Hybrid transmission and motor vehicle

Abstract

The invention relates to a hybrid transmission (3, 56, 60, 64) having a first transmission input shaft (12) and a second transmission input shaft (14) mounted on the first transmission input shaft, at least one drive device (EM2), and at least one clutch (K3) for connecting the two shafts (12, 14) in a rotationally fixed manner, wherein the hybrid transmission (3, 56, 60, 64) has exactly one clutch (K3) which is arranged as a connecting clutch (K3) for connecting the first transmission input shaft (7) and the second transmission input shaft (9) in a rotationally fixed manner. The invention also relates to a motor vehicle.

Description

Technical Field

[0001] The present invention relates to a hybrid transmission, which has: a first transmission input shaft; and a second transmission input shaft installed on the first transmission input shaft, wherein the first transmission input shaft is connected to the output end of a clutch to be connected to a combustion engine; at least one electric motor; and a connecting clutch, which is used to connect the first transmission input shaft to the second transmission input shaft in a non-rotatable manner. Background Art

[0002] It is known to use hybrid transmissions to reduce CO2 emissions from motor vehicles. A hybrid transmission is to be understood here as a transmission to which a combustion engine and at least one other drive can be coupled. It is known to hybridize any automated transmission, such as automatic transmissions and dual clutch transmissions. A transmission is known from DE 10 2011 005 451 A1, which has two electric motors and realizes five forward gears and one reverse gear. Summary of the invention

[0003] Starting from this, the object of the present invention is to specify a hybrid transmission which is designed to be compact for applications with a front-wheel drive transverse arrangement and which offers the possibility of achieving a greater number of embodiments with a smaller number of components.

[0004] In order to solve this problem, it is proposed that a hybrid transmission of the type mentioned in the introduction has exactly one clutch which is arranged as a connecting clutch for connecting the first transmission input shaft to the second transmission input shaft in a rotationally fixed manner.

[0005] The transmission of the hybrid transmission is advantageously designed as a shift transmission, which then has at least two discrete gear stages.

[0006] The shift transmission can advantageously have at least two, in particular exactly two, sub-transmissions. This can increase functionality and, for example, can support traction forces in particular in combustion engine-type and electric gear shifts.

[0007] At least one of the sub-transmissions can preferably be designed as a shift transmission. In particular, two or more, in particular exactly two, sub-transmissions can be designed as a shift transmission. The sub-transmission then has at least two gear stages.

[0008] Advantageously, all sub-transmissions, in particular two sub-transmissions, can have the same number of gear stages. Preferably, a sub-transmission can have exactly two gear stages. Due to the symmetrical distribution of the gear stages, even-numbered gears and odd-numbered gears can be easily interchanged between the sub-transmissions without having to change the arrangement of the shifting device.

[0009] The shift transmission advantageously has gears and shifting elements. The gears are preferably designed as spur gears.

[0010] The transmission of the hybrid transmission is preferably designed as a fixed transmission. In a fixed transmission, the axes of all gears in the transmission are fixed relative to the transmission housing.

[0011] The shift transmission is preferably designed as a transmission in the form of a countershaft structure. The shift transmission is preferably designed as a spur gear transmission. The gears are then designed as spur gears.

[0012] Furthermore, the transmission preferably has at least two transmission input shafts. The transmission preferably has exactly two transmission input shafts. Although a greater number of sub-transmissions can be produced with three or more transmission input shafts, it has been shown that the described functionality can already be achieved with two transmission input shafts.

[0013] The first transmission input shaft is preferably designed as a solid shaft. Independently of the design of the first transmission input shaft, the second input shaft is preferably mounted on the first transmission input shaft, i.e. the second input shaft is arranged coaxially with the first transmission input shaft and surrounds the first transmission input shaft. The second input shaft is then a hollow shaft.

[0014] The hybrid transmission can preferably have at least one, in particular exactly one, countershaft. Thus, when using a single countershaft, there is a single location for connecting to the differential. This can save construction space, both in the radial direction and in the axial direction.

[0015] In a preferred embodiment, the transmission therefore has exactly three shafts, namely two transmission input shafts and one countershaft, which is then also the output shaft.

[0016] In the case of all-wheel drive variants of the transmission, a shaft is always added as an auxiliary power take-off to drive a second motor vehicle axle.

[0017] As already described at the beginning, the gear stage is a transmission ratio between two shafts that is mechanically realized with gears. The total transmission ratio between the combustion engine or the drive and the wheels has other transmission ratios, wherein the transmission ratio before the gear stage (the so-called pre-transmission ratio) can depend on the drive used. The rear transmission ratio is usually the same. In an embodiment further shown below, the speed and torque of the drive are changed several times, that is, by at least one gear pair between the output shaft of the drive and the input shaft of the transmission. This is a pre-transmission. This is followed by a gear pair of the gear stage with a transmission ratio depending on the gear stage. Finally, it is followed by a gear pair as a rear transmission mechanism, which is located between the countershaft and the differential. The gear stage then has a total transmission ratio that depends on the drive and the gear stage. In the absence of further explanation, the gear stage then refers to the gear stage used.

[0018] Merely for the sake of completeness it should be pointed out that the ascending numbers of the gear steps generally refer to decreasing transmission ratios. The first gear step G1 has a greater transmission ratio than the second gear step G2 and so on.

[0019] If the torque of the combustion engine is transmitted via the first gear stage G1, this is referred to as the combustion engine stage V1. If the second drive and the combustion engine simultaneously transmit torque via the first gear stage G1, this is referred to as the hybrid stage H11. If only the second drive transmits torque via the first gear stage G1, this is referred to as the electric power stage E1.

[0020] The transmission of the hybrid transmission preferably has at least three gear stages or transmission stages. If the gear stage has two gear wheels, the gears of the gear stage can be arranged in one gear plane. The transmission preferably has at least four gear stages or transmission stages. Preferably, the transmission has exactly four gear stages.

[0021] The transmission of the hybrid transmission preferably has one more gear plane than the gear stages. In the case of four gears, there are five gear planes. Here, the gear plane for connecting the driven device (for example, the differential) is also included.

[0022] Preferably, all gear stages of one of the sub-transmissions can be used both in combustion mode and electrically or hydraulically. This results in a maximum number of gears with a small number of gear stages. In particular, only one sub-transmission can be used electrically or hydraulically. This is sufficient to achieve hybrid operation, and additional connections between the sub-transmissions or second drives in particular increase the required installation space.

[0023] Advantageously, the hybrid transmission or the transmission can be designed without a reversing gear for changing direction. Accordingly, the reverse gear is not generated by the combustion engine, but by the drive or at least one of the drives. For example, the first gear stage or the second gear stage can be used.

[0024] Preferably, in a first variant, gear wheels for all even-numbered gear stages can be arranged on the first transmission input shaft. In addition, gear wheels for all odd-numbered gear stages can preferably be arranged on the second transmission input shaft. The gear wheels (also referred to as gear wheels) can be designed as fixed gear wheels or loose gear wheels. Fixed gear wheels or loose gear wheels are also referred to as gear wheels because they are assigned to the gear stages.

[0025] In a second variant, gear wheels for all odd-numbered gear stages can be arranged on the first transmission input shaft, and gear wheels for all even-numbered gear stages can be arranged on the second transmission input shaft. This can be easily changed when the gear stages are arranged symmetrically.

[0026] Preferably, the largest even-numbered gear stage or one of its assigned gear wheels is located at the axial end of the transmission input shaft carrying one of the gear gears of the largest even-numbered gear stage. Preferably, the largest even-numbered gear stage is the fourth gear stage and / or the transmission input shaft is the second transmission input shaft. Alternatively, the transmission input shaft can be the first transmission input shaft.

[0027] Preferably, the largest odd-numbered gear stage or one of its assigned gear wheels is located at the axial end of the transmission input shaft carrying one of the gear gears of the largest odd-numbered gear stage. Preferably, the largest odd-numbered gear stage is the third gear stage and / or the transmission input shaft is the first transmission input shaft. Alternatively, the transmission input shaft can be the second transmission input shaft.

[0028] In summary, in a first design, the gear gear of the largest gear stage can be located axially outside the shaft (especially the transmission input shaft). If the transmission has four gear stages, the fourth gear stage and the third gear stage (i.e., their gears) are arranged axially outside, while the other gear stages and their gears are arranged inside these two gear stages.

[0029] Preferably, the gear wheels for the fourth gear stage and the second gear stage can be arranged on the second transmission input shaft from the outside toward the inside of the hybrid transmission.

[0030] Alternatively, the gear wheels for the third gear stage and the first gear stage can be arranged on the second transmission input shaft from the outside toward the inside of the hybrid transmission.

[0031] Preferably, the gear wheels for the third gear stage and the first gear stage can be arranged on the first transmission input shaft from the outside toward the inside of the hybrid transmission.

[0032] Alternatively, the gear wheels for the fourth gear stage and the second gear stage can be arranged on the first transmission input shaft from the outside toward the inside of the hybrid transmission.

[0033] The hybrid transmission can preferably have exactly one drive. In this case, a component of one or more drive devices connected to a certain point of the hybrid transmission is also considered as one drive. This means that, for example, if the drive is designed as an electric motor, a plurality of smaller electric motors are also considered as one electric motor if their torques are added at a single output point.

[0034] Advantageously, the drive can be assigned to the second transmission input shaft. The gears realized by the first transmission input shaft and the gears realized by the second transmission input shaft each form a sub-transmission. In other words, it can also be said that the second sub-transmission is assigned to the drive. The hybrid transmission preferably has exactly two sub-transmissions.

[0035] The drive device is also preferably designed as a generator. The drive device is then designed as an electric motor and a generator.

[0036] The drive device is preferably coupled to the largest gear stage of the transmission. Alternatively, the drive device can be coupled to the second largest gear stage of the transmission. In other words, the drive device can be coupled to the largest gear stage of the sub-transmission device it is engaged with.

[0037] The drive device is preferably coupled to an axially outer gear stage of the transmission, more precisely to one of the gear wheels of this gear stage.

[0038] At this point it should be made clear that in the present invention, connection or operative connection refers to any connection in terms of force flow, even across other components of the transmission, while coupling refers to the first connection point for transmitting drive torque between the drive machine and the transmission.

[0039] The connection to the gear stage (i.e. to one of its gear gears) can be made via a gear. An additional intermediate gear may be necessary to bridge the axial distance between the output shaft of the drive device and the input shaft of the transmission. Alternatively, a chain can also be used for the connection. By connecting the drive device to the gear gear, it is possible to avoid the presence of an additional gear plane that is only used for connecting the drive device.

[0040] Advantageously, at least one of the axially outer gear wheels arranged on the axis of the transmission input shaft can be designed as a fixed gear. Preferably, both axially outer gear wheels can be designed as fixed gears. The drive can thus preferably be arranged in a so-called P3 arrangement, i.e. on a transmission gear set.

[0041] The drive device can preferably be coupled to the third gear stage. Alternatively, the drive device can be coupled to the fourth gear stage.

[0042] The drive device can preferably be used for starting forward electrically or fluidically. In this case, the second drive device can advantageously be connected to the gear wheel of the second gear stage or the first gear stage. The start is then always taken over by the drive device. The drive device can preferably be used as the only drive source for starting. The drive device can also be used for driving backwards electrically or fluidically. It can also be preferably proposed that the drive device is the only drive source when driving backwards. There is then neither a combustion engine reverse gear nor a hybrid reverse gear.

[0043] The drive device can preferably be arranged parallel to the axis of the first transmission input shaft. Then the drive device is preferably also parallel to the axis of the second transmission input shaft and the secondary shaft. In the present invention, the axis-parallel arrangement should not only be understood as a completely parallel arrangement, but also a certain inclination or angle can exist between the longitudinal axis of the transmission input shaft and the longitudinal axis of the electric motor. The angle between the longitudinal axis of the electric motor and the longitudinal axis of the transmission input shaft is preferably set to be less than or equal to 10°, further preferably less than 5° and in particular 0°. For reasons of construction space, the drive device may be slightly tilted compared to the transmission.

[0044] Alternatively, the drive device can be arranged coaxially with the first transmission input shaft. The drive device is then advantageously connected to the second transmission input shaft. In the axial direction, the drive device is then preferably located between the connecting clutch and the first gear on the second transmission input shaft (i.e. located axially outside). In particular, the drive device can be located at the same position as the gear plane of the differential in the axial direction.

[0045] The axis of the drive device (in an axis-parallel arrangement of the drive device) can preferably be located above the axis of the transmission input shaft in the installed position. In the following, reference is always made to the installed position, although the hybrid transmission can also be inverted during assembly. However, such a position is not relevant for the following description. An axis-parallel arrangement also enables the drive device to be located below the axis of the transmission input shaft, but it is also advantageous to provide that the drive device and therefore its axis are located above the transmission input shaft. In this arrangement, the packing density can be maximized.

[0046] The axis of the drive device can preferably be located above the axis of one or more secondary shafts and / or one or more driven shafts in terms of the installation position. The drive device is thus located above the mentioned components of the spur gear transmission assembly. Alternatively, it can be correspondingly said that the axis of the drive device is the uppermost axis of the hybrid transmission in terms of the installation position.

[0047] The drive can preferably be arranged at the same position as the gearshift transmission in the axial direction. The overlap in the axial direction can preferably be greater than 75%, and the overlap is advantageously 100%. The overlap is determined based on the housing of the drive. The output shaft of the drive is not taken into account.

[0048] Advantageously, the second drive can be connected to the second transmission input shaft in a rotationally fixed manner (in particular is coupled to it). If the second transmission input shaft is arranged such that it can be connected to the combustion engine by means of a clutch and in this case in particular via the first transmission input shaft, the second drive can be used as a drive source in parallel with the combustion engine in many operating situations.

[0049] Advantageously, the first transmission input shaft can be directly connected or can be directly connected to the combustion engine. A direct connection is a clutchless connection, for example, a damping device can be present between the crankshaft and the first transmission input shaft. The damping device can have a torsional vibration damper and / or a vibration damper and / or a slip clutch. The torsional vibration damper can also be designed as a dual mass flywheel. The vibration damper can be designed as a speed-adaptive vibration damper.

[0050] In principle, two drive devices can be provided, wherein each drive device preferably engages with one of the sub-transmissions.

[0051] The first drive device and / or the second drive device can preferably be designed as an electric motor. Electric motors are very common in hybrid transmissions.

[0052] Alternatively or additionally, the first drive device and / or the second drive device can be designed as a fluid dynamic machine. In addition to electric motors, there are other dynamic machines that can be conceived to be used in hybrid transmissions. These dynamic machines can also be operated as electric motors (i.e. in a way that consumes energy) or as generators (i.e. in a way that converts energy). In the case of a fluid dynamic machine, this is an accumulator or pressure accumulator. The energy conversion then involves converting the energy from the combustion engine into pressure buildup.

[0053] Even if the hybrid transmission has only one drive, this drive can advantageously be switched under load. Load switching is generally understood to mean that no interruption of traction force occurs at the output of the hybrid transmission, for example during a gear change of the drive. The torque present at the output can be reduced, but not completely interrupted. Support can be provided by the combustion engine or by the electric axle described in more detail below.

[0054] As a result, the motor vehicle can be driven continuously over a wide speed range, for example only electrically, wherein the transmission ratio (ie the gear) is selected optimally in each case with regard to the rotational speed and torque of the drive.

[0055] Advantageously, the drive can be operatively connected to the differential by a maximum of four tooth meshings, thereby achieving good efficiency.

[0056] The connecting clutch is used to couple the sub-transmissions. However, the connecting clutch is also a clutch for connecting the second transmission input shaft to the combustion engine, wherein the connection is carried out by the first transmission input shaft.

[0057] The connecting clutch can preferably be arranged at the outwardly pointing end of the second transmission input shaft (in particular on the combustion engine side).

[0058] In the present invention, a shifting device can be understood as a component with one or two shifting elements. The shifting device is then designed to be single-sided or double-sided. The shifting element can be a clutch or a shifting clutch. The clutch is used to connect two shafts in a non-rotatable manner, and the shifting clutch is used to connect the shaft to a hub (e.g., a loose gear) rotatably mounted on the shaft in a non-rotatable manner. The connecting clutch can be designed in the same way as the shifting clutch and the connecting clutch is called a clutch only because it connects two shafts to each other.

[0059] At least a part of the clutch and / or the shifting clutch can preferably be designed as a claw clutch. In particular, all clutches and the shifting clutch can be designed as a claw clutch.

[0060] Preferably, the first transmission input shaft is not provided with a shifting device and / or a loose gear in the first embodiment. Here, only fixed gears can be arranged as gears on the first transmission input shaft. In particular, exactly two fixed gears can be arranged on the first transmission input shaft.

[0061] Alternatively, only loose gears can be arranged as gears on the first transmission input shaft. In particular, exactly two loose gears can be arranged on the first transmission input shaft. At least one shifting device can then be arranged on the first transmission input shaft. Preferably, at least two, in particular exactly two, shifting devices can be arranged on the first transmission input shaft. Single-sided shifting devices and double-sided shifting devices can be provided.

[0062] Advantageously, the second transmission input shaft may not be designed with a shifting device and / or a loose gear. Preferably, at least one fixed gear may be arranged on the second transmission input shaft. In particular, at least two, in particular exactly two fixed gears may be arranged on the second transmission input shaft.

[0063] Advantageously, each gear stage can be assigned a fixed gear and a loose gear, in particular a single fixed gear and a single loose gear, respectively. In addition, each fixed gear and loose gear can always be clearly assigned to a single gear stage, i.e., there is no torque gear in which one gear is used for multiple gears. Depending on the design, combustion engine gears two and four or one and three can also be considered torque gears or coupling gears, as described below, because the first transmission input shaft is connected in the middle when forming the gear.

[0064] In a preferred embodiment, the hybrid transmission or gearbox can have exactly two double-sided shifting devices in order to produce four internal combustion engine gear stages.

[0065] The differential can be arranged preferably in the axial direction at the position of the clutch for connecting the transmission input shaft. Advantageously, the gear for connecting the differential can be arranged axially outside on the secondary shaft. The connection can preferably be carried out on one side of the combustion engine.

[0066] The hybrid transmission can preferably have at least one, in particular exactly one, countershaft. Thus, when using a single countershaft, there is a single location for connecting to the differential. This can save construction space, both in the radial direction and in the axial direction.

[0067] Preferably, at least one shifting device can be arranged on the countershaft. In a first alternative, exactly one shifting device can be arranged on the countershaft. Preferably, then exactly two loose gears and two gear-fixed gears are arranged on the countershaft. In a second alternative, at least two, in particular exactly two shifting devices can be arranged. Furthermore, advantageously exactly four loose gears can be arranged on the countershaft. The shifting devices on the countershaft can advantageously all be designed to be double-sided.

[0068] Preferably, all shifting elements of the shifting device located on the countershaft can be designed as shifting clutches.

[0069] Preferably, a fixed gear for establishing a connection with the differential can be present on the countershaft.

[0070] Furthermore, the hybrid transmission can have a control device which is designed to control the transmission as described.

[0071] The invention further relates to a hybrid drive train having a hybrid transmission and at least one electric axle (in particular a rear axle). The hybrid drive train is distinguished in that the hybrid transmission is designed as described. This structure is preferably arranged as the only drive device in the hybrid transmission. The electric axle is here an axle with an electric motor assigned to it. The electric motor of the electric axle thus outputs a drive torque in the force flow independently of the hybrid transmission. The electric axle is preferably an assembly unit. The assembly unit can also have its own transmission for transmitting the drive torque of the electric motor of the electric axle. This transmission is preferably designed as a shift transmission.

[0072] When an electric axle is used, this electric axle can support the drive torque if the drive unit or the internal combustion engine changes gears. The hybrid transmission is preferably assigned to an electric axle other than the electric axle.

[0073] Furthermore, the invention relates to a motor vehicle having a combustion engine and a hybrid transmission or a hybrid drive train. The motor vehicle is distinguished in that the hybrid transmission or the hybrid drive train is designed as described.

[0074] Advantageously, the hybrid transmission is arranged in the motor vehicle as a front-wheel drive, transverse transmission.

[0075] The motor vehicle preferably has a control device for controlling the hybrid transmission. The control device can therefore be part of the hybrid transmission, but does not necessarily have to be so.

[0076] A battery is preferably arranged in the motor vehicle which enables the motor vehicle to be operated electrically for at least 15 minutes. Alternatively, for purely electric operation, the combustion engine can generate current with one of the electric motors as a generator which is directly fed to the other electric motor.

[0077] Furthermore, the motor vehicle may have a pressure accumulator which can be used to operate the fluid-powered machine. BRIEF DESCRIPTION OF THE DRAWINGS

[0078] Further advantages, features and details of the invention are apparent from the following description of exemplary embodiments and the accompanying drawings. In the drawings:

[0079] Figure 1 A motor vehicle is shown,

[0080] Figure 2 A schematic diagram of the first gear set is shown,

[0081] Figure 3 shows the first shift matrix,

[0082] Figure 4 shows the second shift matrix,

[0083] Figure 5 A schematic diagram of the second gear set is shown,

[0084] Figure 6 The third shift matrix is ​​shown,

[0085] Figure 7 The fourth shift matrix is ​​shown,

[0086] Figure 8 A schematic diagram of the third gear set is shown, and

[0087] Fig. 9 A fourth gear set schematic is shown. DETAILED DESCRIPTION

[0088] Figure 1 A motor vehicle 1 is shown with a combustion engine 2 and a hybrid transmission 3. As described in further detail below, the hybrid transmission 3 also includes an electric motor EM2, so that the hybrid transmission can be installed as an assembly unit. However, this is not mandatory, and in principle the gear set can also form an assembly unit even if the electric motor EM2 is not yet connected. A control device 4 is provided for controlling the hybrid transmission 3. The control device can be part of the hybrid transmission 3 or of the motor vehicle 1.

[0089] In addition to the combustion engine 2 and the hybrid transmission 3, the hybrid drive train 5 can also have at least one electric axle 6. If the hybrid transmission 3 is arranged as a front-wheel drive transverse transmission and drives the front axle 7, the electric axle 6 is preferably the rear axle, and vice versa.

[0090] Figure 2The hybrid transmission 3 and in particular its shifting transmission 8 are shown in the form of a gear set diagram. The hybrid transmission 3 will be described below starting with the combustion engine 2. The crankshaft 9 is connected to the first transmission input shaft 12 via a damping device 10. The damping device 10 can have a torsion damper and / or a vibration damper and / or a slip clutch. The second transmission input shaft 14 is mounted on the first transmission input shaft 12. In order to connect the first transmission input shaft 12 to the second transmission input shaft 14, a connecting clutch K3 is provided as a shifting device S1. This connecting clutch is arranged on the side of the combustion engine 2 and axially outside the first transmission input shaft 12.

[0091] Two fixed gears 16 and 18 are arranged on the second transmission input shaft 14. The fixed gear 16 is the fixed gear of the third gear stage G3 and the fixed gear 18 is the fixed gear of the first gear stage G1.

[0092] The second transmission input shaft 14 has two ends, namely an end 20 pointing to the outside of the hybrid transmission 3 and an end 22 pointing into the inside of the hybrid transmission 3. The first transmission input shaft 12 has an end 24 on the engine side and an end 26 facing away from the engine, wherein the position relative to the combustion engine 2 is used as reference.

[0093] The clutch K3 can connect the sub-transmissions 28 and 30. In this case, fixed gears 32 and 34 are also arranged on the first transmission input shaft, wherein the fixed gear 32 is the fixed gear of the second gear stage G2 and the fixed gear 34 is the fixed gear of the fourth gear stage G4. Due to the odd number of gears, an axis of symmetry 36 is obtained between the sub-transmissions 28 and 30 (as will be seen below), to which the gears can be mirrored. Here, on the axis A1 of the transmission input shaft, the gear gears 16 and 34 of the largest gear stages G3 and G4 are located axially outside. The gear stages G1 and G2 are arranged axially inside.

[0094] Therefore, the second transmission input shaft 14 is not designed with shifting elements and loose gears. The first transmission input shaft 12 is also not designed with loose gears, but the shifting device S1 is arranged on it.

[0095] The hybrid transmission 3 has a single countershaft 40 for connecting to the differential 38 and for forming a transmission stage or a gear stage. Two shifting devices S2 and S3 are arranged on the countershaft 40, and the two shifting devices have shifting clutches A, B, C and D for connecting loose gears 42, 44, 46 and 48 to the countershaft 40. The countershaft 40 is not designed with a gear fixed gear, that is, there is no fixed gear of the gear stage on the countershaft. A fixed gear 50 is arranged on the countershaft 40 as a fixed gear only for connecting the differential 38. The assignment of fixed gears and loose gears to the gear stages is obtained based on the gear stage numbers G1 to G4 located below the gears arranged on the countershaft 40.

[0096] Based on this diagram, the following can be determined about the gear stages: Each gear stage G1 to G4 can be assigned a fixed gear and a loose gear, in particular, a single fixed gear and a single loose gear, respectively. Each fixed gear and loose gear is always clearly assigned to a single gear stage, i.e., there is no torque gear in the case of using a gear of multiple gear stages. The gear stages for G1 and G3 can also be regarded as coupling gears, because the first transmission input shaft 12 is connected in the middle when forming the gear stages G1 and G3.

[0097] As shown, the electric motor EM2 is coupled, in particular to the axially outer gear 16. This makes it possible to couple the electric motor EM2 without an additional gear on the transmission input shaft 14, thereby saving construction space. In particular, a hybrid transmission 3 that is extremely short in the axial direction can be provided by coupling the electric motor EM2 to the axially outer gear 16. A chain or another gear can be used between the gears 16 and 54 to bridge the gap.

[0098] The electric motor EM2 or its longitudinal axis is arranged parallel to the transmission input shaft 12 .

[0099] Figure 3 Shows about Figure 2 The first shift matrix of the hybrid transmission of the invention can be seen in that four combustion engine gears V1 to V4 are realized. Compared to a conventional dual-clutch transmission, in which the clutch is alternately opened and closed when switching forward gears, the odd-numbered combustion engine gears V1 and V4 are realized by closing the clutch K3, and the even-numbered combustion engine gears V2 and V4 are realized by opening the clutch K3. Therefore, the change between the sub-transmissions is preferably realized by opening or closing the clutch K3. Therefore, compared to a conventional dual-clutch transmission, the use of the clutch can be realized in a different way. As can also be seen from Figure 2It can be seen that in each of the internal combustion engine gears, exactly one of the shifting clutches A to D is closed and in force flow.

[0100] Figure 4 Shows about Figure 2 The second shifting matrix of the hybrid transmission 3 is shown in which the electric gears E1 and E3 are given. Here, only the second transmission input shaft 14 and the shifting device S2 with one of the shifting clutches A or C are used. The gear stages G2 and G4 are therefore used only in a combustion engine manner, but not in an electric manner. The gear stage E3 is therefore the second electric gear, and this nomenclature is derived from the gear stages G1 to G4.

[0101] Figure 5 Shown according to Figure 2 A transmission 56 with a shift transmission 58 is similar to the hybrid transmission 3 of the present invention, in which only the sub-transmissions 28 and 30 are mirrored along the axis of symmetry 36. The clutch K3, the combustion engine 2, the gear 50 for connecting the differential 38, and the differential 38, which are not only part of the sub-transmission, are not mirrored together here. Similarly, the electric motor EM2 is still connected to the gear fixed gear next to the clutch K3. The electric motor is therefore connected to the gear 34 of the gear stage G4. Here, the same reference numerals indicate the same components, that is, the fixed gear 16 is still the fixed gear of the third gear stage G3. Therefore, in order to compare the clutch K3 with the fixed gear 16 according to Figure 5 The shift transmission device 56 is described in detail, and reference is made to the relevant Figure 2 Description.

[0102] Figure 6 and Figure 7 The shift matrix of the hybrid transmission 56 is shown, wherein Figure 6 and Figure 3 are identical. This is due to the mirroring along the axis of symmetry 36. However, in Figure 7 The difference shown in is that the electric gears E2 and E4 are now realized. This is because the position of the electric motor EM2 is not mirrored, but the coupling with the sub-transmission 30 is now carried out by means of even-numbered gear stages G2 and G4.

[0103] Figure 8 A further modified hybrid transmission 60 is shown, which differs from the hybrid transmission 3 only in the gearshift transmission 62. Here, the same reference numerals also denote the same objects. Therefore, the description of the gearshift transmission 62 or the hybrid transmission 60 is largely referred to. Figure 2 . According to Figure 2The hybrid transmission 3 of EMBODIMENT 2 differs in that only the fixed gearwheels 32 and 34 have been moved from the first transmission input shaft 12 to the layshaft 40 , whereby the loose gearwheels 46 and 48 and the associated shifting device S3 are arranged on the first transmission input shaft 12 .

[0104] Since the shifting of the fixed and movable gears of the sub-transmission 30 does not cause any other changes to occur, Figure 3 and Figure 4 The shift matrix is ​​applicable to the hybrid transmission 60 .

[0105] Fig. 9 A fourth embodiment of a hybrid transmission 64 with a shifting transmission 66 is shown. Figure 2 The hybrid transmission 3 of FIG. 1 not only mirrors the shifting devices S2 and S3 as well as the loose and fixed gears with respect to the symmetry axis 36, but also mirrors the shifting device S1 with the clutch K3 and the electric motor EM2 with respect to the symmetry axis. Correspondingly, Figure 3 and Figure 4 The shift matrix is ​​also applicable according to Fig. 9 A hybrid transmission 64 is provided.

[0106] List of Reference Numerals

[0107] 1Motor Vehicles

[0108] 2 Combustion Engine

[0109] 3 Hybrid Transmission

[0110] 4 Control device

[0111] 5. Hybrid Powertrain

[0112] 6 Electric axle

[0113] 7Front axle

[0114] 8-speed transmission

[0115] 9 Crankshaft

[0116] 10Vibration reduction device

[0117] 12First transmission input shaft

[0118] 14 Second transmission input shaft

[0119] 16 Fixed gear

[0120] 18 Fixed Gear

[0121] 20 end

[0122] 22 end

[0123] 24 end

[0124] 26 end

[0125] 28-speed transmission

[0126] 30 sub transmission

[0127] 32 Fixed gear

[0128] 34 Fixed Gear

[0129] 36 Axis of symmetry

[0130] 38 Differential

[0131] 40 countershaft

[0132] 42 movable gears

[0133] 44 movable gears

[0134] 46 movable gears

[0135] 48 movable gears

[0136] 50 Fixed Gear

[0137] 52 Output shaft

[0138] 54 Gear

[0139] 56 Hybrid Transmission

[0140] 58 gear-shift transmission

[0141] 60 Hybrid Transmission

[0142] 62 gear-shift transmission

[0143] 64 Hybrid Transmission

[0144] 66 gear shift transmission

[0145] K3 Clutch

[0146] S1 gear shifter

[0147] S2 gear shifter

[0148] S3 gear shifter

[0149] A-Shift Clutch

[0150] B Shift Clutch

[0151] C-Shift Clutch

[0152] D-Shift Clutch

[0153] E-Shift Clutch

[0154] EM2 Electric Motor

[0155] A1 axis

[0156] A2 axis

[0157] A3 axis

[0158] A4 axis

Claims

1. A hybrid transmission (3, 56, 60, 64), comprising: a first transmission input shaft (12) and a second transmission input shaft (14) mounted on the first transmission input shaft; gears achieved by the first transmission input shaft and by the second transmission input shaft, each of which forms a sub-transmission; at least one drive device (EM2); and at least one clutch for connecting the first transmission input shaft (12) and the second transmission input shaft (14) in a non-rotatable manner to form a sub-transmission, characterized in that: The hybrid transmission (3, 56, 60, 64) has exactly one clutch arranged as a connecting clutch (K3) for connecting the first transmission input shaft (12) and the second transmission input shaft (14) in a rotationally fixed manner relative to each other, and the gear gears of the largest gear stage are arranged on the axially outer sides of the transmission input shafts, which are opposite to each other in the axial direction, and the connecting clutch (K3) is arranged as a single shifting element (S1). The drive device (EM2) is arranged parallel to the first and second transmission input shafts, the axis of the drive device (EM2) is located above the axes of the first and second transmission input shafts in the installed position, and the drive device (EM2) is arranged at the same position as the shift transmission (8) in the axial direction.

2. The hybrid transmission according to claim 1, characterized in that: The second transmission input shaft (14) has an end (20) pointing toward the outside of the hybrid transmission (3, 56, 60, 64) and an end (22) pointing toward the inside of the hybrid transmission (3, 56, 60, 64), and the connecting clutch (K3) is arranged at the end (20) of the second transmission input shaft (14) pointing toward the outside.

3. The hybrid transmission according to claim 1, characterized in that: The connecting clutch (K3) is arranged on the side pointing toward the combustion engine (2).

4. The hybrid transmission according to any one of claims 1 to 3, characterized in that: At least some of the clutches and shift clutches (A, B, C, D) are designed as dog clutches.

5. The hybrid transmission according to claim 4, characterized in that: All of the clutches and shift clutches (A, B, C, D) are designed as dog clutches.

6. The hybrid transmission according to any one of claims 1 to 3, characterized in that: Only the second transmission input shaft (14) is assigned at least one drive device (EM2).

7. The hybrid transmission according to any one of claims 1 to 3, characterized in that: Only the second transmission input shaft (14) is assigned exactly one drive device (EM2).

8. The hybrid transmission according to any one of claims 1 to 3, characterized in that: The hybrid transmission (3, 56, 60, 64) has exactly two double-sided shifting devices (S2, S3) for generating four combustion engine gears (V1, V2, V3, V4).

9. The hybrid transmission according to any one of claims 1 to 3, characterized in that: The connecting clutch (K3) is mounted on the first transmission input shaft (12).

10. The hybrid transmission according to any one of claims 1 to 3, characterized in that: The first transmission input shaft (12) and / or the second transmission input shaft (14) are designed without a shifting clutch.

11. The hybrid transmission according to any one of claims 1 to 3, characterized in that: The hybrid transmission (3, 56, 60, 64) has at least one layshaft (40).

12. The hybrid transmission according to any one of claims 1 to 3, characterized in that: The hybrid transmission (3, 56, 60, 64) has exactly one layshaft (40).

13. The hybrid transmission according to claim 11, characterized in that: At least two double-sided shifting devices (S2, S3) are arranged on the secondary shaft (40).

14. The hybrid transmission according to claim 13, characterized in that: Exactly two double-sided shifting devices (S2, S3) are arranged on the countershaft (40).

15. The hybrid transmission according to claim 11, characterized in that: The first transmission input shaft (12) can be connected directly to the crankshaft (9) of the combustion engine (2) via a vibration damping device (10).

16. The hybrid transmission according to claim 11, characterized in that: The first transmission input shaft (12) is directly connected to the crankshaft (9) of the combustion engine (2) via a vibration damping device (10).

17. The hybrid transmission according to any one of claims 1 to 3, characterized in that: The at least one drive device (EM2) is coupled to a gear wheel (16).

18. The hybrid transmission according to claim 17, characterized in that: The at least one drive means (EM2) is coupled to a fixed gear.

19. The hybrid transmission according to any one of claims 1 to 3, characterized in that: At least one of the axially outer gear gears arranged on the axis ( A1 ) of the first transmission input shaft and the second transmission input shaft is designed as a fixed gear.

20. A motor vehicle (1) having a hybrid transmission, characterized in that The hybrid transmission (3, 56, 60, 64) is designed according to one of claims 1 to 19.

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