Transmission assembly for a hybrid drive device

Abstract

The present invention relates to a transmission assembly (2) comprising: a transmission housing (6); a generator shaft (56) having a generator gear (58); a staged transmission (7) drivably connected to an internal combustion engine (3); a reduction gear (8) drivably connected to an electric motor (4); and a differential transmission (9) having a differential input gear (26) engaging with the staged transmission output gear (17) and the reduction gear output gear (8), wherein the generator gear (58) engages with the drive gear (14) of the staged transmission (7), which, together with an intermediate gear (15), forms a gear stage of the staged transmission (7). The invention also relates to a hybrid power assembly (1) having such a transmission assembly (2).

Description

Technical Field

[0001] The present invention relates to a transmission assembly for a hybrid drive system used in a motor vehicle and a hybrid drive system having such a transmission assembly. Background Technology

[0002] A transmission unit for a hybrid electric vehicle is known from DE 10 2019 122 557 A1. This transmission unit includes a first electric motor configured as a generator, a second electric motor configured as a drive motor, a transmission input shaft connected to the first electric motor and an internal combustion engine, and a differential transmission that can be connected to the transmission input shaft via at least two different transmission stages. The rotor shaft of the second electric motor is effectively connected to the differential transmission via a coupling unit.

[0003] A hybrid drive system is known from CN 1 14 274 757 A. This hybrid drive system includes an input shaft, an engine and a first electric motor drivenly connected to the input shaft via a clutch, an output shaft, a multi-speed transmission arranged between the input and output shafts, a differential mechanism connected to the output shaft, and a second drive motor drivenly connected to the differential mechanism. The clutch is designed as a friction plate clutch, and the multi-speed transmission is designed as a three-speed transmission.

[0004] A vehicle drive transmission is known from EP 3 988 363 A1 (corresponding to US 11 807 100 B2 or JP 2021 054289 A), the vehicle drive transmission comprising a first drive element coupled to a rotating electric motor, a second drive element coupled to an engine drive, and a differential transmission unit for distributing rotational motion from a differential input gear to two output elements.

[0005] A transmission assembly for a hybrid drive system is known from WO 2021 / 093930 A1, comprising: a stepped transmission connectable to an internal combustion engine, the stepped transmission having a first shift stage and a second shift stage; a reduction gear connectable to an electric motor; and a superimposed transmission capable of superimposing rotational motion introduced from the stepped transmission and rotational motion introduced from the superimposed transmission and transmitting them to a differential transmission unit. This transmission assembly is also known as a multi-speed dedicated hybrid transmission (DHT). A multi-mode hybrid transmission (DHT) is known from WO 2021 / 052557 A1, and a single-speed hybrid transmission (DHT) is known from WO 2021 / 089166 A1. Summary of the Invention

[0006] The objective of this invention is to provide a transmission assembly for a hybrid drive system comprising an internal combustion engine, an electric motor, and a generator, wherein the transmission assembly is simple and compact in construction. Furthermore, a hybrid drive system having such a transmission assembly should be provided.

[0007] To address this issue, a transmission assembly for a hybrid drive system comprising an internal combustion engine, an electric motor, and a generator is proposed, comprising: a transmission housing; a generator shaft rotatably supported within the transmission housing about a generator shaft axis; a cascaded transmission having a cascaded transmission input shaft rotatably supported within the transmission housing about an input shaft axis, a first pair of gears, a second pair of gears, and a controllable shift clutch capable of transmitting rotational motion from the cascaded transmission input shaft to the cascaded transmission output gear via the first or second gear, or interrupting rotational motion; wherein the first pair of gears has a first drive gear torsionally connected to the input shaft and a first intermediate gear rotatably supported on an intermediate shaft, and the second pair of gears... The two pairs of gears have a second drive gear that is torsionally connected to the input shaft and a second intermediate gear that is rotatably supported on an intermediate shaft; wherein, the generator shaft has a generator gear that engages with either the first or second drive gear on the input shaft; a reduction gear transmission has a reduction gear transmission input shaft and is designed to transmit the introduced rotational motion to the reduction gear transmission output gear at a lower speed; wherein, a controllable clutch is provided in the power path of the reduction gear transmission to selectively transmit or interrupt the rotational motion; and a differential transmission has a differential input gear that engages with the output gear of the graded transmission and the output gear of the reduction gear transmission, and a first differential output component for driving a first side shaft and a second differential output component for driving a second side shaft.

[0008] The advantages of the transmission assembly according to the invention lie in its fewer parts and compact structure. Since the generator gear directly engages with a tooth of the drive gear, a separate gear pair between the generator shaft and the transmission input shaft can be eliminated. Therefore, the drive gear meshing with the generator gear fulfills two functions: torque transmission to the generator shaft and to the intermediate shaft. Thus, the gear can be eliminated, which has a favorable impact on the required structural space and weight. The generator shaft, the staged transmission input shaft, and / or the intermediate shaft can be arranged parallel to each other with their respective axes of rotation. The generator shaft is associated with a generator or can be connected to a generator drive. The staged transmission input shaft is associated with an engine or can be connected to an engine drive. The reduction gear input shaft is associated with a motor or can be connected to a motor drive.

[0009] The generator shaft is arranged parallel to the input shaft of the graded transmission and is permanently driven connected to the input shaft of the graded transmission via a generator gear meshing with the drive gear. Therefore, the generator connected to the transmission housing can be driven by the engine to be connected to the input shaft, converting the introduced driving force into electrical energy. The generated electrical energy can be stored in a battery and later used to electrically drive the drive shaft.

[0010] The graded transmission can be designed as a two-speed transmission. This means that rotational motion can be transmitted from the input shaft to the output gear of the graded transmission in exactly two, that is, in particular, no more than two, gear ratios. The graded transmission preferably has five gears: a first pair of gears, a second pair of gears, and the output gear. Preferably, the output gear meshes directly with the differential input gear. The generator gear can be designed as a single piece with the generator shaft, particularly as an integral pinion. Furthermore, the input shaft of the graded transmission may only have a first drive gear and a second drive gear; that is, no other gear is connected to this shaft. Preferably, one of the two drive gears is constructed as a single piece with the input shaft. The other of the two drive gears can be force-fitted and / or form-fitted connected to the input shaft, for example, by means of a press fit and / or a gear engagement. These features can contribute to a smaller number of parts, lower weight, or reduced structural space requirements.

[0011] The connection area for the generator can be located on the axially opposite side of the transmission housing, where the engine can be connected. In this case, the generator input shaft extends from the transmission housing through a housing wall opposite the engine, also referred to as the generator-side side wall. The staged transmission input shaft extends through the motor-side side wall of the housing.

[0012] The first drive gear can be positioned closer to the generator-side sidewall than the second drive gear, and the second drive gear can be positioned closer to the motor-side sidewall. Furthermore, the first drive gear can be smaller than the second drive gear, and correspondingly, the first intermediate gear can be larger than the second intermediate gear. With this design, the lower gears are positioned adjacent to the motor-side sidewall, and the higher gears are positioned adjacent to the generator-side sidewall. Preferably, the generator gear meshes with the smaller first drive gear and is therefore also axially positioned on the generator-side sidewall.

[0013] According to one embodiment, the controllable shift clutch can be designed as a form-fit clutch. A form-fit clutch is a clutch that transmits torque through the form-fitting engagement of at least two clutch components. For example, a form-fit clutch can be designed as a claw clutch or a toothed clutch, but is not limited thereto. In one embodiment, the controllable shift clutch may include a shift hub that is torsionally connected to an intermediate shaft and axially arranged between a first intermediate gear and a second intermediate gear. An axially movable coupling element can selectively connect the shift hub to the first intermediate gear for transmitting torque at a first speed, or to the second intermediate gear for transmitting torque at a second speed. The form-fit engagement can be achieved via a first clutch component associated with the first intermediate gear or a second clutch component associated with the second intermediate gear. For example, the respective clutch component can be fixedly connected to or designed as a single piece with the associated intermediate gear. In an intermediate position, torque transmission can be interrupted. The coupling element can be designed as a sliding sleeve that is torsionally held on the shift hub and is axially movable by means of a shift fork and a shift lever. The shift axis of the shift lever and the rotation axis of the intermediate shaft have an axial distance, which is preferably less than 1.5 times the radius of the first or larger intermediate gear. In this way, the tilting moment acting on the shift fork during shifting is relatively small, which has a beneficial effect on shifting accuracy and the required shifting force.

[0014] The output gear of the cascading transmission can be arranged axially adjacent to the first intermediate gear, particularly axially between the bearing of the first intermediate gear and the intermediate shaft. The two intermediate gears are rotatably supported on the intermediate shaft, for example, by means of needle roller bearings or sliding bearings. The axial distance between the first and second intermediate gears can be less than the axial length of the teeth of the output gear of the cascading transmission, particularly less than 0.8 times the axial length of the teeth of the output gear of the cascading transmission, which contributes to a structurally shortened axial configuration.

[0015] In a further specific embodiment, the output gear of the cascading transmission can be arranged on the engine-facing side of the transmission assembly, specifically axially between the first gear plane and the motor-side housing sidewall. Correspondingly, the differential input gear, meshing with the output gear of the cascading transmission, can also be arranged axially adjacent to the intermediate gear pair. The differential housing can have a flange section, where the input gear can be arranged on the engine-side housing wall. These features, individually or collectively, contribute to a space-saving arrangement of the differential relative to the cascading transmission.

[0016] The drivetrain assembly may include a parking lock unit to lock the drivetrain in parking mode and prevent the vehicle from rolling away unexpectedly. The parking lock unit may have a locking gear and a locking element. The locking gear is torsionally connected to a rotatable part of the drivetrain assembly, and the locking element is designed to engage with the locking gear to selectively lock or release it. In the closed state, the parking lock device locks the rotational movement of the differential or the side axle connected to the differential. For this purpose, the part connected to the locking gear is preferably directly driven connected to the differential input gear; that is, there is no intermediate clutch or similar device.

[0017] The parking lock unit can be arranged within the transmission assembly according to the requirements of structural space. According to a first possibility, the parking lock device can be arranged in the power path of the engine drive unit. In particular, the parking lock gear can be torsionally connected to the intermediate shaft of the multi-stage transmission, and thus directly driven connected to the differential. Here, the parking lock gear can, for example, be axially arranged between the second intermediate gear and the generator-side housing wall, particularly overlapping axially with the generator-side bearing of the transmission input shaft. According to a second possibility, the parking lock device can also be arranged in the power path of the motor, particularly between the clutch and the differential.

[0018] The input shaft of the graded transmission device can be supported in the transmission housing in a rotatable manner about the input shaft axis by means of a first input shaft bearing and a second input shaft bearing, and the intermediate shaft can be supported in the transmission housing in a rotatable manner about an intermediate shaft axis parallel to the input shaft by means of a first intermediate shaft bearing and a second intermediate shaft bearing. The first intermediate shaft bearing can be completely axially offset from the first input shaft bearing. Alternatively or additionally, the second intermediate shaft bearing can also be completely axially offset relative to the second input shaft bearing.

[0019] The aforementioned task is also addressed by a hybrid drive system comprising: an internal combustion engine; an electric motor; a generator; and a transmission assembly designed according to one or more of the above embodiments; wherein a graded transmission input shaft is driven and connected to the internal combustion engine, wherein a reduction transmission input shaft is driven and connected to the electric motor, and the hybrid drive system further comprises a control unit for controlling the electric motor, the internal combustion engine, the generator, the shift clutch, and the clutch.

[0020] This hybrid drive assembly has the same advantages as the transmission assembly, and therefore, for brevity, refers to the description above. All the features described in conjunction with the transmission assembly can be implemented in this hybrid drive assembly.

[0021] Hybrid drive systems can operate in multiple modes. For example, in the first shift position of the cascading drivetrain, torque is transmitted from the internal combustion engine to the drive shaft at a first gear ratio (first gear). In the second shift position, the cascading drivetrain transmits torque to the drive shaft at a corresponding second gear ratio (second gear). In the neutral or open position of the shift clutch, the power path between the internal combustion engine and the differential is interrupted. The electric motor can be variably controlled in both gears, allowing both drive sources to superimpose power on the drive shaft. Alternatively, either the electric motor or the internal combustion engine can drive the superimposed drivetrain or drive shaft independently. For this, the clutch in the corresponding other power path must be disengaged.

[0022] The hybrid drive system may also include a storage component that is electrically connected to a generator to store electrical energy. The generator is a second motor in the drive system. The generator may be permanently driven connected to the engine's drive shaft, whereby it idles in neutral mode or generates current in generator mode. The power of the electric motor may be less than the power of the engine, and / or the power of the generator may be less than the power of the electric motor. Attached Figure Description

[0023] The preferred embodiments are explained below with reference to the accompanying drawings. Wherein: Figure 1A A cross-sectional view through the axis of rotation shows a transmission assembly or hybrid power assembly for a motor vehicle according to the invention in a first embodiment. Figure 1B Shown in axial view Figure 1A The transmission device components in the middle; Figure 1C A perspective view showing partial sectioning is provided. Figure 1A The transmission device components in the middle; Figure 1D Detailed illustration Figure 1A The shift clutch in the middle; Figure 2A A top view shows a drive shaft assembly or hybrid power assembly for a motor vehicle according to the invention in a second embodiment. Figure 2B The portion with the transmission housing is shown in a first axial view. Figure 2A The transmission device components in the middle; Figure 2C The second axial view shows the housing without the transmission mechanism. Figure 2A The transmission device components in the middle; Figure 2D The first perspective view shows the portion with the transmission housing. Figure 2A The transmission components in; and Figure 2EThe second perspective view shows the housing without the transmission mechanism. Figure 2A The transmission device components in the process. Detailed Implementation

[0024] The following are collectively described Figures 1A to 1D A transmission assembly 2 or a hybrid drive assembly 1 for driving an axle according to the present invention is shown. The hybrid drive assembly 1 includes an internal combustion engine 3, an electric motor 4, a second electric motor in the form of a generator 5, and the transmission assembly 2.

[0025] The transmission assembly 2 is designed to transmit a first driving torque from the internal combustion engine 3 and / or a second driving torque from the electric motor 4 to the vehicle's drive shaft. Furthermore, the transmission assembly 2 can transmit driving force from the engine 3 to the generator 5. The generator 5 converts mechanical energy into electrical energy, which can then be stored in a battery and later used for electric drive via the electric motor 4. The transmission assembly 2 includes a transmission housing 6, a first transmission unit associated with the internal combustion engine in the form of a stepped transmission 7, a second transmission unit associated with the electric motor in the form of a reduction gear 8, and a differential transmission 9, which is drivenly connected to the stepped transmission 7 and the reduction gear 8.

[0026] The graded transmission 7 transmits power from the engine to the differential transmission 9 at different gear ratios, or interrupts power transmission. For shifting, a controllable shift clutch 16, also known as a shift unit, is provided. The graded transmission 7 specifically includes: an input shaft 10, rotatably supported in the transmission housing 6 about a rotation axis A10 and driveably connected to the internal combustion engine 3; a first pair of gears 12, 13 forming a first gear plane; a second pair of gears 14, 15 forming a second gear plane; and a controllable shift clutch 16. The shift clutch 16 is designed to selectively transmit rotational motion from the input shaft 10 to the output gear 17 via the first gears 12, 13 or the second gears 14, 15, or to interrupt the transmission of rotational motion. The output gear 17 is axially arranged outside the space formed between the first and second gear planes.

[0027] The first pair of gears includes a first drive gear 12 and a first intermediate gear 13. The first drive gear is fixedly connected to the input shaft 10, and is designed as a single piece with the input shaft. The first intermediate gear is rotatably supported on an intermediate shaft 18 parallel to the input shaft 10. The intermediate shaft can also be referred to as a countershaft. The second pair of gears includes a second drive gear 14 and a second intermediate gear 15. The second drive gear is torsionally and axially fixedly connected to the input shaft 10, and the second intermediate gear is rotatably supported on the intermediate shaft 18. Here, the first drive gear 12 is smaller than the second drive gear 14, and the first intermediate gear 13 is larger than the second intermediate gear 15. Thus, the first gear pair can form a first gear, and the second gear pair can form a second gear. A shift clutch 16 is axially arranged between the first intermediate gear 13 and the second intermediate gear 15. The axial distance formed between the first intermediate gear 13 and the second intermediate gear 15 can be configured to be smaller than the axial length of the teeth of the output gear 17. The output gear 17 is arranged axially adjacent to the first intermediate gear 13, or axially arranged between the first intermediate gear and the side wall of the housing, through which the input shaft 10 extends.

[0028] Furthermore, the transmission assembly 2 has a generator shaft 56, which is rotatably supported in the housing 6 via bearings 59, 59' on a rotation axis A56 parallel to the input shaft 10 of the graded transmission. The generator shaft 56 includes a generator gear 58, which engages with the teeth of a larger second drive gear 14, thereby permanently driving the generator shaft to the input shaft 10. Currently, the generator gear 58 is designed as an integral pinion with the generator shaft 56, although separate implementations are also possible. The generator 5 is arranged on the side 55' of the transmission housing 6 opposite to the engine. Accordingly, the generator shaft 56 also extends from the transmission housing on this side 55'.

[0029] The input shaft 10 can be arranged coaxially with the motor shaft of the internal combustion engine and permanently and torsionally connected to the motor shaft. The input shaft 10 is supported in a fixed housing 6 by means of a first bearing device 19 and a second bearing device 19' in a manner rotatable about a first rotation axis A10.

[0030] The intermediate shaft 18 is supported in the housing 6 by means of bearing devices 25, 25' in a manner rotatable about a rotation axis A18, which extends parallel to the rotation axis A10 of the input shaft 10. Here, the first intermediate shaft bearing 25 is arranged axially offset in the housing with respect to the portion of the first input shaft bearing 19. Furthermore, the second intermediate shaft bearing 25' is arranged axially adjacent to the second intermediate gear 15 and is completely axially offset relative to the second input shaft bearing 19'. The intermediate shaft 18 may be provided with longitudinal holes and multiple transverse holes to supply lubricant to the bearing sections for the first intermediate gear 13 and the second intermediate gear 15, which are rotatable on the intermediate shaft. A shift hub 20 is axially provided between the first intermediate gear 13 and the second intermediate gear 15, which is fixedly connected to the intermediate shaft 18 and may also be referred to as an output component.

[0031] The shift clutch 16 can be controlled by the shift unit 21, which can also be referred to as an actuator. Multiple shift stages can be achieved depending on the shift position (T0, T1, T2) of the shift clutch 16. The first shift stage is formed by a first gear pair (12, 13) to transmit rotational motion at a lower first gear ratio i1 (first gear). The second shift stage is formed by a second gear pair (14, 15) to transmit rotational motion at a higher second gear ratio i2 (second gear). In the neutral position (T0), the two intermediate gears 13, 15 are disengaged from the shift hub 20 or the intermediate shaft 18.

[0032] Shift clutch 16 (which is in) Figure 1D(As shown in detail) includes a first clutch component 22 anti-torsionally connected to a first intermediate gear 13, a second clutch component 23 anti-torsionally connected to a second intermediate gear 15, and a coupling element 24, which can optionally connect the shift hub 20 to either the first clutch component 22 or the second clutch component 23 to transmit torque. The coupling element 24 is designed in particular as a sliding sleeve, which is anti-torsionally held on the shift hub 20 and axially movable relative to the shift hub by means of the shift unit 21. The sliding sleeve is freely rotatable relative to the first clutch component 22 and the second clutch component 23 in the neutral position (T0), is anti-torsionally connected to the first clutch component 22 in the first shift position (T1), and is anti-torsionally connected to the second clutch component 23 in the second shift position (T2). The shift unit 21 includes a drive unit 40 that transmits driving force to the sliding sleeve 24 via a shift lever 44 and a shift fork 46. The current transmission assembly 2 is characterized in that, when viewed in cross-section, the shift lever 44 is arranged in the central region, particularly in the space between the rotational axis A10 of the input shaft 10, the rotational axis A9 of the differential transmission 9, and the rotational axis A4 of the motor 4. Specifically, the shift axis of the shift lever 44 can have an axial distance from the rotational axis A18 of the intermediate shaft 18, which is less than 1.5 times the radius of the first intermediate gear 13. Thus, the overturning moment acting on the shift fork during shifting is relatively small, and an advantageous enclosure is achieved. The shift unit can be arranged coaxially with the shift lever 44 and can be operated, for example, electromechanically, electrically, electromagnetically, hydraulically, or pneumatically.

[0033] The intermediate shaft 18 is arranged parallel to the rotation axis A8 of the superimposed transmission 8 or the rotation axis A9 of the differential transmission 9. For power transmission, the output gear 17 of the cascading transmission 7 engages with the teeth of the input gear 26 of the differential transmission 9. The input gear 26 of the differential (designed particularly as a ring gear) also engages with the teeth of the output gear 27 of the reduction gear 8. Thus, driving force can be introduced into the differential from the cascading transmission and / or from the superimposed transmission.

[0034] The output gear 17 of the graded transmission 7 is particularly located on the engine-facing side of the transmission assembly 2, preferably axially arranged between the first gear plane and the side wall 11 of the housing 6, through which the input shaft 10 extends. Correspondingly, the input gear 26 of the differential transmission 9, which meshes with the output gear 17, is also axially arranged adjacent to the intermediate gear pairs 13, 15.

[0035] The differential transmission 9 is configured to distribute the driving torque or rotational motion introduced from the cascaded or superimposed transmission and transmit it to the right and left side axles. For this purpose, the differential transmission includes: a differential housing 28; a plurality of differential gears 29 that surround the differential housing 28 about a rotation axis A9; and two side axle gears that engage with the teeth of the differential gears 28 and serve as output components 30, 31 of the differential. The side axle gears may be connected via corresponding side axles (not shown) to transmit torque. The differential housing 28 may have a flange section 33, wherein, in this embodiment, the input gear 26 is arranged on the side of the flange facing the housing sidewall 11 (where the engine may be located).

[0036] The second power path is formed via a reduction gear 8 to transmit driving torque to the differential housing 28 via the input gear 26. The reduction gear 8 can be driven by the motor 4. The motor 4 specifically has a stator 34 and a rotor 35 rotatable relative to the stator, which rotatably drives the motor shaft 36 when the motor is energized. The motor shaft 36 is supported in the motor housing 38 by means of bearing devices 37, 37' in a manner rotatable about a rotation axis A4. The rotational motion of the motor shaft 36 is transmitted to the input shaft 39 of the reduction gear 8. The motor 4 can be powered by a battery, wherein the battery can be charged by the motor 4 during generator operation. Control of the motor 4 and / or the internal combustion engine 3 can be achieved using an integrated electronic control unit (ECU) with the aid of power electronics such as a pulse inverter.

[0037] The reduction gear 8 is designed to transmit rotational motion from the motor 4 to the input shaft 39 from high speed to low speed. The reduction gear 8 has a transmission stage or first gear change stage, which includes a drive gear 41 and an intermediate gear 43. The drive gear is fixedly connected to the input shaft 39 (especially designed as a single piece therewith), and the intermediate gear is designed as a floating gear and rotatably supported on an intermediate shaft 42. The drive gear 41 and the intermediate gear 43 engage with each other to form a first gear set with a first gear ratio. The second gear change stage includes an output gear 27 of the reduction gear 8 fixedly connected to the intermediate shaft 42 and an input gear 26 of the differential that meshes with the output gear; these form a second gear set with a second gear ratio.

[0038] The input shaft 39 is supported in the housing 6 by means of bearing devices 37, 37' in a manner rotatable about a rotation axis A39. The intermediate shaft 42 is supported in the housing 6 by means of associated bearing devices 47, 47' in a manner rotatable about a parallel rotation axis A42. A controllable clutch 45 is provided in the power path of the reduction gear 9 to selectively transmit or interrupt rotational motion.

[0039] Clutch 45 is specifically designed as a form-fit clutch and can be shifted to an engaged or disengaged position by an electrically controlled actuator 60. Clutch 45 includes a first clutch component 49 torsionally connected to an intermediate shaft 42, a second clutch component 48 fixedly connected (particularly a one-piece design) to an intermediate gear 43, and a coupling element 50. The coupling element 50 is designed as a sliding sleeve, which is torsionally held on the first clutch component 48 and axially movable relative to the first clutch component by means of the actuator 60. The axial movement generated by the actuator 60 is transmitted via a shift lever 57 to a shift fork 61 that engages with the sliding sleeve 62. The coupling element 50 is form-fitted into the intermediate gear 43 and torsionally connected to the intermediate shaft, thereby transmitting torque from the electric motor to the differential.

[0040] The transmission assembly 2 includes an optional parking lock unit 52. The parking lock unit 52 has a locking gear 53 and a locking element 54. The locking gear is fixedly connected to the intermediate shaft 18, and the locking element is designed to engage with the locking gear 53 to lock or release the locking gear. Currently, the locking gear 53 is axially arranged between the second intermediate gear 15 and the housing wall on the generator side, but is not limited thereto. Therefore, the locking element 54 is directly rotatably connected to the differential input gear 26, meaning that the differential is locked when the parking lock is engaged.

[0041] The following are collectively described Figures 2A to 2D A hybrid power assembly 1 or a transmission assembly 2 according to the invention is shown in a modified embodiment. This embodiment corresponds substantially to the embodiment according to FIG. 1 in terms of structure and function, and thus refers to the foregoing description in terms of commonalities. Here, the same or corresponding details are given the same reference numerals as in FIG. 1.

[0042] The difference lies in the arrangement of the clutch 45 in the reduction gear 8. In the current embodiment, the clutch is axially arranged between the intermediate gear 43 and the bearing 47. The connecting element 50 is designed in the form of a sliding sleeve, which is torsionally and axially movable on the clutch component 48 and can be selectively moved to the closed or open position by means of an actuator.

[0043] The described implementation method has the advantages of simple and compact structure.

[0044] List of reference numerals 1 Hybrid drive components 2. Transmission device components 3. Internal Combustion Engine 4. Motor 5. Electric motor / generator 6. Transmission device housing 7. Stage transmission device 8. Reduction gear transmission device 9. Differential transmission device 10 Input Axes 11 Sidewalls 12 First drive gear 13 First intermediate gear 14 Second drive gear 15 Second intermediate gear 16. Gear shift clutch 17 Output gear (7) 18 Intermediate Shaft 19,19' Bearing components (10) 20 Shift Hub 21 Shift Unit 22 First Clutch Component 23 Second Clutch Components 24 Connecting elements 25, 25' bearing components (18) 26 Input gear (9) 27 Output gear (8) 28 Differential housing 29 Differential gear 30 First output component (9) 31 Second output component (9) 33 Flange Section 34 Stator 35 rotor 36 motor shafts 37,37',37'' Bearing components (36) 38 Motor housing 39 Input axis (8) 40 Actuator drive unit 41 Drive gear 42 Intermediate Shaft 43 Intermediate Gear 44. Gear shift lever 45 Clutch 46. ​​Shift fork 47, 47' bearing components 48 Clutch components 49. Clutch components 50 Connecting elements 51,51' Bearing components (9) 52 Parking Lock Unit 53 Locking Gear 54 Locking elements 55,55' Housing side 56 Generator Shaft 57. Gear Shift Lever 58 Generator gear / pinion 59, 59' Bearing components (56) 60 actuators 61. Shift fork 62 Sliding sleeve A. Rotation axis B Distance T shift position.

Claims

1. A transmission assembly (2) for a hybrid drive system having an internal combustion engine (3), an electric motor (4), and a generator (5), comprising: Transmission housing (6), The generator shaft (56) is supported in the transmission housing (6) in a manner that allows it to rotate about the drive shaft axis (A56). A graded transmission device (7) having a graded transmission input shaft (10) rotatably supported in the transmission housing (6) about an input shaft axis (A10), a first pair of gears, a second pair of gears, and a controllable shift clutch (16) designed to selectively transmit rotational motion from the graded transmission input shaft (10) to the graded transmission output gear (17) via the first or second gears, or to interrupt the transmission of rotational motion. The first pair of gears has a first drive gear (12) that is anti-torsionally connected to the input shaft (10) and a first intermediate gear (13) that is rotatably supported on an intermediate shaft (18) parallel to the input shaft (10). The second pair of gears has a second drive gear (14) that is anti-torsionally connected to the input shaft (10) and a second intermediate gear (15) that is rotatably supported on the intermediate shaft (18). The generator shaft (56) has a generator gear (58) that engages with either the first drive gear (12) or the second drive gear (14). A speed reduction transmission device (8) having a speed reduction transmission device input shaft (39) and designed to transmit the introduced rotational motion at a low speed to the speed reduction transmission device output gear (27); wherein a controllable clutch (45) is provided in the power path of the speed reduction transmission device to selectively transmit or interrupt the rotational motion. The differential transmission device (9) has a differential input gear (26) that engages with the output gear (17) of the graded transmission device and the output gear (27) of the reduction transmission device, and a first differential output component (30) for driving a first side shaft and a second differential output component (31) for driving a second side shaft.

2. The transmission device assembly according to claim 1, Its features are, The generator shaft (56) extends through the generator-side sidewall (11') of the housing (6), and the staged transmission input shaft (10) extends through the motor-side sidewall (11') of the housing (6), the motor-side sidewall being opposite to the generator-side sidewall (11'). The second drive gear (14) is arranged closer to the side wall (11') on the generator side than the first drive gear (12), while the first drive gear is arranged closer to the side wall (11) on the motor side. The generator gear (58) engages with the second drive gear (14).

3. The transmission device assembly according to claim 1, Its features are, The first drive gear (12) is smaller than the second drive gear (14), and the first intermediate gear (13) is larger than the second intermediate gear (15).

4. The transmission device assembly according to claim 1, Its features are, The generator gear (58) and the generator shaft (56) are designed as a single piece.

5. The transmission device assembly according to claim 1, Its features are, The input shaft (10) of the graded transmission device has only the first drive gear (12) and the second drive gear (14), wherein the generator gear (58) engages with the second drive gear (14).

6. The transmission device assembly according to claim 1, Its features are, The graded transmission device (7) is designed as a two-speed transmission device, so that rotational motion can be transmitted from the input shaft (10) of the graded transmission device to the output gear (17) of the graded transmission device at exactly two transmission ratios, wherein the output gear (17) of the graded transmission device directly engages with the input gear (26) of the differential.

7. The transmission device assembly according to claim 1, Its features are, One of the first drive gear (12) and the second drive gear (14) is designed as a single piece with the input shaft (10) of the graded transmission device, and the other of the first drive gear (12) and the second drive gear (14) is manufactured separately and fixedly connected to the input shaft (10) of the graded transmission device.

8. The transmission device assembly according to claim 1, Its features are, The controllable shift clutch (16) is designed as a form-fit clutch and has a shift hub (20) that is torsionally connected to the intermediate shaft (18) and axially arranged between the first intermediate gear (13) and the second intermediate gear (15), a first clutch component (22) associated with the first intermediate gear (13), a second clutch component (23) associated with the second intermediate gear (15), and a coupling element (24) that can selectively connect the shift hub (20) to the first clutch component (22) or the second clutch component (23) to transmit torque.

9. The transmission assembly according to claim 8, Its features are, The connecting element (24) is designed in the form of a sliding sleeve, which is torsionally held on the shift hub (20) and is axially movable by means of the shift fork (46) and the shift lever (44). The shift axis (A44) of the shift lever (44) and the rotation axis (A18) of the intermediate shaft (18) have an axial distance (B), which is less than 1.5 times the radius of the first intermediate gear (13).

10. The transmission device assembly according to claim 1, Its features are, The speed reduction transmission (8) has a transmission stage with a drive gear (41) connected to the input shaft (39) of the speed reduction transmission and an intermediate gear (43) rotatably supported on the intermediate shaft (42) of the speed reduction transmission. The controllable clutch (45) is axially arranged between the transmission stage and the output gear (27) of the speed reduction transmission and is designed to selectively engage or disengage the intermediate gear (43) from the intermediate shaft (42) of the speed reduction transmission.

11. The transmission assembly according to claim 1, Its features are, The output gear (17) of the graded transmission device is axially arranged between the bearing (25) of the first intermediate gear (13) and the intermediate shaft (18), and the output gear (17) of the graded transmission device is axially arranged outside the space formed between the first gear plane and the second gear plane. The axial distance (B18) between the first intermediate gear (13) and the second intermediate gear (15) is less than the axial length of the teeth of the output gear (17) of the graded transmission device.

12. The transmission assembly according to claim 1, Its features A parking lock unit (52) having a locking gear (53) and a locking element (54), the locking gear being torsionally connected to a rotatable part of the transmission assembly (2), and the locking element being designed to engage with the locking gear (53) to selectively lock or release the locking gear. The locking gear (53) is axially arranged between the differential input gear plane and the side wall (11') on the generator side of the housing (6), and the locking gear (53) of the parking lock unit (52) is arranged on the intermediate shaft (18) of the graded transmission device.

13. The transmission assembly according to claim 12, Its features are, The input shaft (10) of the graded transmission device is supported in the transmission device housing (6) in a rotatable manner about the input shaft axis (A10) by means of a first input shaft bearing (19) and a second input shaft bearing (19'), and The intermediate shaft (18) of the graded transmission device is supported in the transmission device housing (6) in a rotatable manner about the intermediate shaft axis (A18) by means of a first intermediate shaft bearing (25) and a second intermediate shaft bearing (25'). Wherein, at least one of the first intermediate shaft bearing (25) and the second intermediate shaft bearing (25') is completely axially offset from the first input shaft bearing (19) and the second input shaft bearing (19') belonging to the same housing side, and The second input shaft bearing (19') at least partially overlaps axially with the locking gear (53).

14. A hybrid power drive assembly, comprising: Internal combustion engine (3); Motor (4); Generator (5); The transmission assembly (2) according to any one of claims 1 to 13, The input shaft (10) of the graded transmission device is driven by the internal combustion engine (3). The input shaft (39) of the speed reduction transmission device is driven by the motor (4). The generator shaft (56) is driven to the generator (5), and The system includes a control unit for controlling the motor (4), the internal combustion engine (3), the generator (5), the shift clutch (16), and the clutch (45).

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