Gearbox and powertrain for a motor vehicle and motor vehicle

Abstract

The invention relates to a transmission (100, 200, 300, 400, 500, 600, 700) for a motor vehicle (800). According to the invention, the transmission (100, 200, 300, 400, 500, 600, 700) comprises: a first sub-transmission (3.1) with a first transmission input shaft (4.1); a second sub-transmission (3.2) with a second transmission input shaft (4.2); at least one intermediate shaft (11.1, 11.2) which is connected in a driving manner to a driven part; for each sub-transmission (3.1, 3.2) at least two gear sets (5.1, 5.2, 5.3, 5.4, 5.5, 5.6) for forming gear steps, wherein for each gear set (5.1, 5.2, 5.3, 5.4, 5.5, 5.6) a gear wheel is provided which is connected or connectable in a driving manner to the respective transmission input shaft (4.1, 4.2) and which meshes with a gear wheel which is connected or connectable in a driving manner to the intermediate shaft (11.1, 11.2); a plurality of gear shift elements (A, B, C, D, E, F) for engaging gear steps, wherein when a gear shift element (A, B, C, D, E, F) is closed, the transmission input shafts (4.1, 4.2) are connected in a driving manner to the intermediate shaft (11.1, 11.2) via the gear set (5.1, 5.2, 5.3, 5.4, 5.5, 5.6) which is matched to said gear shift element (A, B, C, D, E, F), and the first transmission input shaft (4.1) is configured for connection in a driving manner to an internal combustion engine (19) of the motor vehicle (800), and the second transmission input shaft (4.2) is configured for connection in a driving manner to a first electric machine (20) of the motor vehicle (800), and at least one gear shift element (A, B) of the second sub-transmission (3.2) is a load shift element.

Description

TECHNICAL FIELD

[0001] The present application relates to a transmission for a motor vehicle, which has an internal combustion engine and a first electric machine, which are each used to drive the motor vehicle. Furthermore, the present application also relates to a powertrain having such a transmission and to a motor vehicle having such a powertrain. BACKGROUND

[0002] Transmissions or hybrid transmissions of this type are known from the prior art. A hybrid transmission is a transmission which is provided for connection in a driving manner with at least one internal combustion engine and a first electric machine. Here, it is generally the case that in a hybrid transmission a range with different transmission ratios is implemented in which only the internal combustion engine drives the vehicle, a range is implemented in which the two machines together drive the vehicle, and a purely electric range is implemented in which only the electric machine drives the vehicle. The selection between the individual ranges is made approximately in accordance with the driving situation, the driver's requirements or the state of charge of the battery. A hybrid transmission with which these three ranges are implemented is known, for example, from DE 10 2016 200 583 A1.

[0003] It is also known for the gear change in a transmission to be designed as loadable switching, i.e. to be designed such that the driving power continues to be transmitted to the driven element during the switching process. A transmission which can also be used as a hybrid transmission and in which the gear steps of the internal combustion engine are designed as loadable switching is known, for example, from WO 2014 / 146840 A1. To this end, the transmission is configured as a double clutch transmission having two sub-transmissions, wherein the load is maintained between the two gear steps by means of frictionally locking switching elements of the double clutch.

[0004] Hybrid transmissions of this type are also known in which the gear steps of the internal combustion engine and / or the hybrid gear steps are provided with positively locking switching elements which are designed to be simpler and can be operated more simply than frictionally locking switching elements, but cannot be switched under load. By means of the electric machine briefly taking over the load on one sub-transmission and the gear step for the internal combustion engine being changed without load on the other sub-transmission, a load-free interruption of the switching is achieved. After the switching process, the load is transferred back to the internal combustion engine or is taken over by the two machines in hybrid operation. The disadvantage of this hybrid transmission is that it is not designed as loadable switching if a plurality of gears are provided for purely electric operation. SUMMARY

[0005] Against the background of the described prior art, the task of the present application is to propose a transmission or hybrid transmission having gear steps for an internal combustion engine, gear steps for purely electric operation and hybrid gear steps, wherein a load-free interruption-free switching between the purely electric gear steps is possible.

[0006] The transmission according to the first aspect of the application comprises:

[0007] a first sub-transmission having a first transmission input shaft;

[0008] a second sub-transmission having a second transmission input shaft;

[0009] at least one intermediate shaft, which is connected in a driving manner to a driven part;

[0010] for each sub-transmission at least two gear sets for forming gear steps, wherein for each gear set a gear wheel is provided, which is connected or connectable in a driving manner to the respective transmission input shaft, and these gear wheels are each in meshing engagement with a gear wheel, which is connected or connectable in a driving manner to the intermediate shaft;

[0011] a plurality of gear shift elements for engaging the gear steps, wherein when the gear shift elements are closed, the transmission input shafts are each connected in a driving manner to the intermediate shaft by means of the gear sets which are matched to said gear shift elements, and

[0012] the first transmission input shaft is configured for driving connection to an internal combustion engine of a motor vehicle, and the second transmission input shaft is configured for driving connection to a first electric machine of the motor vehicle, and

[0013] at least one gear shift element of the second sub-transmission is a load shift element.

[0014] In the sense of the present application, a sub-transmission is understood to be a group of functional components by means of which a discrete number of transmission ratios between a driving end and a driven end can be realized. Here, the sub-transmission has a transmission input shaft, which can guide driving power, respectively, wherein the driving power can be transmitted via a plurality of gear steps onto one or more intermediate shafts.

[0015] In the sense of the present application, a shaft is understood to be a rotatable component of the transmission for transmitting torque, by means of which the relevant components of the transmission are connected to one another in a rotationally fixed manner, respectively, or this connection is established in the event of actuation of the respective shift element.

[0016] The intermediate shaft is understood to be a shaft which extends on a different, preferably parallel, axis to the transmission input shaft, wherein the intermediate shaft and the transmission input shaft can transfer torque to one another, in particular at a plurality of points.

[0017] A drivingly active connection is understood to be a connection between two torque-conveying components which allows power to be transferred between the components. In particular, the two components are supported accordingly here. A drivingly active connection is understood not only as a connection without a gear ratio or intermediate member, but also as a connection with a gear ratio or intermediate member.

[0018] A gear set is understood to be a pair of two gears, in particular a pair of one fixed gear and one movable gear, by means of which the transmission input shaft can be drivingly connected to the intermediate shaft with a defined gear ratio, and which is provided for the transfer of drive power from the drive device to the driven element at the stated gear ratio.

[0019] A gear step is understood to be the sum of the switching positions of all switching elements and clutches in the transmission, which results in a total gear ratio as the product of all individual gear ratios. The drive power in one gear step is transferred between the drive end and the driven end by a specific sequence of components of the transmission.

[0020] A movable gear is understood to be a gear which is rotatably supported on a shaft and which can be connected to the shaft in a non-rotatable and releasable manner, preferably by means of a switching element, whereas a fixed gear is a gear which is permanently connected to a shaft in a non-rotatable manner. Gears which engage or mesh with one another transfer rotational speed and torque by means of their teeth which engage into one another.

[0021] A switching element is understood to be a connection component by means of which two torque-conveying components can be connected to one another in a drivingly active manner. The switching element has at least one open and one closed position, wherein the switching element cannot transfer torque between the two components which act together with the switching element in the open position, whereas the switching element can transfer torque between the two components which act together with the switching element in the closed position. If a drivingly active connection exists between two transmission elements, torque and force or rotational speed are transferred from one transmission element to the other. The switching element is configured, for example, in a form-locking or force-locking manner.

[0022] A clutch is a switching element by means of which two shafts can be connected to one another.

[0023] The detachable connection is understood to mean a connection which, after its establishment, can be opened non-destructively, in particular in such a way that the connection can be established and detached repeatedly. In this case, the connection can preferably be changed at will between a defined closed state and a defined open state.

[0024] The load shift element is a shift element which allows the two transmission elements to be connected to one another while drive power is applied to one transmission element, so that drive power is transmitted to the other transmission element after closure. The load shift element can be embodied, for example, as a frictionally locking shift element, in particular as a disc-type shift element. If such a frictionally locking shift element is closed, the drive power which can be transmitted by the shift element increases with increasing pressure of the components of the shift element in the slip region up to a maximum value. It is not necessary to synchronize the rotational speeds of the transmission elements involved before the load shift element is closed.

[0025] The transmission constructed according to the first aspect of the application makes it possible to advantageously switch between purely electric gear steps of the second sub-transmission which are operated by means of the electric machine only without interruption of the load of the driven member. For this purpose, a simple and cost-effective solution is provided by means of the load shift element. It is thus not necessary to take up the load by means of the first sub-transmission, for example by means of the combustion engine or the second electric machine connected thereto, in order to switch between the purely electric gear steps under load. The purely electric gear steps can be operated and switched with high efficiency and comfort by means of the transmission constructed according to the application.

[0026] If two purely electric gear steps are constructed, for example, by means of corresponding gear sets on the second sub-transmission, the shift element which is at least matched to the gear set with the smaller transmission ratio is constructed as a load shift element. The shift element of the other gear set can then be constructed as a form-locked shift element. If the gear steps are switched, the load shift element is closed while the other shift element is still closed, or the load shift element is opened when the other shift element is already closed. If both shift elements are closed, the load is transmitted by means of the load shift element, since this is matched to the smaller transmission ratio.

[0027] The form-locked shift element is a shift element in which two components engage into one another and form a form lock to transmit torque between the two transmission elements. The form-locked element is easier to operate than the load shift element, since a frictional lock does not have to be established and is preferred in terms of structural complexity in this respect, but requires synchronization of the rotational speeds of the transmission elements. For this purpose, for example, a synchronization device is provided, or the transmission elements involved are synchronized by means of an electric machine or a combustion engine. Furthermore, the form-locked shift element cannot be switched under load, that is to say while torque is applied to the transmission elements involved.

[0028] The positively locking shift element can be configured in the second sub-transmission without a synchronization device. The synchronization device is configured to equalize the rotational speeds of the two transmission elements provided for connection by the shift element before the connection, so that the two parts of the positively locking shift element can engage into one another. The synchronization device is, for example, a synchronizing ring. The synchronization of the transmission elements of the second sub-transmission at the shift of the positively locking shift element can be effected by the first electric machine.

[0029] Alternatively, more than two gear steps can be configured on the second sub-transmission, wherein a corresponding number of load shift elements should be provided, so that all gear changes can be shifted under load, in particular according to the above-mentioned principle.

[0030] In a preferred embodiment of the first aspect of the application, the second sub-transmission has two gear sets and two shift elements each assigned to a gear set, wherein the first shift element is a positively locking shift element and the second shift element is a load shift element. Two gear steps are thus configured for the second sub-transmission and thus for the operation with the second drive device only. Two gear steps are usually sufficient to drive the vehicle comfortably over a wide rotational speed range with the electric machine. In this respect, a comfortable and still simple and compact transmission is provided.

[0031] In another equally preferred embodiment, the first transmission input shaft and the second transmission input shaft are connected to one another in a drivingly and releasable manner by means of a first clutch. The first electric machine can then also act on the first transmission input shaft, and the internal combustion engine can also act on the second transmission input shaft. The gear steps of the first and second sub-transmission can then be operated, for example, in a hybrid manner or with the internal combustion engine only. More gear steps can then be provided, in particular for the internal combustion engine. Furthermore, the gear steps of the first sub-transmission can be configured as positively locking shift elements, wherein a load-free interruption-free shift between these gear steps is then achieved by having the first electric machine take over the driving load via the second sub-transmission during the shift of the first sub-transmission.

[0032] In another embodiment, the internal combustion engine can be connected to the first transmission input shaft in a drivingly and releasable manner by means of a second clutch. With such a clutch, the vehicle can be started by the internal combustion engine and without driving by the first electric machine, for example when there is no energy available for the first electric machine due to a discharged battery. By closing one of the purely electric gear steps at the standstill of the driving end and the driven end and then starting the first electric machine, it is possible to start by the first electric machine in a simple manner. By closing the first clutch without load interruption, it is possible to switch from one such gear step to the internal combustion engine to reach a hybrid gear step.

[0033] If a first clutch for connecting the two transmission input shafts is also provided in this embodiment, the gear steps of the first sub-transmission can also be driven purely electrically by the electric machine, wherein the internal combustion engine is then decoupled. If the gear shift elements of the first sub-transmission are configured as positively locking shift elements, it is not possible to switch between these gear steps without interruption of the load when the internal combustion engine is decoupled and the first clutch is closed. In one embodiment, the first sub-transmission therefore also has at least one load shift element. Preferably, however, only the second sub-transmission has such a load shift element, wherein only the gear steps of the second sub-transmission are used in purely electric operation.

[0034] Preferably, the gear sets are formed by a fixed gear which is connected in a rotationally fixed manner to a transmission input shaft or to an intermediate shaft and by a movable gear which is rotatably mounted on the intermediate shaft and on the transmission input shaft, wherein the movable gears can be connected in a driving and releasable manner to the shafts on which they are mounted by means of a matching gear shift element. The transmission is thereby simple and compact in construction.

[0035] In another embodiment, two intermediate shafts are configured at the transmission, and at least one fixed gear which is arranged on the transmission input shaft meshes with two movable gears which are mounted on different intermediate shafts for forming two gear sets. In this regard, the one fixed gear is used twice and a further corresponding fixed gear can be dispensed with. The transmission can thereby be constructed particularly compactly.

[0036] Furthermore, at least one pair of gear shift elements is combined into one double shift element. A double shift element is understood to be a double shift element which can connect a rotatable first transmission element, in particular a shaft, on the one hand with a further rotatable first transmission element or on the other hand with a further rotatable second transmission element. In a neutral position, the rotatable first transmission element is not connected with the other rotatable transmission element. Thus, instead of two single shift elements, two shift options can be realized in one shift element with only one actuator, which leads to a significant constructional simplification. Furthermore, a double shift element is also structurally smaller than two single shift elements.

[0037] The gear shift elements of the first sub-transmission are preferably positively locking shift elements, which are easier to operate than frictionally locking shift elements, so that an overall cost- appropriate transmission is formed.

[0038] In an embodiment of the first sub-transmission with positively locking shift elements, these shift elements have a synchronization device, for example a synchronizing ring. In a further variant, a second electric machine is provided, which is connected or connectable to the first transmission input shaft, for synchronizing the shift processes of the first sub-transmission. In the positively locking shift elements, the synchronization device can then be dispensed with, so that the positively locking shift elements are constructed more simply. Finally, in a third variant, the first transmission input shaft is connectable to a component fixed at the housing by means of a third clutch, for synchronizing the shift processes of the first sub-transmission, so that a brake for the first transmission input shaft is formed. The rotational speed of the first transmission input shaft can be synchronized with the driven part by means of this brake. The variants can also be combined, so that for example individual shift elements have a synchronization device, while other shift elements are synchronized by means of a second electric machine or a brake on the first transmission input shaft.

[0039] The powertrain according to the second aspect of the application is configured with a transmission as described above and with an internal combustion engine for driving the first transmission input shaft and with a first electric machine for driving the second transmission input shaft. The advantages of such a powertrain result from the above description.

[0040] In an embodiment of the powertrain, the first electric machine is arranged axially parallel to the respective transmission input shaft and is connected to the respective transmission input shaft in a driving manner by means of a gear step. With such an arrangement, the electric machine can be variably placed on the transmission, or the respective gear of the gear step can be variably placed on the transmission. Alternatively or in the case of two electric machines, in a further embodiment, at least one electric machine is arranged coaxially on the transmission input shaft to which it is assigned. The coaxial arrangement results in a particularly compact transmission, in particular in the axial direction. BRIEF DESCRIPTION OF DRAWINGS

[0041] The application is described below by means of the drawings, which show different embodiments of the application, in which identical or similar elements are provided with the same reference signs. In detail:

[0042] Figure 1 schematic diagram of a powertrain according to the application with a transmission according to the application in a first embodiment;

[0043] Figure 2 schematic diagram of a powertrain according to the application with a transmission according to the application in a second embodiment;

[0044] Figure 3 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment; Figure 2schematic diagram of a switching matrix of switching positions driven by means of the internal combustion engine or in hybrid operation in a transmission according to the application;

[0045] Figure 4 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment; Figure 2 schematic diagram of a switching matrix of switching positions driven by means of the electric machine only in a transmission according to the application;

[0046] Figure 5 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment;

[0047] Figure 6 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment; Figure 5 schematic diagram of a switching matrix of switching positions driven by means of the internal combustion engine or in hybrid operation in a transmission according to the application;

[0048] Figure 7 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment; Figure 5 schematic diagram of a switching matrix of switching positions driven by means of the electric machine only in a transmission according to the application;

[0049] Figure 8 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment;

[0050] Figure 9 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment;

[0051] Figure 10 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment;

[0052] Figure 11 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment;

[0053] Figure 12 schematic diagram of a powertrain according to the application with a transmission according to the application in a third embodiment; DETAILED DESCRIPTION

[0054] Figure 1A schematic diagram of a powertrain according to the application with a transmission 100 in a first embodiment is shown. The transmission 100 is configured with a first sub-transmission 3.1 and a second sub-transmission 3.2, wherein the internal combustion engine 19 acts on the first sub-transmission 3.1 and the first electric machine 20 acts on the second sub-transmission 3.2. The internal combustion engine 19 acts via the second clutch K2 onto a first transmission input shaft 4.1 of the first sub-transmission 3.1. The first electric machine 20 acts onto a second transmission input shaft 4.2 of the second sub-transmission 3.2. The drive powers transmitted by the sub-transmissions 3.1, 3.2 of the internal combustion engine 19 and the first electric machine 20 are added up on a differential 15 on the driven side, which acts onto a driven shaft not shown. The sub-transmissions 3.1, 3.2 can furthermore be connected to one another via the first clutch Kl. The first sub-transmission 3.1 can furthermore be connected in a rotationally fixed manner to a component fixed at the housing. The first and third clutches Kl, K3 act onto the respective transmission input shafts 4.1, 4.2 of the sub-transmissions 3.1, 3.2, as emerges from the following.

[0055] Figure 2 A powertrain according to the application with a transmission 200 in a second embodiment is shown and shown in more detail in a diagram. The internal combustion engine 19 acts via the second clutch K2 again onto the first transmission input shaft 4.1 and the first electric machine 20 acts via the gear set 17, 10.5 onto the second transmission input shaft 4.2. Figure 1

[0056] The third fixed gearwheel 10.3 and the fourth fixed gearwheel 10.4 are arranged in a rotationally fixed manner on the first transmission input shaft 4.1. The third fixed gearwheel 10.3 meshes with a third movable gearwheel 12.3 on the first intermediate shaft 11.1 to form a third gear set 5.3 and with a fourth movable gearwheel 12.4 on the second intermediate shaft 11.2 to form a fourth gear set 5.4. The fourth fixed gearwheel 10.4 meshes with a fifth movable gearwheel 12.5 on the first intermediate shaft 11.1 to form a fifth gear set 5.5 and with a sixth movable gearwheel 12.6 on the second intermediate shaft 11.2 to form a sixth gear set 5.6.

[0057] The first fixed gearwheel 10.1 is arranged in a rotationally fixed manner on the second transmission input shaft 4.2. Furthermore, a second movable gearwheel 12.2 is arranged rotatably on the second transmission input shaft 4.2. The first fixed gearwheel 10.1 meshes with a first movable gearwheel 12.1 on the first intermediate shaft 11.1 to form a first gear set 5.1. The second movable gearwheel 12.2 meshes with a second fixed gearwheel 10.2 on the second intermediate shaft 11.2 to form a second gear set 5.2.

[0058] ​The gearwheel sets 5.1, 5.2, 5.3, 5.4, 5.5, 5.6 are each assigned a gearshift element A, B, C, D, E, F, by means of which the respective movable gearwheel 12.1, 12.2, 12.3, 12.4, 12.5, 12.6 can be connected to the shaft on which the movable gearwheel is supported in a driving and releasable manner, so that a gear step is configured in the event of a connection. According to the application, the second gearshift element B, which is assigned to the second gearwheel set 5.2 on the second transmission input shaft 4.2 of the second sub-transmission 3.2, is configured as a load shift element. The first gearshift element A, which is also assigned to the second transmission input shaft 4.2, is configured as a form-locking shift element. The gearshift elements C, D, E, F, which are assigned to the first transmission input shaft 4.1, are also configured as form-locking shift elements. The third gearshift element C and the fifth gearshift element E and the fourth gearshift element D and the sixth gearshift element F are each configured as a double shift element.

[0059] The first intermediate shaft 11.1 is connected to the driven member in a driving manner by means of a sixth fixed gearwheel 10.6, which meshes with a driven gearwheel 14. The driven gearwheel 14 acts on a differential 15, which itself acts on a driven shaft 16, which can be connected to the wheels of the motor vehicle, for example. The second intermediate shaft 11.2 has a seventh fixed gearwheel 10.7, which also meshes with the driven gearwheel 14. The second intermediate shaft 11.2 also has a locking element P in the form of a gearwheel, which is connected to the second intermediate shaft 11.2 in a rotationally fixed manner. For example, an element not shown, which is fixed at the housing, can engage into the locking element P in order to lock the second intermediate shaft 11.2 and thus to prevent a movement of the vehicle.

[0060] The first transmission input shaft 4.1 and the second transmission input shaft 4.2 can be connected to one another by means of a first clutch Kl, so that it is possible to configure Verwindungsgangstufen, as described hereinafter.

[0061] The second clutch K2 is configured as a friction clutch and thus serves as a start clutch for the gear steps that are operated with the internal combustion engine 19 alone.

[0062] Figure 3 A schematic overview of six internal combustion engine forward gear steps VI, V2, V3, V4, V5, V6 is shown, which can be shifted with the transmission 200 shown in Figure 2 VI, V2, V3, V4, V5, V6, which are driven by means of the internal combustion engine 19 or in a hybrid mode. Here, the respective shift elements or the respective clutches are closed when an "x" is drawn and open when nothing is drawn or are in principle independent of the gear steps, as described hereinafter respectively.

[0063] In the first internal combustion engine forward gear step V1, the first clutch Kl is closed, the second clutch K2 is closed and the first gear shift element A is closed. The drive power of the internal combustion engine 19 is then transmitted to the driven member via the second clutch K2, the first transmission input shaft 4.1, the first clutch Kl, the second transmission input shaft 4.2, the first gear set 5.1, the first gear shift element A and the first intermediate shaft 1 1.1.

[0064] In the second internal combustion engine forward gear step V2, the first clutch Kl is closed, the second clutch K2 is closed and the second gear shift element B is closed. The drive power of the internal combustion engine 19 is then transmitted to the driven member via the second clutch K2, the first transmission input shaft 4.1, the first clutch Kl, the second transmission input shaft 4.2, the second gear shift element B, the second gear set 5.2 and the second intermediate shaft 1 1.2.

[0065] In order to switch from the first internal combustion engine forward gear step V1 to the second internal combustion engine forward gear step V2 without interrupting the load, the second gear shift element B, which is a load shift element according to the application, is closed, while the first gear shift element A remains closed. Since the second gear set 5.2 has a smaller gear ratio than the first gear set 5.1, the drive load is transmitted via the second gear set 5.2 when the first gear shift element A and the second gear shift element B are closed at the same time. The form-locked first gear shift element A is therefore unloaded at this point in time and can be opened accordingly. When switching from the second internal combustion engine forward gear step V2 to the first internal combustion engine forward gear step V1, the first gear shift element A is closed before the second gear shift element B is opened.

[0066] In the third internal combustion engine forward gear step V3, the first clutch Kl is closed, the second clutch K2 is open and the third gear shift element C is closed. The drive power of the internal combustion engine 19 is then transmitted to the driven member via the second clutch K2, the first transmission input shaft 4.1, the third gear set 5.3, the third gear shift element C and the first intermediate shaft 1 1.1.

[0067] In order to switch from the second internal combustion engine forward gear step V2 to the third internal combustion engine forward gear step V3, the first electric machine 20 introduces drive power at the second transmission input shaft 4.2, whereupon the first clutch Kl is opened. The load then exists only in the case of the first electric machine 20 and is transmitted to the driven member via the still closed second gear shift element B. The first sub-transmission 3.1 is unloaded here, so that the form-locked third gear shift element C can be closed. The load is then transmitted onto the internal combustion engine 19 again. The switching between the third internal combustion engine forward gear step V3 and the second internal combustion engine forward gear step V2 is carried out in the reverse order.

[0068] In a fourth internal combustion engine forward gear step V4, the first clutch Kl is closed, the second clutch K2 is opened and the fourth gearshift element D is closed. The drive power of the internal combustion engine 19 is then transmitted to the driven part via the second clutch K2, the first transmission input shaft 4.1, the fourth gear set 5.4, the fourth gearshift element D and the second intermediate shaft 11.2.

[0069] In a fifth internal combustion engine forward gear step V5, the first clutch Kl is closed, the second clutch K2 is opened and the fifth gearshift element E is closed. The drive power of the internal combustion engine 19 is then transmitted to the driven part via the second clutch K2, the first transmission input shaft 4.1, the fifth gear set 5.5, the fifth gearshift element E and the first intermediate shaft 11.1.

[0070] In a sixth internal combustion engine forward gear step V6, the first clutch Kl is closed, the second clutch K2 is opened and the sixth gearshift element F is closed. The drive power of the internal combustion engine 19 is then transmitted to the driven part via the second clutch K2, the first transmission input shaft 4.1, the sixth gear set 5.6, the sixth gearshift element F and the second intermediate shaft 11.2.

[0071] In a switching process between two of the third, fourth, fifth and sixth internal combustion engine forward gear steps V3, V4, V5, V6, the drive power is temporarily transmitted to the driven part by the first electric machine 20 via the second transmission input shaft 4.2 and the first or second gear set 5.1, 5.2, respectively, so that the switching process can take place without interruption of the load at the driven part. The first transmission input shaft 4.1 or the positively locking gearshift element C, D, E, F associated with the first transmission input shaft is then unloaded and the gearshift element C, D, E, F participating in the switching process can be opened or closed. After the switching process, the load is transmitted to the internal combustion engine 19 again.

[0072] Figure 4 A schematic overview of the electric forward gear steps El and E2, which can be switched into with the transmission 200 shown in Fig. Figure 2 by means of the first electric machine 20 only.

[0073] In a first electric forward gear step El, the first clutch Kl is opened and the first gearshift element A is closed. The drive power of the first electric machine 20 is then transmitted to the driven part via the second transmission input shaft 4.2, the first gear set 5.1, the first gearshift element A and the first intermediate shaft 11.1.

[0074] In the second electric forward gear stage E2, the first clutch Kl is open and the second gearshift element B is closed. The drive power of the first electric machine 20 is then transmitted to the driven part via the second transmission input shaft 4.2, the second gearshift element B, the second gear set 5.2 and the second intermediate shaft 11.2.

[0075] In order to switch from the first electric forward gear stage El to the second electric forward gear stage E2 without interrupting the load at the driven part, the second gearshift element B as load switching element is closed according to the application, while the first gearshift element A is still closed. Since the second gear set 5.2 has a smaller gear ratio than the first gear set 5.1, the drive load is transmitted via the second gear set 5.2 when the first gearshift element A and the second gearshift element B are closed at the same time. The form-locked first gearshift element A is therefore unloaded at this point in time and can be opened accordingly. When switching from the second electric forward gear stage E2 to the first electric forward gear stage El, the first gearshift element A is closed before the second gearshift element B is opened. In this regard, it is possible in a simple manner to switch between the electrically operated forward gear stages El, E2 without interrupting the load at the driven part.

[0076] Furthermore, it is also possible to configure electrically operated forward gear stages with the gear sets 5.3, 5.4, 5.5, 5.6 on the first transmission input shaft 4.1 with the first clutch closed and the second clutch open, which are not shown in Figure 4 . The drive power of the first electric machine 20 is then transmitted to the driven part via the second transmission input shaft 4.2, the first clutch Kl, the first transmission input shaft 4.1 and one of the mentioned gear sets 5.3, 5.4, 5.5, 5.6 and the corresponding intermediate shaft 11.1, 11.2. In order to be able to switch between such electric forward gear stages without interrupting the load at the driven part, the gearshift elements C, D, E, F of the first sub-transmission 3.2 must be configured as load switching elements against the illustration of Figure 2 .

[0077] The electric forward gear stages El, E2 are operable in both rotational directions in such a way that the first electric machine 20 is operated in the corresponding rotational direction. Electric forward gear stages El, E2 are also configured in this way.

[0078] Furthermore, in the switching position not shown in Figure 3 or Figure 4 , the first electric machine 20 can be driven by means of the internal combustion engine 19 and then operated as a generator in order to charge Figure 2The accumulator not shown is charged. To this end, the first clutch K1 is closed and the second clutch K2 is closed, while all gear shift elements A, B, C, D, E, F are open. When the first clutch K1 is closed, the first electric machine 20 can also operate as a generator in one of the described internal combustion engine forward gear steps V1, V2, V3, V4, V5, V6, wherein a part of the drive power of the internal combustion engine 19 is used to drive the motor vehicle and a part is used to charge the accumulator.

[0079] Further embodiments of the transmission according to the application are described below. Here, a repeated description of already described features is omitted and mainly differences to the previous embodiments are discussed. Identical reference signs refer to identical features and are not explained anew.

[0080] Figure 5 A powertrain according to the application with a transmission 300 in a third embodiment is shown. In contrast to the transmission 200 in the second embodiment, only a third fixed gearwheel 10.3 is configured on the first transmission input shaft 4.1, which forms a third gearwheel set 5.3 with a third movable gearwheel 12.3 on the first intermediate shaft 11.1 and a fourth gearwheel set 5.4 with a fourth movable gearwheel 12.4 on the second intermediate shaft 11.2. No fourth fixed gearwheel 10.4 is configured on the first transmission input shaft 4.1. In this regard, only four internal combustion engine forward gear steps V1, V2, V3, V4 and two loadable switched electric forward gear steps E1, E2 are generated with the transmission 300, as shown in Figure 6 and Figure 7 The four internal combustion engine forward gear steps V1, V2, V3, V4 and the two loadable switched electric forward gear steps E1, E2 correspond to the same named forward gear steps shown in Figure 3 and Figure 4 and are not distinguished in the described shift processes.

[0081] Figure 8 A powertrain according to the application with a transmission 400 in a fourth embodiment is shown, which essentially corresponds to the transmission 200 in the second embodiment. The first clutch K1 is arranged on the side of the internal combustion engine 19 in a different way here, so that a further structural space allocation is achieved.

[0082] Figure 9 A powertrain according to the application with a transmission 500 in a fifth embodiment is shown, which essentially corresponds to the transmission 300 in the third embodiment. The first clutch K1 is arranged on the side of the internal combustion engine 19 in a different way here, so that a different structural space allocation is achieved.

[0083] Figure 10A powertrain according to the application with a transmission 600 in a seventh embodiment is shown, which corresponds essentially to the transmission 200 in the second embodiment. In the case of the transmission 600, a mechanical reverse gear stage is additionally configured. To this end, a seventh movable toothed wheel 12.7 is rotatably mounted on the second intermediate shaft 11.2, which meshes with the first movable toothed wheel 12.1 of the first gear set 5.1. The seventh movable toothed wheel 12.7 can be connected to the second intermediate shaft 11.2 in a driving and releasable manner by means of a reverse gear shift element R. The rotational speed of the second transmission input shaft 4.2 is then transmitted to the second intermediate shaft 11.2 with a reversal of the direction of rotation when the reverse gear shift element R is closed. The mechanical reverse gear stage thus formed can be operated by means of the first electric machine 20 via the second transmission input shaft 4.2 and / or can be operated by means of the internal combustion engine 19 via the second clutch K2, the first transmission input shaft 4.1, the first clutch Kl and the second transmission input shaft 4.2. Unlike the electric reverse gear stage described, the mechanical reverse gear stage can thus be operated both with the internal combustion engine 19 and with the first electric machine 20.

[0084] Figure 11 A powertrain according to the application with a transmission 700 in a seventh embodiment is shown, which corresponds essentially to the transmission 300 in the third embodiment. Unlike the transmission 300 in the third embodiment, the transmission 700 in the seventh embodiment has a mechanical reverse gear as described above in correspondence with the transmission 600 in the sixth embodiment.

[0085] Figure 12 A motor vehicle 800 with a powertrain according to the application is shown. The powertrain comprises a transmission 100, 200, 300, 400, 500, 600, 700 and an internal combustion engine 19 and a first electric machine 20, which act on the transmission 100, 200, 300, 400, 500, 600, 700, respectively. Furthermore, the motor vehicle 800 comprises an energy store 30, by means of which the first electric machine 20 is supplied with energy, or which is charged by the first electric machine 20 when operating as a generator, the energy store 30 preferably being a rechargeable battery.

[0086] List of reference signs

[0087] 3.1 first sub-transmission

[0088] 3.2 second sub-transmission

[0089] 4.1 first transmission input shaft

[0090] 4.2 second transmission input shaft

[0091] 5.1 first gear set

[0092] 5.2 Second gear set

[0093] 5.3 Third gear set

[0094] 5.4 Fourth gear set

[0095] 5.5 Fifth gear set

[0096] 5.6 Sixth gear set

[0097] 10.1 First stationary gear

[0098] 10.2 Second stationary gear

[0099] 10.3 Third stationary gear

[0100] 10.4 Fourth stationary gear

[0101] 10.5 Fifth stationary gear

[0102] 10.6 Sixth stationary gear

[0103] 10.7 Seventh stationary gear

[0104] 11.1 First intermediate shaft

[0105] 11.2 Second intermediate shaft

[0106] 12.1 First idler gear

[0107] 12.2 Second idler gear

[0108] 12.3 Third idler gear

[0109] 12.4 Fourth idler gear

[0110] 12.5 Fifth idler gear

[0111] 12.6 Sixth idler gear

[0112] 12.7 Seventh idler gear

[0113] 14 Driven gear

[0114] 15 Differential

[0115] 16 Driven shaft

[0116] 17 Gear

[0117] 19 Internal combustion engine

[0118] 20 Electric machine

[0119] 30 Accumulator

[0120] 100 Transmission

[0121] 200 transmission

[0122] 300 transmission

[0123] 400 transmission

[0124] 500 transmission

[0125] 600 transmission

[0126] 700 transmission

[0127] 800 motor vehicle

[0128] A first gearshift element

[0129] B second gearshift element

[0130] C third gearshift element

[0131] D fourth gearshift element

[0132] E fifth gearshift element

[0133] F sixth gearshift element

[0134] K1 first clutch

[0135] K2 second clutch

[0136] K3 third clutch

[0137] P locking element

[0138] R reverse gearshift element

[0139] V1 first internal combustion engine forward gear step

[0140] V2 second internal combustion engine forward gear step

[0141] V3 third internal combustion engine forward gear step

[0142] V4 fourth internal combustion engine forward gear step

[0143] V5 fifth internal combustion engine forward gear step

[0144] V6 sixth internal combustion engine forward gear step

[0145] E1 first electric forward gear step

[0146] E2 second electric forward gear step

Claims

1. A transmission (100, 200, 300, 400, 500, 600, 700) for a motor vehicle (800), said transmission comprising: A first sub-transmission (3.1) having a first transmission input shaft (4.1); A second sub-transmission (3.2) having a second transmission input shaft (4.2); At least one intermediate shaft (11.1, 11.2) is connected to the driven member in a driving manner; For each sub-transmission, there are at least two gear sets (5.1, 5.2, 5.3, 5.4, 5.5, 5.6) for forming a gear level, wherein each gear set (5.1, 5.2, 5.3, 5.4, 5.5, 5.6) is provided with a gear that is connected or can be connected to the corresponding transmission input shaft in a driving manner, and these gears respectively mesh with a gear that is connected or can be connected to the intermediate shaft (11.1, 11.2) in a driving manner; Multiple gear shifting elements (A, B, C, D, E, F) are used to engage gear levels. When the gear shifting elements (A, B, C, D, E, F) are closed, the transmission input shaft is connected to the intermediate shafts (11.1, 11.2) via gear sets (5.1, 5.2, 5.3, 5.4, 5.5, 5.6) that are matched with the gear shifting elements (A, B, C, D, E, F) in a driving manner. The first transmission input shaft (4.1) is configured to be connected to the internal combustion engine (19) of the motor vehicle (800) in a driving manner, and the second transmission input shaft (4.2) is configured to be connected to the first motor (20) of the motor vehicle (800) in a driving manner, and At least one gear shifting element of the second sub-transmission (3.2) is a load shifting element. The first transmission input shaft (4.1) and the second transmission input shaft (4.2) are arranged coaxially with each other, and The first transmission input shaft (4.1) and the second transmission input shaft (4.2) can be connected to each other in a driving and disengaging manner by means of a first clutch (K1). The structure has two intermediate shafts (11.1, 11.2), and at least one fixed gear mounted on the transmission input shaft meshes with two movable gears supported on different intermediate shafts (11.1, 11.2) to form two gear sets.

2. The transmission (100, 200, 300, 400, 500, 600, 700) according to claim 1, wherein, The second sub-transmission has two gear sets and two gear shifting elements respectively matched with the gear sets, wherein the first gear shifting element is a form-locking shifting element, and the second gear shifting element is a load shifting element.

3. The transmission (100, 200, 300, 400, 500, 600, 700) according to claim 1 or 2, wherein, The internal combustion engine (19) can be connected to the first transmission input shaft (4.1) in a driving and disengaging manner by means of the second clutch (K2).

4. The transmission (100, 200, 300, 400, 500, 600, 700) according to claim 1 or 2, wherein, The gear sets (5.1, 5.2, 5.3, 5.4, 5.5, 5.6) are formed by fixed gears (10.1, 10.2, 10.3, 10.4, 10.5, 10.6) that are non-rotatably connected to the transmission input shaft or intermediate shaft (11.1, 11.2) and movable gears (12.1, 12.2, 12.3, 12.4, 12.5, 12.6) that are rotatably supported on the intermediate shaft (11.1, 11.2) or transmission input shaft. The movable gears (12.1, 12.2, 12.3, 12.4, 12.5, 12.6) can be driven and disengaged by matching gear shifting elements (A, B, C, D, E, F) to the shafts supported on which the movable gears are supported.

5. The transmission (100, 200, 300, 400, 500, 600, 700) according to claim 1 or 2, wherein, At least one pair of gear shifting elements (A, B, C, D, E, F) are combined to form a dual shifting element.

6. The transmission (100, 200, 300, 400, 500, 600, 700) according to claim 1 or 2, wherein, The second sub-transmission (3.2) has at least one form-locked gear shifting element configured without a synchronizing device, wherein the first motor (20) is configured to synchronize the shifting process of the form-locked gear shifting element.

7. The transmission (100, 200, 300, 400, 500, 600, 700) according to claim 1 or 2, wherein, The gear shifting element of the first sub-gearbox (3.1) is a form-locked shifting element, and a second motor is provided to synchronize the shifting process of the first sub-gearbox (3.1). The second motor is connected to or can be connected to the input shaft (4.1) of the first gearbox.

8. The transmission (100, 200, 300, 400, 500, 600, 700) according to claim 1 or 2, wherein, The gear shifting element of the first sub-transmission (3.1) is a form-locked shifting element, and the first transmission input shaft (4.1) can be connected to a component fixed at the housing by means of a third clutch (K3) for synchronizing the shifting process of the first sub-transmission (3.1).

9. The transmission (100, 200, 300, 400, 500, 600, 700) according to claim 1 or 2, wherein, At least one form-locking gear shifting element is constructed with a synchronization device.

10. A powertrain for a motor vehicle (800), the powertrain having a transmission (100, 200, 300, 400, 500, 600, 700) according to any one of claims 1 to 9, and the powertrain having an internal combustion engine (19) for driving a first transmission input shaft (4.1) and a first motor (20) for driving a second transmission input shaft (4.2).

11. The power transmission system according to claim 10, wherein, At least the first motor (20) is arranged parallel to the corresponding transmission input shaft and is connected to the corresponding transmission input shaft in a driving manner via a gear series.

12. The power transmission system according to claim 10 or 11, wherein, At least the first motor (20) is arranged coaxially on the input shaft of the gearbox that is matched with the first motor.

13. A motor vehicle (800) having a power transmission system according to any one of claims 10 to 12.

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