meshes with a fixed gear fixed to the eighth shaft 26 .

The clutch A is for connecting the fifth shaft 20 and the eighth shaft 26. The clutch C is for connecting the sixth shaft 22 and the fifth shaft 20.

The first shaft 12 is coaxial with a first axis a1. The second shaft 14, the third shaft 16, the fifth shaft 20, the sixth shaft 22 and the eighth shaft 26 are coaxial with a second axis a2. The fourth shaft 18 and the seventh shaft 24 are coaxial with a third axis a3.

The first electric machine EM1 is connected to a ninth shaft 28 which is coaxial with a fourth axis a4. The ninth shaft 28 and the second shaft 14 are connected to one another via a second traction mechanism Z2. Instead of the second traction mechanism Z2, the ninth shaft 28 can also be connected to the second shaft 14 by means of a set of spur gears (connection A2).

A second electric machine EM2, which is designed as a high-voltage starter generator (HVSG), is connected to a tenth shaft 30. The tenth shaft 30 is coaxial with a fifth axis a5. The tenth shaft 30 is connected to the first shaft 12 via a third traction mechanism Z3 or a set of spur gears (connection A3).

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

The fourth shaft 18 can be connected to the seventh shaft 24 via a second clutch B, which can be actuated by means of a second actuating device B2. The second clutch B is coaxial with the third axis a3.

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

In 1 the second traction means Z2 and the second spur gear ST2 are shown in a radial plane. In practice, a separate traction mechanism wheel is provided on the second shaft 14 for connecting the first electric machine EM1 by means of a traction mechanism. In the case of connection via a spur gear set, this connection can take place in the same radial plane as the second spur gear set ST2.

The fifth shaft 20 can be connected to the second shaft 14 via a fourth clutch D. The fourth clutch D can be actuated by means of a third actuating device B3 and is arranged coaxially to the second axis a2.

The hybrid transmission assembly also includes a first planetary gear set PS1. The first planetary gear set PS1 includes a first ring gear H1, a first planet carrier PT1 and a first sun gear S1.

The hybrid transmission arrangement also includes a second planetary gear set PS2. The second planetary gear set PS2 includes a second ring gear H2, a second planet carrier PT2 and a second sun gear S2.

The first ring gear H1 is connected to the fifth shaft 20 . The first sun gear S1 is connected to the second shaft 14 . The first planetary carrier PT<b>1 is connected to the third shaft 16 . The third shaft 16 is also connected to the second sun gear S2.

The second ring gear H2 is connected to or fixed to a housing, not designated in any more detail, of the hybrid transmission arrangement 10 . The second planetary gear set PS2 consequently acts as a constant translation from its sun gear S2 to its planetary carrier PT2. The second planet carrier PT2 is connected to an unspecified input member of the differential gear AG. The differential gear AG is arranged coaxially to the second axis a2 and has two output shafts ab1, ab2. One of the two output shafts (the shaft ab2) extends through the hybrid transmission arrangement in the axial direction and is designed as an inner shaft around which the third shaft 16 and the fifth shaft 20 are arranged. The second shaft 14, the sixth shaft 22 and the eighth shaft 26 are each arranged as hollow shaft sections around the fifth shaft 20.

The first planetary gear set PS1 and the second planetary gear set PS2 are arranged coaxially to the second axis a2.

• Eine erste Radialebene r1 ist in axialer Richtung unmittelbar benachbart zu dem Ausgleichsgetriebe AG. In der ersten Radialebene r1 ist der zweite Planetenradsatz PS2 angeordnet.

The hybrid transmission assembly has a plurality of radial planes as follows:

• A first radial plane r1 is immediately adjacent to the differential gear AG in the axial direction. The second planetary gear set PS2 is arranged in the first radial plane r1.

A second radial plane r2 is axially adjacent to the first radial plane r1. The first planetary gear set PS1 is arranged in the second radial plane r2.

A third radial plane r3 is axially adjacent to the second radial plane r2. The second spur gear set ST2 and possibly a gear set for connection to the first electric machine EM1 (or second traction mechanism Z2) are arranged in the third radial plane r3.

The fourth clutch D is arranged in a fourth radial plane r4, which is axially adjacent to the third radial plane r3. The second clutch B is arranged in a fifth radial plane r5, which is adjacent to the fourth radial plane r4.

The fourth radial plane r4 and the fifth radial plane r5 can also be combined into one radial plane if the actuating devices B2 and B3 allow this.

The third spur gear ST3 is arranged in a sixth radial plane r6, which is axially adjacent to the fifth radial plane r5. The first traction means Z1 is arranged in a seventh radial plane r7, which is axially adjacent to the sixth radial plane r6.

The double element with the clutches A, C is arranged in an eighth radial plane r8, which is adjacent to the seventh radial plane r7. In the eighth radial plane r8, the third traction means Z3 (or a corresponding set of spur gears) can also be arranged if necessary.

A ninth radial plane r9 is axially adjacent to the eighth radial plane r8. The first spur gear set ST1 is arranged in the ninth radial plane r9. The ninth radial plane r9 forms an axially outermost radial plane of the hybrid transmission arrangement.

The first electric machine EM1 is arranged such that it overlaps in the axial direction with at least one clutch and at least one spur gear set of the hybrid transmission arrangement. The first Electric machine EM1 preferably extends, starting from the third radial plane r3, towards the axial end opposite the differential gear AG.

The second electric machine EM2 is preferably arranged on an axial side of the eighth radial plane r8 facing the differential gear AG and preferably also overlaps with at least one spur gear set of the hybrid gear arrangement.

The hybrid transmission arrangement is generally designed for transverse installation in a motor vehicle. In this case, the output shafts ab1 and ab2 are connected (possibly via side shafts, etc.) to driven wheels of the motor vehicle. Installation in the motor vehicle is preferably carried out transversely at the front.

2 shows a shift table with the different operating modes of the hybrid transmission arrangement 10 and the shift elements that are closed in each case. In the switching table of 2 a closed coupling is marked with an "X". If a field in the switching table is free, the corresponding clutch (in 2 also referred to as switching element) open.

The hybrid transmission arrangement 10 is set up to set up three different internal combustion engine gears, which can also be referred to as hybrid gears H1 to H3. Furthermore, the hybrid transmission arrangement 10 is set up to set up an electric motor gear stage E2 by means of the first electric machine EM1. In addition, two different EDA modes can be set up (ECVT1 and ECVT2). Finally, charging in neutral (LiN) is also possible.

In the first hybrid gear H1, clutches A and D are closed. In this case, power flows from the first shaft 12 via the sixth shaft 22, the seventh shaft 24, the eighth shaft 26 into the fifth shaft 20. Since the fourth clutch D is closed, the first planetary gear set PS1 is blocked (the fourth clutch D connects the first sun gear S1 and the first ring gear H1 via the second shaft 14 and the fifth shaft 20). As a result, the power flows from the fifth shaft 20 via the first planetary gear set PS1, which in this case works as a constant ratio, and from there its planetary carrier PT1 into the second planetary gear set PS1, which always works as a constant ratio, and from there over its planetary carrier PT2 into the input element of the differential gear AG2.

In the second hybrid gear H2, the clutches B and D are closed, so that drive power flows from the first shaft 12 via the sixth shaft 22 and the seventh shaft 24 into the fourth shaft 18, and from there into the second shaft 14, and namely in the first planetary gear set PS1, which is in turn blocked due to the closed clutch D. In the third hybrid gear H3, the clutches C and D are closed. Power from the first shaft 12 flows via the sixth shaft 22 into the fifth shaft 20 and from there in turn into the blocked first planetary gear set PS1 since the fourth clutch D is closed.

In the three hybrid gears, purely combustion engine driving can be set up. In this case, the second electric machine EM2 also rotates. The first electric machine EM1 also rotates in all three hybrid gears.

Hybrid operation can also be set up using the first electric machine EM1 and/or the second electric machine EM2. The first electric machine EM1 and/or the second electric machine EM2 can be operated as a motor in order to possibly feed additional drive power into the hybrid transmission arrangement 10 (so-called “boost” mode). Furthermore, the first electric machine EM1 and/or the second electric machine EM2 can also be operated as a generator. In this case, recuperative operation takes place via the electric machine working as a generator.

When switching operations in purely internal combustion engine operation, the first electric machine EM1 can work as a motor in order to maintain the traction. Consequently, power shifts can be performed.

• Ausgangspunkt ist ein Betrieb, bei dem die Kupplungen A, D geschlossen sind, wie oben beschrieben, um die erste Hybrid-Gangstufe H1 einzurichten. Hierbei erfolgt beispielsweise ein verbrennungsmotorischer Betrieb.

A load shift from the first hybrid gear stage H1 to the second hybrid gear stage H2 preferably takes place as follows:

• The starting point is an operation in which the clutches A, D are closed, as described above, in order to set up the first hybrid gear stage H1. Here, for example, an internal combustion engine operation takes place.

Then there is a load reduction on the clutch A and a simultaneous load increase 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 by the second electric machine EM2 balancing the torque of the internal combustion engine as a generator, so that the sum of the torques from the internal combustion engine and the second electric machine EM2 is approximately zero. Then clutch A can be opened.

Following this, the speed of the internal combustion engine (and consequently of the second electric machine EM2) is reduced, so that the second clutch B becomes synchronous. For this purpose, the second electric machine EM2 can, for example, work as a generator, which is preferred, or the internal combustion engine can go into overrun mode. The second clutch B can then be engaged.

The other gear changes between hybrid gear ratios take place in a corresponding manner.

To set up the electromotive gear (electric gear E2), only clutch D is closed. As a result, the second shaft 14 is connected to the fifth shaft 20, so that the first planetary gear set PS1 is blocked again and drive power from the first electric machine EM1 can flow directly into the first planetary gear set PS2 and from there into the second planetary gear set PS2 and into the differential gear AG .

A first EDA mode (electrodynamic starting) takes place in that only clutch A is closed. A state arises in which the first electric machine EM1 on the first sun gear S1 supports the torque of the internal combustion engine on the first ring gear H1. As a result, a state is created that enables forward "EDA start-up". From the EDA mode (ECVT1), the combustion engine can reach the first hybrid gear H1, because there only the switching element D has to be closed additionally.

From the point of view of the internal combustion engine, the possible traction is higher than in the hybrid gear stage H1, since the translation of the planetary gear set PS1 is effective. The ECVT1 state can also be referred to as a power-split CVT state, since from the point of view of the internal combustion engine, part of the power can be transmitted mechanically via the first planetary gear set PS1 and part via the two electric machines EM1 and EM2. In addition, there may be another electric machine on another vehicle axle, which can also be included in the power flow.

In a further EDA mode ECVT2 only the switching element C is closed. In turn, the first electric machine EM1 supports a torque of the internal combustion engine on the first ring gear H1 on the first sun gear S1. In this state, a speed adjustment or change in the internal combustion engine can be compensated for by the first electric machine EM1. For example, the speed of the internal combustion engine can be reduced and efficient operating points can be selected for the drive units.

Instead of a speed reduction, the ECVT2 mode can also be used to spontaneously increase the speed of the combustion engine, as an alternative to a downshift. The possible traction from the point of view of the internal combustion engine is higher than in the hybrid gear stage H3, since the translation of the planetary gear set PS1 acts.

By means of the first electric machine EM1, a purely electric vehicle drive for starting and for driving forwards/backwards is possible in the electric gear stage E2. Since all clutches A, B, C are open in this state, the internal combustion engine is decoupled.

Furthermore, the first electric machine EM1 can be used to support the traction when shifting between hybrid gears H1 to H3, as described above.

The following functions can be implemented using the second electric machine EM2. On the one hand, the internal combustion engine can be started from a purely electric drive (from electric gear E2). The second electric machine EM2 can also be used to supply the vehicle electrical system. In addition, serial crawling and driving forwards/backwards is possible.

The internal combustion engine can be coupled in all hybrid gears H1 to H3, while the first electric machine EM2 uses the electric gear E2. In this case, the second electric machine EM2 can support the relieving of the clutches A, B, C by the second electric machine EM2 working as a generator. The electricity generated can be used by the first electric machine EM1 for traction support.

If only the switching element B is closed, then the internal combustion engine and the first electric machine EM1 are connected to one another independently of the output. Therefore, if necessary, an electrical energy store can be charged with high power (with significantly more power than is possible with the second electric machine EM2, which preferably has a significantly lower power (rated power) than the first electric machine EM1).

A high torque is usually required to start the combustion engine, particularly at low temperatures. The large first electric machine EM1, which can apply significantly more starting torque, can be used for cold starting the internal combustion engine. In other words, it is advantageous that the second electric machine EM2 can be dimensioned smaller because it does not have to be designed for special cases such as particularly low temperatures.

Further embodiments of hybrid transmission assemblies are described below, which generally correspond to the hybrid transmission assembly 10 of FIG 1 and 2 correspond to. Identical elements are therefore identified by the same reference symbols. The main differences are explained below.

In 3 an embodiment is shown in which a fifth clutch E is provided in addition to the clutches A to D. The fifth clutch E is designed to connect the fifth shaft 20 to a housing of the hybrid transmission arrangement 10 when required. The fifth clutch E can thus set the first ring gear H1 to the case. As a result, an additional electric gear stage E1 can be implemented for lower driving speeds. The electric gear stage 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 first electric gear stage E1 can also be designed as a purely electric crawler gear when driving forwards and backwards, for example in a multi-storey car park, where speeds are limited and combustion engine operation is not desired.

The fifth clutch E can be designed as a separate clutch that can be actuated by means of a further actuating device.

like it in 3 is shown, the fifth clutch E can, however, be combined with the fourth clutch D into a double element, so that the clutches D and E can alternatively be actuated by means of a third actuating device B3'.

The shift table for a hybrid transmission arrangement with the fifth clutch E is in 4 shown. The shift table 4 corresponds to that of 2 and only includes the first electric gear stage E1, in which only the fifth clutch E is closed.

The drive shaft An of the internal combustion engine can be rigidly connected to the first shaft 12, but preferably via a vibration absorber or the like. Nevertheless, all shifting operations can take place under load and without any interruption in traction (with the exception of changing the electric gear stages E1 and E2). The clutches A to D and A to E can each be designed as claw clutches.

Alternatively, however, it is also possible to connect the drive shaft An to the first shaft 12 via a clutch. As a result, the internal combustion engine can be decoupled from the entire hybrid transmission arrangement 10, including in particular the second electric machine EM2. like it in 5 is shown, the sixth clutch K0 used for this purpose can be designed as a claw clutch which can be actuated by means of a fourth actuating device B4.

Instead of a claw clutch, the sixth clutch K0 can also be designed as a friction clutch, which can be actuated by means of an actuating device B4', as is shown in 6 is shown. The advantage here is that the sixth clutch K0 can also be opened under load, for example in the event of emergency braking or a malfunction of the internal combustion engine. The sixth clutch K0 can then also be engaged at a differential speed, so that a so-called instantaneous start of the internal combustion engine is possible (using the inertial mass of the first electric machine EM1 to start the internal combustion engine).

The sixth clutch K0 can be provided in the previous embodiment as well as in all subsequent embodiments unless otherwise mentioned.

As an alternative to the sixth clutch K0, a seventh clutch K1 can be provided, as is shown in 7 is shown. In this case, the drive shaft An is in turn connected to the first shaft 12 via a vibration absorber ST or the like, that is to say essentially non-rotatably. In this case, the tenth shaft 30, which is connected to the second electric machine EM2, is connected via a seventh clutch K1 to another shaft, which is connected to the first shaft 12 via the third traction mechanism Z3 (or a corresponding wheel set). This makes it possible to disconnect only the second electric machine EM2, so that it can also be used for other tasks when the internal combustion engine is at a standstill (eg driving an air conditioning compressor). The seventh clutch K1 is preferably designed as a claw clutch and is preferably coaxial with the axis a5. In comparison to the embodiment with the sixth clutch K0, the torque to be supported on the seventh clutch K1 is significantly lower since only the torque of the second electric machine has to be supported. The shifting force of the seventh clutch K1 is consequently lower. The seventh clutch K1 can, for example, also be implemented by a magnetic clutch instead of a claw clutch.

8th shows a shift table for the two alternative embodiments with the sixth clutch K0 or the seventh clutch K1. It is It should be noted that the sixth clutch K0 and the seventh clutch K1 are only implemented as alternatives, ie not together in a hybrid transmission arrangement as a rule.

It can be seen that the clutch K0 has to be closed in the hybrid gears H1 to H3 and in the EDA modes ECVT1 and ECVT2 as well as when charging in neutral. In the electric gears E1 and E2, clutch K0 can be closed or open, which in 8th marked with an "(X)".

If the sixth clutch K0 is not provided and instead the seventh clutch K1, it can be seen that this is used in all of the tables in 8th operating modes shown can be closed or open "(X)". It goes without saying that when the operation of the second electric machine EM2 makes sense, for example for reasons of comfort, the clutch K1 is generally closed beforehand.

As mentioned, the sixth clutch K0 or the seventh clutch K1 can be used in the hybrid transmission arrangement described above, or in any of the hybrid transmission arrangements described below, unless otherwise mentioned.

In 9 Another hybrid transmission assembly 10' is shown. In this case, the first electric machine EM1 is connected via a spur gear set, which is 9 is denoted by Z2'. In this case, a fixed wheel non-rotatably connected to the ninth shaft 28 is preferably directly engaged with a fixed wheel which is fixed on the fourth shaft 18 and which is in engagement with a fixed wheel which is fixed on the second shaft 14 . In 9 the embodiment with five clutches A to E is shown. However, the hybrid transmission arrangement 10' can also be implemented with only four clutches A to D. The same also applies to the following embodiments. If the clutch E is shown, it can also be omitted in each case.

10 shows a hybrid transmission arrangement 10", in which the first electric machine EM1 is connected via a second traction device Z2. In this case, traction device wheels, for example sprockets, are fixed on the second shaft 14 and on the ninth shaft 28. Transmission arrangement 10″, the connection of the first electric machine EM1 can consequently take place axially independently of the radial plane in which the second spur gear set ST2 is arranged. Consequently, in the embodiment of 10 the second spur gear set ST2 is arranged in a third radial plane r3b, which is arranged in the axial direction, for example, between the second radial plane r2 and the fourth radial plane r4, as in the embodiment of FIG 1 .

The second traction mechanism Z2 is arranged in a radial plane r3a, which is arranged in the axial direction, for example, between the radial planes r1 and r2, ie between the two planetary gear sets PS1, PS2. Correspondingly, the second shaft 14 is divided into two shaft sections 14a, 14b, which are connected to one another in a rotationally fixed manner, on opposite axial sides of the first planetary gear set PS1.

In this embodiment, the first electric machine EM1 can be connected independently of the position of the fourth shaft 18 and the translation of the second spur gear set ST2.

In 11 A hybrid powertrain 10''' is shown in which the axial order of elements is changed.

In particular, a fourth radial plane r4''' is arranged axially next to the first radial plane r1, in which the double element with the clutches D, E (or just the clutch D) is arranged. The second radial plane r2''' with the first planetary gear set PS1 is arranged adjacent to this. This is followed by the third radial plane r3''' with the first spur gear set ST1. The double element with the clutches A, C is arranged in an axially adjoining eighth radial plane r8'''. This is followed by the sixth radial plane r6''', in which the third spur gear set ST3 is arranged. Axially adjacent to this is the seventh radial plane r7''' with the first traction means Z1. Axially adjacent to this is the third radial plane r3''' with the second spur gear set ST2 and the connection of the first electric machine EM1. In the embodiment of 11 the third radial plane r3''' consequently forms an axial end of the hybrid transmission arrangement. In 11 the sixth clutch K0 is shown, which possibly extends beyond that.

In the case of the hybrid transmission arrangement 10''', the seventh shaft 24''' is designed as an inner shaft, and the fourth shaft 18''' is designed as a hollow shaft section around the seventh shaft 24'''. In other words, the fixed wheel of the second spur gear set ST2 assigned to the second clutch B is designed as a loose wheel which is rotatably mounted on the seventh shaft 24'''.

In 12 Another hybrid transmission assembly 10 ^IV is shown. In the case of the hybrid transmission arrangement 10 ^IV , the radial planes r4 and r5 are combined in one radial plane.

Furthermore, the seventh shaft 24 ^IV is formed as an inner shaft, and the fourth shaft 18 ^IV is as formed hollow shaft section. This configuration can also in the embodiments of 9 and 10 will be realized. Otherwise the structure corresponds to that of 1 , especially with regard to the axial order of the radial planes.

In 13 a hybrid transmission arrangement 10 ^V is shown, in which the third clutch C is designed as a single switching element and the first clutch A with the second clutch B is designed as a double element. The double element with the clutches B, A can be actuated by means of a single actuating device ^B2V and is arranged coaxially to the third axis a3. In the case of the hybrid transmission arrangement 10 ^V , the eighth shaft 26 ^V is also arranged as a hollow shaft section around the seventh shaft 24 ^V and is consequently coaxial with the third axis a3.

The dual element with clutches D, E and the dual element with clutches A, B are arranged in an integrated radial plane r4/5/8 which is axially adjacent to radial plane r3 and through which radial planes r4, r5 and r8 of the embodiment of FIG 1 be summarized. Adjacent to this radial plane in the axial direction is the radial plane r9 ^V , in which the first spur gear set ST1 is arranged. The seventh adjacent radial plane ^r7V contains the first traction means Z1. The sixth radial plane r6 ^V , in which the third spur gear set ST3 is arranged, is in turn axially adjacent to this. The eighth radial plane r8 ^V , in which the third clutch C is arranged, is located at the axial end. However, the third clutch C can also be arranged between the radial planes ^r7V and ^r9V .

The order of the radial planes is r1, r2, r3, r4/5/8, r9 ^V , r7 ^V , r6 ^V , r8 ^V .

In 14 Another hybrid transmission arrangement 10 ^VI is shown, in which the radial planes r6 ^VI and r7 ^VI compared to the embodiment of 1 are swapped axially. The connection of the combustion engine via the first traction mechanism Z1 consequently moves closer to the (optional) fifth shifting element E. In this case, only the double element with the clutches C and A is arranged between the spur gear sets ST1 and ST3 (in the plane r8).

Another hybrid transmission arrangement 10 ^VII is in 15 shown.

In this embodiment, on the one hand, the axial arrangement of the radial planes r2 ^VII and r3 ^VII is reversed. The second connection A2 (second traction mechanism or spur gear set) of the first electric machine EM1 to the second shaft 14 can consequently be arranged in such a way that it is directly adjacent to the second planetary gear set PS2. In other words, the third radial plane r3 ^VII is arranged axially between the planetary gear sets PS1 and PS2. As a result, it is not necessary to connect the first sun gear S1 to the second shaft 14 via a web that overlaps the entire first planetary gear set PS1, as in the embodiment of FIG 1 . The ring gear of the first planetary gear set PS2 can be directly connected to the fifth shaft 20 in the double element D, E (or only in the area of the clutch D if E is not provided).

In 16 a hybrid transmission assembly 10 ^VIII is shown.

In the hybrid transmission arrangement 10V ^III , the seventh radial plane r7 ^VIII , in which the first traction mechanism Z1 is arranged, is arranged in the area of an axial end, specifically adjacent to a radial plane r6 ^VIII , in which the third spur gear set ST3 is arranged. The ninth radial plane r9 ^VIII is arranged in the axial direction between the fifth radial plane r5 and the eighth radial plane r8.

In other words, the axial position of the spur gear sets ST1 and ST3 is reversed.

As a result, the first traction means Z1 can be guided axially past the countershaft arrangement (with the shafts 18, 24), axially adjacent to the third spur gear stage ST3. Consequently, the first traction means Z1 can be guided independently of the spatial pivoting angle of the countershaft arrangement (with the shafts 18, 24).

The order of the radial planes is r1, r3 ^VII , r2 ^VII ,r4, r5, r9 ^VIII ,r8, r6 ^VIII , r7 ^VIII .

In 17 Another hybrid transmission assembly 10 ^IX is shown. In the hybrid transmission arrangement 10 ^IX , the first spur gear set ST1 is placed in the radial plane of the first planetary gear set PS1 in such a way that a gear wheel of the first spur gear set ST1, which is arranged coaxially to the third axis a3, engages with an external toothing of the first ring gear H1 ^IX or meshes with it . The eighth shaft 26 ^IX is arranged around the fourth shaft 18 as a hollow shaft section. Furthermore, the first clutch A is now coaxial with the third axis a3 and no longer with the second axis a2, similar to the embodiment of FIG 13 . The double element with the clutches A, B is actuated by means of a second actuating device B2 ^IX .

The sequence of the radial planes is as follows: r1 (with the second planetary gear set PS2), r3 ^VII (with the second spur gear set ST2 and the connection of the first electric machine EM1), r2/9 (with the first spur gear set ST1 and the first planetary gear set PS1), r4 (with the double element D, E), r5 (with the double element A, B), r6 ^IX (with the third spur gear set ST3), r7 ^IX (with the first traction mechanism Z1), r8 ^IX (with the third clutch C).

Since the functions of the radial planes r2 and r9 are integrated into a single radial plane r2/9, one radial plane can be saved.

In 18 Another hybrid transmission assembly ^10X is shown. In the case of the hybrid transmission arrangement 10 ^X , the seventh shaft 24 ^X is in turn designed as an inner shaft, and the fourth shaft 18 ^X is designed as a hollow shaft section around it.

Axially adjacent to the first radial plane r1 (with the second planetary gearset PS2) is a third radial plane ^r3X , in which the second spur gearset ST2 and the connection A2 of the first electric machine EM2 are arranged. Axially adjacent to this is a radial plane r4/5, in which the second clutch B (coaxial to the axis a3) and a double element with the clutches D and E (coaxial to the axis a2) are arranged. This is followed by a radial plane r2 ^X , in which the first planetary gear set PS1 is arranged. The radial planes r6 to ^r9 , which are formed in the same order as in the first embodiment, adjoin the radial plane r2X.

The order of the radial planes is therefore: r1, r3 ^X , r4/5, r2 ^X , r6, r7, r8, r9.

In 19 Another hybrid transmission assembly 10 ^XI is shown. In terms of structure and radial planes, this corresponds to the hybrid transmission arrangement 10 of FIG 1 . However, the connection of the first planetary gear set PS1 was mirrored. While in the embodiment of 1 the sun gear is connected axially to the second shaft 14 via the first planetary gear set PS2, the sun gear S1 ^XI is connected directly to the second shaft 14. The first planet carrier PT1 ^XI , on the other hand, is connected axially to the third shaft 16 via the first planetary gear set PS1. The first ring gear H1 of the first planetary gear set PS1 is connected to the fifth shaft 20 via a linkage disposed axially between the first planetary gear set PS1 and the third shaft 16 . In this alternative connection of the first planetary gear set PS1 is compared to the embodiment of 1 a vertical “wall” saved.

The hybrid transmission assemblies 9 until 19 each preferably have an identical range of functions as the hybrid transmission arrangement 10 of 1 (and/or any of the hybrid transmission assemblies of 3 until 8th ), depending on whether the fifth clutch E and/or the sixth clutch K0 or the seventh clutch K1 is provided.

In embodiments that have the sixth clutch K0 and the fifth clutch E as well as the second clutch B as individual shifting elements, four different mechanical gears can be used in purely electric mode via the first electric machine EM1, which are shown in 20 are shown.

In this case, the second clutch B is closed for all electric gears. In the first electric gear stage E1, as in the above embodiments, the fifth clutch E is also closed. In the second electric gear stage E2, as in the above embodiments, the fourth clutch D in addition to the clutch B is closed.

A further electric gear stage EZ1 can be formed by the first clutch A being closed in addition to the clutch B. Another additional electric gear EZ2 can be formed by both the second clutch B and the third clutch C are closed.

In all electric gears, the sixth clutch K0 is then open, since otherwise the internal combustion engine would be dragged along if clutch B were closed.

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

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

H1,H2

ring gear

PT1, PT2

planet carrier

ST1-ST3

spur gear sets

Z1/A1

first traction device (chain) (or wheelset)

Z2/A2

second traction device (or wheelset)

Z3/A3

third means of traction (or wheelset

ab1, ab2

Output shafts to AW1, AW2

ST

vibration damper

B1-B5

Operating devices (actuators)

H1-H3

Hybrid gears

E1, E2

Electric Gears (EM1)

EZ1,EZ2

Electric Gears (EM1)

EDA

electrodynamic starting

LiN

Load in neutral

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

r9

ninth 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) offset axially parallel to the third shaft (16), and - a first planetary gear set (PS1), which has a first member (S1), a second member (H1) and a third member (PT1), wherein the first shaft (12) can be connected to the second member (H1) via a first clutch (A) or alternatively via a third clutch (C), 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), and the third shaft (16) being connected to the third link (PT1). hybrid transmission arrangement claim 1 , wherein - the first shaft (12) can be connected via the first clutch (A) or via the third clutch (C) to a fifth shaft (20), which is preferably arranged coaxially to the third shaft (16), and/or - the first shaft (12) being 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 first clutch (A) and the third clutch (C) are arranged coaxially to the third shaft (16) and/or wherein - the first clutch (A) and the third clutch (C) are actuated by means of a first actuating device (B1 ) can be actuated and/or wherein the sixth shaft (22) is arranged coaxially to the third shaft (16) and/or wherein the seventh shaft (24) is arranged coaxially to the fourth shaft (18). hybrid transmission arrangement claim 2 or 3 , wherein - the seventh shaft (24) is connected via a first set of spur gears (ST1) to an eighth shaft (26), which is preferably arranged coaxially with the third shaft (16), and/or wherein - the second shaft (14) is connected to the fourth shaft (18) via a second set of spur gears (ST2), and/or wherein - the sixth shaft (22) is connected to the seventh shaft (24) via a third set of spur gears (ST3). and/or wherein - the first spur gear set (ST1) and the third spur gear set (ST3) are arranged on axially opposite sides of the first clutch (A). Hybrid transmission arrangement according to one of Claims 1 until 4 , 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) is arranged 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 (r3) opposite the first shaft (12) is arranged, via which the first electric machine (EM1) is connected to the second shaft (14). Hybrid transmission arrangement according to one of Claims 1 until 5 , wherein two members (S1, 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 6 , wherein the fourth clutch (D) and/or the fifth clutch (E) is/are arranged coaxially to the first planetary gear set (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 7 , wherein the seventh shaft (24) is connected to an eighth shaft (26) which is preferably arranged coaxially to the third shaft (16). Hybrid transmission arrangement according to one of Claims 1 until 8th , 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 - 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 which 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 translation 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 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 (10) are at least predominantly, preferably all, designed as claw clutches.

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