DE19962854A1 - Automatic power-shift gearbox with a synchronizing device for fitting to motor vehicles has a gearbox with an incoming shaft to connect with a crankshaft and an outgoing shaft to connect with differential gearing. - Google Patents

Abstract

A gearbox has an incoming shaft (1) to connect directly with a crankshaft in an internal combustion engine and an outgoing shaft (3) to connect directly with the differential gearing in drive wheels. A planetary assembly (11-13) is interconnected to double the number of gear speeds. Without this assembly the incoming shaft would lead to the drive wheels. Intermediate shafts (2a,2b) couple to the incoming shaft via claw couplings (8a,8b).

Description

Addendum to patent application 199 01 414.0-14 and additional applications 199 21 064.0-14 and 199 33 373.4-14.

State of the art

In the book
Alfred Krappel and 26 co-authors
Crankshaft start generator (KSG)
Basis for future vehicle concepts
expert publisher Renningen
ISBN 3-8169-1808-5
different possibilities and applications of crankshaft start generators (KSG) are described. These are electrical machines that are connected directly to the crankshaft of the internal combustion engine of the motor vehicle. They can be used both as a starter with high torque (at low speeds) and as a generator with high power (at higher speeds). (In this application, the operating points generator operation at low speeds with high torque and engine operation at high speeds with low torque are added.)

The patent US 5603242 describes a gear arrangement in which one or two electrical or hydraulic lathes synchronize and power shift transmissions with two shafts enable. At least two friction clutches are required here.

The applications preceding this additional application describe gearboxes in which the Synchronization processes using a lathe (preferably an electric machine) at least one planetary set.

Advantages of the invention

In the present invention, transmission arrangements are described in which a synchroni tion of the gears preferably takes place via electrical machines, which in principle are not planetary gears need and where claw clutches are usually sufficient. At most one Friction clutch can be used to increase the starting torque or to increase the torque be used in the power switching processes. Because the double friction clutch and the planet sentences can be omitted, there are cost advantages over the cited applications without functionality is restricted.  

Description of the invention

In the variants described below, crankshaft start generators (KSG) or similarly designed components are integrated into the transmission that perform the functions

• - Starting the internal combustion engine
• - Generator for charging the on-board electrical system battery
• - Gearbox synchronization
• - Replacement of the starting clutch
• - Torque transmission during powershift operations

can take over. You will therefore find here gearbox synchronization start generators (GSSG) called. There is also at least one countershaft transmission (others can also be used here Gear types are used), which can be combined with planetary gear sets. The description is given in exemplary embodiments using the associated basic drawings.

Show it

Fig. 1 is a schematic representation of a 16-speed transmission in a variant 1,

Fig. 2 is a schematic representation of an 8-speed transmission in a variant 2,

Fig. 3 is a schematic representation of an 8-speed transmission in a variant 3,

Fig. 4 is a schematic representation of a 16-speed transmission in a variant 4,

Fig. 5 is a schematic representation of a 17-speed transmission in a variant 5,

Fig. 6 is a schematic diagram of a 6-speed transmission in a variant 6,

Fig. 7 is a detailed schematic diagram of a modified planetary gear set, version 7,

Fig. 8 is a detailed schematic diagram of a two-part GSSG with fixed inner parts variant 8,

FIG. 9 is a detailed schematic diagram of the integration of GSSG with additional shaft version 9.

The variants shown all have a relatively large number of gears. This is to show that a variety of gears and gradations is possible. Of course, are shown in the Embodiments less gears possible.

version 1

The transmission has an input shaft 1 , which can be connected directly to the crankshaft of the (not shown) internal combustion engine, and an output shaft 3 , which can be connected directly to the differential gear of the (not shown) drive wheels. (Here is a planetary gear set 11 , 12 , 13 interposed to double the number of gears. Without this planetary gear set, the shaft 14 would lead to the drive wheels.)

Also included are the intermediate shafts 2 a and 2 b, which can either be both coupled to the shaft 1 or only one at a time via the dog clutches 8 a and 8 b. In this variant, the shafts 2 a and 2 b are coupled to a GSSG 9 and (optionally) a friction clutch 10 . On the shaft 2 a, the gears of the gear set 5 a are rotatably mounted and can be individually coupled with the shift sleeves 7 a rotatably with the shaft 2 a. On the shaft 2 b, the gears of the gear set 5 b are rotatably mounted and can be coupled non-rotatably to the shaft 2 b via the shift sleeves 7 b. The gear sets 5 a and 5 b mesh with the toothed rings of the gear set 4 , which is mounted on the shaft 14 .

First, the clutches 8 b and 15 are closed and all shift sleeves 7 a and 7 b are opened. If 1st gear is to be engaged, the GSSG 9 is (electrically) turned so that the left shift sleeve 7 a rotates synchronously with the left gear of the gear set 5 a. (When the vehicle is stationary, the shift sleeve 7 a or the shaft 2 a must be stationary.) Now the left shift sleeve 7 a can be coupled to the left and 1st gear is engaged. 1st gear is activated (the starting process is carried out) by switching the GSSG 9 into generator mode with the desired starting torque. Depending on the torque of the GSSG 9 , the shaft 2 a is accelerated more or less quickly to the speed of shaft 1 , so that the gear set 4 is driven via the left gear of the gear set 5 a and the drive wheels are accelerated accordingly via the closed clutch 15 . If a high starting torque is required, the friction clutch 10 can support this process. (Since the modern KSG (GSSG) can generate high torques, the friction clutch 10 can be omitted if necessary.) With synchronously rotating shafts 1 and 2 a, the dog clutch 8 a can be closed. The transmission then works without electrical support with the maximum possible efficiency in this gear and in this version.

The 2nd gear is engaged by opening the clutch 8 b and rotating the shaft 2 b with the help of the GSSG 9 so that the right shift sleeve 7 b rotates synchronously with the right gear of the gear set 5 b. Now the right shift sleeve 7 b can be coupled to the right, so that the right gear of the gear set 5 b is rotatably connected to the shaft 2 b. If the GSSG 9 is now switched to generator operation with the desired torque, the left shift sleeve 7 a is first relieved and can be released. Then - without torque interruption - the speed of shaft 2 b can be accelerated to the speed of shaft 1 with the torque generated by GSSG 9 . With a short-term reduced output of the internal combustion engine, this process - electrically controlled - can be carried out completely smoothly. If the shafts 1 and 2 b rotate synchronously, the dog clutch 8 b can be closed and the transmission works in the 2nd gear without electrical assistance with the greatest possible efficiency.

The other gears are engaged by opening the clutch 5 a or 8 b that is not used for torque transmission, synchronizing the associated gear of the gear set 5 a or 5 b with the aid of the GSSG 9 with the associated shift sleeve 7 a or 7 b and this shift sleeve is coupled to the associated gear. The gear engaged is activated by switching the GSSG 9 to the desired torque in generator mode and loosening the previously activated shift sleeve. After reaching the synchronous speed, the associated dog clutch 8 a or 8 b can be closed and the new gear works with the greatest possible efficiency without electrical support.

Since only the respective differential speeds between the shafts 2 a and 2 b have to be overcome, the GSSG 9 operates at low relative speeds and can therefore generate high torques. The friction clutch 10 can therefore generally be omitted. How a very high starting torque can still be generated in exceptional situations is described below. Both sides of the GSSG 9 turn. Therefore an electrical contact to a rotating shaft is necessary. This is e.g. B. possible over the contacts 16 to the shaft 2 b. If the clutches 8 a and 8 b are to be switched electrically, electrical contacting via further contacts 16 to the shaft 1 is possible.

In the way described, the lower 8 gears are used without torque interruption. The top 8 gears are obtained via the planetary gear set 11 , 12 , 13 as a group transmission. In this variant, the web shaft of the planet gears 11 is driven by the shaft 14 . The planetary gear set has the ratio 1 when the clutch 15 is closed (and then the brake 17 is released ). The brake 17 can be mounted outside the housing 6 and, like the drum or disc brake, can be designed on the wheels of a motor vehicle. If the clutch 15 is released and the brake 17 is actuated, a translation takes place quickly. (This can be useful, for example, for trucks with a slow-running internal combustion engine.) This process can also take place without torque interruption if the brake 17 is designed to be correspondingly powerful.

In the 8th gear, the dog clutch 8 b is closed. With the help of GSSG 9 , the 1st gear of the auxiliary gear is switched on synchronized. The 9th gear is activated by first operating the brake 17 in a metered manner so that the clutch 15 is relieved and can be released. In addition, the 8th gear shift sleeve 7 b is released. Now the ring gear 12 is simultaneously braked to the speed 0 with the help of the braking device 17 and the 1st gear is activated with the help of the GSSG 9 (and possibly the friction clutch 10 ). When the clutch 8 a is finally closed and the braking device 17 is fixed, the 9th gear works as the 1st gear of the countershaft transmission in the upper group without electrical support with the greatest possible efficiency. This process also takes place without torque interruption, since the GSSG 9 and the brake 17 simultaneously enable torque transmission during the switching process to the shaft 3 leading to the drive wheels. The further gears 10 to 16 are switched on by the gears 2 to 8 of the countershaft transmission being activated as described above and the brake 17 remaining fixed.

When shifting up, all gear steps are possible without torque interruption. When shifting down from 9th to 8th gear, a brief torque interruption must be accepted if the clutch 15 is designed as a dog clutch and not as a friction clutch. It can be switched back and forth as desired between different gears, although there is an interruption in torque when switching within the gear set 5 a or 5 b. Reverse gears can be achieved by switching the planetary gear set 11 , 12 , 13 in accordance with variant 2. The above-mentioned high starting torque without the friction clutch 10 (for exceptional situations) is obtained by first activating 1st gear when the brake 17 is released and the clutch 15 is open. The ring gear 12 and the associated brake disc are accelerated to a high speed. Now the ring gear 12 can be braked so far via the Bremsein device 17 that the clutch 15 can be closed. Now the 1st gear works finally and the starting torque was generated with the help of the braking device 17 . However, considerable heat energy is generated and this process should be restricted to exceptional situations.

With the dimensions shown, you get a very narrowly graduated gear. The jumps between the gears have a factor of 1.12 and the overall gear ratio changes by a factor of 5.5. With other gear dimensions, of course, other designs are possible.

The GSSG 9 works briefly as a generator during the switching processes, but always has a Heine relative speed and therefore no favorable operating point. Therefore, a second KSG 18 is provided, which works like a conventional KSG. The design can be such that the KSG 18 only provides the warm start performance and not the cold start performance. The cold start performance can be achieved by using the GSSG 9 in addition to the KSG 18 when the gear set 5 b (e.g. parking lock) is blocked, the clutch 8 b is open and the clutch 8 a is closed. When the internal combustion engine is running, the KSG 18 can always act as a generator.

Variant 2

This variant has 8 forward and 4 reverse gears. In order to get by with just one GSSG 9 , the shift sequence and the arrangement of the dog clutches are slightly different from variant 1. The shaft 1 as the input shaft of the countershaft transmission is now connected to the ring gear 12 of a planetary gear set 11 , 12 , 13 , the shaft 26 can be connected directly to the crankshaft of the internal combustion engine (not shown) and the shaft 3 leads further to the drive wheels.

The inner rotating part of the GSSG 9 is directly connected to the shaft 1 . With the help of the claw coupling 19 , the shaft 1 can either be coupled with the shaft 2 a or with the shaft 2 b or with both in a rotationally fixed manner. In addition, there is the possibility of coupling the outer part of the GSSG 9 with the shaft 2 a or with the shaft 2 b via the claw couplings 20 a and 20 b (the coupling of both shafts at the same time is not necessary).

This compared to the variant 1 more complex design of the couplings has the advantage that, seen from the switching operations of the countershaft gear, the outer part of the GSSG 9 can be released from the shafts 2 a and 2 b and connected via the brake 21 to the housing 6 . In this state, the outer part of the GSSG 9 stands and the inner part rotates at the speed of shaft 1 , so the GSSG 9 can serve as a generator for charging the on-board electrical system battery. In this state, the GSSG 9 can also act as a starter. To do this, the brake 23 must be released and the claw clutch 22 must be in the left position (drawn position). With the clutch 24 closed and the brake 17 released , the rotation of the GSSG 9 is transmitted directly to the shaft 26 and thus to the crankshaft of the internal combustion engine, with the clutch 24 released and the brake 17 locked, the rotation of the GSSG 9 is reduced to the crankshaft.

The interaction of the planetary gear set and countershaft transmission is designed here so that the planetary set bridges one gear jump each and the countershaft transmission 2 jumps each. In addition, in this arrangement, the planetary gear set 11 , 12 , 13 translates rapidly when the brake 17 is locked. (The brake 17 can, as shown, be attached outside the housing 6 and be designed to be powerful.) The starting process in 1st gear is such that with the clutch 24 closed, the clutch 19 shifted to the right and the clutch 20 a engaged, the left gear of the gear set 5 a is synchronized with the shift sleeve 7 a. The shift sleeve 7 a is then shifted to the left and 1st gear is switched on. The 1st gear is activated by switching the GSSG 9 into generator mode with the desired torque and "pulling up" the shaft 2 a to the speed of shaft 1 . Then the clutch 19 can be brought into the left position and the 1st gear works without electrical support with the maximum possible efficiency. Now the GSSG 9 can be released from the shaft 2 a and the braking device 21 can be actuated. Then the GSSG 9 can work as a generator.

Shifting into 2nd gear takes place in that the clutch 24 is released and the brake 17 is applied. With the sun gear 13 now stationary, the land shaft speed of the planet gears 11 is translated into a rapid manner toward the ring gear 12 and the shaft 1 rotates correspondingly faster. The shifting operation to the 2nd gear is thus accomplished without interruption of torque by the brake 17 , but this creates frictional heat.

The 3rd gear is turned by the brake 21 released, and the clutch is engaged b 20th Now the GSSG 9 can be used to synchronize the shift sleeve 7 b with the right gear of the gear set 5 b and shift it to the right. The 3rd gear is activated by simultaneously releasing the brake 17 and the shift sleeve 7 a and switching the GSSG 9 to generator operation. First, the shaft 25 is accelerated with all associated parts and a torque arises due to the inertia. As soon as shaft 25 has reached the speed of shaft 1 , clutch 24 can be closed. (Here, a quickly switchable claw clutch may be sufficient, a freewheel can make sense.) After shaft 2 b has reached the speed of shaft 1 , clutch 19 can be shifted to the right and 3rd gear works with the greatest possible efficiency without electrical support . This process also takes place without torque interruption. With the clutch 20 b released and the brake 21 actuated, the GSSG 9 can again work as a generator.

The 4th gear is activated by releasing the clutch 24 and applying the brake 17 . The 5th and 7th gears are activated analogously to the 3rd gear, while the 6th and 8th gears are activated by releasing the clutch 24 and applying the brake 17 .

If the torque of the GSSG 9 is not sufficient to generate the starting torque (e.g. starting on a steep mountain), you can proceed as follows: First, when the 1st gear is switched on, the brake 17 and clutch 24 are released , then the Shaft 2 a is coupled to shaft 1 via clutch 19 (shaft 25 rotates upward) and then shaft 25 is braked to the speed of shaft 1 by means of braking device 17 . Now clutch 24 can be closed and 1st gear is activated. Since the shaft 25 initially rotates very quickly, a lot of frictional heat is generated. If the brake 21 is closed during the starting process, the GSSG 9 can support the torque of the internal combustion engine during engine operation.

In this variant, 4 reverse gears are realized by pushing the clutch 22 to the right and actuating the brake 23 . The shaft 1 then turns backwards. Now the 4 countershaft gears can be switched on and activated using the GSSG 9 , whereby the jumps between the reverse gears are twice as large as for the forward gears (because the jump is missing due to the planetary gear set). With the dimensions shown, the 3rd reverse gear corresponds approximately to 1st gear and the 4th reverse gear corresponds approximately to 3rd gear. The 1st and 2nd

Accordingly, reverse gear is very slow and a starting process is therefore always possible without the support of the brake 17 . With the dimensions shown, jumps with a factor of 1.32 and a total spread by a factor of 7 are achieved for the forward gears.

Variant 3

In variant 2, heat is generated during the switching operations. This should be largely avoided in variant 3. In addition, the planetary gear set 11 , 12 , 13 translates into slow speed since the internal combustion engine drives the ring gear 12 via the shaft 26 . (Variant 2 can be provided with the planetary gear set from Variant 3 and vice versa.) Otherwise, Variant 3 essentially corresponds to Variant 2.

The GSSG 9 is constructed here in two parts, the common external rotor (for example) being firmly connected to the shaft 2 b, while the left inner part 9 a is firmly connected to the shaft 2 a. The shaft 1 can be connected via the claw coupling 8 either with the common external rotor or the inner part 9 a or with both in a rotationally fixed manner (this essentially corresponds to variant 1). The inner part 9 b can be connected via the coupling 27 to either the shaft 25 or the housing 6 . In almost all operating conditions (except for the synchronization of the 1st and reverse gear when the vehicle is stationary) the common external rotor will rotate. If the coupling 27 establishes a connection between the housing 6 and the inner part 9 b and this stands with it, the right part of the GSSG 9 can therefore almost always be used to charge the on-board electrical system battery.

The left gear of the gear set 5 a is rotatably connected to the shaft 2 a and axially displaceable bar. It can be completely decoupled from the associated ring gear of the gear set 4 . This has the advantages that the left gear of the gear set 5 a does not have to rotate very quickly in high gears at high speeds and that two reverse gears are easy to implement. The reverse gear device consists of a shaft 28 and two non-rotatably connected gears 29 and 30 . The gear 29 is stationary, the gear 30 is axially displaceable and can be pushed into the gear 30 . (The gear 29 should also be in a slightly overlapping engagement with this gear when the left gear of the gear set 5 a is shifted to the left, so that no synchronization process is required here.) Now the gear 30 is synchronized via the inner part 9 a of the GSSG 9 shifted to the left into a position that meshes with the associated gear of gear set 4 , 1st reverse gear is engaged. The 1st reverse gear is activated by (when the brake 17 is actuated) the inner part 9 a of the GSSG 9 is switched to generator operation and the speed of the shaft 2 a "pulls up" to the speed of shaft 1 . If the clutch 8 is then shifted to the left, the 1st reverse gear works without electrical support with the maximum possible efficiency. If a high starting torque is required, the clutch 8 can also be closed first and then the brake 17 can be actuated. The second reverse gear is obtained by first clutch 27 shifted to the right, then the brake 17 released, and then the core member 9 b of GSSG 9 is connected for operation in a generator. The speed of shaft 1 is thus accelerated to the speed of shaft 26 . The clutch 15 is closed and the second reverse gear works without electrical support with the maximum possible efficiency. If forward gears are to work, the gear 30 must always be shifted to the right, otherwise the transmission will lock up. A parking lock function is activated when 1st gear and reverse gear are switched on at the same time.

With the clutch 8 shifted to the right and the brake 17 blocked, the left gear of the gear set 5 a can be rotated via the inner part 9 a of the GSSG 9 so that it can be shifted to the left and meshes with the associated gear of the gear set 4 . Then the inner part 9 a is switched to generator operation and "pulls" the speed of shaft 2 a up to the speed of shaft 1 . If the clutch 8 is then shifted to the left, 1st gear works with the maximum possible efficiency without electrical support. A high starting torque can be generated by activating 1st gear with brake 17 released and then applying brake 17 in a metered manner. In addition, the shaft 2 b should be synchronized with the right gear of the gear set 5 b and the shift sleeve 7 b should be shifted to the right, so that the external rotor of the GSSG 9 rotates in a defined state.

The 2nd gear is engaged and activated by first shifting the clutch 27 to the right, then releasing the brake 17 and then accelerating the speed of shaft 25 to the speed of shaft 1 with the help of GSSG 9 . Thus shaft 1 reaches the speed of shaft 26 and clutch 15 can be closed. This process is also possible without torque interruption and the 2nd gear works with the maximum possible efficiency without electrical support. If then the clutch 27 is shifted to the left again, the inner part 9 can b of GSSG 9 back to work as a generator.

The 3rd speed is obtained by the countershaft transmission is switched to its 2nd gear (has already been done with b to the right-shifted shift sleeve 7) and the planetary gear set 11, 12, 13 operates in the bottom group. For this purpose, the shaft 2 a must be relieved via a torque of the inner part 9 a of the GSSG 9 so that the left gear of the gear set 5 a can be pushed back into the position shown. Then, the clutch 15 are released, the tightened brake 17 and by means of GSSG 9, the shaft 2 b to the rotational speed of shaft 1 speeds. If the clutch 8 is then shifted to the right, the 3rd gear works without electrical support with the maximum possible efficiency. This process is also possible without torque interruption.

The switching process from 3rd to 4th gear is completely analogous to the switching process from 1st to 2nd gear. When the 4th gear is working, the 5th gear should be engaged by, by synchronizing via the GSSG 9 , the clutch 31 is actuated by another back to the right of the associated gear. (A separate gearshift sleeve is of course also possible here.) 5th gear is activated in a similar way to 3rd gear. For 6th gear the brake 17 has to be released and the clutch 15 has to be closed. The 7th and 8th gear finally run over the left gear of the gear set 5 b.

If no start support by the brake 17 is necessary, this brake can also be designed as a claw brake within the housing 6 . Then all switching operations take place with the help of the GSSG 9 and there are only switching heat losses due to the efficiency of the GSSG 9 and the associated battery.

Apart from the reverse gears, the gear changes and the spread are as in variant 2. Only the overall speed level is lower, since the planetary gear set 11 , 12 , 13 translates into slow.

A warm start can e.g. B. done by the right section of the GSSG 9 acts as a starter motor with blocked gear set 5 b and clutch 27 shifted to the right. During a cold start, the left section of the GSSG 9 can assist if the clutch 8 has moved to the left and the clutch 15 is closed.

Variant 4

In order to demonstrate the variety of possibilities, a 4-speed countershaft transmission and two planetary gear sets are combined in this variant. A 16-speed gearbox is thus obtained, in this design the shaft 3 rotates faster by a factor of 6 in the highest gear than the shaft 26 connected to the crankshaft of the internal combustion engine. The design is therefore carried out for high-torque, slow-turning internal combustion engines, the transmission rotating at high speeds only having to be designed for correspondingly smaller torques. Then, however, a reduction gear must be provided for the reduction, this gear must then be able to cope with high torques.

The countershaft transmission and the associated shifting options are structured similarly to variant 3, but without sliding gears and with a different shifting philosophy. For the lower 8 gears, clutch 38 is closed and planetary gear set 32 , 33 , 34 works with gear ratio 1 . The 1st gear is switched on by synchronizing the shaft 2 b with the left gear of the gear set 5 b and the shift sleeve 7 b being shifted to the left with the brake 17 blocked and the clutch 8 shifted to the left using the common external rotor of the GSSG 9 . The 1st gear is activated by switching the inner part 9 a of the GSSG 9 into generator mode and "pulling up" the shaft 2 b to the speed of shaft 1 . If the clutch 8 is then shifted to the right, 1st gear works with the greatest possible efficiency without electrical support. The 2nd Gear is obtained by moving the clutch 27 to the right and releasing the brake 17 . Now the inner part 9 b of the GSSG 9 can "pull up" the shaft 25 to the speed of shaft 1 . If the clutch 15 is then closed, the 2nd gear works without electrical support with the greatest possible efficiency.

The 3rd gear is switched on by the inner part 9 a of the GSSG 9 rotating so that the shaft 2 a rotates synchronously with the left gear of the gear set 5 a. Then the shift sleeve 7 a is shifted to the left and connects the left gear 5 a rotatably with the shaft 2 a. Then the shift sleeve 7 b and the clutch 15 are released and then the brake 17 is applied. Now the inner part 9 a of the GSSG 9 can "pull up" the shaft 2 a to the speed of shaft 1 . If clutch 8 is then moved to the left, 3rd gear works with the greatest possible efficiency without electrical support. During the switching operations, the inner part 9 9 can relieve the clutch 15 and the brake shaft 25 to the rotational speed toward a 0 of GSSG, wherein energy is recovered from the rotational energy of the shaft 25 coupled to the parts. This makes this somewhat more complicated switchover process possible without interrupting the torque and without significant frictional heat. 4th gear is obtained by releasing the brake 17 and "pulling up" the shaft 25 to the speed of shaft 1 via the clutch 27 and closing the clutch 15 . Up to 8th gear, the gear changes continue according to this scheme.

The 9th gear is obtained by first switching on the 1st gear as described. With accordingly actuated shift sleeves then the clutch 38 (and 15) must be opened and the brake 37 (and 17) applied. In the 9th The countershaft transmission works in its 1st gear and the planetary gear set 32 , 33 , 34 causes a corresponding translation into high speed. The gears 10 to 16 are obtained with the clutch 38 still open and the brake 37 actuated, like the gears 2 to 8 of the lower group. Here, too, all upshifts are possible without torque interruption, and here, too, all gears work with the greatest possible efficiency without electrical support.

The starting process can be carried out with closed clutches 15 and 38 as in variant 3. When the brake 37 is applied and the clutch 38 is released, the starter speed is also greatly reduced. The generator can be operated as in variant 3. However, the GSSG 9 must then be designed for very high speeds. If this is not possible, the planetary gear set 32 , 33 , 34 can be substituted for the planetary gear set 11 , 12 , 13 of variant 1. (Then this planetary gear set must be designed for larger torques.) With the dimensions shown you get gear jumps of about 1.19 and a spread by a factor of 13.

Variant 5

This is a 17-speed transmission as a group transmission without any planetary gear sets (again shows the variety of possibilities). For this purpose, two 4-speed countershaft transmissions are combined so that the output shaft 3 of the second countershaft transmission is aligned with the input shaft 1 of the first countershaft transmission. In addition to the 4 × 4 = 16 gears, a 17th gear is possible, which is possible with a clever design as a direct passage from shaft 1 to shaft 3 with clutch 40 closed.

The left countershaft transmission (with shaft 1 ) is based on variant 1, the right countershaft transmission (with shaft 41 ) is based on variant 2. Both countershaft transmissions are each equipped with a GSSG ( 9 and 49 ), whereby the GSSG 9 with blocked gear set 5 b and clutch 8 shifted to the left can accomplish the warm start of the internal combustion engine. (With the shift sleeve 7 b shifted to the left, you can start immediately after the start by switching the GSSG 9 to generator mode - stop and go with automatic shutdown of the internal combustion engine.) The cold start operation can take place in a mechanical series connection of GSSG 9 and GSSG 49 by inlaid with blocked brake 21 and (z. B.) 4th gear of the left countershaft transmission, the shaft 2 a, and thus the external rotor of the GSSG 9 set in rotation.

Now rotated at right gerückter clutch 8 still the GSSG 9, the shaft 1 with the sum of the rotational speeds of the shaft 2 a and GSSG is driven. 9 That is why GSSG 9 and 49 can now be operated at lower speeds and thus higher torque than in single operation. In the right countershaft transmission there is a gear change only after every 4th gear. Therefore, the GSSG 49 can run for longer periods and with only short interruptions when the brake 21 is blocked in generator operation. The speed changes due to the gear change of the left countershaft transmission are not so serious, since the gears are closely graded here. The GSSG 9 can work as a generator in neutral (without a gear engaged). Due to the large speed variance of the right countershaft transmission, the 1st gear of this transmission (right gear of gear set 45 b) is designed to be displaceable. The associated advantages are listed in variant 3. So 4 reverse gears can also be realized by z. B. a device with shaft 28 and the gears 29 and 30 according to variant 3 is installed (was not drawn).

With the right gear of the gear set 45 b shifted to the left and the clutch 19 shifted to the right, the 1st gear is switched on by synchronizing the shaft 2 b with the clutch 8 shifted to the left via the GSSG 9 so that the shift sleeve 7 b is shifted to the left a rotationally fixed connection between the shaft 2 b and the left gear of the gear set 5 b. Now, in the generator mode of GSSG 9, the speed of shaft 2 b can be "pulled up" to the speed of shaft 1 and shaft 3 is set in rotation. If the torque of the GSSG 9 is not sufficient for the starting torque, this process can be supported by the (optional) friction clutch 10 . If the clutch 8 is then shifted into the right position, the 1st gear works without electrical support with the greatest possible efficiency in this transmission design.

The 2nd gear is switched on by first synchronizing the shaft 2 a with the right gear of the gear set 5 a via the GSSG 9 and then the shift sleeve 7 a producing a non-rotatable connection between this gear and the shaft 2 a. The 2nd gear is activated by (with torque support from the GSSG 9 ) first loosening the shift sleeve 7 b and then with further torque support from the GSSG 9 the shaft 2 a is "pulled up" to the speed of shaft 1 . After the clutch 8 has been brought into the left position, the 2nd gear works without electrical support with the maximum possible efficiency. Up to the 4th gear, the gears are alternately shifted and activated via waves 2 a and 2 b. The 5th gear is obtained by in-actuated clutch 20 a and dissolved clutch 20 b, the shaft 42 a is rotated by means of the GSSG 49 so that the shift sleeve 47 can be a shifted synchronized to the left and a rotationally fixed connection between the left gear of the gear set 45 a and the shaft 42 a. Then, relieved of torque via the GSSG 49 , the right gear of the gear set 451 can be moved to the right. In the meantime, the 1st gear of the left countershaft transmission must be engaged (as described above). 5th gear is activated by simultaneously shifting the left countershaft transmission into the associated 1st gear and the right countershaft transmission into the associated 2nd gear. Both processes are supported by the associated GSSG and this process can also be carried out without interrupting the torque transmission between shaft 1 and shaft 3 . If clutch 8 is now switched to the right position and clutch 19 to the left position, 5th gear works with the greatest possible efficiency without electrical support.

The 6th to 8th gear is obtained by shifting the left countershaft gear into the associated gears 2 to 4 (as described above). The 9th gear is switched on and activated analogously to the 5th gear, with a separate clutch 39 being provided here instead of the clutch 31 coupled to the displaceable gear wheel (the clutch 31 can also be implemented). The gears 10 to 12 are then obtained according to the known procedure by switching and activating the associated gears in the gearbox on the left.

With the dimensions shown, the 13th is the direct gear. The 12th gear runs over wave 2 a. Therefore, with the help of the GSSG 9, the shaft 2 b can be rotated so that the dog clutch 40 can be closed synchronously. Is activated the 13th passage by first - with rotary torque assist by the GSSG 9 via the clutch 40 - the clutch released 39 and then the shaft 2 b in the generator operation of the GSSG 9 to the rotational speed of shaft 1 is "pulled up". With clutch 8 shifted to the right, 13th gear works without electrical support as a direct connection from shaft 1 to shaft 3 with the greatest possible efficiency at all.

If it is to be expected that the gearshift should be in 14th gear, the 4th gear of the right planetary gear set must first be switched and activated. This is done in "idle" mode because there is no torque transmission from shaft 1 to shaft 41 in 13th gear. But a short rotation is torque interruption necessary because the 14 transition is driven b also from the shaft. 2 (This is portable at the high speeds and thus low accelerations reached in 13th gear.) During the torque interruption (short-term power reduction of the internal combustion engine), clutch 40 is released and the left gearbox is shifted into the associated 1st gear. This process can be supported and accelerated by GSSG 9 . The 15th to 17th Gear is switched and activated as usual.

With a device according to variant 3 (shaft 28 , gear wheels 29 and 30 ), 4 reverse gears are possible, which are somewhat slower than the forward gears 1 to 4. With the dimensions shown, jumps of approximately 1.185 and a spread of 15 times are obtained direct 13th gear to 17th gear is translated into the fast by a factor of 2. Other designs are of course possible, e.g. B. the direct gear in other gear designs can be 9th or 17th gear variant 6.

This is a very different solution compared to the previous variants. Variant 6 has only 6 gears (more gears are possible) and is mainly designed for rear-wheel drive, because the gears 51 and 52 align the shafts 26 , 1 and 3 . Front-wheel drive with an internal combustion engine installed transversely at the front is possible from shaft 50 .

The transmission is designed in such a way that the planetary gear set 11 , 12 , 13 is switched over with each gear change (comparable to variants 3 and 4). That is why this switchover is designed here particularly conveniently and effectively without a brake. The carrier shaft of the planetary gear set 11 , 12 , 13 is coupled to the shaft 26 , which is why the planetary gear set translates rapidly when the sun gear 13 is braked (variant 7 shows another possible solution). The states sun gear 13 braked or co-rotating with shaft 26 can be fixed by the clutch 62 . The switching processes (and the starter and generator functions) are carried out by the two-part GSSG 9 . The (current-carrying) inner part 9 b is connected directly to the housing 6 (so it always stands), the (current-carrying) inner part 9 a is connected directly to the shaft 26 and the crankshaft of the internal combustion engine (that is, it always rotates when the internal combustion engine is rotating). The electrical contact to the inner part 9 a takes place via contacts 16 directly via the shaft 26 . The (currentless) external rotor common to both inner parts is connected directly to the sun gear 13 and carries the claw coupling 62 acting on both sides.

When the countershaft transmission is switched on and activated (see below) and the vehicle is stationary, the sun gear 13 and thus the external rotor of the GSSG 9 rotate faster than the shaft 26 , i.e. faster than the rotating inner part 9 a and even faster than the stationary inner part 9 b . If both inner parts (or at least one of them) are switched to generator operation, the ring gear 12 sets in motion as the sun gear 13 slows down (and thus the drive wheels). This requires a relatively low torque, since the sun gear 13 has only a small diameter. When the sun gear 13 has reached the speed of shaft 26 , the clutch 62 can be closed to the right and the transmission operates in the 1st gear without electrical assistance with the greatest possible efficiency. (When the switching operations of the pre clutch transmission, an alternative starting operation with high torque will be described.) Now, since the outer rotor of the GSSG 9 is rotated and the inner member 9 is b, the left portion of the GSSG 9 can work as a generator. (If very high starting torques are required or if the on-board electrical system battery is full, he can also support the internal combustion engine while the engine is running.)

If you want to shift to 2nd gear, the clutch 62 must first be relieved with torque support by the GSSG 9 and brought into the middle position. Then the sun wheel 13 must be braked to speed 0. This can be done in "pendulum mode" by switching the inner part 9 a as a motor and the inner part 9 b as a generator. The two parts of GSSG 9 support each other and electrical energy is exchanged between them. This "shuttle operation" of the GSSG 9 has the advantages that a high torque can be generated with a low load on the on-board electrical system battery. When the speed 0 of the sun gear 13 is reached , the clutch 62 can be shifted to the left and the second gear works with the greatest possible efficiency without electrical support.

Whenever the number of gears is to be increased or decreased by 1, the planetary gear set 11 , 12 , 13 must be switched over. Here, it is always possible (when shifting up and down) that the clutch 62 is first relieved and brought into the middle position, then the speed change of the sun gear 13 takes place in the "pendulum mode" of the GSSG 9 and then the clutch 62 is closed to the corresponding side becomes. Due to the two-part GSSG 9 , these switching processes can be carried out quickly, effectively and with little wear. In addition, part of the GSSG 9 can always work as a generator when the internal combustion engine is rotating. In addition to the clutch 62 , no further mechanical switching operations are required for the planetary gear set 11 , 12 , 13 . He has the ratio 1 (clutch 62 shifted to the right) or with the drawn dimensions of about 1.33 (clutch 62 shifted to the left).

The countershaft transmission has 3 forward gears and one reverse gear. Here a separate motor 59 is provided for synchronizing the gears. It only needs to be designed weakly and since there are no large speed differences to be overcome, a planetary gear set 58 can also be used for torque amplification. One side of the motor 59 is directly connected to the shaft 1 , the other side leads via the planetary gear set 58 to a clutch 60 . With this coupling 60 , a rotationally fixed connection to shaft 2 a or to shaft 2 b can be produced. The clutch 60 is actuated via the actuating element 61 . The motor 59 can be bridged by an (optional) brake 56 , this brake is controlled by the actuating element 57 . The shafts 2 a or 2 b can alternately be connected to the shaft 1 via the claw couplings 54 a and 54 b, the actuation for this can take place from the common actuating element 55 through the hollow shaft 1 .

With disengaged clutches 54 a and 54 b and clutch 60 shifted to the right, gear 5 b can be synchronized with the associated gear of gear set 4 by means of motor 59 and then shifted to the left so that it meshes with gear 4 . The 1st speed of pregels gege drive is activated by either with released clutch 62, the clutch 54 a is closed and then the planetary gear set 11, 12, described in 13 above, the starting process takes over, or by using gerückten right clutches 60 and 62, the rotational speed of the Wave 2 a is accelerated by a braking torque from the motor 59 and / or the braking device 56 to the speed of shaft 1. Due to the planetary gear set 58 , the second process can generate a high starting torque. (The planetary gear set 58 can be omitted, then the braking device 56 and the motor 59 must be designed to be correspondingly more powerful, or the starting process takes place only via the planetary gear set 11 , 12 , 13. ) If the clutch 54b is still closed, the 1st gear works without electrical support with the greatest possible efficiency. It switches to 2nd gear by braking the sun gear 13 to 0 with the GSSG 9 as described above. If the clutch 62 is then shifted to the left, the second gear works with the greatest possible efficiency without electrical support.

If it is to be expected that the gear is to be shifted into 3rd gear, the clutch 60 is shifted to the left (synchronized via the motor 59 ). The 3rd gear is activated by relieving and disengaging the clutch 54 b with the help of the motor 59 and / or the braking device 56 and then simultaneously accelerating the shaft 2 a to the speed of shaft 1 and the sun gear 13 to the speed of shaft 26 becomes. Since motor 59 (brake 56 ) and GSSG 9 act simultaneously, this process can also take place without torque interruption. If clutch 54 a and clutch 62 are then closed to the right, 3rd gear works with the greatest possible efficiency without electrical support. The 4th gear is shifted from 1st gear to 2nd gear as before.

If it is expected that it should be shifted into 5th gear, the clutch 60 is shifted to the right and then the shaft 2 b is rotated by means of the motor 59 so that the gear 5 b is shifted further to the right and the clutch 53 is closed can be. (A separate clutch is of course also possible here.) 5th gear is activated; by using the motor 59 and / or the braking device 56, the clutch 54 a is relieved and switched off and then simultaneously the shaft 2 b is accelerated to the speed of shaft 1 and the sun gear 13 to the speed of shaft 26 . This process is also possible without torque interruption. If the clutches 54 b and 62 are then closed accordingly, the 5th gear works as the direct connection from the shaft 26 to the shaft 3 with the greatest possible efficiency in this transmission. The 6th gear is shifted from 1st gear to 2nd or 3rd to 4th gear as before.

In this variant, the reverse gear device consists of a shaft 28 and a wide gear 29 which can be displaced thereon. The 1st reverse gear is switched on by, synchronized via the clutch 60 with the motor 59 , the gear 29 is shifted to the left and at the same time meshes with the gear 5 b and the associated gear of the gear set 4 . (The gear 5 b must be in the position shown. The gear 29 should always - at least slightly overlap - mesh with the gear 5 a so that it does not have to be synchronized itself.) The 1st reverse gear can - as described above - as 1st gear can be activated in two different ways. With correspondingly closed clutches 54 b and 62 , the reverse gear works without electrical support. The 2nd reverse gear is used as in the 2nd forward gear. With only one gear 29 , the reverse gears have the same ratio as the first two forward gears. With gear wheels 5 b and 29 shifted to the left at the same time, a parking lock can be implemented.

The shaft 50 also changes its speed in all gears (also in gears 5 and 6, since the connection between the gear wheels 51 and 52 still exists). A front-wheel drive with a motor installed transversely at the front can thus take place from shaft 50 .

The synchronization processes of the countershaft transmission can in principle also be carried out from the planetary gear set 11 , 12 , 13 using the GSSG 9 and the motor 59 with its additional devices can be omitted (parts 55 to 61 ). But then a torque interruption is necessary between 2nd and 3rd or 4th and 5th gear.

The warm start can take place with the clutch 62 closed to the right via the left section of the GSSG 9 (or also with the clutch 62 closed to the left via the right section, only then the contacts 16 are loaded unnecessarily). The cold start operation can be carried out with the clutch 62 disengaged by the inner part 9 b driving the common outer rotor of the GSSG 9 at approximately half the starter speed and the inner part 9 a being driven again at approximately the same speed. Since both parts are now operated at a lower speed, they can deliver a higher torque than in single operation. The countershaft transmission can already be switched to 1st gear during the starting process, which can be activated immediately after the starting process as described above.

With the dimensions shown, the gaps are about 1.33 and the spread has that Factor 4.2. The 5th gear is directly engaged and the 6th gear is increased by a factor of 1.33 Quickly translated.

Variant 7

This is a detailed representation of the principle of a change in variant 6. The planetary gear set 11 , 12 , 13 is now designed so that it causes a translation into slow. Therefore, the shaft 26 is coupled to the ring gear 12 and the land shaft of the planet gears 11 is guided as a shaft 1 around the planetary gear to the countershaft transmission. The common external rotor of the GSSG 9 is still connected to the sun gear 13 of the planetary gear set and a clutch 62 , which can either fix the sun gear 13 (shifted to the left), release it (middle position) or rotate it with shaft 26 (shifted to the right). . The inner part 9 a of the GSSG 9 is still connected to the shaft 26 and the inner part 9 b to the housing 6 . The contacting for the inner part 9 a continues via the contacts 16 . The GSSG 9 is constructed almost the same as in variant 6, only that access to the common external rotor does not take place between the two inner parts, but to the right of it.

Depending on the design of the countershaft transmission, the direct gear can now be designed as 4th or 6th gear (also as 2nd gear, with variant 6 the direct gear can also be 3rd or 1st gear). The structural design of the GSSG 9 and the planetary gear set 11 , 12 , 13 can take place in such a way that, with many identical parts, both components can be used either for variant 6 or for variant 7 (or also for variant 8, see there).

Variant 8

In variants 6 and 7, the two-part GSSG 9 work in the advantageous "pendulum mode", ie a current-carrying inner part 9 a rotates with the input speed of the transmission (mostly shaft 26 , connected to the crankshaft of the internal combustion engine), the other inner part 9 b ( connected to the housing 6 ) and the common external rotor connected to the (eg) sun gear 13 "oscillates" in the normal case (not during the start-up process) between these two speeds as required. The associated advantages of torque transmission and energy efficiency were described in variants 6 and 7. The disadvantage here is that the electrical energy supply to the rotating inner part 9 b must be made via sliding contacts 16 . (In addition, a two-part construction is of course more expensive than a one-part construction, but the overall performance of the two-part construction need not be greater than that of the one-part construction.)

The detailed schematic diagram of FIG. 8 shows how with some mechanical complexity of the "pendulum operation" can be performed without grinding contacts 16. For this purpose, the current-carrying inner parts 9 a and 9 b are assembled into a fixed part and connected to the housing 6 , so the supply of electrical energy is no longer a problem. The currentless external rotor are now divided into two, the external rotor 9 a being connected directly to the (e.g.) sun gear 13 . Between the external rotor 9 a and 9 b, a planetary gear is connected, shown here as a bevel gear with the teeth ratio 1. (The following statements in brackets apply to spur gear planetary gear with a tooth ratio almost at 1.) The planet gears 66 run between the bevel gears 64 and 65 , the bevel gear 64 being connected to the outer part 9 a and the sun gear 13 and the bevel gear 65 to the outer part 9 b of the GSSG 9 . The web shaft 63 is driven by the input shaft 26 by a gear, not shown, so that it (almost) has half the speed of the shaft 26 . This has the consequence that, when rotating with the rotational speed of shaft 26, sun gear 13, the bevel wheel 65 and thus the outer part 9 b (almost) stands and that with stationary sun gear 13, the bevel gear 65 and thus the outer part 9 b is (almost) with the speed of shaft 26 rotates. Switching between these two states is carried out by switching one section of the GSSG 9 into generator mode (the section which is to be braked) and the other section into engine mode (the section which is to be accelerated). The standing inner part can be easily supplied with electrical energy. With the mechanical structure described, it is possible to implement the "pendulum operation" of variants 6 and 7 in a different way.

The planetary set of variant 7 is drawn in the detailed schematic diagram of variant 8. The planetary gear set according to variant 6 is also possible. GSSG 9 and planetary gear set 11 , 12 , 13 can be manufactured with many identical parts of variants 6 and 7. In variants 6 and 7 instead of the electrically operated GSSG 9 z. B. also a hydraulic motor with pressure accumulator can be used. Energy transfer to rotating components is also possible.

Variant 9

If components are to be used that are approached to conventional starter motors and generators, a structure according to the detailed principle illustration in FIG. 9 is possible (based on variants 1 to 6). The shaft 1 is still the input shaft of the countershaft transmission and can be connected to the shafts 2 a or 2 b or to both via the dog clutch 8 ; the gears of the gear set 5 a or 5 b can optionally be coupled to the shafts 2 a or 2 b and can mesh with the gear set 4 (not shown here). The friction clutch 10 can produce a torque-locking connection between the shafts 2 a and 2 b. The possible functional sequences are described for variants 1 to 6.

The GSSG 69 now has a separate shaft 72 and is mounted next to the shaft 1 (mainly inside the housing 6 ). With the help of pulleys 70 a and 70 b (e.g. belt, toothed, chain pulleys) and connecting links 71 a and 71 b (e.g. poly-V belts, timing belts, chains) and the corresponding pulleys the GSSG 69 produces a torque and speed transmission between the shafts 2 a and 2 b and the sections 69 a and 69 b (gears can of course also be used here). The functional sequences within the countershaft transmission are as described for variants 1 to 6, only that the torques are now not as great as for the GSSG 9 and the friction clutch 10 is therefore absolutely necessary.

The inner parts of the GSSG 69 are (for example) divided into two, the inner part 69 b being connected to the shaft 2 b (the common housing 69 a is connected to the shaft 2 a). The GSSG 69 can thus generate a speed difference between the shafts 2 a and 2 b, which is used to synchronize the gears. The inner part 69 c is firmly connected to the housing 6 and is therefore always. The GSSG 69 can thus serve as a generator as soon as there is a speed difference between the outer part 69 a and at least one of the inner parts 69 a or 69 b.

In this example, the starter operation is realized in such a way that the pinion 68 connected to the shaft 72 in a manner fixed against relative rotation is shifted to the left and meshes with a ring gear 67 (e.g. on the flywheel of the internal combustion engine), the shaft 2 a is released and the shaft 2 b is braked. If both inner parts 69 b and 69 c are then switched to motor operation, the sum of both torques acts on shaft 72 and the internal combustion engine can be started with the total output of GSSG 69 .

In the variant 5, an arrangement is possible in which the shafts 2 a, 2 b, and the shafts 42 a, 42 b by a common shaft 72 from being affected with an appropriately divided GSSG.

Wave 2 b can be guided to the right between wave 2 a and wave 1 (according to variants 3 and 4). Then the components 10 , 70 a, 70 b, 71 a, 71 b and the GSSG 69 can be attached outside the housing 6 and are no longer oil-wetted.

closing remarks

In addition to variant 9, the performance features of modern crankshaft start generators are used to implement powershift transmissions with many gears with a relatively simple mechanical structure. As with variant 9, a friction clutch 10 can also ensure the power shift options at lower torques of the GSSG in the other variants.

All other couplings can be realized as dog clutches (or similar designs). After the switching processes have been completed, all gearboxes work without electrical support the good efficiencies of these conventional countershaft or planetary gears. The usage of countershaft transmissions enables a variety of gears and extensive adaptation to the desired transmission and torque conditions.

With an appropriate design (powerful GSSG), the torque transmission occur during the load switching operations, so there is hardly any frictional heat loss. If the torque transmission during the power shift processes is still in "pendulum mode" takes place, the load on the on-board electrical system battery and the associated disadvantages (efficiency, Cycle stability) minimized. Other advantages such as B. regenerative braking can be implemented. In addition, the GSSG are integrated so that the functions of starting the internal combustion engine and Generator operation for charging the on-board electrical system battery can also be taken over. Instead of in the Gearboxes shown in variants can also be used planetary gear sets, in which case the necessary brakes and clutches do not have to be available in the friction design, a claw design is sufficient.

Claims (23)

1. Drive unit for motor vehicles with a shaft leading to the internal combustion engine ( 1 ) ( 26 ) and a shaft 3 leading to the drive wheels and a division of an intermediate shaft into two sections ( 2 a and 2 b) and a lathe between these sections, characterized in that that the two sections ( 2 a and 2 b) can be connected to the shaft ( 1 ) either selectively or simultaneously via dog clutches ( 8 ) ( 19 ) and that the two sections ( 2 a and 2 b) can optionally be connected via a friction clutch ( 10 ) can be connected. 2. Drive unit according to claim 1, characterized in that between the two sections ( 2 a and 2 b) lying lathe in addition to the synchronization of the gears can also take over the tasks of starting the internal combustion engine and generator for charging the on-board electrical system battery and called the transmission synchronization start generator GSSG becomes. 3. Drive unit according to at least one of the preceding claims, characterized in that the GSSG takes over the starting torque and the torque during the powershift operations and that the GSSG can optionally be supported by a friction clutch ( 10 ). 4. Drive unit according to at least one of the preceding claims with at least one Planetary set for doubling the number of gears, characterized in that a brake this Planet set is executed so that the starting torque is taken over by this brake can be. 5. Drive unit according to at least one of the preceding claims, characterized in that after executing the start-up or shifting operations, the torque transmission via take and thus the drive unit without electrical support with the maximum possible Efficiency works. 6. Drive unit according to at least one of the preceding claims, characterized in that the GSSG ( 9 ) ( 49 ) is directly connected on one side to the shaft ( 1 ) ( 41 ) that a connection from the shaft ( 1 ) ( 19 ) ( 41 ) to the shafts ( 2 a or 2 b) ( 42 a or 42 b) can be made that the other side of the GSSG ( 9 ) ( 49 ) via couplings ( 20 a or 20 b) with the shafts ( 2 a or 2 b) ( 42 a or 42 b) or via a braking device ( 21 ) can be connected to the housing ( 6 ) and that this GSSG can work as a generator outside of the switching operations. 7. Drive unit according to at least one of the preceding claims, characterized in that the GSSG is divided into two and thus has 3 waves, that one of these waves directly connected to the shaft ( 2 a), a second of these waves directly to the shaft ( 2 b) is that via a coupling ( 8 ) a connection between shaft 1 and / or shaft ( 2 a, 2 b) can be made and that the third shaft of the GSSG via a coupling ( 27 ) either with the housing ( 6 ) or with a shaft ( 25 ) leading to a planetary gear set ( 11 , 12 , 13 ) can be connected. 8. Drive unit according to at least one of the preceding claims, characterized in that in a two-part GSSG with 3 shafts a shaft is connected directly to the housing ( 6 ) and is thus a second shaft directly with an input shaft ( 26 ) of a planetary gear set ( 11th , 12 , 13 ) and the third shaft of the GSSG is connected to a further shaft of the planetary gear set ( 11 , 12 , 13 ), e.g. B. the shaft associated with the sun gear ( 13 ), and that the third shaft of the planetary set is the shaft ( 1 ) of the rest of the transmission. 9. Drive unit according to at least one of the preceding claims, characterized in that the planetary gear set ( 11 , 12 , 13 ) can also be attached between the other part of the transmission and the shaft 3 leading to the drive wheels. 10. Drive unit according to at least one of the preceding claims, characterized in that a part of the two-part GSSG always work as a generator when the internal combustion engine is rotating can. 11. Drive unit according to at least one of the preceding claims, characterized in that a part of the two-part GSSG applies the warm start performance for the internal combustion engine and Apply both parts of the cold start performance. 12. Drive unit according to at least one of the preceding claims, characterized in that a GSSG ( 9 or 49 ) applies the warm start performance and both GSSG ( 9 and 49 ) together apply the cold start performance. 13. Drive unit according to at least one of the preceding claims, characterized in that in addition to the GSSG ( 9 ) a (weaker) motor ( 59 ) is installed, that this motor ( 59 ) can be provided with a planetary gear set ( 58 ) for reduction, that this motor ( 59 ) can be bridged by a Bremsein device ( 56 ) and that this motor ( 59 ) via couplings ( 60 ) can act on the shafts ( 2 a or 2 b) for the purpose of synchronization. 14. Drive unit according to at least one of the preceding claims, characterized in that part of a two-part GSSG is connected directly to a shaft of a planetary gear set ( 11 , 12 , 13 ), that this shaft also via a planetary gear set ( 64 , 65 , 66 ) with is coupled to the other part of the GSSG, that the land shaft of the planetary gear set ( 64 , 65 , 66 ) rotates approximately at half the speed of the shaft ( 26 ) and that all current-carrying parts of the GSSG are firmly connected to the housing 6 . 15. Drive unit according to at least one of the preceding claims, characterized in that a shaft of the planetary gear set ( 11 , 12 , 13 ) out of the housing ( 6 ) to an external braking device ( 17 ) is guided. 16. Drive unit according to at least one of the preceding claims, characterized in that a shaft of a planetary gear set ( 32 , 33 , 34 ) is additionally guided out of the housing ( 6 ) to an external braking device ( 37 ). 17. Drive unit according to at least one of the preceding claims with an axially displaceable 1st gear (or an axially displaceable other gear), characterized in that on a shaft ( 28 ) a gear ( 29 ) with this displaceable gear is in constant engagement and that a second gear ( 30 ) slidably mounted on the shaft ( 28 ) can be brought into engagement with a ring gear of the gear set 4 and so a reverse gear is realized. 18. Drive unit according to claim 17, characterized in that instead of the displaceable gear ( 30 ), a wider gear ( 29 ) is present and can be brought into engagement with the displaceable gear of the gear set ( 5 ) and a ring gear of the gear set ( 4 ) and such a reverse gear is realized. 19. Drive unit according to claim 17 and 18, characterized in that the displaceable gear of the gear set ( 5 ) is slightly wider than the associated ring gear of the gear set 4 and that the gear ( 29 ) always in engagement with the displaceable gear of the gear set ( 5 ) stands and therefore does not have to be synchronized. 20. Drive unit according to at least one of the preceding claims, characterized in that two countershaft transmissions are combined with one another in such a way that the input shaft ( 1 ) of one countershaft transmission is aligned with the output shaft ( 3 ) of the other countershaft transmission and that between the shafts ( 1 and 3 ) can be made via a coupling ( 40 ). 21. Drive unit according to at least one of the preceding claims, characterized in that the GSSG is mounted on a separate shaft ( 72 ) and that with the aid of this GSSG via transmission means ( 71 ) generates a speed difference between the shafts ( 2 a and 2 b) can be. 22. Drive unit according to claim 21, characterized in that the GSSG ( 69 ) is divided into two parts, that part of the GSSG ( 69 ) is connected to the housing ( 6 ) and thus stands and that the total power of the GSSG ( 69 ) via one Pinion ( 68 ) on a ring gear ( 67 ) for starting the internal combustion engine can be transferred. 23. Drive unit according to claim 21 and 22, characterized in that the shafts ( 1 , 2 a and 2 b) are guided through the housing ( 6 ) to the outside and that therefore the components ( 10 , 69 , 70 ) and ( 71 ) are not wet with oil.