Transmission structural components and drive unit

Abstract

A transmission structure assembly (24) is described, comprising a first transmission input shaft (32) and a second transmission input shaft (38). Here, the first transmission input shaft (32) and the second transmission input shaft (38) are connected to a first planetary gear transmission (30) in a torque-transmitting manner. Furthermore, the transmission output shaft (82) of the transmission structure assembly (24) is connected to a second planetary gear transmission (76) in a torque-transmitting manner. In the power flow, a first spur gear transmission (52) is arranged between the first planetary gear transmission (30) and the second planetary gear transmission (76). Additionally, a drive unit (10) for driving a first axle (12) is introduced, which has such a transmission structure assembly (24).

Description

Technical Field

[0001] This invention relates to a transmission structure assembly, particularly a transmission structure assembly for hybrid vehicles, comprising a first transmission input shaft for connection to an internal combustion engine and a second transmission input shaft for connection to a first electric drive motor. Furthermore, a transmission output shaft is provided.

[0002] The present invention also relates to a drive unit for driving a first axle, wherein the drive unit includes a transmission structure assembly. An internal combustion engine is also provided, which is connected to the first transmission input shaft in a torque-transmitting manner, and a first electric drive motor is provided, which is connected to the second transmission input shaft in a torque-transmitting manner. Background Technology

[0003] Such transmission structural components and drive units equipped with such transmission structural components are known from the prior art.

[0004] When a transmission assembly is specifically designed for use in a hybrid powertrain or hybrid drive unit, it is also called a DHT or DH transmission (Dedicated Hybrid Transmission). A hybrid powertrain or hybrid drive unit is a powertrain or drive unit that uses two independent drive motors, such as an internal combustion engine and an electric drive motor. Such a transmission assembly must be constructed particularly compactly to provide additional structural space for the electric drive motor compared to conventional transmission assemblies. Summary of the Invention

[0005] Therefore, the object of the present invention is to provide a transmission structure assembly of the type described at the beginning, which is constructed in a particularly compact manner. At the same time, this transmission structure assembly should enable a certain number of shift stages or gears, thereby enabling efficient and comfortable operation of a drive unit equipped with this transmission structure assembly.

[0006] The task is solved by a transmission structure assembly of the type described at the beginning, which has a first planetary gear drive, a second planetary gear drive, and a first spur gear drive. Here, the first and second transmission input shafts are connected to the first planetary gear drive in a torque-transmitting manner. Furthermore, the transmission output shaft is connected to the second planetary gear drive in a torque-transmitting manner. The first spur gear drive is arranged in the power flow between the first and second planetary gear drives. Each planetary gear drive can be used as a summed-up drive. Alternatively, each planetary gear drive can be configured as a stand-up drive or used in a locked state. The spur gear drive, located between the planetary gear drives in the power flow, is relatively simple to construct and can be constructed as a switchable drive in a known manner. The spur gear drive is simpler to switchable than the planetary gear drive. Therefore, the transmission structure assembly is generally simple and cost-effective to construct. At the same time, the transmission structure assembly requires only a relatively small structural space.

[0007] The present invention provides a transmission structure assembly that uses a planetary gear drive as a superimposed transmission and provides multiple shift levels via a spur gear drive coupled to the planetary gear drive in terms of drive. Thus, each transmission is used for a task that is particularly well-suited to it. Planetary gear drives are well-suited as superimposed transmissions. However, providing different shift levels using a planetary gear drive is relatively complex. The situation is the opposite with spur gear drives. Shift levels can be provided in a simple manner using a spur gear drive. Of course, spur gear drives are less suitable as superimposed transmissions. Therefore, the advantages of both planetary gear drives and spur gear drives are combined.

[0008] According to one embodiment, the first transmission input shaft is connected to the ring gear or planetary gear carrier of the first planetary gear drive in a torque-transmitting manner. In particular, the first transmission input shaft is connected to the ring gear or planetary gear carrier of the first planetary gear drive in a torsional-resistant manner. Therefore, the first transmission input shaft is connected to the first planetary gear drive in a structurally simple manner. Furthermore, this connection requires only a small structural space.

[0009] The second transmission input shaft can be connected to the sun gear of the first planetary gear drive in a torque-transmitting manner. In particular, the second transmission input shaft is connected to the sun gear of the first planetary gear drive in a torsional-resistant manner. Therefore, the second transmission input shaft is also connected to the first planetary gear drive in a structurally simple manner. Furthermore, this connection is compact.

[0010] In one variant, the second transmission input shaft can be selectively and torsionally connected to the ring gear of the first planetary gear drive via a first switching element. Alternatively or additionally, the second transmission input shaft can be selectively and torsionally connected to the transmission housing via a second switching element. That is, the second transmission input shaft can be simultaneously connected to both the sun gear and the ring gear of the first planetary gear drive. The first planetary gear drive is thus locked. When the second transmission input shaft is torsionally connected to the transmission housing, it is used only to support the torque introduced into the first planetary gear drive via the first transmission input shaft. Therefore, the torque introduced into the transmission structural assembly via the first and / or second transmission input shafts can be flexibly superimposed by means of the first planetary gear drive.

[0011] In this regard, the first switching element and the second switching element can be configured as a so-called dual switching element. Therefore, there is only one unique switching element in total, which torsionally connects the transmission input shaft to the ring gear of the first planetary gear transmission when operated in the first switching direction, and torsionally connects the second transmission input shaft to the transmission housing when operated in the second switching direction opposite to the first switching direction.

[0012] Furthermore, the first planetary gear transmission can be connected to the first spur gear transmission via a winding transmission mechanism (Umschlingungsgetriebe) to transmit torque, thereby introducing torque into the first spur gear transmission. Therefore, the first planetary gear transmission and the first spur gear transmission are effectively connected in a torque-transmitting manner. Here, the winding transmission mechanism provides a certain degree of spatial flexibility in the arrangement of the first spur gear transmission relative to the first planetary gear transmission. Therefore, the transmission structure components can be flexibly adapted to the existing structural space within the vehicle. Furthermore, the winding transmission mechanism at least partially decouples the first planetary gear transmission from the first spur gear transmission in terms of axial driving influence.

[0013] Preferably, the winding drive is constructed as a chain drive mechanism. Here, in a particularly preferred embodiment, a toothed chain drive mechanism is used, which only has two guide rails, i.e., no tensioning element is required. This winding drive has a long service life and operates with relatively low friction.

[0014] The winding drive can also be alternatively referred to as a traction drive mechanism or traction transmission. The terms "winding drive," "traction drive mechanism," and "traction transmission" are synonymous here. It is understood that each winding drive can also be replaced by a gear drive that performs the same function. This gear drive, for example, includes three spur gears, thus maintaining the rotational direction in the driving and driven parts compared to the winding drive. Furthermore, gear drives using multiple relatively small gears are advantageous in terms of the required structural space.

[0015] The planetary gear carrier or ring gear of the first planetary gear transmission can also be connected to the input shaft of the first spur gear transmission via a wound transmission device to transmit torque. Therefore, torque can be easily and reliably introduced into the spur gear transmission.

[0016] Preferably, the first spur gear transmission has at least two switchable spur gear stages. In this way, the transmission assembly is switchable as a whole. Therefore, two gears with different gear ratios can be achieved through the two switchable spur gear stages. A preferred transmission assembly has four, five, or six gears with different gear ratios.

[0017] In the simplest structural case, the number of gears corresponds to the number of switchable spur gear stages. Therefore, a switching element must be provided for each switchable spur gear stage. Alternatively, a pair of switchable spur gear stages can also be operated by a common switching element configured as a dual-switching element. Thus, the transmission structure assembly can operate efficiently and smoothly.

[0018] In this regard, the first spur gear transmission may only have a shape-locking switching element.

[0019] According to an alternative, the output shaft of the first spur gear transmission is connected to the sun gear of the second planetary gear transmission in a torque-transmitting manner. Specifically, the output shaft of the first spur gear transmission is torsionally connected to the sun gear of the second planetary gear transmission. Therefore, torque can be efficiently and reliably introduced into the second planetary gear transmission. Furthermore, this connection achieves a compact structure.

[0020] The second planetary gear transmission can be constructed as a fixed transmission. Several variations exist, selectable based on the required direction of rotation. In a first variation, the sun gear constitutes the drive unit of the second planetary gear transmission, while the planetary gear carrier is fixed to the housing. The ring gear functions as the driven unit. In a second variation, the sun gear also serves as the drive unit. However, the ring gear is now fixed to the housing. The planetary gear carrier functions as the driven unit. In each of the mentioned variations, the gear ratio can be matched according to the requirements of the application.

[0021] One variation specifies that the input shaft and output shaft of the first spur gear drive extend substantially parallel to each other. In this case, the spur gear drive preferably comprises multiple spur gear stages, each stage including a gear arranged on the input shaft and a gear arranged on the output shaft meshing with that gear. Preferably, one gear in a spur gear stage is configured as a fixed gear, while the other is configured as a movable gear. The input and output shafts can thus be connected in a torque-transmitting manner via one of the switchable spur gear stages. This structure is particularly simple and cost-effective.

[0022] Alternatively, the input shaft and output shaft of the first spur gear transmission can be arranged substantially concentrically. In this case, the first spur gear transmission includes an intermediate shaft through which the input shaft and output shaft can be selectively connected in a torque-transmitting manner. That is, the torque flow within the spur gear transmission is transferred from the input shaft to the intermediate shaft and from the intermediate shaft to the output shaft. Here, the input shaft and intermediate shaft can be connected via multiple switchable spur gear stages. The same applies to the intermediate shaft and output shaft, which can also be connected via one or more switchable spur gear stages. Therefore, different transmission stages can be generated in the spur gear transmission, for example, by switching to one spur gear stage that connects the input shaft to the intermediate shaft, and switching to another spur gear stage that connects the intermediate shaft to the output shaft. This spur gear transmission is relatively compact, especially in the axial direction. This is particularly advantageous in terms of the number of transmission stages that can be achieved using this transmission. Compared to the aforementioned variant of the spur gear transmission, the spur gear transmission according to this variant is compactly constructed. In particular, the number of spur gear planes in the axial direction is reduced. The number of axial planes remains unchanged, but now each power path is achieved via two switching elements. Here, the number of gears engaged corresponds to the standard commonly found in known shift transmissions used in vehicles.

[0023] In both variants, the spur gear transmission is preferably arranged substantially axially parallel to the crankshaft of the internal combustion engine. This arrangement provides structural space along the crankshaft next to the internal combustion engine for one or more electric drive units.

[0024] In one embodiment, a third transmission input shaft is provided, which can be connected to a second electric drive motor. Here, the third transmission input shaft is connected to a second planetary gear transmission in a torque-transmitting manner, so as to introduce torque into the second planetary gear transmission. That is, the transmission assembly can also be used in a drive system including two electric drive motors and an internal combustion engine. Here, the second electric drive motor acts on the transmission output shaft of the transmission assembly only via the second planetary gear transmission. Therefore, the second electric drive motor is positioned close to the driven end.

[0025] In one variant, the planetary gear carrier of the second planetary gear transmission is fixed to the housing. That is, the second planetary gear transmission functions as a fixed transmission device. This results in a generally simple structure for the transmission assembly.

[0026] According to a preferred embodiment, the first spur gear drive and the third transmission input shaft are connected to the same element of the second planetary gear drive in a torque-transmitting manner. Specifically, not only the spur gear drive, but also the third transmission input shaft is connected to the sun gear of the second planetary gear drive in a torque-transmitting manner.

[0027] Advantageously, the third transmission input shaft is connected to the second planetary gear drive via a wound-rotor transmission mechanism to transmit torque, thereby introducing torque into the second planetary gear drive. In particular, the third transmission input shaft is additionally connected to the second planetary gear drive via a second spur gear drive to transmit torque. Thanks to the wound-rotor transmission mechanism, the relative position of the second planetary gear drive with respect to the third transmission input shaft offers a degree of flexibility. With the second spur gear drive included, the torque and speed from the third transmission input shaft can be matched to the requirements of the second planetary gear drive through their respective gear ratios. The second spur gear drive can also be switchable.

[0028] In a variant, the output shaft of the first spur gear transmission can be fixed to the transmission housing by means of an additional switching element. This also prevents rotational movement of the transmission output shaft. Therefore, the parking lock function can be implemented in a simple manner.

[0029] Preferably, the additional switching element is configured as a switchable freewheel. In this regard, in addition to the parking lock function, a ramp holding function can also be provided via the additional switching element, which enables starting on a ramp without slipping.

[0030] Furthermore, the task is accomplished by a drive unit of the type described at the beginning, which includes a transmission structure assembly according to the invention. Here, the internal combustion engine is connected to the first transmission input shaft, particularly via a torsional vibration damper and a disengagement clutch without a starting function. The disengagement clutch is, in particular, a friction-locked clutch. The first electric drive unit here has two functions. On the one hand, the first electric drive unit is used to support the torque introduced into the transmission structure assembly by the internal combustion engine. This is especially necessary when the first planetary gear transmission is neither locked nor supported on the transmission housing. Furthermore, the transmission ratio between the first transmission input shaft and the output shaft of the first planetary gear transmission can be variably adjusted by means of the first electric drive unit. This can be done steplessly. Thus, the first planetary gear transmission and the first electric drive unit constitute a so-called electric continuously variable transmission (commonly referred to as e-CVT). In particular, the transmission ratio can be adjusted in such a way that a starting element, such as a starting clutch, is not required for the internal combustion engine. However, for safety reasons, a disengagement clutch can be provided, by means of which the internal combustion engine can be disengaged from the first planetary gear transmission in terms of drive. In particular, this disengagement clutch is positioned between the torsional vibration damper associated with the internal combustion engine and the first planetary gear transmission. In all applications, the first electric drive unit can function as either a generator or a motor.

[0031] Here, the transmission output shaft can be arranged coaxially with or at least parallel to the first axle within the region of the first axle. In particular, the output shaft of the first spur gear transmission is also arranged coaxially with or at least parallel to the first axle within the region of the first axle. Here, the axle is an axle with driven wheels. In this respect, the region of the first axle is defined by the pivotability of the end axles on the wheel sides. That is, the region of the first axle is defined by a space in which the end axles on the wheel sides can pivot from the center of the corresponding wheel. Therefore, the drive unit is arranged between the wheels. Thus, the transmission structural components require structural space that is not typically needed additionally. This avoids conflicts with the structural space of other components of the motor vehicle.

[0032] Furthermore, the second electric drive motor used to drive the first axle can be connected to the third transmission input shaft in a torque-transmitting manner. Alternatively, the second electric drive motor is connected to the second axle for driving. In this regard, a so-called boost-funktion function can be provided by means of the second electric drive motor during the operation of the drive unit. Here, additional torque is applied to the transmission output shaft for a short time by means of the second electric drive motor. This applies to both variants. The second electric drive motor connected to the third transmission input shaft can also operate as a generator. Therefore, the second electric drive motor is able to recover the power introduced into the transmission structural components via the transmission output shaft. This is also possible in both variants.

[0033] If the internal combustion engine is not running, driving can also be achieved using only the first and / or second electric drive motors. That is, the drive is purely electric. Purely electric reverse driving can also be achieved when using both electric drive motors. Therefore, a reverse gear is not necessary in the spur gear transmission.

[0034] Furthermore, when the first electric drive unit is not connected to the axle in terms of drive, it can be used to temporarily charge the vehicle battery (standladen). The first electric drive unit thus functions as a generator and is driven by the internal combustion engine. Attached Figure Description

[0035] The invention will now be illustrated with reference to various embodiments shown in the accompanying drawings. In the drawings:

[0036] Figure 1 A drive unit according to the invention is shown, the drive unit having a transmission structure assembly according to the first embodiment of the invention.

[0037] Figure 2 A portion of a drive unit according to the invention is shown, the drive unit having a transmission structure assembly according to a second embodiment of the invention.

[0038] Figure 3 A shift diagram is shown, according to which the transmission structure assembly of the present invention, based on the first and second embodiments, can operate.

[0039] Figure 4 A portion of a drive unit according to the invention is shown, the drive unit having a transmission structure assembly according to a third embodiment of the invention.

[0040] Figure 5 A shift diagram is shown, according to which the transmission structure assembly of the present invention, based on a third embodiment, can operate.

[0041] Figure 6An alternative shift diagram is shown, which the transmission structure assembly according to the third embodiment of the present invention can operate according to. Detailed Implementation

[0042] Figure 1 A drive unit 10 is shown for driving the first axle 12 of a hybrid vehicle.

[0043] Here, the first axle 12 is a front axle with a left front wheel 14a and a right front wheel 14b. The direction of travel is indicated by arrow 16.

[0044] The drive unit 10 includes an internal combustion engine 18, which in the illustrated embodiment is a transversely mounted three-cylinder engine.

[0045] In addition, the drive unit 10 has a first electric drive 20 and a second electric drive 22.

[0046] In addition, a transmission structure assembly 24 is provided, and the internal combustion engine 18, the first electric drive motor 20 and the second electric drive motor 22 are connected to the wheels 14a and 14b of the first axle 12 in terms of driving via the transmission structure assembly.

[0047] For this purpose, the internal combustion engine 18 is connected to the ring gear 28 of the first planetary gear transmission 30 of the transmission structure assembly 24 in a torque-transmitting manner via the torsional vibration damper 26 and the disengagement clutch 27.

[0048] Therefore, the gear ring 28 constitutes the first transmission input shaft 32 of the transmission structure assembly 24.

[0049] The first electric drive motor 20 is also connected to the first planetary gear transmission device 30 in a manner that transmits torque.

[0050] More precisely, the driven shaft 34 of the electric drive motor 20 is fixedly connected to the sun gear 36 of the first planetary gear transmission 30.

[0051] Of course, the first electric drive motor 20 does not necessarily have to be arranged coaxially with the sun gear 36. If the structural space requires, the first electric drive motor can also be arranged axially parallel to the first planetary gear transmission 30. The first electric drive motor 20 is then connected to the first planetary gear transmission 30 via a gear stage or a winding transmission.

[0052] Therefore, the sun gear 36 serves as the second transmission input shaft 38 of the transmission structure assembly 24.

[0053] In addition, the first planetary gear transmission 30 is equipped with a first switching element 40, through which the second transmission input shaft 38, i.e. the sun gear 36, can be selectively connected to the planetary gear carrier 46.

[0054] Furthermore, a second switching element 42 is provided, through which the second transmission input shaft 38, i.e., the sun gear 36, can be connected to the transmission housing 44 (shown only schematically) by means of the second switching element. That is, the second transmission input shaft 38 can be fixed to the transmission housing 44 by means of the second switching element 42.

[0055] In addition, the planetary gear carrier 46 of the first planetary gear transmission 30 serves as the output shaft of the first planetary gear transmission 30.

[0056] The planetary gear carrier 46 is connected to the input shaft 50 of the first spur gear transmission device 52 via a wound drive 48 in a torque transmission manner. The wound drive is currently configured as a chain drive mechanism.

[0057] In other words, from an overall perspective, the winding transmission device 48 connects the first planetary gear 30 and the first spur gear transmission device 52 in a manner that transmits torque.

[0058] The first spur gear transmission 52 includes a total of six switchable spur gear stages.

[0059] Here, the switchable first spur gear stage 54 includes a movable gear 54a rotatably arranged on the input shaft 50 and a fixed gear 54b fixedly mounted on the output shaft 56 of the first spur gear transmission device 52.

[0060] The switchable second spur gear stage 58 also includes a movable gear 58a and a fixed gear 58b, wherein the movable gear 58a is rotatably arranged on the input shaft 50 and the fixed gear 58b is fixedly mounted on the output shaft 56.

[0061] The switchable third spur gear stage 60 is equipped with a movable gear 60a rotatably arranged on the input shaft 50 and a fixed gear 60b fixed on the output shaft 56.

[0062] The switchable fourth spur gear stage 62 also has a movable gear 62a, which is rotatably arranged on the input shaft 50. In addition, the fourth spur gear stage 62 is equipped with a fixed gear 62b, which is fixedly mounted on the output shaft 56.

[0063] The fifth spur gear stage 64 also includes a movable gear 64a and a fixed gear 64b. The movable gear 64a is rotatably arranged on the input shaft 50, and the fixed gear 64b is fixedly mounted on the output shaft 56.

[0064] The sixth spur gear stage 66 is equipped with a movable gear 66a rotatably arranged on the input shaft 50 and a fixed gear 66b fixedly mounted on the output shaft 56.

[0065] Here, the moving gear and the stationary gear, which belong to the same spur gear class, mesh with each other.

[0066] The input shaft 50 and the output shaft 56 extend substantially in parallel.

[0067] In order to selectively connect the movable gears 54a, 58a, 60a, 62a, 64a, and 66a to the input shaft 50, a total of three dual switching elements 68, 70, and 72 are provided.

[0068] Here, by means of switching element 68, movable gear 54a or movable gear 58a can be torsionally connected to input shaft 50.

[0069] With the aid of the switching element 70, the movable gear 60a or the movable gear 62a can be selectively connected to the input shaft 50 in a torsion-resistant manner.

[0070] The switching element 72 is used to connect the movable gear 64a or the movable gear 66a to the input shaft 50 in a torsion-resistant manner.

[0071] It is understood that, while the function of the first spur gear transmission device 52 remains unchanged, each dual switching element 68, 70, 72 can also be replaced by two switching elements that each have a single function.

[0072] Furthermore, a switching element 73 is provided, by means of which the output shaft 56 of the first spur gear transmission 52 can be selectively fixed to the transmission housing 44. Therefore, the transmission output shaft 82 can no longer rotate. The switching element 73 thus functions as a parking lock.

[0073] In an alternative embodiment (not shown), the switching element 73 is configured as a switchable freewheel, particularly a switchable freewheel brake. Therefore, both parking lock and hill-hold functions can be provided by the switching element 73.

[0074] All switching elements of the drive unit 10 operate in a form-locked manner.

[0075] In addition, the output shaft 56 is fixedly connected to the sun gear 74 of the second planetary gear transmission 76.

[0076] That is, the first spur gear transmission device 52 is arranged in the power flow between the first planetary gear transmission device 30 and the second planetary gear transmission device 76.

[0077] In the second planetary gear transmission 76, the planetary gear carrier 78 is torsionally connected to the transmission housing 44, which is only schematically shown. Therefore, the planetary gear carrier 78 is fixed in space.

[0078] Correspondingly, the ring gear 80 of the second planetary gear transmission 76 functions as the output shaft of the second planetary gear transmission 76 and therefore generally functions as the transmission output shaft 82 of the transmission structure assembly 24.

[0079] The output shaft 56 of the first spur gear transmission 52 (which is fixedly connected to the sun gear 74 of the second planetary gear transmission 76) also works in conjunction with the second electric drive motor 22.

[0080] For this purpose, the second electric drive 22 first acts on the third transmission input shaft 86, which is fixedly connected to the driven shaft of the second electric drive 22.

[0081] Here, the third transmission input shaft 86 is also the input shaft 84 of the second spur gear transmission 88.

[0082] The second spur gear transmission device includes a first spur gear stage 90 and a second spur gear stage 92. The input shaft 84 can be selectively connected to the output shaft 94 of the second spur gear transmission device 88 via the first spur gear stage and the second spur gear stage in a torque-transmitting manner.

[0083] For this purpose, the first spur gear stage 90 has a movable gear 90a, which is rotatably arranged on the input shaft 84 and meshes with a fixed gear 90b, which is fixedly placed on the output shaft 94.

[0084] The second spur gear stage includes a movable gear 92a in the same manner, which meshes with a fixed gear 92b.

[0085] The movable gears 90a and 92a can be selectively connected to the input shaft 84 in a torsion-resistant manner by means of the switching element 96. That is, the switching element 96 is a dual switching element.

[0086] Understandably, switching element 96 can be replaced by two single-function switching elements while maintaining the same function.

[0087] In addition, the output shaft 94 is connected to the output shaft 56 of the first spur gear transmission device 52 via a winding transmission device 98 in a manner that transmits torque.

[0088] Therefore, not only the first electric drive unit 20, but also the second electric drive unit 22 and the internal combustion engine 18 act on the transmission output shaft 82.

[0089] In the illustrated embodiment, the transmission output shaft is torsionally connected to the housing 100 of the differential 102.

[0090] Here, the left driven shaft 104a and the right driven shaft 104b originate from the differential 102.

[0091] Wheels 14a and 14b are respectively connected to the corresponding driven shafts 104a and 104b via the associated end shafts 106a and 106b in a torsion-resistant manner.

[0092] Here, the area of ​​the first axle 12 is defined by driven shafts 104a, 104b and end shafts 106a, 106b hinged to the corresponding driven shafts 104a, 104b.

[0093] That is, the region is substantially cylindrical, wherein driven shafts 104a and 104b are arranged on the central axis of the cylinder, and end shafts 106a and 106b define the cylindrical shell to which they belong as the region boundary in their maximum possible deflection state.

[0094] The transmission output shaft 82 is located within the area, and is further arranged parallel to the first axle 12.

[0095] The output shaft 56 of the first spur gear transmission device 52 is also located in the area.

[0096] exist Figure 2 The second embodiment of the drive unit 10 is shown. Here, only the differences from the first embodiment will be discussed in detail below. Here, identical or corresponding components are given the same reference numerals. The drive unit 10 in... Figure 2 The parts not shown are no different from those in the first embodiment.

[0097] In the second embodiment, the internal combustion engine 18 is connected to the planetary gear carrier 46 via a torsional vibration damper 26.

[0098] Therefore, the planetary gear carrier 46 constitutes the first transmission input shaft 32 of the transmission structure assembly 24.

[0099] The gear ring 28 now serves as the output shaft of the first planetary gear transmission 30 and is correspondingly connected to the winding transmission 48, which acts on the input shaft 50 of the first spur gear transmission 52.

[0100] The first electric drive motor 20 remains connected to the sun gear 36 in a torque-transmitting manner. That is, the sun gear still constitutes the input shaft 38 of the second transmission.

[0101] Furthermore, unlike the first embodiment, the two switching elements 40 and 42 are replaced by a dual switching element 108.

[0102] Here, the dual switching element 108 is arranged on the side of the first electric drive 20 facing the internal combustion engine 18.

[0103] With the aid of switching element 108, the second transmission input shaft 38 can also be selectively connected to the transmission housing 44.

[0104] Alternatively, the second transmission input shaft 38 can be selectively connected to the planetary gear carrier 46 in a torque-transmitting manner by means of the switching element 108.

[0105] The drive unit 10, and especially the associated transmission structure assembly 24, according to the first and second embodiments can operate in different gears. Figure 3 The corresponding shift diagram is shown in the image.

[0106] Here, the corresponding gear number is given in column a. The movable gears within the first spur gear transmission 52 are listed in row b. The corresponding switching element is marked in row c.

[0107] That is, different torque-speed combinations can be provided on the transmission output shaft 82 by means of the transmission structure component 24.

[0108] In this regard, the first gear can be switched by means of the switching element 68, which is torsionally connected to the input shaft 50 of the first spur gear transmission 52 by the movable gear 54a belonging to the spur gear stage 54.

[0109] The second gear is switched by connecting the movable gear 58a to the input shaft 50 using the switching element 68.

[0110] Furthermore, the third gear can be switched by means of the switching element 70, which is achieved by connecting the movable gear 60a to the input shaft 50.

[0111] In addition, the fourth gear can be switched by means of the switching element 70, which is achieved by connecting the movable gear 62a to the input shaft 50.

[0112] The fifth and sixth gears can be switched using the switching element 72.

[0113] In the fifth gear position, the movable gear 64a is torsionally connected to the input shaft 50 via the switching element 72, while in the sixth gear position, the movable gear 66a is torsionally connected to the input shaft.

[0114] Therefore, six switchable gears are obtained.

[0115] Here, the unshifted active gear can rotate relative to the input shaft 50 in all gear positions.

[0116] Switching elements 40, 42, and 96 can be switched independently of this.

[0117] As already explained, the first planetary gear transmission 30 can be locked by means of the switching element 40. In this state, the drive unit 10 can be driven solely by the first electric drive motor 20.

[0118] With the aid of the switching element 42, the second transmission input shaft 38 can be fixed in the transmission housing 44. The first planetary gear transmission 30 thus functions as a fixed transmission device. Furthermore, the first electric drive motor 20 is decoupled from the first planetary gear transmission 30.

[0119] The drive unit 10 is then driven only via the internal combustion engine 18.

[0120] When both switching elements 40 and 42 are engaged, the first planetary gear transmission 30 functions as a superimposed transmission. This superimposed transmission can operate with a continuously adjustable gear ratio, wherein the first electric drive motor 20 serves as the adjusting element. That is, the first planetary gear transmission 30 becomes a so-called eCVT (electric continuously variable transmission). Furthermore, additional transmission stages can be achieved via different spur gear stages 54, 58, 60, 62, 64, and 66 of the spur gear transmission 52.

[0121] The switching element 96 relates to the connection between the second electric drive 22 and the transmission structure assembly 24.

[0122] This can be selectively achieved via one of the two spur gear stages 90 and 92, which have different gear ratios. In other words, two gears are also provided by means of the second spur gear transmission 88.

[0123] In this regard, when the movable gear 90a is connected to the input shaft 84 in a torsion-resistant manner, it is switched to the first gear. When the movable gear 92a is connected to the input shaft 84 in a torsion-resistant manner, it is switched to the second gear.

[0124] In this regard, the second electric drive 22 can be used as a drive motor and provides torque for driving wheels 14a, 14b via the second spur gear transmission 88 and the winding transmission 98.

[0125] This can be done, for example, during so-called acceleration operation, which is used to provide high driving power to wheels 14a and 14b for a short period of time.

[0126] However, the second electric drive unit 22 can also function as a generator. That is, the second electric drive unit can recover power from the wheels 14a, 14b and feed it into a battery (not shown further). Torque is then introduced into the second electric drive unit from the transmission structure assembly 24.

[0127] The third embodiment of the drive unit 10 is in Figure 4 As can be seen in the figure. Here, we will again only discuss in detail the differences from the embodiments already described. Therefore, the same or corresponding components have the same reference numerals. The drive unit 10 in Figure 4 The parts not shown are no different from those in the first embodiment.

[0128] The drive unit 10 according to the third embodiment differs from the previous two embodiments, particularly in the structure of the first spur gear transmission device 52. A compact design is used here.

[0129] Here, the input shaft 50 and the output shaft 56 of the first spur gear transmission 52 extend substantially co-centered.

[0130] In addition, the first spur gear transmission 52 now includes an intermediate shaft 110, through which the input shaft 50 and the output shaft 56 can be connected.

[0131] Here, the first spur gear stage 112 acts between the input shaft and the intermediate shaft 110. The first spur gear stage includes a movable gear 112a rotatably supported on the intermediate shaft 110 and a fixed gear 112b anti-torsionally mounted on the input shaft 50.

[0132] Furthermore, the second spur gear stage 114 acts between the intermediate shaft 110 and the input shaft 50. Here, the movable gear 114a is rotatably supported on the input shaft 50 and the fixed gear 114b is torsionally mounted on the intermediate shaft 110.

[0133] Two spur gear stages also function between the output shaft 56 and the intermediate shaft 110.

[0134] The third spur gear stage 116 has a movable gear 116a rotatably arranged on the output shaft 56 and a fixed gear 116b anti-torsional arranged on the intermediate shaft 110.

[0135] The fourth spur gear stage 118 also includes a movable gear 118a rotatably mounted on the output shaft 56 and a fixed gear 118b arranged torsionally on the intermediate shaft 110.

[0136] Furthermore, in the third embodiment, the first spur gear driver 52 includes a total of three switching elements.

[0137] Here, the first switching element 120 is configured as a single-function switching element and is used to selectively connect the movable gear 112a to the intermediate shaft 110 in a torsion-resistant manner.

[0138] The second switching element 122 is configured as a dual switching element and can selectively connect the movable gear 114a or the movable gear 116a to the input shaft 50 in a torsion-resistant manner.

[0139] The third switching element 124 is also configured as a dual switching element. The third switching element can selectively connect the movable gear 116a or the movable gear 118a to the output shaft 56 in a torsion-resistant manner.

[0140] The output shaft 56 of the first spur gear transmission device 52 is also fixedly connected to the sun gear 74 of the second planetary gear transmission device 76.

[0141] Furthermore, the mounting position of the wound transmission device 98 has been changed in the drive unit 10 according to the third embodiment. Although the wound transmission device still acts on the output shaft 56, it is now located between the second planetary gear transmission device 76 and the fourth spur gear stage 118.

[0142] Using the drive unit 10 according to the third embodiment, and especially by means of the associated transmission structure assembly 24, it is also possible to switch between six gears. Figure 5 The corresponding shift diagram is shown in the image.

[0143] Here, the corresponding gear number is given in column a. The movable gears within the first spur gear transmission 52 are listed in row b. The corresponding switching element is marked in row c.

[0144] In the first gear position, the switching element 120 is activated, thereby connecting the movable gear 112a to the intermediate shaft 110 in a torsion-resistant manner.

[0145] Furthermore, the movable gear 118a is torsionally connected to the output shaft 56 by means of the switching element 124.

[0146] In the second gear position, the movable gear 116a is anti-torsionally connected to the input shaft 50 by means of the switching element 122, while the movable gear 118a is anti-torsionally connected to the output shaft 56 by means of the switching element 124.

[0147] In the third gear position, the movable gear 112a is torsionally connected to the intermediate shaft 110 via the switching element 120. Furthermore, the movable gear 116a is torsionally connected to the output shaft 56 via the switching element 124.

[0148] In the fourth gear, the movable gear 114a is anti-torsionally connected to the input shaft 50 by means of the switching element 122, while the movable gear 118a is anti-torsionally connected to the output shaft 56 by means of the switching element 124.

[0149] In the fifth gear, the movable gear 116a is torsionally connected to the input shaft 50 by means of the switching element 122.

[0150] Furthermore, the movable gear 116a is torsionally connected to the output shaft 56 by means of the switching element 124.

[0151] That is, the input shaft 50 and the output shaft 56 are connected in a torsion-resistant manner by means of a movable gear 116a.

[0152] In the sixth gear position, the movable gear 114a is anti-torsionally connected to the input shaft 50 by means of the switching element 122, while the movable gear 116a is anti-torsionally connected to the output shaft 56 by means of the switching element 124.

[0153] With the help of Figure 6 The alternative shift diagram shown also enables six gears during operation of the drive unit 10 according to the third embodiment. Here, the corresponding gear numbers are given in column a. The movable gears within the first spur gear transmission 52 are listed in row b. The corresponding switching elements are marked in row c.

[0154] Here, in the first gear position, the switching element 120 is activated, thereby connecting the movable gear 112a to the intermediate shaft 110 in a torsion-resistant manner.

[0155] Furthermore, the movable gear 118a is torsionally connected to the output shaft 56 by means of the switching element 124.

[0156] In the second gear position, the switching element 120 is also activated again, so that the active gear 112a is connected to the intermediate shaft 110 in a torsion-resistant manner.

[0157] Additionally, the movable gear 116a is torsionally connected to the output shaft 56 by means of the switching element 124.

[0158] In the third gear position, the movable gear 116a is torsionally connected to the input shaft 50 via the switching element 122. Furthermore, the movable gear 118a is torsionally connected to the output shaft 56 via the switching element 124.

[0159] In the fourth gear, the movable gear 116a is torsionally connected to the input shaft 50 by means of the switching element 122.

[0160] Furthermore, the movable gear 116a is torsionally connected to the output shaft 56 by means of the switching element 124.

[0161] That is, the input shaft 50 and the output shaft 56 are connected in a torsion-resistant manner by means of a movable gear 116a.

[0162] In the fifth gear, the movable gear 114a is anti-torsionally connected to the input shaft 50 by means of the switching element 122, while the movable gear 116a is anti-torsionally connected to the output shaft 56 by means of the switching element 124.

[0163] In the sixth gear, the movable gear 114a is anti-torsionally connected to the input shaft 50 by means of the switching element 122, while the movable gear 118a is anti-torsionally connected to the output shaft 56 by means of the switching element 124.

[0164] The switchable connections and positions, achieved by means of switching elements 40, 42 and 96, are as described with respect to the first and second embodiments.

[0165] Furthermore, all the above-described embodiments can be modified in terms of the connection of the second electric drive 22.

[0166] In this regard, in all the aforementioned embodiments, the second electric drive motor 22 may alternatively be connected to the second axle, which is separate from the first axle 12.

[0167] Preferably, the second axle is a rear axle.

[0168] If the second electric drive unit 22 functions as an electric motor here, the torque used to drive its wheels is introduced into the second axle.

[0169] Here, torque can be introduced into the second axle via the second spur gear transmission 88 and / or the winding transmission 98.

[0170] The second electric drive unit 22 can also function as a generator and thus recover power from the wheels of the second axle and feed it into the battery. This can also be achieved via the second spur gear transmission 88 and / or the wound transmission 98.

Claims

1. A transmission structure assembly (24), the transmission structure assembly having: The first transmission input shaft (32) of the transmission structure assembly (24) is capable of being connected to the internal combustion engine (18). The transmission structure assembly (24) includes a second transmission input shaft (38) that can be connected to the first electric drive motor (20). First planetary gear transmission device (30), Second planetary gear transmission (76), The first spur gear transmission device (52), and The transmission output shaft (82) of the transmission structure assembly (24), in, The first transmission input shaft (32) and the second transmission input shaft (38) are connected to the first planetary gear transmission (30) in a torque-transmitting manner. The transmission output shaft (82) is connected to the second planetary gear transmission (76) in a torque-transmitting manner, and The first spur gear transmission device (52) is arranged in the power flow between the first planetary gear transmission device (30) and the second planetary gear transmission device (76). The device includes a third transmission input shaft (86) that can be connected to a second electric drive (22). The third transmission input shaft (86) is connected to a second planetary gear transmission (76) via a second spur gear transmission (88) to transmit torque, so as to introduce torque into the second planetary gear transmission (76).

2. The transmission structure assembly (24) according to claim 1, characterized in that, The first transmission input shaft (32) is connected to the gear ring (28) or planetary gear carrier (46) of the first planetary gear transmission (30) in a manner that transmits torque.

3. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The second transmission input shaft (38) is connected to the sun gear (36) of the first planetary gear transmission (30) in a manner that transmits torque.

4. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The second transmission input shaft (38) can be selectively and torsionally connected to the ring gear (28) of the first planetary gear transmission (30) by means of the first switching element (40), and / or the second transmission input shaft (38) can be selectively and torsionally connected to the transmission housing (44) by means of the second switching element (42).

5. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The first planetary gear transmission (30) is connected to the first spur gear transmission (52) via a winding transmission device (48) in a torque-transmitting manner so as to introduce torque into the first spur gear transmission (52).

6. The transmission structure assembly (24) according to claim 5, characterized in that, The planetary gear carrier (46) or gear ring (28) of the first planetary gear transmission (30) is connected to the input shaft (50) of the first spur gear transmission (52) via a winding transmission device (48) in a torque-transmitting manner.

7. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The first spur gear transmission (52) has at least two switchable spur gear stages (54, 58, 60, 62, 64, 66).

8. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The output shaft (56) of the first spur gear transmission (52) is connected to the sun gear (74) of the second planetary gear transmission (76) in a manner that transmits torque.

9. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The input shaft (50) and the output shaft (56) of the first spur gear transmission (52) extend substantially parallel to each other.

10. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The input shaft (50) and the output shaft (56) of the first spur gear transmission (52) are arranged substantially co-centered, and the first spur gear transmission (52) includes an intermediate shaft (110) through which the input shaft (50) and the output shaft (56) can be selectively connected in a torque-transmitting manner.

11. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The third transmission input shaft (86) is connected to the second planetary gear transmission (76) via a winding transmission device (98) in a torque-transmitting manner so as to introduce torque into the second planetary gear transmission (76).

12. The transmission structure assembly (24) according to claim 1 or 2, characterized in that, The transmission structure assembly (24) is configured for hybrid vehicles.

13. The transmission structure assembly (24) according to claim 2, characterized in that, The first transmission input shaft (32) is torsionally connected to the gear ring (28) or planetary gear carrier (46) of the first planetary gear transmission (30).

14. The transmission structure assembly (24) according to claim 3, characterized in that, The second transmission input shaft (38) is torsionally connected to the sun gear (36) of the first planetary gear transmission (30).

15. The transmission structure assembly (24) according to claim 8, characterized in that, The output shaft (56) of the first spur gear transmission (52) is torsionally connected to the sun gear (74) of the second planetary gear transmission (76).

16. A drive unit (10) for driving a first axle (12), the drive unit having: The transmission structure assembly (24) according to any one of claims 1 to 15, An internal combustion engine (18) connected to the first transmission input shaft (32) in a torque-transmitting manner, and A first electric drive (20) is connected to the second transmission input shaft (38) in a torque-transmitting manner.

17. The driving unit (10) according to claim 16, characterized in that, The transmission output shaft (82) is arranged coaxially with or at least in the region of the first axle (12) and parallel to the first axle (12).

18. The drive unit (10) according to claim 16 or 17, characterized in that, The second electric drive motor (22) used to drive the first axle (12) is connected to the third transmission input shaft (86) in a torque-transmitting manner, or the second electric drive motor (22) is connected to the second axle in a driving manner.

19. The driving unit (10) according to claim 17, characterized in that, The output shaft (56) of the first spur gear transmission (52) is also arranged coaxially with or at least in the region of the first axle (12) and parallel to the first axle (12).

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