DE102021205343A1 - Power shift hybrid transmission - Google Patents

Abstract

The present invention relates to a hybrid transmission (18) for a motor vehicle drive train (12) of a motor vehicle (10), having: a first transmission input shaft (24) for operatively connecting the hybrid transmission to an internal combustion engine (16) of the motor vehicle; a second transmission input shaft (26) for operatively connecting the hybrid transmission to a first electric drive machine (14) of the motor vehicle; a first intermediate shaft (28); a second intermediate shaft (30) drivingly connected to the first transmission input shaft; a countershaft (32); Spur gear pairs (ST1, ST2, ST3) arranged in several wheel set planes for forming gear stages; a plurality of gear shift devices with shift elements (A, B, C, D, E, L) for engaging the gear stages; a planetary gear set which is connected to the second transmission input shaft, the first intermediate shaft and via a pair of spur gears to the countershaft; and an output; wherein a connecting shifting element of the shifting elements is designed to drive-effectively connect the second intermediate shaft to the second transmission input shaft; the gears, pairs of spur gears and the associated switching elements assigned to the second intermediate shaft can be interchanged in their axial sequence; and the pairs of spur gears and toothed wheels non-rotatably connected to the planetary gear set and the planetary gear set and the associated shifting elements can be interchanged in their axial sequence.

Description

The present invention relates to a hybrid transmission, a motor vehicle drive train with such a hybrid transmission, a motor vehicle with such a motor vehicle drive train and a method for operating such a motor vehicle drive train.

Vehicles are increasingly being equipped with hybrid drives, ie with at least two different drive sources. Hybrid drives can help reduce fuel consumption and pollutant emissions. Drive trains with an internal combustion engine and one or more electric motors as parallel hybrids or as mixed hybrids have largely become established. Such hybrid drives have a substantially parallel arrangement of the internal combustion engine and the electric drive in the power flow. Here, both a superimposition of the drive torques and a control with a purely internal combustion engine drive or a purely electric motor drive can be made possible. Since the drive torques of the electric drive and the internal combustion engine can add up depending on the activation, a comparatively smaller design of the internal combustion engine and/or its temporary shutdown is possible. In this way, a significant reduction in CO ₂ emissions can be achieved without significant losses in performance or comfort. The possibilities and advantages of an electric drive can thus be combined with the range, performance and cost advantages of internal combustion engines.

A disadvantage of the hybrid drives mentioned above is their generally more complex structure, since both drive sources preferably transmit drive power to a drive shaft with only one transmission. As a result, such transmissions are usually complicated and expensive to produce. A reduction in complexity in the design of a hybrid transmission usually goes hand in hand with a loss of variability.

This disadvantage can be at least partially overcome by means of dedicated hybrid transmissions or "Dedicated Hybrid Transmissions" (DHT), in which an electric machine is integrated into the transmission to provide the full range of functions. For example, the mechanical transmission part in particular can be simplified in the transmission, for example by eliminating the reverse gear, with at least one electric machine being used instead.

Dedicated hybrid transmissions can emerge from known transmission concepts, i.e. from double clutch transmissions, converter planetary transmissions, continuously variable transmissions (CVT) or automated manual transmissions. The electric machine becomes part of the transmission.

The disclosure document DE 10 2011 005 562 A1 relates to a manual transmission of a hybrid drive for a motor vehicle, with two input shafts and a common output shaft. The first input shaft can be connected to the drive shaft of an internal combustion engine via a controllable separating clutch and can be brought into drive connection with the output shaft via a first group of selectively switchable gear wheel sets. The second input shaft is in drive connection with the rotor of an electric machine that can be operated as a motor and generator and with the first input shaft via a superposition gear designed as a planetary gear, and can be brought into drive connection with the output shaft via a second group of selectively shiftable gear sets. Both input shafts can be brought into drive connection with one another via a switchable coupling device. For cost-effective production, it is provided that the manual transmission is derived from a double-clutch transmission with two coaxial input shafts, the first input shaft of which is arranged centrally, the second input shaft of which is designed as a hollow shaft and arranged coaxially above the first input shaft, and the coupling device of which has a gear stage and/or a includes switchable clutch, which are provided in place of that gear wheel set and its associated gear clutch, which is associated with the first input shaft in the underlying dual clutch transmission and arranged axially adjacent to the transmission-side end of the second input shaft.

Against this background, a person skilled in the art is faced with the task of creating a hybrid transmission with a simple mechanical structure and three or four gears.

In particular, a hybrid transmission is to be created with which electrodynamic starting and electrodynamic shifting are possible. Furthermore, a drive train configuration should preferably be implemented in which the main transmission is positioned coaxially to the output shafts and the internal combustion engine can be arranged axis-parallel thereto.

• einer ersten Getriebeeingangswelle zum Wirkverbinden des Hybridgetriebes mit einer Verbrennungsmaschine des Kraftfahrzeugs;
• einer zweiten Getriebeeingangswelle zum Wirkverbinden des Hybridgetriebes mit einer ersten elektrischen Antriebsmaschine des Kraftfahrzeugs;
• einer ersten Zwischenwelle;
• einer zweiten Zwischenwelle, die antriebswirksam mit der ersten Getriebeeingangswelle verbunden ist;
• einer Vorgelegewelle;
• in mehreren Radsatzebenen angeordneten Stirnradpaaren zum Bilden von Gangstufen;
• mehreren Gangschaltvorrichtungen mit Schaltelementen zum Einlegen der Gangstufen;
• einem Planetenradsatz, der mit der zweiten Getriebeeingangswelle, der ersten Zwischenwelle und über ein Stirnradpaar mit der Vorgelegewelle verbunden ist; und einem Abtrieb; wobei
• ein Verbindungsschaltelement der Schaltelemente dazu ausgebildet ist, die zweite Zwischenwelle antriebswirksam mit der zweiten Getriebeeingangswelle zu verbinden;
• die der zweiten Zwischenwelle zugeordneten Zahnräder, Stirnradpaare sowie die zugehörigen Schaltelemente in ihrer axialen Reihenfolge vertauschbar sind; und
• die mit dem Planetenradsatz drehfest verbundenen Stirnradpaare und Zahnräder sowie der Planetenradsatz und die zugehörigen Schaltelemente in ihrer axialen Reihenfolge vertauschbar sind.

This problem is solved by a hybrid transmission for a motor vehicle drive train of a motor vehicle, with:

• a first transmission input shaft for operatively connecting the hybrid transmission to an internal combustion engine of the motor vehicle;
• a second transmission input shaft for operatively connecting the hybrid transmission to a first electric drive machine of the motor vehicle;
• a first intermediate shaft;
• a second intermediate shaft drivingly connected to the first transmission input shaft;
• a countershaft;
• Spur gear pairs arranged in several wheelset planes to form gear steps;
• a plurality of gear shifting devices with shifting elements for engaging the gear ratios;
• a planetary gear set which is connected to the second transmission input shaft, the first intermediate shaft and via a pair of spur gears to the countershaft; and an output; whereby
• a connecting shifting element of the shifting elements is designed to drive-effectively connect the second intermediate shaft to the second transmission input shaft;
• the gears, pairs of spur gears and the associated switching elements assigned to the second intermediate shaft can be interchanged in their axial sequence; and
• the spur gear pairs and gears rotatably connected to the planetary gear set and the planetary gear set and the associated shifting elements can be interchanged in their axial sequence.

• einem Hybridgetriebe wie zuvor definiert;
• einer Verbrennungsmaschine, die mit der ersten Getriebeeingangswelle verbindbar ist; und
• einer ersten elektrischen Antriebsmaschine, die mit der zweiten Getriebeeingangswelle antriebswirksam verbindbar ist.

The above object is also achieved by a motor vehicle drive train for a motor vehicle, with:

• a hybrid transmission as previously defined;
• an internal combustion engine connectable to the first transmission input shaft; and
• a first electric drive machine which can be connected to the second transmission input shaft in a drivingly effective manner.

The above object is also achieved by a method for operating a motor vehicle drive train as defined above.

• einem Kraftfahrzeug-Antriebsstrang wie zuvor definiert; und
• einem Energiespeicher zum Speichern von Energie zum Versorgen der ersten elektrischen Antriebsmaschine und/oder der zweiten elektrischen Antriebsmaschine.

The above task is finally solved by a motor vehicle with:

• an automotive powertrain as previously defined; and
• an energy store for storing energy for supplying the first electric drive machine and/or the second electric drive machine.

Preferred developments of the invention are described in the dependent claims. 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. In particular, the motor vehicle drive train, the motor vehicle and the method can be designed in accordance with the configurations described for the hybrid transmission in the dependent claims.

A compact hybrid transmission can be created in a technically simple manner by a first transmission input shaft for operatively connecting the hybrid transmission to an internal combustion engine and a second transmission input shaft for operatively connecting the hybrid transmission to an electric drive machine. An active connection can be designed to be both switchable and non-switchable. In particular, a hybrid transmission for a front-transverse arrangement of an internal combustion engine, which is arranged on a wheel axle, can be created. A planetary gear set, which is connected to the second transmission input shaft, a first intermediate shaft and a pair of spur gears to the countershaft, makes it technically easy to set up an EDA mode that enables electrodynamic starting and electrodynamic shifting. At least one ECVT mode can also be set up. A connection switching element enables a connection between the internal combustion engine and the first electric drive machine that is decoupled from the output. Due to the interchangeability of the gears, spur gear pairs and associated shifting elements, a highly variable hybrid transmission can be created that can be technically easily adapted to different installation space requirements. It goes without saying that an optional locking shift element is to be regarded as belonging to the planetary gear set, regardless of the arrangement of the locking shift element in the transmission. Furthermore, switching elements for connecting transmission components are to be regarded as belonging to both transmission components. With the hybrid transmission, the first electric drive machine and the internal combustion engine can preferably be connected parallel to the axis.

In a preferred embodiment, a differential of the output comprises a differential shaft which is designed as a solid shaft and is surrounded at least in sections by the transmission shafts, in particular the first intermediate shaft. An axial length of the differential shaft is longer than an axial one Length of the first intermediate shaft. The differential shaft completely penetrates the first intermediate shaft. As a result, a compact drive train can be created. The hybrid transmission can advantageously be arranged around the differential shaft.

In a further advantageous embodiment, the second transmission input shaft, the first intermediate shaft, the second intermediate shaft and the differential shaft are arranged coaxially with one another. In addition, the first transmission input shaft, the second transmission input shaft, the first intermediate shaft and the second intermediate shaft are designed as hollow shafts. In addition, the second transmission input shaft and the second intermediate shaft surround the first intermediate shaft at least in sections. The compactness of the hybrid transmission can be further improved by the design of the aforementioned shafts as hollow shafts and the coaxial arrangement. In particular, the advantageous coaxial arrangement and the design of the shafts as hollow shafts allow the hybrid transmission to be arranged around the differential shaft.

In a further advantageous embodiment, a planetary gear carrier of the planetary gearset is connected to the countershaft via the pair of spur gears, the sun gear of the planetary gearset being connected to the second transmission input shaft and the ring gear of the planetary gearset being connected to the first intermediate shaft. Alternatively, the planet carrier of the planetary gear set is connected to the countershaft via the pair of spur gears, the ring gear of the planetary gear set being connected to the second transmission input shaft and the sun gear of the planetary gear set being connected to the first intermediate shaft. By connecting the sun gear to the second transmission input shaft and the ring gear to the first intermediate shaft, preferably only a small support torque has to be applied by the first electric drive machine during electrodynamic starting and electrodynamic shifting. Furthermore, the first electric drive machine can be operated as a generator for longer during an electrodynamic start, since the generator operation can be maintained for longer as the driving speed increases. By connecting the ring gear to the second transmission input shaft and the sun gear to the first intermediate shaft, the first electric drive machine can be operated at a low compensating speed during electrodynamic starting or electrodynamic shifting.

In a further advantageous embodiment, the hybrid transmission includes exactly three gear-forming pairs of spur gears. In addition, an output gear and a fixed gear of the third pair of spur gears are arranged on the countershaft, as well as a hollow shaft, each with a gear of the first pair of spur gears and the second pair of spur gears. As a result, high functionality and variability can be achieved with a high compactness of the hybrid transmission.

In a further advantageous embodiment, an output of the hybrid transmission includes an output gear, which is arranged with a differential of the output in a wheel set plane and preferably meshes with a differential carrier of the differential. As a result, an axial and/or radial compactness of the hybrid transmission can be further improved. A compactness of the hybrid transmission can preferably be further increased, particularly in combination with arranging the hybrid transmission around the differential shaft.

In a further advantageous embodiment, a gear wheel of the first pair of spur gears and a gear wheel of the second pair of spur gears are connected to one another in a drivingly effective manner. In addition, the second intermediate shaft and another gear wheel of the first pair of spur gears are connected to one another in a drivingly effective manner. In this way, with a high degree of compactness of the hybrid transmission, an advantageous translation of the drive power of the internal combustion engine can take place in a technically simple manner via the correspondingly non-rotatably connected gears of the spur gear pairs. Furthermore, these pairs of spur gears can also be used to set up gear ratios.

In a further advantageous embodiment, the first transmission input shaft comprises an internal combustion engine clutch for detachably drivingly connecting the first transmission input shaft to the internal combustion engine. It goes without saying that the internal combustion engine clutch can be designed as a claw shift element or a friction shift element. An engine clutch enables the engine to be decoupled from the hybrid transmission. This allows a highly efficient, purely electric driving mode to be set up. An internal combustion engine clutch in the form of a friction shift element or a friction clutch can enable a so-called momentum start of the internal combustion engine. In this case, the internal combustion engine clutch can also serve as a starting element for the internal combustion engine.

In a further advantageous embodiment, the hybrid transmission includes a first switching element which is designed to drive the first intermediate shaft to the second intermediate shaft by means of the first pair of spur gears and the second pair of spur gears in order to create a further hybrid gear stage for hybrid transmissions. In addition or as an alternative, the hybrid transmission includes a locking shift element that is designed to do so det is to fix the first intermediate shaft in order to create a further electric gear stage for the hybrid transmission, the locking shifting element preferably being switchable with a second shifting element by means of a common actuator, or the locking shifting element forming a double shifting element with a third shifting element. A planetary gear set element of the planetary gear set can be fixed by a locking shifting element. As a result, a short translation can be set up by means of the planetary gear set for the first electric drive machine. The gear stage created in this way can preferably be used for reversing. This enables a high axle torque in a serial drive mode. In addition, there are lower requirements for the maximum driving speed when reversing. It goes without saying that the gear stage created in this way can also be used as a purely electric crawler gear when driving forwards and backwards. This is advantageous, for example, in a multi-storey car park where speeds are limited and no internal combustion engine operation is desired. A further gear step can be created in the hybrid transmission by means of a first switching element. For example, a first gear can be set up by the first shifting element, with the first shifting element being particularly preferably designed to driveably connect a loose wheel of the second pair of spur gears to the first intermediate shaft.

In a further advantageous embodiment, a second shifting element is designed to connect the second intermediate shaft to the countershaft in a drivingly effective manner by means of the first pair of spur gears. A third switching element is designed to drive-effectively connect the first intermediate shaft to the second intermediate shaft. Additionally or alternatively, a fourth shifting element is designed to block the planetary gear set. With this advantageous arrangement of the switching elements, three or four hybrid or combustion gears, at least one electric gear, in particular two electric gears and at least one electric CVT mode, in particular two electric CVT modes, can be set up with the hybrid transmission. A variable and compact hybrid transmission can be created with which electrodynamic starting and electrodynamic gearshifts for the internal combustion engine are possible.

In a further advantageous embodiment, the switching elements are designed as form-fitting switching elements. Additionally or alternatively, at least two of the switching elements are designed as double switching elements and can be actuated by a double-acting actuator. A highly efficient and cost-effective hybrid transmission can be created using positive-locking shifting elements. The design and operation of the hybrid transmission can be simplified by at least one double shifting element. In particular, a double switching element can be switched by means of a single actuator.

In a further advantageous embodiment, the first electric drive machine can be controlled as a starter generator for starting the internal combustion engine. In addition or as an alternative, the first electric drive machine can be controlled as a charging generator for charging an energy store. As a result, an efficient motor vehicle drive train can be created. In particular, fuel consumption can be reduced. It goes without saying that an additional starter for the internal combustion engine can be dispensed with, since the first electric drive machine can tow the internal combustion engine.

In a further advantageous refinement, an output of the hybrid transmission can be connected in a drivingly effective manner to a first motor vehicle axle, with a second motor vehicle axle comprising an electric axle with a third electric drive motor. As a result, a hybrid drive train with all-wheel drive can be created in a technically simple manner. Furthermore, the motor vehicle drive train can enable shifting without interruption of traction in a technically simple manner, since the electric axle can maintain the traction during shifts in the hybrid transmission. In addition, a fail-safe drive train for a motor vehicle can be created, since a so-called serial driving mode can be set up for the electric drive machine in the event of an exhausted energy store. In the serial driving mode, the first electric drive machine is preferably operated as a generator by the internal combustion engine and the energy thus generated is made available to the second electric drive machine.

In a further advantageous embodiment, the first electric drive machine can be controlled as a generator for supplying power to the second electric drive machine in order to set up a serial driving mode. As a result, a highly variable motor vehicle drive train can be created in which, in particular, it is possible to drive and, in particular, to start up electrically even when the energy store is empty.

In a further advantageous refinement, a hybrid gear causes a flow of drive power from the drive machines to the output and is set up by engaging a shifting element. In addition, the hybrid gear includes variants, each by inserting additional shift elements ments are created in order to create a defined rotational speed of at least one transmission shaft that is decoupled from a drive power flow. As a result, shifting into a further gear step, shifting into an electrodynamic superimposition state and/or starting the internal combustion engine can advantageously be prepared and carried out. As a result, comfortable shifting in the hybrid transmission can be achieved. In particular, it is possible to switch between the variants without any interruption in tractive force, thus enabling power shifting between the hybrid gear stages. Furthermore, the first electric drive machine can be operated at a preferred speed level and with high efficiency due to the defined speed. In this way, in particular, each serial connection can be carried out without any interruption in traction by means of an electrodynamic superimposition state.

A locking of an element of a planetary gear set is to be understood in particular as a blocking of a rotation of the element about its axis of rotation. The element is preferably connected in a rotationally fixed manner to a static component such as a frame and/or a transmission housing by means of a switching element. It is also conceivable to brake the element to a standstill.

Blocking a planetary gearset includes drivingly connecting two gearwheels and/or the planetary gear carrier and one gearwheel of the planetary gearset, so that they rotate together at the same number of revolutions around the same point, preferably the center point of the planetary gearset. When two gear wheels and/or a planetary gear carrier and a gear wheel of the planetary gear set are locked together, the planetary gear set preferably acts like a shaft; in particular, there is no translation in the planetary gear set.

In this context, “connected in a drivingly effective manner” is to be understood in particular as meaning a non-switchable connection between two components, which is provided for permanent transmission of a speed, a torque and/or drive power. The connection can be made either directly or via a fixed transmission. The connection can be made, for example, via a fixed shaft, a toothing, in particular a spur gear toothing and/or a belt device, in particular a traction mechanism.

In this context, "can be connected in a drive-effective manner", "can be connected in a drive-effective manner" or "is designed for drive-effective connection" in particular to mean a switchable connection between two components which, in a closed state, results in a temporary transmission of a speed, a torque and/or or a drive power is provided. In an open state, the switchable connection preferably temporarily transmits essentially no speed, no torque and/or no drive power.

Stationary charging or charging in neutral is to be understood in particular as the operation of the electric drive motor as a generator, preferably when the internal combustion engine is at a standstill, in order to fill an energy storage device and/or feed on-board electronics.

In the present case, an actuator is in particular a component that converts an electrical signal into a mechanical movement. Preferably, actuators used with double switching elements perform movements in two opposite directions in order to switch one switching element of the double switching element in the first direction and to switch the other switching element in the second direction.

A gear change occurs in particular by disengaging a shifting element and/or a clutch and simultaneously engaging the shifting element and/or the clutch for the next higher or lower gear. The second shifting element and/or the second clutch thus gradually takes over the torque from the first shifting element and/or the first clutch until, at the end of the gear stage change, the entire torque is taken over by the second shifting element and/or the second clutch. With prior synchronization, a gear change can take place more quickly, and positive-locking shifting elements can preferably be used in this case.

An internal combustion engine can be, in particular, any machine that can generate a rotary motion by burning a drive medium, such as gasoline, diesel, kerosene, ethanol, liquid gas, LPG, etc. An internal combustion engine can be, for example, an Otto engine, a diesel engine, a Wankel engine or a two-stroke engine.

When driving or crawling in series, an electric drive machine of a motor vehicle is operated as a generator by an internal combustion engine of the motor vehicle. The energy generated in this way is then made available to a further electric drive machine of the motor vehicle in order to provide drive power.

An electric vehicle axle, or electric axle for short, is preferably a non- Main drive axle of a motor vehicle, in which drive power can be transmitted to the wheels of the motor vehicle by means of an electric drive machine. It goes without saying that the electric drive machine can also be connected by means of a transmission. A traction force can be maintained in whole or in part by means of an electric axle when a gear change takes place in the transmission for a main drive axle. Furthermore, an all-wheel drive functionality can be set up at least partially by means of an electric axle.

An electrodynamic starting element (EDA) causes the speed of the internal combustion engine and the speed of the electric drive unit to be superimposed via one or more planetary gear sets, so that a motor vehicle can be started from a standstill while the internal combustion engine is running, preferably without a friction clutch. In this case, the electric drive machine supports a torque. Preferably, the internal combustion engine can no longer be separated from the transmission by a starting clutch or the like. By using an EDA, the starter, generator and starting clutch or hydrodynamic converter can preferably be omitted. In particular, an EDA is so compact that all components can be accommodated in the standard clutch housing without extending the transmission. The electrodynamic starting element can be firmly connected to an internal combustion engine and in particular to a flywheel of an internal combustion engine, for example via a softly tuned torsional damper. Thus, the electric drive machine and the internal combustion engine can be operated either simultaneously or alternatively. If the motor vehicle stops, the electric drive motor and the internal combustion engine can be switched off. Due to the good controllability of the electric drive unit, a very high starting quality is achieved, which can correspond to that of a drive with a converter clutch.

In a so-called electrodynamic shift (EDS), as with EDA starting, a speed superimposition of the speed of the internal combustion engine and the speed of the electric drive machine takes place via one or more planetary gear sets. At the start of shifting, the torques of the electric drive motor and the internal combustion engine are adjusted so that the shifting element to be designed is load-free. After opening this switching element, the speed is adjusted while maintaining the traction, so that the switching element to be engaged becomes synchronous. After the switching element is closed, the load is shared between the internal combustion engine and the electric drive unit as required, depending on the hybrid operating strategy. The advantage of the electrodynamic shifting method is that the shifting element of the target gear to be shifted is synchronized by the interaction of the electric drive motor and the internal combustion engine, with the electric drive motor preferably being precisely controllable. Another advantage of the EDL shifting process is that a high level of traction can be achieved, since the torques of the internal combustion engine and the electric machine add up in the hybrid transmission.

• 1 eine schematische Draufsicht auf ein Kraftfahrzeug mit einem erfindungsgemäßen Kraftfahrzeug-Antriebsstrang;
• 2a eine schematische Darstellung einer Variante eines erfindungsgemäßen Hybridgetriebes;
• 2b eine schematische Darstellung einer alternativen Variante eines erfindungsgemäßen Hybridgetriebes;
• 3a schematisch die Schaltzustände des Hybridgetriebes gemäß der 2a;
• 3b schematisch die Schaltzustände des Hybridgetriebes gemäß der 2b;
• 4a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 4b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 5a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 5b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 6a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 6b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 7a schematisch die Schaltzustände des Hybridgetriebes gemäß der 5a und 6a;
• 7b schematisch die Schaltzustände des Hybridgetriebes gemäß der 5b und 6b;
• 8a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 8b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 9a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 9b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 10a schematisch die Schaltzustände des Hybridgetriebes gemäß der 9a;
• 10b schematisch die Schaltzustände des Hybridgetriebes gemäß der 9b;
• 11a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 11 b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 12a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 12b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 13a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 13b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 14a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 14b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes;
• 15a eine weitere Variante eines erfindungsgemäßen Hybridgetriebes; und
• 15b eine weitere Variante eines erfindungsgemäßen Hybridgetriebes.

The invention is described and explained in more detail below using a few selected exemplary embodiments in connection with the accompanying drawings. Show it:

• 1 a schematic plan view of a motor vehicle with a motor vehicle drive train according to the invention;
• 2a a schematic representation of a variant of a hybrid transmission according to the invention;
• 2 B a schematic representation of an alternative variant of a hybrid transmission according to the invention;
• 3a schematically the switching states of the hybrid transmission according to the 2a ;
• 3b schematically the switching states of the hybrid transmission according to the 2 B ;
• 4a another variant of a hybrid transmission according to the invention;
• 4b another variant of a hybrid transmission according to the invention;
• 5a another variant of a hybrid transmission according to the invention;
• 5b another variant of a hybrid transmission according to the invention;
• 6a another variant of a hybrid transmission according to the invention;
• 6b another variant of a hybrid transmission according to the invention;
• 7a schematically the switching states of the hybrid transmission according to the 5a and 6a ;
• 7b schematically the switching states of the hybrid transmission according to the 5b and 6b ;
• 8a another variant of a hybrid transmission according to the invention;
• 8b another variant of a hybrid transmission according to the invention;
• 9a another variant of a hybrid transmission according to the invention;
• 9b another variant of a hybrid transmission according to the invention;
• 10a schematically the switching states of the hybrid transmission according to the 9a ;
• 10b schematically the switching states of the hybrid transmission according to the 9b ;
• 11a another variant of a hybrid transmission according to the invention;
• 11 b another variant of a hybrid transmission according to the invention;
• 12a another variant of a hybrid transmission according to the invention;
• 12b another variant of a hybrid transmission according to the invention;
• 13a another variant of a hybrid transmission according to the invention;
• 13b another variant of a hybrid transmission according to the invention;
• 14a another variant of a hybrid transmission according to the invention;
• 14b another variant of a hybrid transmission according to the invention;
• 15a another variant of a hybrid transmission according to the invention; and
• 15b another variant of a hybrid transmission according to the invention.

In 1 a motor vehicle 10 with a motor vehicle drive train 12 is shown schematically. The motor vehicle drive train 12 has a first electric drive machine 14 , an internal combustion engine 16 and a hybrid transmission 18 . The hybrid transmission 18 is connected to a front axle of the motor vehicle 10 . In the example shown, the motor vehicle drive train 12 also includes an optional electric axle with a second electric drive machine 20 which is connected to a rear axle of the motor vehicle 10 . It goes without saying that the reverse connection can also take place, that is to say that the hybrid transmission 18 is connected to the rear axle of the motor vehicle 10 and the front axle of the motor vehicle includes the electric axle. Drive power of the first electric drive machine 14, the internal combustion engine 16 and/or the second electric drive machine 20 is supplied to the wheels of the motor vehicle 10 by means of the motor vehicle drive train 12. The motor vehicle 10 also has an energy store 22 in order to store energy that is used to supply the first electric drive machine 14 and/or the second electric drive machine 20 .

2a shows a variant of a hybrid transmission 18 according to the invention in a motor vehicle drive train 12. The hybrid transmission 18 has a first transmission input shaft 24 and a second transmission input shaft 26, which are designed to transmit drive power of the drive machines in the hybrid transmission 18. The hybrid transmission 18 also has a first intermediate shaft 28 and a second intermediate shaft 30 . The aforementioned transmission shafts 24, 26, 28, 30 are designed as hollow shafts.

The hybrid transmission 18 also includes a countershaft 32 on which a hollow shaft 34 is arranged. Furthermore, the hybrid transmission 18 includes a planetary gear set RS and a total of three gear-forming pairs of spur gears, which are denoted by ST1 to ST3.

The first transmission input shaft 24 has a torsional vibration damper and is drivingly connected to a crankshaft 36 of the internal combustion engine 16 (not shown) via the torsional vibration damper. The second transmission input shaft 26 is drivingly connected to the first electric drive machine 14 via a fixed wheel and a chain.

The first transmission input shaft 24 is drivingly connected, preferably by means of a chain, to a fixed wheel arranged on the second intermediate shaft 30 .

Furthermore, the hybrid transmission 18 in the example shown includes five shifting elements A to D and L.

A sun gear of the planetary gear set RS is drivingly connected to the second transmission input shaft 26 . A planet carrier of the planetary gear set RS is drivingly connected to a spur gear of the third pair of spur gears ST3, the other gear of the pair of spur gears ST3 being designed as a fixed gear and being assigned to the countershaft 32.

A ring gear of the planetary gearset RS is drivingly connected to the first intermediate shaft 28 .

A first pair of spur gears ST1 has a fixed gear which is arranged on the hollow shaft 34 in a drivingly effective manner. Another fixed wheel of the first pair of spur gears ST1 is arranged on the second intermediate shaft 30 .

A gear of the second pair of spur gears ST2 is also arranged on the hollow shaft 34 . The second pair of spur gears ST2 includes an idler gear that is arranged on the first intermediate shaft 28 . This Loose wheel can be drivingly connected to the first intermediate shaft 28 by engaging the first shifting element A and can be drivingly connected to the second transmission input shaft 26 by inserting a connecting shifting element L.

The hollow shaft 34 can be drivingly connected to the countershaft 32 by inserting a second shifting element B.

The second intermediate shaft 30 can be drivingly connected to the first intermediate shaft 28 by inserting a third shifting element C.

By inserting a fourth shifting element D, the planetary gear set RS can be blocked by the ring gear of the planetary gear set RS being connected in a drivingly effective manner to the sun gear of the planetary gear set RS.

The switching elements A to D and L are preferably designed as unsynchronized, for example claw switching elements. Furthermore, the first shifting element A and the third shifting element C as well as the fourth shifting element D and the connecting shifting element L are combined to form a double shifting element.

A fourth pair of spur gears ST4 is also arranged on the countershaft 32 and transmits drive power from the hybrid transmission 18 to an output 38 of the hybrid transmission.

The output 38 preferably comprises a differential with a differential shaft, the differential shaft being designed as a solid shaft and penetrating the hybrid transmission 18 and in particular the first intermediate shaft 28 completely. In other words, the hybrid transmission 18 can be arranged around the differential shaft. The differential of the output 38 can be designed, for example, as a ball differential, spur gear differential or planetary gear differential.

The hybrid transmission 18 is therefore preferably arranged around a differential shaft on a front axle, with the internal combustion engine 16 and the first electric drive machine 14 being arranged axis-parallel thereto.

2 B shows a schematic representation of an alternative variant of a hybrid transmission according to the invention 18. In contrast to in 2a Embodiment shown, the hybrid transmission 18 according to 2 B no first switching element A on. This reduces the number of hybrid gears of the hybrid transmission 18 according to the 2 B on three hybrid gears. Furthermore, the connections of the planetary gearset RS are swapped, the second transmission input shaft 26 being drivingly connected to a ring gear of the planetary gearset RS. The first intermediate shaft 28 is drivingly connected to a sun gear of the planetary gear set RS.

In 3a are schematically the switching states of the hybrid transmission 18 according to 2a shown in a switching matrix 40a. The hybrid gears H1 to H4, an electric gear E2, two electrodynamic superposition states ECVT1, ECVT2 and the charge-in-neutral LiN state are shown in a first column of the switching matrix 40a. In the second to sixth columns, the switching states of the switching elements A to D and the connecting switching element L are shown, with an “X” meaning that the respective switching element is closed, i.e. the associated transmission components are connected to one another in a drivingly effective manner. If there is no entry, it can be assumed that the corresponding switching element is open, ie is not transmitting any drive power.

To set up the first hybrid gear stage H1, the first switching element A and the connecting switching element L are to be closed.

A first variant of the second hybrid gear stage H2.1 can be set up by closing the first switching element A and the second switching element B.

A second variant of the second hybrid gear stage H2.2 can be set up by closing the second switching element B and the connecting switching element L.

A third variant of the second hybrid gear stage H2.3 can be set up by closing the second switching element B and the third switching element C.

Closing the third shift element C and the connecting shift element L establishes a third hybrid gear stage H3.

A fourth hybrid gear stage H4 can be set up by closing the third switching element C and the fourth switching element D.

An electric gear stage E2 is set up by closing the fourth switching element D.

A first electrodynamic superimposition state ECVT1 can be set up by closing the first switching element A.

A second electrodynamic superimposition state ECVT2 can be set up by closing the third switching element C.

A charge-in-neutral state, in which the internal combustion engine 16 is drivingly connected to the first electric drive machine, can be established by closing the connection switching element L .

Consequently, to set up the second hybrid gear stage H2, the second shifting element B must be engaged, with the alternative variants setting up defined speeds on the transmission shafts and in particular on the first electric drive machine 14 by engaging further shifting elements.

Four mechanical main driving gears are available for the internal combustion engine 16 for internal combustion engine or hybrid driving. In the first hybrid gear stage H1, the first switching element A and the connecting switching element L are closed. The internal combustion engine 16 is consequently connected to the output 38 and in particular to a differential of the output via the first pair of spur gears ST1, the second pair of spur gears ST2, the planetary gear set RS blocked by the first shifting element A and the connecting shifting element L, the third pair of spur gears ST3 and the pair of output spur gears ST4.

The second hybrid gear stage H2 is generated by a closed second switching element B via the first pair of spur gears ST1 and the output pair of spur gears ST4. By additionally closing the first switching element A, the connecting switching element L or the third switching element C, a shift can be prepared or the speed level of the first electric drive machine 14 can be changed.

The third hybrid gear stage H3 is a power-split gear stage in which the planetary gear set RS acts as a summation gear. In this case, the third switching element C and the connecting switching element L are closed.

In the fourth hybrid gear, the internal combustion engine 16 is connected to the output 38 and in particular to a differential of the output 38 via the blocked planetary gear set RS, the third spur gear pair ST3 and the output spur gear pair ST4.

The electric gear stage E2, in which the fourth switching element D is closed, is available for electric driving. The planetary gear set RS is thus blocked. The first electric drive machine 14 thus uses its own pre-ratio, which is set up when it is connected to the second transmission input shaft 26, as well as the third pair of spur gears ST3 and the output pair of spur gears ST4. With the electric gear stage E2, the entire speed range of the vehicle can be covered. A connection to the internal combustion engine 16 is switched to the neutral position in the hybrid transmission 18, ie the first shifting element A, the second shifting element B and the third shifting element C are open. If an internal combustion engine clutch is present, it can be open or closed.

If the first shifting element A is closed, an electrodynamic superimposition state ECVT1 occurs on the planetary gear set RS. The internal combustion engine 16 is then connected to the ring gear of the planetary gear set RS via the first pair of spur gears ST1 and the second pair of spur gears ST2. The first electric drive machine 14 supports the torque of the internal combustion engine 16 on the sun gear of the planetary gearset RS, the planetary gear carrier of the planetary gearset RS being connected to the output 38 via the third spur gear pair ST3 and the output spur gear pair ST4. In this state, an EDA approach forward is possible. From the first electrodynamic superimposition state ECVT1, the internal combustion engine 16 can be shifted into the first hybrid gear H1 and the first variant of the second hybrid gear H2.1 because the first shifting element A is closed in each of these gears.

Another electrodynamic superimposition state, ECVT2, is created by closing the third switching element C. The internal combustion engine 16 is then directly connected to the ring gear of the planetary gearset RS, the first electric drive machine 14 supports the torque of the internal combustion engine 16 on the sun gear, with the planetary gear carrier of the planetary gearset RS is connected to the output 38 via the third pair of spur gears ST3 and the output pair of spur gears ST4. This allows for another EDA state that is forward looking. The third variant of the second hybrid gear H2.3, the third hybrid gear H3 and the fourth hybrid gear H4 can be switched for the internal combustion engine 16 from the second electrodynamic superimposition state ECVT2 because the third switching element C is closed in each of these gears.

Consequently, the following electrodynamic load shifts are possible. A shift from the first mechanical gear to the second mechanical gear can take place electrodynamically by the first electric drive machine 14, with the first shift element A remaining closed and a change from the first hybrid gear H1 to the first variant of the second hybrid gear H2.1.

A shift from second to third gear can also be done electrodynamically the first electric drive machine 14 take place, with the third switching element C remaining closed. Here you can switch from the third variant of the second hybrid gear H2.3 to the third hybrid gear H3.

A shift from the third to the fourth gear is also possible electrodynamically by the first electric drive machine 14, with the third shift element C remaining closed. A transition from the third hybrid gear stage H3 to the fourth hybrid gear stage H4 is hereby possible.

The first electrodynamic superposition state ECVT1 is consequently used for starting and for power shifts from the first hybrid gear stage H1 to the first variant of the second hybrid gear stage H2.1. The second electrodynamic superimposition state ECVT2 is consequently used for power shifting from the third variant of the second hybrid gear stage H2.3 to the third hybrid gear stage H3 and from the third hybrid gear stage H3 to the fourth hybrid gear stage H4.

In the second gear there is a preselection shift from the first variant of the second hybrid gear H2.1 to the third variant of the second hybrid gear H2.3 for further shifting. The second variant of the second hybrid gear H2.2 is used as a driving gear, since the best speed level and also the best efficiency for the first electric drive machine 14 is achieved in this gear.

A shift from the third hybrid gear stage H3 to the fourth hybrid gear stage H4 can take place, for example, as follows. In the initial state, the third hybrid gear stage H3, the third switching element C and the connecting switching element L are closed. The moments of the internal combustion engine 16 and the first electric drive machine 14 are adjusted so that on the one hand the desired output torque is provided and on the other hand the connecting switching element L to be designed is load-free. It goes without saying that the connecting switching element L is preferably designed as a claw switching element. Then the connection switching element L is opened. The moments of the internal combustion engine 16 and the first electric drive machine 14 are set in such a way that on the one hand the desired output torque is provided and on the other hand the speed of the internal combustion engine 16 drops. If the fourth switching element D to be engaged is synchronous, it is closed. As a result, the fourth hybrid gear stage H4 for the internal combustion engine 16 is switched mechanically, that is to say the third switching element C and the fourth switching element D are closed.

Downshifts take place in the same way as upshifts, only in reverse sequence. It goes without saying that overrun shifts are also possible, since the first electric drive machine can also support braking torque on the planetary gear set RS.

If only the connecting switching element L is closed, the first electric drive machine 14 can be connected to the internal combustion engine 16 independently of the output 38 . The first electric drive machine 14 and the internal combustion engine 16 then rotate in a fixed ratio to one another. As a result, on the one hand, the internal combustion engine 16 can be started by means of the first electric drive machine 14 . On the other hand, the first electric drive machine 14 can also be operated as a generator and charge an electric energy store 22 or supply electric consumers.

It goes without saying that the consumer can also be a second electric drive machine 20 which, for example, drives the other vehicle axle, ie an electric axle can be operated. A transition from the charge-in-neutral LiN state to the first hybrid gear stage H1, the second variant of the second hybrid gear stage H2.2 and the third hybrid gear stage H3 is possible because the connecting switching element L is closed in each of these switching states.

If there is an electric axle in the motor vehicle drive train 12, an E-CVT function can be set up. The electrodynamic superimposition states ECVT1, ECVT2 are power-split E-CVT driving ranges for the internal combustion engine 16, in which battery-neutral operation is also possible.

Furthermore, serial driving can take place, in which the hybrid transmission 18 is switched to the charge-in-neutral LiN state. In this state, the first electric drive machine 14 can be operated as a generator by the internal combustion engine 16 and the energy thus generated can be made available to the second electric drive machine 20 .

Traction force support can be provided from the second electric drive machine 20 . The second electric drive machine 20 can support the traction when 18 shifts are necessary in the hybrid transmission, in which the output 38 of the hybrid transmission 18 is load-free. Examples of such transitions are when first driving is carried out purely electrically by means of the first electric drive machine 14 and the internal combustion engine 16 is to be started by means of the first electric drive machine 14, with the Hyb rid gear 18 is preferably switched to neutral. Another example is serial switching. When the connecting switching element L is closed, any change takes place between the first hybrid gear stage H1, the second variant of the second hybrid gear stage H2.2 and the third hybrid gear stage H3. It is particularly advantageous that the first electric drive machine 14 can operate as a generator without interruption and can thus supply both the vehicle electrical system and the second electric drive machine 20 with electric power.

In 3b a switching matrix 40b is shown, which in an analogous manner to the switching matrix 40a the switching states for the hybrid transmission 18 according to the 2 B represents.

To set up the first hybrid gear stage H1, the second switching element B and the third switching element C are to be closed.

A second hybrid gear stage H2 is established by closing the third switching element C and the connecting switching element L.

A third hybrid gear stage H3 is set up by closing the third switching element C and the fourth switching element D.

An electric gear stage E2 is set up by closing the fourth switching element D.

An electrodynamic overlap range ECVT is set up by closing the third switching element C.

The charge-to-neutral state can be established by closing the connection switching element L .

Consequently, only one variant of the second hybrid gear stage is possible due to the saving of the shifting element A, ie the omission of the shifting element A. Furthermore, only one ECVT mode can be set up.

Electrodynamic load shifts can take place as follows. A shift from the first gear to the second gear can take place electrodynamically by the first electric drive machine 14, with the third shift element remaining closed. There is a change from the first hybrid gear stage H1 to the second hybrid gear stage H2.

A shift from the second to the third gear can also take place electrodynamically by the first electric drive machine 14, with the third shift element C remaining closed. There is a change from the second hybrid gear H2 to the third hybrid gear H3.

Furthermore, an electrodynamic power shift from the first to the third gear is possible electrodynamically by the first electric drive machine 14, with the third shifting element C remaining closed. There is a change from the first hybrid gear H1 to the third hybrid gear H3.

The single ECVT state is consequently used for starting and for power shifting from the first hybrid gear stage H1 to the second hybrid gear stage H2, from the second hybrid gear stage H2 to the third hybrid gear stage H3 and from the first hybrid gear stage H1 to the third hybrid gear stage H3. Consequently, no pre-selection circuits are necessary to switch through from the first hybrid gear stage H1 to the third hybrid gear stage H3.

A shift from the second hybrid gear stage H2 to the third hybrid gear stage H3 can take place, for example, as follows. In the hybrid gear stage H2, the third switching element C and the connecting switching element L are closed. The moments of the internal combustion engine 16 and the first electric drive machine 14 are adjusted so that on the one hand the desired output torque is provided and on the other hand the connecting switching element L to be designed is load-free. The connection switching element L is then opened. The moments of the internal combustion engine 16 and the first electric drive machine 14 are set in such a way that on the one hand the desired output torque is provided and on the other hand the speed of the internal combustion engine 16 drops. If the fourth switching element D to be engaged is synchronous, it is closed. As a result, the third hybrid gear stage H3 for the internal combustion engine 16 is switched mechanically.

Downshifts are analogous to upshifts, only in reverse sequence. It goes without saying that overrun shifts are also possible, since the first electric drive machine 14 can support braking torque on the planetary gear set RS.

In the 4a and 4b are other variants of the hybrid transmission 18 according to the 2a and 2 B shown where in the 4a and 4b the connection of the planetary gear set RS has changed. In particular, the bonds on the sun gear and ring gear of the planetary gear set RS have been swapped. The output, ie the third pair of spur gears ST3, remains assigned to the planetary gear carrier of the planetary gearset RS.

In the 4a the first electric drive machine 14 is connected to the ring gear of the planetary gear set RS and the first intermediate shaft 28 is connected to the sun gear of the planetary gear set RS. As a result, the first electric drive machine 14 on the ring gear of the planetary gearset RS can be operated at a lower compensation speed during electrodynamic starting or electrodynamic shifting. This leads to a high support torque of the first electric drive machine 14 on the ring gear when starting up electrodynamically or during electrodynamic shifting. Furthermore, the first electric drive machine 14 can be operated as a generator for a shorter period of time when starting electrodynamically, since the generator mode is exited earlier as the driving speed increases.

In the 4b the first electric drive machine 14 is connected to the sun gear of the planetary gear set RS, with the first intermediate shaft 28 being connected to the ring gear of the planetary gear set RS. As a result, the first electric drive machine 14 requires only a small supporting torque when starting up electrodynamically and when shifting gears electrodynamically. Furthermore, the first electric drive machine 14 can be operated as a generator for longer during an electrodynamic start, since the generator operation can be maintained for longer as the driving speed increases. However, the first electric drive machine 14 is operated at a higher compensating speed during electrodynamic starting or electrodynamic shifting.

In the 5a and 5b and 6a and 6b further variants of hybrid transmissions 18 according to the invention are shown, in which, in contrast to the 2a and 2 B In the embodiments shown, an internal combustion engine clutch K0 is arranged on the first transmission input shaft 24 . In the embodiments according to 5a and 6a the internal combustion engine clutch K0 is designed as a positive-locking shifting element. In the embodiments according to 5b and 6b the internal combustion engine clutch is designed as a friction shift element.

It goes without saying that the hybrid transmission 18 can in principle also be operated without an internal combustion engine clutch K0. However, a combustion engine clutch K0 may be necessary for functional safety reasons.

In the 7a and 7b are in switching matrices 42a, 42b, the switching states of the hybrid transmission 18 according to the 5a , 5b , 6a , 6b shown. In contrast to the corresponding switching matrices 40a, 40b of 3a and 3b the switching states of the internal combustion engine clutch K0 are also included. With the exception of the electric gear stage E2, the internal combustion engine clutch K0 must be closed in all other switching states. The other switching elements are analogous to the switching matrices 40a, 40b according to 3a and 3b switched. In the electric gear stage E2, the internal combustion engine clutch K0 can also be closed, for example in order to start the internal combustion engine 16; this is represented in the figures by an “X” in brackets.

In the 8a and 8b further variants of hybrid transmissions 18 are shown. In contrast to the 2a and 2 B In the embodiments shown, the second shifting element B is arranged on an outer side of the hybrid transmission 18 on the countershaft 32 . In this way, three shift gates that are axially offset from one another can be created in the hybrid transmissions 18, which can favor the spatial arrangement of the shift forks. In particular, there is no longer a shifting element between the third pair of spur gears ST3 and the second pair of spur gears ST2 on the countershaft 32 .

In the 9a and 9b further variants of hybrid transmissions 18 according to the invention are shown. In contrast to the previously disclosed embodiments of hybrid transmissions 18, the hybrid transmissions 18 in the examples shown include a locking shift element E. The locking shift element E is arranged on the outside of each transmission and is designed to fix the first intermediate shaft 28, i.e. to connect it non-rotatably to a transmission housing, for example.

in the in 9a example shown, the second switching element B is also arranged on the outside of the transmission and preferably has a common actuator with the locking switching element E.

in the in 9b example shown, the second shifting element B is arranged in a transmission center, with the third shifting element C and the locking shifting element E being combined to form a double shifting element.

In the 10a and 10 b are the switching states of the hybrid transmission according to the 9a and 9b shown in switching matrices 44a, 44b, the switching matrices 44a, 44b being analogous to those in FIGS 3a and 3b switching matrices 40a, 40b shown are executed. These are only supplemented by the switching state of the locking switching element E, with the locking switching element E being able to set up a further electric gear stage E1. For this purpose, the locking switching element E is to be closed as the only switching element.

In the 11a and 11b further variants of hybrid transmissions 18 according to the invention are shown. In contrast to those in the 2a and 2 B In the embodiments shown, the third shifting element C is arranged axially on the outside on one side of the transmission, in which case in 11 a Embodiment shown, the third switching element C is combined with the first switching element A to form a double switching element. Consequently, the first switching element A is also arranged on a transmission side in this embodiment. As a result, the second pair of spur gears ST2 and a connection of the first transmission input shaft 24 to the hybrid transmission 18 are arranged axially adjacent to one another.

In the 12a and 12b further variants of hybrid transmissions 18 according to the invention are shown. In contrast to those in the 2a and 2 B In the embodiments shown, the axial arrangement of the planetary gear set RS and the third pair of spur gears ST3 are swapped. The third pair of spur gears ST3 is consequently arranged next to the pair of driven spur gears ST4 or next to a differential of the output 38 . The advantage here is that a gear of the third pair of spur gears ST3, which is arranged on the main axis, is arranged in the examples shown on the first hollow shaft level and no longer on the third hollow shaft level.

In the 13a and 13b further variants of hybrid transmissions 18 according to the invention are shown, in contrast to those shown in FIGS 12a and 12b shown embodiments, the wheel set planes of the connection of the first electric drive machine 14 and the planetary gear set RS are swapped. Such an arrangement can be advantageous in particular due to space requirements. In this way, in particular, the first electric drive machine 14 can be arranged closer to the output 38 .

In the 14a and 14b are further variants of hybrid transmissions 18 shown, in contrast to the in the 2a and 2 B In the embodiments shown, a connection of the first transmission input shaft 24 to the second intermediate shaft 30 is arranged axially on the outside of the hybrid transmission 18 . In other words, the wheel set level of the first pair of spur gears ST1 is exchanged with the connection level of the connection of the first transmission input shaft 24 to the second intermediate shaft 30 . As a result, the connection of the first transmission input shaft 24 can be routed past the countershaft 32 independently of the pivoting angle of the countershaft 32 .

In the 15a and 15b further variants of hybrid transmissions 18 are shown. In contrast to those in the 2a and 2 B The embodiments shown show alternative blocking options for the planetary gearset RS. To block the planetary gear set RS, any two shafts or any two planetary gear set elements can be connected to one another. In principle, the following connections are conceivable. The sun gear can be connected to the ring gear of the planetary gearset RS, the sun gear to the planetary gear carrier of the planetary gearset, or the planetary gear carrier to the ring gear of the planetary gearset.

In 15a an embodiment is shown in which the fourth switching element D can connect the planetary gear carrier and the sun gear of the planetary gear set RS to one another. Consequently, a passage through a connection gear for the first electric drive machine 14 must be set up. This is shown in broken lines in the drawing.

In 15b a variant is shown in which the fourth switching element D can connect the planet carrier and the ring gear of the planetary gear set RS to one another. In this embodiment, too, a corresponding passage must be set up through the connection gear wheel for the first electric drive machine 14, which is also shown in dashed lines.

It goes without saying that in the embodiments of hybrid transmissions shown above, the locking shift element E and the internal combustion engine clutch K0 are to be regarded as optional. All of the embodiments shown can consequently be created without the above-mentioned components, with a correspondingly reduced range of functions having to be expected.

The internal combustion engine 16 can be connected to the hybrid transmission 18 for example via a chain or via a wheel chain. Likewise, the first electric drive machine 14 can be connected via a chain or a wheel chain.

The differential can consist of a spur gear stage, which engages from the countershaft 32 on a ball differential on a main transmission axis. It goes without saying that the differential can also consist of a torque-increasing planetary gear set and a ball differential. Instead of the ball differential, a spur gear differential or other differential systems such as an integrated differential, which can achieve both torque increase and differential action, may be used.

The fourth shifting element D is used to block the planetary gearset RS. For blocking, any two shafts of the RS planetary gear set can be connected to one another in a torque-proof manner, so that the entire planetary gear set unit rotates at the same speed. In addition to the variants shown, in which the fourth shifting element D drives the sun gear and the ring gear of the planetary gearset, the fourth shifting element D can also connect the planetary gear carrier and the sun gear or the planetary gear carrier or the ring gear of the planetary gearset RS.

The invention has been comprehensively described and explained with reference to the drawings and the description. The description and explanation are intended to be exemplary and not limiting. The invention is not limited to the disclosed embodiments. Other embodiments or variations will become apparent to those skilled in the art upon use of the present invention upon a study of the drawings, the disclosure, and the claims that follow.

In the claims, the words "comprising" and "having" do not exclude the presence of other elements or steps. The undefined article "a" or "an" does not exclude the presence of a plural. A single element or unit can perform the functions of several of the units recited in the claims. The mere naming of some measures in several different dependent patent claims should not be understood to mean that a combination of these measures cannot also be used to advantage. Reference signs in the claims are not to be understood as restrictive. A method for operating a motor vehicle drive train 12 can be implemented, for example, in the form of a computer program that is executed on a control device for motor vehicle drive train 12 . A computer program may be stored/distributed on a non-volatile medium, such as an optical memory or a solid state drive (SSD). A computer program may be distributed with and/or as part of hardware, for example via the Internet or via wired or wireless communication systems. Reference signs in the claims are not to be understood as restrictive.

Reference List

10

motor vehicle

12

automotive powertrain

14

first electric drive machine

16

combustion engine

18

hybrid transmission

20

second electric drive machine

22

energy storage

24

first transmission input shaft

26

second transmission input shaft

28

first intermediate wave

30

second intermediate wave

32

countershaft

34

hollow shaft

36

crankshaft

38

downforce

40a, 40b

switching matrices

42a, 42b

switching matrices

44a, 44b

switching matrices

A to D

switching elements

E

locking switching element

L

connection switching element

K0

internal combustion engine clutch

ST1-ST3

spur gear pairs

ST4

output spur gear pair

QUOTES INCLUDED IN DESCRIPTION

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

Patent Literature Cited

• DE 102011005562 A1 [0006]

Claims (18)

Hybrid transmission (18) for a motor vehicle drive train (12) of a motor vehicle (10), with: a first transmission input shaft (24) for operatively connecting the hybrid transmission to an internal combustion engine (16) of the motor vehicle; a second transmission input shaft (26) for operatively connecting the hybrid transmission to a first electric drive machine (14) of the motor vehicle; a first intermediate shaft (28); a second intermediate shaft (30) drivingly connected to the first transmission input shaft; a countershaft (32); Spur gear pairs (ST1, ST2, ST3) arranged in several wheel set planes for forming gear stages; a plurality of gear shifting devices with shifting elements (A, B, C, D, E, L) for engaging the gear stages; a planetary gear set which is connected to the second transmission input shaft, the first intermediate shaft and via a pair of spur gears to the countershaft; and an output; whereby a connecting shifting element of the shifting elements is designed to drive-effectively connect the second intermediate shaft to the second transmission input shaft; the gears, pairs of spur gears and the associated switching elements assigned to the second intermediate shaft can be interchanged in their axial sequence; and the spur gear pairs and gears rotatably connected to the planetary gear set and the planetary gear set and the associated shifting elements can be interchanged in their axial sequence. Hybrid transmission (18) after claim 1 , wherein a differential of the output comprises a differential shaft, which is designed as a solid shaft and is surrounded at least in sections by the transmission shafts, in particular the first intermediate shaft, with an axial length of the differential shaft being greater than an axial length of the first intermediate shaft and the differential shaft being the first Intermediate shaft penetrates completely. Hybrid transmission (18) according to the preceding claim, wherein the second transmission input shaft (26), the first intermediate shaft (28), the second intermediate shaft (30) and the differential shaft are arranged coaxially with one another; the first transmission input shaft (24), the second transmission input shaft, the first intermediate shaft and the second intermediate shaft are designed as hollow shafts; and the second transmission input shaft and the second intermediate shaft surround the first intermediate shaft at least in sections. Hybrid transmission (18) according to one of the preceding claims, wherein a planetary gear carrier of the planetary gear set (RS) is connected via the spur gear pair to the countershaft (32); the sun gear of the planetary gear set is connected to the second transmission input shaft (26) and the ring gear of the planetary gear set is connected to the first intermediate shaft (28); or the ring gear of the planetary gear set is connected to the second transmission input shaft and the sun gear of the planetary gear set is connected to the first intermediate shaft. Hybrid transmission (18) according to one of the preceding claims, wherein the hybrid transmission includes exactly three gear-forming pairs of spur gears (ST1, ST2, ST3); and an output gear and a fixed gear of the third pair of spur gears are arranged on the countershaft (32) and a hollow shaft (34) each having a gear of the first pair of spur gears and the second pair of spur gears is arranged. Hybrid transmission (18) according to one of the preceding claims, wherein an output of the hybrid transmission comprises an output gear which is arranged with a differential of the output in a wheel set plane and preferably meshes with a differential carrier of the differential. Hybrid transmission (18) according to any one of the preceding claims, wherein a gear wheel of the first pair of spur gears (ST1) and a gear wheel of the second pair of spur gears (ST2) are drivingly connected to one another; and the second intermediate shaft (30) and a further gear wheel of the first pair of spur gears are connected to one another in a drivingly effective manner. Hybrid transmission (18) according to one of the preceding claims, wherein the first transmission input shaft (24) comprises an internal combustion engine clutch (K0) for releasably drivingly connecting the first transmission input shaft to the internal combustion engine (16). Hybrid transmission (18) according to one of the preceding claims, with: a first switching element (A) which is designed to drive the first intermediate shaft (28) by means of the first spur gear pair (ST1) and the second spur gear pair (ST2) with the second intermediate shaft ( 30) to connect to create another hybrid ratio for the hybrid transmission; and / or a locking switching element (E), which is designed to fix the first intermediate shaft to a further electric gear stage (E1) for the hybrid to create a transmission, the locking shifting element and a second shifting element (B) preferably being operable by means of a common actuator, or the locking shifting element forming a double shifting element with a third shifting element (C). Hybrid transmission (18) according to any one of the preceding claims, wherein a second shifting element is designed to connect the second intermediate shaft to the countershaft in a drivingly effective manner by means of the first pair of spur gears; a third shifting element is designed to drivingly connect the first intermediate shaft to the second intermediate shaft; and or a fourth switching element is designed to block the planetary gear set. Hybrid transmission (18) according to any one of the preceding claims, wherein the shifting elements are designed as positive shifting elements; and/or at least two of the switching elements are designed as a double switching element and can be actuated by a double-acting actuator. Motor vehicle drive train (12) for a motor vehicle (10), with: a hybrid transmission (18) according to any one of the preceding claims; an internal combustion engine (16) connectable to the first transmission input shaft (24); and a first electric drive machine (14) which can be connected to the second transmission input shaft (26) in a drivingly effective manner. Motor vehicle drive train (12) after claim 12 , wherein the first electric drive machine (14) can be controlled as a starter generator for starting the internal combustion engine (16); and/or can be controlled as a charging generator for charging an energy store (22). Motor vehicle drive train (12) after claim 12 or 13 , wherein an output (38) of the hybrid transmission (18) with a first motor vehicle axle is drivingly connected and a second motor vehicle axle comprises an electric axle with a second electric drive motor (20). Motor vehicle drive train (12) after Claim 14 , wherein the first electric drive machine (14) can be controlled as a generator for supplying the second electric drive machine (20) in order to set up a serial driving mode. Method for operating a motor vehicle drive train (12) according to one of Claims 12 until 15 . Method according to the preceding claim, wherein a hybrid gear stage causes a drive power flow of the prime movers to the output and is set up by engaging a shift element; and the hybrid gear stage includes variants that are each created by engaging further shifting elements in order to create a defined speed of at least one transmission shaft that is decoupled from a drive power flow. Motor vehicle (10) comprising: a motor vehicle powertrain (12) according to any one of Claims 12 until 15 ; and an energy store (22) for storing energy to supply the first electric drive machine (14) and/or the second electric drive machine (20).

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