Hybrid drive of a motor vehicle

Abstract

Hybrid drive of a motor vehicle comprising an internal combustion engine (VM) with a drive shaft (2), an electric machine (EM1, EM1') operable as a motor and as a generator with a rotor (3, 3') and a multi-stage main gearbox (4) with two input shafts (GE1, GE2) and a common output shaft (GA) arranged axially parallel to the input shafts (GE1, GE2), wherein the first input shaft (GE1) is connected via a two-stage pre-selector group (9.1 - 9.3) is connectable to the drive shaft (2) of the internal combustion engine (VM), wherein the second input shaft (GE2) is in drive connection with the rotor (3, 3') of the electric machine (EM1, EM1'), and wherein both input shafts (GE1, GE2) are arranged coaxially and axially adjacent to each other, are rotatably connected to each other by means of an engageable and disengageable coupling switching element (B), and are each connectable to the output shaft (GA) via at least one switchable spur gear stage (Z2; Z1, Z3), with the following further features: . a single spur gear stage (Z2) with medium ratio (i Z2 ) for the switchable connection of the first input shaft (GE1) with the output shaft (GA) with an arrangement of the relevant loose gear (z12) and the associated gear-shifting element (A) on the first input shaft (GE1), a summary of the gear switching element (A) of the spur gear stage (Z2) of the first input shaft (GE1) and the coupling switching element (B) in a first double switching element (S1), two spur gear stages (Z1, Z3) each with a higher or lower gear ratio (i) compared to the spur gear stage (Z2) of the first input shaft (GE1). Z1 , i Z3 ) for the switchable connection of the second input shaft (GE2) with the output shaft (GA) with an arrangement of the relevant loose gears (z21, z23) and the associated gear-shifting elements (C, D) on the output shaft (GA), a summary of the gear switching elements (C, D) of the spur gear stages (Z1, Z3) of the second input shaft (GE2) in a second double switching element (S2), and a pre-assembly group designed as a simple planetary gear (PG) with a sun gear (10, 13, 16), a planet carrier (11, 14, 17) carrying several planet gears and a ring gear (12, 15, 18) (9.1 - 9.3), which is arranged coaxially above the drive shaft (2) of the internal combustion engine (VM) and / or the first input shaft (GE1), wherein a gear component of the planetary gear (PG) acting as an input element is rotationally fixed to the drive shaft (2) of the internal combustion engine (VM), a gear component of the planetary gear (PG) acting as an output element is rotationally fixed to the first input shaft (GE1), and a gear component of the planetary gear (PG) acting as an intermediate element can be alternatively locked in a housing-fixed manner or rotationally fixed to one of the other gear components of the planetary gear (PG) or the gear shaft (2, GE1) connected to it via two switching elements (E, F) combined in a third double switching element (S3), characterized in that the planet carrier (11) of the planetary gear (PG) connects the input element of the pre-selector group (9.) to the drive shaft (2) of the internal combustion engine (VM) in a rotationally fixed manner.1), the ring gear (12) of the planetary gear (PG) forms the output element of the pre-shift group (9.1) which is non-rotatably connected to the first input shaft (GE1), and the sun gear (10) of the planetary gear (PG) forms the intermediate element of the pre-shift group (9.1) which can be switched via the switching elements (E, F) of the third double switching element (S3).

Description

[0001] The invention relates to a hybrid drive of a motor vehicle, which has an internal combustion engine with a drive shaft, an electric machine with a rotor that can be operated as a motor and as a generator, and a multi-stage main transmission with two input shafts and a common output shaft arranged axially parallel to the input shafts, wherein the first input shaft can be connected to the drive shaft of the internal combustion engine via a two-stage front-mounted group, wherein the second input shaft is in drive connection with the rotor of the electric machine, and in which both input shafts are arranged coaxially and axially adjacent to one another, can be connected to one another in a rotationally fixed manner by means of an engageable and disengageable coupling switching element, and can each be brought into drive connection with the output shaft via at least one switchable spur gear stage.

[0002] Hybrid drives with a manual transmission having two input-side transmission shafts and a common output shaft, in which the first transmission shaft can be connected to the drive shaft of an internal combustion engine, for example by means of a controllable friction clutch, the second transmission shaft is in drive connection with the rotor of an electric machine, and both transmission shafts can each be selectively brought into drive connection with the output shaft via several switchable spur gear stages with different gear ratios and can be coupled to one another or brought into drive connection by means of an engageable and disengageable coupling switching element, are known in various designs.

[0003] For example, DE 199 60 621 B4 describes various embodiments of such a hybrid drive in which two countershafts arranged axially parallel or coaxially to one another can each be selectively connected to a common output shaft via several switchable spur gear stages with different gear ratios. The first countershaft is connected to an input shaft via a first input constant, which can be connected to the drive shaft of an internal combustion engine via a controllable friction clutch. The second countershaft is either directly connected to the rotor of an electric motor in a rotationally fixed manner or is connected to the rotor of the electric motor via a second input constant.In addition, an engaging and disengaging coupling shift element is provided, by means of which the second countershaft can be brought into drive connection with the input shaft via the second input constant, or the rotor of the electric motor can be coupled to the input shaft. When the coupling shift element is engaged, the two countershafts are also drive-connected to each other via the two input constants.

[0004] In another such hybrid drive according to WO 2008 / 138 387 A1, two input shafts arranged axially parallel to one another can each be selectively connected to a common output shaft via several switchable spur gear stages with different gear ratios. The first input shaft can be connected to the drive shaft of an internal combustion engine via a friction clutch, whereas the second input shaft is directly connected in a rotationally fixed manner to the rotor of an electric motor. The spur gear stages of both input shafts are arranged in pairs in common radial gear planes and each use a common output gear arranged on the output shaft. By designing two axially adjacent output gears as idler gears, it is achieved that the two input shafts can be connected to one another via two coupled spur gear stages without switching one of the two respective spur gear stages.

[0005] Due to the numerous spur gear stages and the ability to connect the two countershafts or input shafts, the aforementioned hybrid drives offer multiple gears in all operating modes. However, due to the resulting large number of gear levels, these known hybrid drives have an unfavorably large axial length, which prevents or at least complicates their use in a front-transverse arrangement in smaller vehicles.

[0006] In contrast, the present invention is based on a design of such a hybrid drive in which the two input shafts are arranged coaxially and axially adjacent to one another and can be directly connected to one another in a rotationally fixed manner via an engageable and disengageable coupling switching element. The first input shaft can be connected to the drive shaft of the internal combustion engine via a two-stage front-mounted group and can be brought into drive connection with the output shaft via a single switchable spur gear stage, whereas the second input shaft is in drive connection with the rotor of the electric motor and can be drive-coupled to the output shaft via two switchable spur gear stages.

[0007] Such a hybrid drive with different embodiments of the front-mounted group is known from the unpublished DE 10 2011 002 472 A1. In a first embodiment, the front-mounted group is designed as a winding gear, in which the drive shaft of the combustion engine can be directly coupled to the first input shaft in a rotationally fixed manner via an associated double shift element or can be brought into driving connection with the first input shaft via a winding stage comprising two spur gear stages.In two further embodiments, the front-mounted group is designed as a simple planetary gear with a sun gear, a planet carrier carrying several planetary gears, and a ring gear. In this case, the drive shaft of the internal combustion engine is connected in a rotationally fixed manner to a transmission component of the planetary gear acting as an input element, the first input shaft is connected in a rotationally fixed manner to a transmission component of the planetary gear acting as an output element, and a transmission component of the planetary gear acting as an intermediate element can be locked to the housing or connected in a rotationally fixed manner to the drive shaft of the internal combustion engine via an associated double shift element. Thus, in this known hybrid drive, six gears are available for combustion engine operation and two gears for electric drive.In this hybrid drive, reverse gear is generated purely by the electric motor, i.e., in electric mode, by reversing the direction of rotation of the electric motor. With only four or five gear levels, this well-known hybrid drive has a relatively short axial length and is therefore particularly suitable for front-transverse installation in a motor vehicle.

[0008] Hybrid drives are also described in the publications DE 10 2010 030 567 A1 and DE 60 2004 011 609 T2.

[0009] The present invention is based on the object of proposing further advantageous embodiments of the hybrid drive known from DE 10 2011 002 472 A1, which, in conjunction with suitably selected ratios of the spur gear stages of the main transmission and the front-mounted group, have favorable operating characteristics.

[0010] Accordingly, the invention according to claim 1 is based on a hybrid drive of a motor vehicle, which has an internal combustion engine with a drive shaft, an electric machine with a rotor that can be operated as a motor and as a generator, and a multi-stage main gearbox with two input shafts and a common output shaft arranged axially parallel to the input shafts, wherein the first input shaft can be connected to the drive shaft of the internal combustion engine via a two-stage front-mounted group, wherein the second input shaft is in drive connection with the rotor of the electric machine, and in which both input shafts are arranged coaxially and axially adjacent to one another, can be connected to one another in a rotationally fixed manner by means of an engageable and disengageable coupling switching element, and can each be brought into drive connection with the output shaft via at least one switchable spur gear stage.

[0011] According to a first solution to the problem, the hybrid drive according to the invention additionally has the following features: a single spur gear stage Z2 with medium gear ratio i Z2 for the switchable connection of the first input shaft GE1 with the output shaft GA with an arrangement of the relevant idler gear and the associated gear shift element A on the first input shaft GE1, a combination of the gear shift element A of the spur gear stage Z2 of the first input shaft GE1 and the coupling shift element B in a first double shift element S1, two spur gear stages Z1, Z3, each with a higher or lower gear ratio i than the spur gear stage Z2 of the first input shaft GE1 Z1 , i Z3 for the switchable connection of the second input shaft GE2 with the output shaft GA with an arrangement of the relevant idler gears and the associated gear shift elements C, D on the output shaft GA, a combination of the gear shift elements C, D of the spur gear stages Z1, Z3 of the second input shaft GE2 in a second double shift element S2, and a front-mounted group designed as a simple planetary gear PG with a sun gear, a planet carrier carrying a plurality of planet gears and a ring gear, which is arranged coaxially above the drive shaft of the internal combustion engine VM and / or the first input shaft GE1, wherein a gear component of the planetary gear PG acting as an input element is connected in a rotationally fixed manner to the drive shaft of the internal combustion engine VM, a gear component of the planetary gear PG acting as an output element is connected in a rotationally fixed manner to the first input shaft GE1, and a gear component of the planetary gear PG acting as an intermediate element can be alternatively locked in a housing-fixed manner or can be connected in a rotationally fixed manner to one of the other gear components of the planetary gear PG or to the gear shaft connected thereto via two switching elements E, F combined in a third double switching element S3.

[0012] Advantageous embodiments and further developments of this basic design of this hybrid drive are the subject of various dependent claims.

[0013] This first solution to the stated problem is therefore based on a known hybrid drive of a motor vehicle, which has an internal combustion engine VM with a drive shaft, an electric machine (EM1, EM1') with a rotor that can be operated as a motor and as a generator, and a multi-stage main transmission with two input shafts GE1, GE2 and a common output shaft GA arranged axially parallel to the input shafts GE1, GE2. The first input shaft GE1 can be connected to the drive shaft of the internal combustion engine VM via a two-stage front-mounted group. The second input shaft GE2 is in drive connection with the rotor of the electric machine (EM1, EM1'). Both input shafts GE1, GE2 are arranged coaxially and axially adjacent to one another, can be connected to one another in a rotationally fixed manner by means of an engageable and disengageable coupling switching element B, and can each be brought into drive connection with the output shaft GA via at least one switchable spur gear stage (Z2; Z1, Z3).Such a hybrid drive is, for example, from the unpublished.

[0014] DE 10 2011 002 472 A1 known in different versions of the ballast group.

[0015] As in this known hybrid drive, the hybrid drive according to the invention also has a single spur gear stage Z2 in the main transmission for the switchable connection of the first input shaft GE1 with the output shaft GA, which has a medium gear ratio i Z2 whose idler gear and associated gear shift element A are arranged on the first input shaft GE1, and whose gear shift element A is combined with the coupling shift element B in a first double shift element S1.

[0016] Likewise, in the hybrid drive according to the invention, two spur gear stages Z1, Z3 are also present in the main transmission for the switchable connection of the second input shaft GE2 with the output shaft GA, which each have a higher or lower gear ratio i compared to the spur gear stage Z2 of the first input shaft GE1. Z1 , i Z3 whose loose wheels and associated gear shift elements C, D are arranged on the output shaft GA, and whose gear shift elements C, D are combined in a second double shift element S2.

[0017] As with the versions of the well-known hybrid drive according to the Fig. 4 and Fig. 5 of DE 10 2011 002 472 A1, the front-mounted group is also designed in the hybrid drive according to the invention as a simple planetary gear PG with a sun gear, a planet carrier carrying several planet gears and a ring gear, wherein the planetary gear is arranged coaxially above the drive shaft of the internal combustion engine VM and / or the first input shaft GE1.

[0018] A gear component of the planetary gear unit PG acting as an input element is non-rotatably connected to the drive shaft of the internal combustion engine VM, while a gear component of the planetary gear unit PG acting as an output element is non-rotatably connected to the first input shaft GE1. A gear component of the planetary gear unit PG acting as an intermediate element can be locked to the housing via two switching elements E, F combined in a third double switching element S3, or can be non-rotatably connected to one of the other gear components of the planetary gear unit PG or the gear shaft connected to it.

[0019] The main differences to the known hybrid drive according to DE 10 2011 002 472 A1 result from the variants of the drive connection of the transmission components of the front-mounted group designed as a planetary gear PG as well as the respective gear ratio jump i L / i Hthe front group in relation to the ratios i Z1 , i Z2 , i Z3 the spur gear stages Z1, Z2, Z3 of the main gearbox.

[0020] In a preferred first embodiment of the front-mounted group, it is provided that the planet carrier of the planetary gear PG forms the input element that is connected in a rotationally fixed manner to the drive shaft of the internal combustion engine VM, the ring gear of the planetary gear PG forms the output element that is connected in a rotationally fixed manner to the first input shaft GE1, and the sun gear of the planetary gear PG forms the intermediate element of the front-mounted group that can be switched via the switching elements E, F of the third double switching element S3. With this drive-technical connection of the planetary gear PG, the front-mounted group, due to its design, functions as an overdrive splitter group or as a range group, whereby when the switching element E is closed, in which the planetary gear PG is blocked and rotates rigidly, the higher gear ratio of the front-mounted group with iL = 1 and with the switching element F closed, in which the sun gear is locked to the housing, the lower gear ratio of the front-mounted group according to the equation i H = 1 / (1 - 1 / i0), where i0 is the stationary gear ratio of the planetary gear PG.

[0021] According to a preferred second embodiment of the front-mounted group, the planet carrier of the planetary gear PG forms the input element that is connected in a rotationally fixed manner to the drive shaft of the internal combustion engine VM, the sun gear of the planetary gear PG forms the output element that is connected in a rotationally fixed manner to the first input shaft GE1, and the ring gear of the planetary gear PG forms the intermediate element of the front-mounted group that can be switched via the switching elements E, F of the third double switching element S3. With this drive-related connection of the planetary gear PG, the front-mounted group, due to its design, also functions as an overdrive splitter group or range group. With the switching element E closed, in which the planetary gear PG is blocked and rotates rigidly, the higher gear ratio of the front-mounted group is i L= 1 and with the switching element F closed, in which the ring gear is locked to the housing, the lower gear ratio of the front-mounted group according to the equation i H = 1 / (1 - i0).

[0022] In a preferred third embodiment of the front-mounted group, it is provided that the ring gear of the planetary gear PG forms the input element that is connected in a rotationally fixed manner to the drive shaft of the internal combustion engine VM, the planet carrier of the planetary gear PG forms the output element that is connected in a rotationally fixed manner to the first input shaft GE1, and the sun gear of the planetary gear PG forms the intermediate element of the front-mounted group that can be switched via the switching elements E, F of the third double switching element S3. With this drive-technical connection of the planetary gear PG, the front-mounted group functions, due to its design, as an underdrive splitter group or range group, whereby when the switching element E is closed, in which the planetary gear PG is blocked and rotates rigidly, the lower gear ratio of the front-mounted group is i H = 1 and with the switching element F closed, in which the sun gear is locked to the housing, the higher gear ratio of the front-mounted group according to the equation iL = (1 - 1 / i0).

[0023] According to a second solution to the stated problem, the invention according to claim 2 is also based on a hybrid drive of a motor vehicle, which has an internal combustion engine with a drive shaft, an electric machine with a rotor that can be operated as a motor and as a generator, and a multi-stage main gearbox with two input shafts and a common output shaft arranged axially parallel to the input shafts, wherein the first input shaft can be connected to the drive shaft of the internal combustion engine via a two-stage front-mounted group, wherein the second input shaft is in drive connection with the rotor of the electric machine, and in which both input shafts are arranged coaxially and axially adjacent to one another, can be connected to one another in a rotationally fixed manner by means of an engageable and disengageable coupling switching element, and can each be brought into drive connection with the output shaft via at least one switchable spur gear stage.

[0024] In addition, this hybrid drive has the following features: a single spur gear stage Z2 with medium gear ratio i Z2 for the switchable connection of the first input shaft GE1 with the output shaft GA with an arrangement of the relevant idler gear and the associated gear shift element A on the first input shaft GE1, a combination of the gear shift element A of the spur gear stage Z2 of the first input shaft GE1 and the coupling shift element B in a first double shift element S1, two spur gear stages Z1, Z3, each with a higher or lower gear ratio i than the spur gear stage Z2 of the first input shaft GE1 Z1 , i Z3 for the switchable connection of the second input shaft GE2 with the output shaft GA with an arrangement of the relevant idler gears and the associated gear shift elements C, D on the output shaft GA, a combination of the gear shift elements C, D of the spur gear stages Z1, Z3 of the second input shaft GE2 in a second double shift element S2, and a front-mounted group designed as a simple planetary gear PG' with a sun gear, a planet carrier carrying a plurality of planet gears and a ring gear, which is arranged coaxially above the drive shaft of the internal combustion engine VM and / or the first input shaft GE1, wherein a gear component of the planetary gear PG' acting as an input element and a gear component of the planetary gear PG' acting as an output element and connected in a rotationally fixed manner to the first input shaft GE1 are alternatively rotatably connectable to the drive shaft of the internal combustion engine VM via two gear shift elements E, F combined in a third double shift element S3', and a gear component of the planetary gear PG' acting as an intermediate element is locked in place in the housing.

[0025] Advantageous embodiments and further developments of this embodiment of the hybrid drive according to the invention are also the subject of various dependent claims.

[0026] This second basic embodiment of the stated problem is therefore based on the same basic design of the hybrid drive as the first solution to the problem presented above. The essential difference from the first solution to the problem described lies in a different drive connection of the planetary gear PG' and the shifting elements E, F of the third double shifting element S3', which, however, have the same functionality as the arrangement in the first part of the invention.It is now provided that a transmission component of the planetary gear PG' acting as an input element and a transmission component of the planetary gear PG' acting as an output element and connected in a rotationally fixed manner to the first input shaft GE1 can be alternatively connected in a rotationally fixed manner to the drive shaft of the internal combustion engine VM via two gear shift elements E, F combined in the third double shift element S3', and that a transmission component of the planetary gear PG' acting as an intermediate element is permanently locked in the housing.

[0027] F6 In a fourth variant of the transmission's front-mounted group related to this second basic embodiment of the hybrid drive according to the invention, it is provided that the planet carrier of the planetary gear PG' forms the input element of the front-mounted group, which can be switched via the switching element F of the third double switching element S3', the ring gear of the planetary gear PG' forms the output element of the front-mounted group, which is connected in a rotationally fixed manner to the first input shaft GE1 and can be switched via the switching element E of the third double switching element S3', and the sun gear of the planetary gear PG' forms the intermediate element of the front-mounted group, which is fixedly locked to the housing. With this drive connection of the planetary gear PG', the front-mounted group functions, due to its design, as an overdrive splitter group or as a range group.When the switching element E is closed, in which the drive shaft of the combustion engine VM is directly connected in a rotationally fixed manner to the first input shaft GE1, the higher gear ratio of the front-mounted group with i results. L = 1, and with the switching element F closed, in which the drive shaft of the combustion engine VM is connected in a rotationally fixed manner to the planet carrier, the lower gear ratio of the front-mounted group according to the equation i H = 1 / (1 - 1 / i0). i0, in turn, denotes the stationary ratio of the planetary gear PG'.

[0028] F7 In a fifth variant of the front-mounted group of the transmission related to this second basic embodiment of the hybrid drive according to the invention, it is provided that the planet carrier of the planetary gear PG' forms the input element of the front-mounted group which can be switched via the switching element F of the third double switching element S3', the sun gear of the planetary gear PG' forms the output element of the front-mounted group which is connected in a rotationally fixed manner to the first input shaft GE1 and can be switched via the switching element E of the third double switching element S3', and the ring gear of the planetary gear PG' forms the intermediate element of the front-mounted group which is fixedly locked to the housing.Even with this drive connection of the planetary gear PG', the front-mounted group functions as an overdrive splitter group or as a range group due to its design, whereby when the switching element E is closed, in which the drive shaft of the combustion engine VM is directly connected in a rotationally fixed manner to the first input shaft GE1, the higher gear ratio of the front-mounted group is i. L = 1, and when the switching element F is closed, in which the drive shaft of the combustion engine VM is connected in a rotationally fixed manner to the planet carrier, the lower gear ratio of the front-mounted group is determined according to the equation i H = 1 / (1 - i0).

[0029] F8 In a sixth variant of the front-mounted group of the transmission related to this second basic embodiment of the hybrid drive according to the invention, it is provided that the ring gear of the planetary gear PG' forms the input element of the front-mounted group that can be switched via the switching element F of the third double switching element S3', the planet carrier of the planetary gear PG' forms the output element of the front-mounted group that is connected in a rotationally fixed manner to the first input shaft GE1 and can be switched via the switching element E of the third double switching element S3', and the sun gear of the planetary gear PG' forms the intermediate element of the front-mounted group that is fixedly locked to the housing.With this drive connection of the planetary gear PG', the front-mounted group functions as an underdrive splitter group or range group due to its design, whereby when the switching element E is closed, in which the drive shaft of the combustion engine VM is directly connected in a rotationally fixed manner to the first input shaft GE1, the lower gear ratio of the front-mounted group is i. H = 1, and with the switching element F closed, in which the drive shaft of the combustion engine VM is connected in a rotationally fixed manner to the ring gear, the higher gear ratio of the front-mounted group according to the equation i L = (1 - 1 / i0) is set.

[0030] The increments i Z1 / i Z2 , i Z2 / i Z3 between the spur gear stages Z1, Z2, Z3 of the main gearbox can, as is known from multi-step gearboxes, either with geometric gear gradation of the same size (i Z1 / i Z2 = i Z2 / i Z3) or with progressive gear gradation decreasing towards the higher gears (i Z1 / i Z2 > i Z2 / i Z3 ) must be executed.

[0031] In the first and fourth versions of the front-mounted group, this can be designed as an overdrive splitter group, the gear ratio jump i L / i H in about half of the step jump or the middle step jump (i Z1 / i Z3 ) 1 / 2 of the spur gear stages Z1, Z2, Z3 of the main gearbox (i L / i H = (i Z1 / i Z3 ) 1 / 4 ). This results in three additional gears in conjunction with the switched first, second and third spur gear stages Z1, Z2, Z3 of the main gearbox, the ratios of which are each increased by half a step (i Z1 / i Z3 ) 1 / 4 the spur gear stages Z1, Z2, Z3 under the ratio i Z1 , i Z2 , i Z3the respective spur gear stage Z1, Z2, Z3.

[0032] Alternatively, the front group can also be designed as a staggered overdrive range group, the gear ratio jump i L / i H approximately the height of the step jump or the middle step jump (i Z1 / i Z3 ) 1 / 2 of the spur gear stages Z1, Z2, Z3 of the main gearbox (i L / i H = (i Z1 / i Z3 ) 1 / 2 ). This results in an additional top gear in conjunction with the engaged third spur gear stage Z3, the ratio of which is increased by one step (i Z1 / i Z3 ) 1 / 2 the spur gear stages Z1, Z2, Z3 under the ratio i Z3 the third spur gear stage Z3. Two further gears, which can be engaged in conjunction with the first or second spur gear stage Z1, Z2, have the same or similar ratios as those (i Z2, i Z3 ) of the second and third spur gear stages Z2, Z3, but are used as rarely as possible due to their poorer efficiency.

[0033] Another possibility for the design of the front group in the first and fourth variants is that it is designed as an offset overdrive splitter group, the gear ratio jump i L / i H approximately 1.5 times the step change or the average step change (i Z1 / i Z3 ) 1 / 2 of the spur gear stages Z1, Z2, Z3 of the main gearbox (i L / i H = (i Z1 / i Z3 ) 3 / 4 ). In this case, in conjunction with the engaged third spur gear stage Z3, an additional top gear results, the ratio of which is increased by 1.5 times the step increment (i Z1 / i Z3 ) 3 / 4 the spur gear stages Z1, Z2, Z3 under the ratio i Z3the third spur gear stage Z3. In addition, in conjunction with the engaged second spur gear stage Z2, an additional second highest gear results, the ratio of which is increased by half a step (i Z1 / i Z3 ) 1 / 4 the spur gear stages Z1, Z2, Z3 under the ratio i Z3 the third spur gear stage Z3. Another gear, which can be engaged in conjunction with the first spur gear stage Z1, has a gear ratio that is half a step (i Z1 / i Z3 ) 1 / 4 between the translations i Z2 , i Z3 the second and third spur gear stage Z2, Z3.

[0034] In the first, second, fourth and fifth variants of the front-mounted group, this can also be designed as a staggered overdrive range group, the gear ratio jump i L / i H approximately twice the step change or the average step change (i Z1 / i Z3 )1 / 2 of the spur gear stages Z1, Z2, Z3 of the main gearbox (i L / i H = i Z1 / i Z3 ). This results in an additional top gear in conjunction with the engaged third spur gear stage Z3, the ratio of which is increased by two steps i Z1 / i Z3 the spur gear stages Z1, Z2, Z3 under the ratio i Z3 the third spur gear stage Z3. In addition, in conjunction with the engaged second spur gear stage Z2, an additional second highest gear results, the ratio of which is increased by one step (i Z1 / i Z3 ) 1 / 2 the spur gear stages Z1, Z2, Z3 under the ratio i Z3 the third spur gear stage Z3. Another gear, which can be engaged in conjunction with the first spur gear stage Z1, has the same or a similar ratio as that (i Z3) of the third spur gear stage Z3, but is used as rarely as possible due to its poorer efficiency.

[0035] In the third and sixth variant of the front-mounted group, this is preferably designed as an underdrive splitter group, the gear ratio jump i L / i H in about half of the step jump or the middle step jump (i Z1 / i Z3 ) 1 / 2 of the spur gear stages Z1, Z2, Z3 of the main gearbox (i L / i H = (i Z1 / i Z3 ) 1 / 4 ). This results in three additional gears in conjunction with the switched first, second and third spur gear stages Z1, Z2, Z3 of the main gearbox, the ratios of which are each increased by half a step (i Z1 / i Z3 ) 1 / 4 the spur gear stages Z1, Z2, Z3 over the ratio i Z1 , i Z2 , i Z3 the respective spur gear stage Z1, Z2, Z3.

[0036] The first electric machine EM1 can be arranged coaxially above the second input shaft GE2, wherein its rotor is directly connected in a rotationally fixed manner to the second input shaft GE2.

[0037] Alternatively, the first electric machine EM1' can also be arranged axially parallel next to the second input shaft GE2, with the rotor of this first electric machine EM1' being connected to the second input shaft GE2 via an input constant KE1 designed as a reduction stage. With this arrangement, the first electric machine EM1' can be designed to rotate rapidly and have a relatively low torque, which is advantageously combined with a particularly compact and lightweight design of the first electric machine EM1'.

[0038] To improve the operating characteristics of the hybrid drive according to the invention, it is preferably also provided that the first input shaft GE1 is drive-connected to the rotor of a second electric machine (EM2, EM2'). With the second electric machine (EM2, EM2'), serial hybrid driving is also possible, among other things, in which the second electric machine (EM2, EM2') is driven as a generator by the internal combustion engine VM when the first double switching element S1 is switched to the neutral position and supplies the electrical energy for driving the first electric machine (EM1, EM1').

[0039] In a standard design and standard arrangement of the second electric machine EM2, it is arranged coaxially above the drive shaft of the combustion engine VM and / or the first input shaft GE1 and the rotor of the second electric machine EM2 is directly connected in a rotationally fixed manner to the drive shaft or the first input shaft GE1.

[0040] In this standard arrangement of the second electric machine EM2, it is possible to arrange the planetary gear (PG, PG') axially and radially at least partially within the second electric machine EM2.

[0041] As an alternative to the aforementioned standard arrangement, the second electric machine EM2' can also be arranged axially parallel next to the drive shaft of the internal combustion engine VM and / or the first input shaft GE1, wherein the rotor of the second electric machine EM2' is drive-connected to the first input shaft GE1 via a second input constant KE2 designed as a reduction stage. In this case, too, the second electric machine EM2' can be designed to rotate rapidly and have a relatively low torque, which is advantageously associated with a particularly compact and lightweight design of the second electric machine EM2'.

[0042] In order to keep the inevitably occurring rotational irregularities away from the front-mounted group and the main gearbox in an internal combustion engine VM, which is usually designed as a combustion piston engine, or at least to mitigate them, it can be provided that the drive shaft of the internal combustion engine VM is equipped with a torsional vibration damper TD.

[0043] In particular, in order to enable starting with the combustion engine VM and a more versatile use of the second electric machine (EM2, EM2'), it is also preferably provided that the drive shaft of the combustion engine VM can be connected to the input element of the front-mounted group or planetary gear or to the third double shift element S3' via a starting clutch K1 designed as a friction clutch, depending on the design of the front-mounted group. However, the starting clutch K1 is not absolutely necessary for decoupling the combustion engine VM, since this can also be achieved by switching the third double shift element (S3, S3') to its neutral position N, in which the two associated shift elements E, F are open.

[0044] The switching elements (A, B, C, D, E, F) of the three double switching elements (S1; S2; S3, S3') can, in particular when the second electric machine (EM2, EM2') is present, be designed as unsynchronized claw clutches in a cost-effective and space-saving manner, since their synchronization can be carried out by means of one of the electric machines (EM1, EM1'; EM2, EM2').

[0045] However, particularly when the second electric machine (EM2, EM2') is not present, longer switching sequences can be avoided by designing at least the switching elements (A, B; E, F) of the first and third double switching elements (S1; S3, S3') as friction-synchronized switching clutches.

[0046] To further clarify the invention, a drawing with exemplary embodiments is attached to the description. Fig. 1 a first embodiment of a hybrid drive with a front-mounted group and two electric machines in a schematic representation, Fig. 1a a circuit diagram of the hybrid drive according to Fig. 1 for a hybrid driving mode and for a first gear ratio combination in the form of a table, Fig. 1b a circuit diagram of the hybrid drive according to Fig. 1 for an electric drive with a first electric motor and for the first gear ratio combination in the form of a table, Fig. 1c a circuit diagram of the hybrid drive according to Fig. 1 for an electric drive with the first and a second electric machine for the first gear ratio combination in the form of a table, Fig. 1d a circuit diagram of the hybrid drive according to Fig. 1 for starting the internal combustion engine by means of the first and second electric motors for the first gear ratio combination in the form of a table, Fig. 1e a circuit diagram of the hybrid drive according to Fig. 1 for a hybrid driving mode and for a second gear ratio combination in the form of a table, Fig. 1f a circuit diagram of the hybrid drive according to Fig. 1 for a hybrid driving mode and for a third gear ratio combination in the form of a table, Fig. 1g a circuit diagram of the hybrid drive according to Fig. 1 for a hybrid driving mode and for a fourth gear ratio combination in the form of a table, Fig. 2 a second embodiment of a hybrid drive with a front-mounted group and two electric machines in a schematic representation, Fig. 2a a circuit diagram of the hybrid drive according to Fig. 2 for a hybrid driving mode and for a specific gear ratio combination in the form of a table, Fig. 3 a third embodiment of a hybrid drive with a front-mounted group and two electric machines in a schematic representation, Fig. 3a a circuit diagram of the hybrid drive according to Fig. 3 for a hybrid driving mode and for a specific gear ratio combination in the form of a table, Fig. 4 a fourth embodiment of a hybrid drive as a variant of the first embodiment according to Fig. 1 with only one electric machine and partially modified switching elements in a schematic representation, Fig. 4a a circuit diagram of the hybrid drive according to Fig. 4 for a hybrid driving mode and for a first gear ratio combination in the form of a table, Fig. 5 a fifth embodiment of a hybrid drive as a variant of the first embodiment according to Fig. 1 with a modified drive connection of the electric machines in a schematic representation, Fig. 6 a sixth embodiment of a hybrid drive as a variant of the first embodiment according to Fig. 1 with a modified design and drive connection of the front group in a schematic representation, Fig. 7 a seventh embodiment of a hybrid drive as a variant of the second embodiment according to Fig. 2 with a modified design and drive connection of the front group in a schematic representation, Fig. 8 an eighth embodiment of a hybrid drive as a variant of the third embodiment according to Fig. 3 with a modified design and drive connection of the front group in a schematic representation, and Fig. 9 a ninth embodiment of a hybrid drive as a variant of the sixth embodiment according to Fig. 6 with only one electric machine and partially modified switching elements in a schematic representation.

[0047] In Fig. Figure 1 schematically shows a first embodiment of a hybrid drive 1.1 according to the invention. The hybrid drive 1.1 comprises an internal combustion engine VM with a drive shaft 2, an electric machine EM1 with a rotor 3 that can be operated as a motor and as a generator, and a multi-stage main transmission 4 with two input shafts GE1, GE2 and a common output shaft GA arranged axially parallel to the input shafts GE1, GE2. The drive shaft 2 of the internal combustion engine VM, which in this case is provided with a torsional vibration damper TD, can be connected to the first input shaft GE1 of the main transmission 4 via a two-stage front-mounted group 9.1. The electric machine EM1 is arranged coaxially above the second input shaft GE2 of the main transmission 4, to which the rotor 3 of the electric machine EM1 is directly connected in a rotationally fixed manner.An additional second electric machine EM2 is arranged coaxially above the drive shaft 2 of the internal combustion engine VM and the first input shaft GE1 of the main transmission 4, to which the rotor 8 of the second electric machine 4 is rotationally fixedly connected. Both input shafts GE1, GE2 are arranged coaxially and axially adjacent to each other and can be rotationally fixedly connected to each other via an engageable and disengageable coupling switching element B.

[0048] The first input shaft GE1 is driveably connected to the output shaft GA via a single switchable spur gear stage Z2. The respective idler gear z12 is rotatably mounted on the first input shaft GE1 and is rotationally fixedly connected to it via an associated gear shifting element A. The associated fixed gear z22 is rotationally fixedly connected to the output shaft GA. The gear shifting element A of the spur gear stage Z2 assigned to the first input shaft GE1 and the coupling shifting element B are combined in a common first double shifting element S1.

[0049] The second input shaft GE2 is driveably connected to the output shaft GA via two switchable spur gear stages Z1, Z3. The respective fixed gears z11, z13 are arranged in a rotationally fixed manner on the second input shaft GE2, and the associated idler gears z21, z23 are rotatably mounted on the output shaft GA. The gear shift elements C and D of the spur gear stages Z1, Z3 assigned to the second input shaft GE2 are combined in a common second double shift element S2. The transmission ratio i Z1 of one of these spur gear stages Z1 is larger and the ratio i Z3 the other of these spur gear stages Z3 is smaller than the ratio i Z2 the spur gear stage Z2 assigned to the first input shaft GE1, so that the spur gear stages Z1, Z2, Z3 subsequently operate according to their ratio i Z1 , i Z2 , i Z3 be referred to as the first, second or third spur gear stage Z1, Z2, Z3.

[0050] The output shaft GA is connected to an axle differential 5 via an output spur gear stage Z4, which consists of two fixed gears z24, z34. Two axle shafts 7a, 7b, each connected to a drive gear 6a, 6b of a drive axle, are each connected in a rotationally fixed manner to an output gear of the axle differential 5.

[0051] The front-mounted group 9.1 is designed as a simple planetary gear PG with a sun gear 10, a planet carrier 11 carrying several planet gears, and a ring gear 12. In this case, the planet carrier 11 of the planetary gear PG forms the input element of the front-mounted group 9.1, which is connected in a rotationally fixed manner to the drive shaft 2 of the internal combustion engine VM, the ring gear 12 of the planetary gear PG forms the output element of the front-mounted group 9.1, which is connected in a rotationally fixed manner to the first input shaft GE1, and the sun gear 10 of the planetary gear PG forms the intermediate element of the front-mounted group 9.1, which can be switched via the switching elements E, F of a third double switching element S3. In addition, the rotor 8 of the second electric machine EM2 is connected in a rotationally fixed manner to the ring gear 12 of the planetary gear PG and is thus also connected in a rotationally fixed manner to the first input shaft GE1.

[0052] When the switching element E of the third double switching element S3 is closed, the sun gear 10 of the planetary gear PG is rotationally fixed to the drive shaft 2 of the combustion engine VM and thus to the planet carrier 11 of the planetary gear PG, which is rigidly connected to it, so that the planetary gear PG is then locked and rotates rigidly. The transmission ratio i L between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is in this case equal to one (i L = 1).

[0053] When the switching element F of the third double switching element S3 is closed, the sun gear 10 of the planetary gear PG is locked in place in the housing, so that the speed of the first input shaft GE1, which is rigidly connected to the ring gear 12 of the planetary gear PG, is increased compared to the speed of the drive shaft 2 of the combustion engine VM, which is rigidly connected to the planet carrier 11 of the planetary gear PG. The ratio i Hbetween the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is obtained in this case according to the equation i H = 1 / (1 - 1 / i0), where i0 denotes the stationary gear ratio of the planetary gear PG. The gear ratio step i L / i H of the front group 9.1 can thus be calculated using the equation i L / i H = (1 - 1 / i0) can be calculated.

[0054] In this embodiment of the hybrid drive 1.1 designed according to the invention, a maximum of six gear ratios are available for combustion engine operation, two gear ratios for electric drive with the first electric motor EM1, and three gear ratios for electric drive with the second electric motor EM2. In hybrid drive, all gear shifts are powershiftable, i.e., possible without interruption of tractive force. Since the shift elements A, B, C, D, E, F of the three double shift elements S1, S2, S3 can each be synchronized by one of the two electric motors EM1, EM2, these are all designed as unsynchronized dog clutches.

[0055] In the table of Fig. 1a is a corresponding circuit diagram of the hybrid drive 1.1 according to Fig. 1 for a hybrid driving operation, where the stationary ratio i0 of the planetary gear PG and the ratios i Z1 , i Z2 , i Z3the three spur gear stages Z1, Z2, Z3, for example with i0 = -1.40 , i Z1 = 2.62 , i Z2 = 1.72 and i Z3 = 1.31 are assumed. In the first column of the table of Fig. 1a are the gears G effective for the combustion engine VM VM indicated, which results from the respective effective translation i VM between the drive shaft 2 of the combustion engine VM and the output shaft GA, which are given in the second column. In the third and fourth columns of the table of Fig. 1a are the ratios i effective for the electric machine EM1 and for the electric machine EM2 respectively. EM1 , i EM2 between the rotor 3, 8 of the respective electric machine EM1, EM2 and the output shaft GA. In the fifth to seventh columns of the table of Fig. 1a shows the respective switching state of the three double switching elements S1, S2, S3, whereby the respective closed switching element A, B; C, D; E, F is indicated.

[0056] With the gear jump between the first spur gear stage Z1 and the second spur gear stage Z2 of i Z1 / i Z2 = 1.52 and the gear step between the second spur gear stage Z2 and the third spur gear stage Z3 of i Z2 / i Z3 = 1.31, there is a progressively decreasing gear ratio of the main gearbox 4. The gear step i L / i H the front group 9.1, which is calculated according to the equation i L / i H = (1 - 1 / i0) to i L / i H = 1.71, which corresponds approximately to 1.5 times the mean gear step (i Z1 / i Z3 ) 1 / 2 of the spur gear stages Z1, Z2, Z3 of the main gearbox 4, whose value is calculated using the equation (i Z1 / i Z3 ) 3 / 4= 1.68 can be calculated. Consequently, in addition to the gears G1, G2 and G4, which are each effective when the switching element E of the third double switching element S3 is closed, there are three further gears G3, G5 and G6, which are each effective when the switching element F of the third double switching element S3 is closed, and of which the lowest gear G3 with its ratio i VM is located approximately midway between the second gear G2 and the fourth gear G4 and the remaining two gears G5, G6 with their ratio i VM by about half a gear step (i Z1 / i Z3 ) 1 / 4 or three half gear steps (i Z1 / i Z3 ) 3 / 4 of the main gearbox 4 outside the fourth gear G4.

[0057] The front group 9.1 is with this gear ratio combination (i0 = -1.40, i Z1 = 2.62, i Z2 = 1.72, i Z3= 1.31) is thus designed as a staggered overdrive splitter group, through which the gear ratio jumps in the upper gears, i.e. between gears G2 to G5, are reduced and the spread to lower gear ratios i VM by 1.5 times the mean gear step (i Z1 / i Z3 ) 1 / 2 of the main gear 4, i.e. by (i Z1 / i Z3 ) 3 / 4 , is extended. The second gear G2 and the fifth gear G5 can each be combined with a shift of the first spur gear stage Z1 (G2 / a, G5 / a) or the third spur gear stage Z3 (G2 / b, G5 / b) for the power transmission from the first electric motor EM1 to the output shaft GA.

[0058] In the table of Fig. 1b is for the same gear ratio combination (i0 = -1.40, i Z1 = 2.62, i Z2 = 1.72, i Z3 = 1.31) a corresponding circuit diagram of the hybrid drive 1.1 according to Fig. 1 for electric drive operation with only the first electric motor EM1. In this case, only the two spur gear stages Z1 or Z3 of the second input shaft GE2 can be used. In this case, gear shifts between the first gear G1 and the second gear G2 occur with an interruption in traction. In this electric drive operation, the first double shift element S1 and the third double shift element S3 are each switched to their neutral position N, in which their associated shift elements A, B, and E, F, respectively, are open.

[0059] In the table of Fig. 1c is for the same gear combination (i0 = -1.40, i Z1 = 2.62, i Z2 = 1.72, i Z3 = 1.31) a corresponding circuit diagram of the hybrid drive 1.1 according to Fig. 1 is specified for electric drive operation with both electric motors EM1 and EM2. Shifting between the four possible gear ratio combinations is possible without interruption in tractive force, since one electric motor (EM1 or EM2) can take over the load and the other electric motor (EM2 or EM1) can synchronize the respective shift element (A or B, C or D).

[0060] Finally, in the table of Fig. 1d for the same gear ratio combination (i0 = -1.40, i Z1 = 2.62, i Z2 = 1.72, i Z3 = 1.31) is given a circuit diagram for starting the combustion engine VM by means of the second electric machine EM2 and by means of both electric machines EM1, EM2, where the ratios i EM1 , i EM2apply between the rotor 3, 8 of the respective electric motor EM1, EM2 and the drive shaft 2 of the internal combustion engine VM. Using the same switching combinations, the standby charging of an electrical energy storage device with the second electric motor EM2 or with both electric motors EM1, EM2 is also possible.

[0061] In the table of Fig. 1e is now a circuit diagram of the hybrid drive 1.1 according to Fig. 1 for a hybrid driving mode, in which, in contrast to the table of Fig. 1a the stationary ratio i0 of the planetary gear PG and the ratios i Z1 , i Z2 , i Z3 of the three spur gear stages Z1, Z2, Z3, for example with i0 = -3.30, i Z1 = 2.90, i Z2 = 1.70 and i Z3 = 1.00 are assumed.

[0062] With the gear jump between the first spur gear stage Z1 and the second spur gear stage Z2 of i Z1 / i Z2= 1.71 and the gear step between the second spur gear stage Z2 and the third spur gear stage Z3 of i Z2 / i Z3 = 1.70, there is now a geometric gear ratio of the main gearbox 4. The gear step i L / i H the front group 9.1, which is calculated according to the equation i L / i H = (1 - 1 / i0) to i L / i H = 1.30, thus corresponding to approximately half of the gear step (i Z1 / i Z3 ) 1 / 2 of the spur gear stages Z1, Z2, Z3 of the main gearbox 4, whose value is calculated using the equation (i Z1 / i Z3 ) 1 / 4 = 1.31 can be calculated. Consequently, in addition to the gears G1, G3 and G5, which are each effective when the switching element E of the third double switching element S3 is closed, there are three further gears G2, G4 and G6, which are each effective when the switching element F of the third double switching element S3 is closed, and which, with their ratio iVM by half a gear step (i Z1 / i Z3 ) 1 / 4 below the other gear G1, G3, G5.

[0063] The front group 9.1 is with this gear ratio combination (i0 = -3.30, i Z1 = 2.90, i Z2 = 1.70, i Z3 = 1.00) is thus designed as an overdrive splitter group, through which the gear ratio jumps of all gears are reduced and the spread to lower gear ratios i VM towards half of the middle gear step (i Z1 / i Z3 ) 1 / 2 of the main gear 4, i.e. by (i Z1 / i Z3 ) 1 / 4 The third gear G3 and the fourth gear G4 can each be combined with a shift of the first spur gear stage Z1 (G3 / a, G4 / a) or the third spur gear stage Z3 (G3 / b, G4 / b) for the power transmission from the first electric motor EM1 to the output shaft GA.

[0064] In the table of Fig. 1f is a circuit diagram of the hybrid drive 1.1 according to Fig. 1 for a hybrid driving mode, in which, in contrast to the tables of Fig. 1a and Fig. 1e the stationary ratio i0 of the planetary gear PG and the ratios i Z1 , i Z2 , i Z3 of the three spur gear stages Z1, Z2, Z3, for example with i0 = -2.00, i Z1 = 2.25, i Z2 = 1.50 and i Z3 = 1.00 are assumed.

[0065] With the gear jump between the first spur gear stage Z1 and the second spur gear stage Z2 of i Z1 / i Z2 = 1.50 and the gear step between the second spur gear stage Z2 and the third spur gear stage Z3 of i Z2 / i Z3 = 1.50 also represents a geometric gear ratio of the main gearbox 4. The gear ratio step i L / i H the front group 9.1, which is calculated according to the equation i L / i H = (1 - 1 / i0) to i L / i H = 1.50, corresponds exactly to the gear step (i Z1 / i Z3 ) 1 / 2 of the spur gear stages Z1, Z2, Z3 of the main gearbox 4, whose value is calculated using the equation (i Z1 / i Z3 ) 1 / 2 = 1.50 can be calculated. Consequently, in addition to the gears G1, G2 and G3, which are each effective when the switching element E of the third double switching element S3 is closed, there is a further gear G4, which is effective when the switching element F of the third double switching element S3 is closed and which, with its ratio i VM by one gear jump (i Z1 / i Z3 ) 1 / 2 below the third gear G3. Two further gears G2 / a, G3 / a, G3 / b, which are each effective when the switching element F of the third double switching element S3 is closed, each have the same ratio as the second gear G2 or the third gear G3, which are therefore shown in the table of Fig. 1f are labelled G2 / b or G2 / c or G3 / c.

[0066] The front group 9.1 is with this gear ratio combination (i0 = -2.00, i Z1 = 2.25, i Z2 = 1.50, i Z3 = 1.00) is thus designed as a staggered overdrive range group, through which the spread to lower gear ratios i while maintaining the gear ratio steps of the gears G1, G2, G3, G4 VM towards a gear jump (i Z1 / i Z3 ) 1 / 2of the main transmission 4 is extended. If the second gear G2 is engaged with the shifting element E of the third double shifting element S3 closed, the power transmission from the first electric machine EM1 to the output shaft GA can be combined with a shift of the first spur gear stage Z1 (G2 / b) or the third spur gear stage Z3 (G2 / c). If the third gear G3 is engaged with the shifting element F of the third double shifting element S3 closed, the power transmission from the first electric machine EM1 to the output shaft GA can also be combined with a shift of the first spur gear stage Z1 (G3 / a) or the third spur gear stage Z3 (G3 / b).

[0067] Finally, in the table of Fig. 1g a circuit diagram of the hybrid drive 1.1 according to Fig. 1 for a hybrid driving mode, in which, in contrast to the table of Fig. 1a, Fig. 1e and Fig. 1f the stationary ratio i0 of the planetary gear PG and the ratios i Z1 , i Z2 , i Z3 of the three spur gear stages Z1, Z2, Z3, for example with i0 = -1.40, i Z1 = 2.25, i Z2 = 1.72 and i Z3 = 1.31 are assumed.

[0068] With the gear jump between the first spur gear stage Z1 and the second spur gear stage Z2 of i Z1 / i Z2 = 1.31 and the gear step between the second spur gear stage Z2 and the third spur gear stage Z3 of i Z2 / i Z3 = 1.31, there is again a geometric gear ratio of the main gearbox 4. The gear step i L / i H the front group 9.1, which is calculated according to the equation i L / i H = (1 - 1 / i0) to i L / i H = 1.71, which corresponds approximately to twice the gear jump (i Z1 / i Z3 ) 1 / 2of the spur gear stages Z1, Z2, Z3 of the main gearbox 4, whose value is calculated using the equation (i Z1 / i Z3 ) = 1.72 can be calculated. Consequently, in addition to the gears G1, G2 and G3, which are each effective when the switching element E of the third double switching element S3 is closed, there are two further gears G4 and G5, which are each effective when the switching element F of the third double switching element S3 is closed, and which, with their ratio i VM each by one gear step (i Z1 / i Z3 ) 1 / 2 or by two gear steps (i Z1 / i Z3 ) below the third gear G3. Another gear G3 / a, which is effective when the switching element F of the third double switching element S3 is closed, has the same ratio as the third gear G3, which is therefore shown in the table of Fig. 1g is labeled G3 / b.

[0069] The front group 9.1 is with this gear ratio combination (i0 = -1.40, i Z1 = 2.25, i Z2 = 1.72, i Z3 = 1.31) is thus designed as a staggered overdrive range group, through which the spread to lower gear ratios i while maintaining the gear ratio steps of the gears G1, G2, G3, G4, G5 VM by two gear steps (i Z1 / i Z3 ) 1 / 2 of the main gear 4, i.e. by (i Z1 / i Z3 ), is extended. The second gear G2 and the fourth gear G4 can each be combined with a shift of the first spur gear stage Z1 (G2 / a, G4 / a) or the third spur gear stage Z3 (G2 / b, G4 / b) for the power transmission from the first electric machine EM1 to the output shaft GA.

[0070] In Fig. 2 shows a schematic representation of a second embodiment of a hybrid drive 1.2 designed according to the invention, which differs from the first embodiment according to Fig. 1 only by a different design of the front-mounted group 9.2. Although the front-mounted group 9.2 is also designed as a simple planetary gear PG with a sun gear 13, a planet carrier 14 carrying several planet gears and a ring gear 15, it has a different drive connection than in the embodiment according to Fig. 1. In the present case, the planet carrier 14 of the planetary gear PG forms the input element of the front-mounted group 9.2, which is connected in a rotationally fixed manner to the drive shaft 2 of the internal combustion engine VM, the sun gear 13 of the planetary gear PG forms the output element of the front-mounted group 9.2, which is connected in a rotationally fixed manner to the first input shaft GE1, and the ring gear 15 of the planetary gear PG forms the intermediate element of the front-mounted group 9.2, which can be switched via the switching elements E, F of the third double switching element S3. The rotor 8 of the second electric machine EM2 is now directly connected in a rotationally fixed manner to the first input shaft GE1.

[0071] When the switching element E of the third double switching element S3 is closed, the ring gear 15 of the planetary gear PG is rotationally fixedly coupled to the drive shaft 2 of the combustion engine VM and thus to the planet carrier 14 of the planetary gear PG, which is rigidly connected to it, so that the planetary gear PG is then locked and rotates rigidly. The transmission ratio i L between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is in this case equal to one (i L = 1). When the switching element F of the third double switching element S3 is closed, the ring gear 15 of the planetary gear PG is locked in place in the housing, so that the speed of the first input shaft GE1, which is rigidly connected to the sun gear 13 of the planetary gear PG, is increased compared to the speed of the drive shaft 2 of the combustion engine VM, which is rigidly connected to the planet carrier 14 of the planetary gear PG. The ratio i Hbetween the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is obtained in this case according to the equation i H = 1 / (1 - i0). The gear ratio step i L / i H The front group 9.2 can therefore be calculated according to the equation i L / i H = (1 - i0) can be calculated.

[0072] In this version of the hybrid drive 1.2, a maximum of six gear ratios are available for combustion engine operation, two gear ratios for electric operation with the first electric motor EM1, and three gear ratios for electric operation with the second electric motor EM2. In hybrid operation, all gear shifts are powershift, meaning they can be performed without any interruption in traction.

[0073] In the table of Fig. 2a is a corresponding circuit diagram of the hybrid drive 1.2 according to Fig. 2 for a hybrid driving mode, where the stationary ratio i0 of the planetary gear PG and the ratios i Z1 , i Z2 , i Z3 of the three spur gear stages Z1, Z2, Z3, for example with i0 = -1.40, i Z1 = 2.50, i Z2 = 1.61 and i Z3 = 1.04 are assumed.

[0074] With the gear jump between the first spur gear stage Z1 and the second spur gear stage Z2 of i Z1 / i Z2 = 1.55 and the gear step between the second spur gear stage Z2 and the third spur gear stage Z3 of i Z2 / i Z3 = 1.55 there is a geometric gear step of the main gearbox 4. The gear step i L / i H the front group 9.2, which is calculated according to the equation i L / i H = (1 - i0) to i L / i H = 2.40, which corresponds exactly to twice the gear jump (i Z1 / i Z3 ) 1 / 2of the spur gear stages Z1, Z2, Z3 of the main gearbox 4, whose value is calculated using the equation (i Z1 / i Z3 ) = 2.40 can be calculated. Consequently, in addition to the gears G1, G2 and G3, which are each effective when the switching element E of the third double switching element S3 is closed, there are two further gears G4 and G5, which are each effective when the switching element F of the third double switching element S3 is closed, and which, with their ratio i VM each by one gear step (i Z1 / i Z3 ) 1 / 2 or by two gear steps (i Z1 / i Z3 ) below the third gear G3. Another gear G3 / a, which is effective when the switching element F of the third double switching element S3 is closed, has the same ratio as the third gear G3, which is therefore shown in the table of Fig. 2a is labeled G3 / b.

[0075] The front group 9.2 is with this gear ratio combination (i0 = -1.40, i Z1 = 2.50, i Z2 = 1.61, i Z3 = 1.04) is thus also designed as a staggered overdrive range group, through which the spread to lower gear ratios i while maintaining the gear ratio steps of the gears G1, G2, G3, G4, G5 VM by two gear steps (i Z1 / i Z3 ) 1 / 2 of the main gear 4, i.e. by (i Z1 / i Z3 ). The second gear G2 and the fourth gear G4 can each be combined with a shift of the first spur gear stage Z1 (G2 / a, G4 / a) or the third spur gear stage Z3 (G2 / b, G4 / b) for the power transmission from the first electric machine EM1 to the output shaft GA.

[0076] In Fig. 3 shows a third embodiment of a hybrid drive 1.3 designed according to the invention in schematic form, which differs from the first embodiment according to Fig. 1 and the second embodiment according to Fig. 2 only by a different design of the front-mounted group 9.3. Although the front-mounted group 9.3 is also designed as a simple planetary gear PG with a sun gear 16, a planet carrier 17 carrying several planet gears and a ring gear 18, it has a different drive connection than in the embodiment according to Fig. 1 and as in the embodiment according to Fig. 2. In the present case, the ring gear 18 of the planetary gear PG forms the input element of the front-mounted group 9.3, which is connected in a rotationally fixed manner to the drive shaft 2 of the internal combustion engine VM, the planet carrier 17 of the planetary gear PG forms the output element of the front-mounted group 9.3, which is connected in a rotationally fixed manner to the first input shaft GE1, and the sun gear 16 of the planetary gear PG forms the intermediate element of the front-mounted group 9.3, which can be switched via the switching elements E, F of the third double switching element S3. The rotor 8 of the second electric machine EM2 is also connected in a rotationally fixed manner to the first input shaft GE1 via the planet carrier 17 of the planetary gear PG.

[0077] When the switching element E of the third double switching element S3 is closed, the sun gear 16 of the planetary gear PG is rotationally fixed to the drive shaft 2 of the combustion engine VM and thus to the ring gear 18 of the planetary gear PG, which is rigidly connected to it, so that the planetary gear PG is then locked and rotates rigidly. The transmission ratio i H between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is in this case equal to one (i H = 1). When the switching element F of the third double switching element S3 is closed, the sun gear 16 of the planetary gear PG is locked in place in the housing, so that the speed of the first input shaft GE1, which is rigidly connected to the planet carrier 17 of the planetary gear PG, is reduced compared to the speed of the drive shaft 2 of the combustion engine VM, which is rigidly connected to the ring gear 18 of the planetary gear PG. The ratio i Lbetween the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is obtained in this case according to the equation i L = (1 - 1 / i0). The gear ratio step i L / i H The front group 9.3 can therefore be calculated according to the equation i L / i H = 1 / (1 - 1 / i0) can be calculated.

[0078] In this version of the 1.3 hybrid drive, a maximum of six gear ratios are available for combustion engine operation, two gear ratios for electric drive with the first electric motor EM1, and three gear ratios for electric drive with the second electric motor EM2. In hybrid drive, all gear shifts are powershift, meaning they can be performed without any interruption in traction.

[0079] In the table of Fig. 3a is a corresponding circuit diagram of the hybrid drive 1.3 according to Fig. 3 for a hybrid driving operation, where the stationary ratio i0 of the planetary gear PG and the ratios i Z1 , i Z2 , i Z3 of the three spur gear stages Z1, Z2, Z3, for example with i0 = -3.30, i Z1 = 2.90, i Z2 = 1.70 and i Z3 = 1.00 are assumed.

[0080] With the gear jump between the first spur gear stage Z1 and the second spur gear stage Z2 of i Z1 / i Z2 = 1.71 and the gear step between the second spur gear stage Z2 and the third spur gear stage Z3 of i Z2 / i Z3 = 1.70, there is again a geometric gear step of the main gearbox 4. The gear step i L / i H the front group 9.3, which is calculated according to the equation i L / i H = (1 - 1 / i0) to i L / i H = 1.30, thus corresponding to approximately half of the gear step (i Z1 / i Z3 ) 1 / 2of the spur gear stages Z1, Z2, Z3 of the main gearbox 4, whose value is calculated using the equation (i Z1 / i Z3 ) 1 / 4 = 1.70 can be calculated. Consequently, in addition to the gears G2, G4 and G6, which are each effective when the switching element E of the third double switching element S3 is closed, there are three further gears G1, G3 and G5, which are each effective when the switching element F of the third double switching element S3 is closed, and which, with their ratio i VM by half a gear step (i Z1 / i Z3 ) 1 / 4 above the other gear G2, G4, G6.

[0081] The front group 9.3 is with this gear ratio combination (i0 = -3.30, i Z1 = 2.90, i Z2 = 1.70, i Z3 = 1.00) is thus designed as an underdrive splitter group, through which the gear ratio steps of all gears are reduced and the spread to higher gear ratios i VMtowards half of the middle gear step (i Z1 / i Z3 ) 1 / 2 of the main gear 4, i.e. by (i Z1 / i Z3 ) 1 / 4 The third gear G3 and the fourth gear G4 can each be combined with a shift of the first spur gear stage Z1 (G3 / a, G4 / a) or the third spur gear stage Z3 (G3 / b, G4 / b) for the power transmission from the first electric motor EM1 to the output shaft GA.

[0082] In Fig. 4 shows a schematic representation of a fourth embodiment of a hybrid drive 1.4 designed according to the invention, which differs from the first embodiment according to Fig. 1 essentially by the absence of the second electric machine EM2. Since this electric machine EM2 is therefore not available for the synchronization of the shifting elements A, B; E, F of the first and third double shifting elements S1, S3, these shifting elements A, B; E, F are designed as friction-synchronized shifting clutches. The gear shifting elements C, D of the second double shifting element S2, on the other hand, continue to be designed as unsynchronized claw clutches, since they can be synchronized by the remaining first electric machine. As a further difference from the first embodiment according to Fig. 1, the drive shaft 2 of the internal combustion engine VM can be connected to the input element 11 of the front-mounted group 9.1 or the planetary gear via a starting clutch K1 designed as a friction clutch, whereby a slip-prone start with the internal combustion engine VM is possible.

[0083] In the table of Fig. 4a is a corresponding circuit diagram of the hybrid drive 1.4 according to Fig. 4 for a hybrid driving mode, where the stationary ratio i0 of the planetary gear PG and the ratios i Z1 , i Z2 , i Z3 of the three spur gear stages Z1, Z2, Z3, for example with i0 = -1.40, i Z1 = 2.62, i Z2 = 1.72 and i Z3 = 1.31 are assumed. Due to the largely identical functionality of this embodiment of the hybrid drive 1.4 with the embodiment according to Fig. 1 corresponds to the table of Fig. 4a largely corresponds to the table of Fig. 1a, but without the column for the translations i EM2 the second electric machine EM2.

[0084] In the Fig. The fifth embodiment of a hybrid drive 1.5 designed according to the invention shown in Figure 5 is shown by way of example with reference to the correspondingly modified first embodiment of the hybrid drive 1.1 according to Fig. 1 illustrates that the first electric machine EM1' and / or the second electric machine EM2' in all previously described embodiments of the hybrid drives 1.1 to 1.4 can also be arranged axially parallel next to the associated input shaft GE1, GE2, and the rotor 3', 8' of the electric machine EM1', EM2' can be connected to the respective input shaft GE1, GE2 via an input constant KE1, KE2 designed as a reduction stage. As a result, the respective electric machine EM1', EM2' can be designed to rotate quickly and have a relatively low torque, which is advantageously associated with a particularly compact and lightweight design of the respective electric machine EM1', EM2'. It goes without saying that the transmission ratio i EM1 , iEM2 an electric machine EM1', EM2' connected in this way compared to a direct connection with the associated input shaft GE1, GE2 by the factor of the ratio i KE1 , i KE2 the respective input constant KE1, KE2 is increased.

[0085] In Fig. 6 shows a sixth embodiment of a hybrid drive 1.6 designed according to the invention in schematic form, which differs from the first embodiment according to Fig. 1 by a different design and drive connection of the front-mounted group 9.4 and the associated third double shift element S3'. Although the front-mounted group 9.4 is also designed as a simple planetary gear PG' with a sun gear 19, a planet carrier 20 carrying several planet gears, and a ring gear 21, it has a different drive connection than in the embodiment according to Fig. 1 on.

[0086] In the present case, the planet carrier 20 of the planetary gear PG' forms the input element of the front-mounted group 9.4, which is rotatably connected to the drive shaft 2 of the internal combustion engine VM via the switching element F of the third double switching element S3', the ring gear 21 of the planetary gear PG' forms the output element of the front-mounted group 9.4, which is rotatably connected to the first input shaft GE1 and rotatably connected to the drive shaft 2 of the internal combustion engine VM via the switching element E of the third double switching element S3', and the sun gear 19 of the planetary gear PG' forms the intermediate element of the front-mounted group 9.4, which is fixedly locked to the housing. The rotor 8 of the second electric machine EM2 is in turn rotatably connected to the first input shaft GE1 via the ring gear 21 of the planetary gear PG'.

[0087] When the switching element E of the third double switching element S3' is closed, the drive shaft 2 of the combustion engine VM is rotationally fixedly coupled to the first input shaft GE1 and the ring gear 21 of the planetary gear PG', which is rotationally fixedly connected to it, so that the planet carrier 20 of the planetary gear PG' then rotates without load. The transmission ratio i L between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is in this case equal to one (i L = 1). When the switching element F of the third double switching element S3' is closed, the drive shaft 2 of the combustion engine VM is connected in a rotationally fixed manner to the planet carrier 20 of the planetary gear PG', so that the speed of the first input shaft GE1, which is rigidly connected to the ring gear 21 of the planetary gear PG', is increased compared to the speed of the drive shaft 2 of the combustion engine VM, which is rigidly connected to the planet carrier 20 of the planetary gear PG'. The ratio iH between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is again obtained in this case according to the equation i H = 1 / (1 - 1 / i0). The gear ratio step i L / i H The front group 9.4 can therefore also be calculated according to the equation i L / i H = (1 - 1 / i0). This sixth embodiment of a hybrid drive 1.6 designed according to the invention is thus functionally identical to the first embodiment according to Fig. 1, so that the corresponding switching tables of the Fig. 1a, Fig. 1b, Fig. 1c, Fig. 1d, Fig. 1st, Fig. 1f, Fig. 1g also for this sixth embodiment according to Fig. 6 apply or may be applied.

[0088] In Fig. 7 shows a seventh embodiment of a hybrid drive 1.7 designed according to the invention in schematic form, which differs from the second embodiment according to Fig. 2 by a different design and drive connection of the front-mounted group 9.5 and the associated third double shift element S3'. Although the front-mounted group 9.5 is also designed as a simple planetary gear PG' with a sun gear 22, a planet carrier 23 carrying several planet gears, and a ring gear 24, it has a different drive connection than in the embodiment according to Fig. 2 on.

[0089] In the present case, the planet carrier 23 of the planetary gear PG' forms the input element of the front-mounted group 9.5, which is non-rotatably connected to the drive shaft 2 of the internal combustion engine VM via the switching element F of the third double switching element S3', the sun gear 22 of the planetary gear PG' forms the output element of the front-mounted group 9.5, which is non-rotatably connected to the first input shaft GE1 and non-rotatably connected to the drive shaft 2 of the internal combustion engine VM via the switching element E of the third double switching element S3', and the ring gear 24 of the planetary gear PG' forms the intermediate element of the front-mounted group 9.5, which is fixedly locked to the housing. The rotor 8 of the second electric machine EM2 is again directly non-rotatably connected to the first input shaft GE1.

[0090] When the switching element E of the third double switching element S3' is closed, the drive shaft 2 of the combustion engine VM is rotationally fixedly coupled to the first input shaft GE1 and the sun gear 22 of the planetary gear PG', which is rotationally fixedly connected to it, so that the planet carrier 23 of the planetary gear PG' then rotates without load. The transmission ratio i L between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is in this case equal to one (i L= 1). When the switching element F of the third double switching element S3' is closed, the drive shaft 2 of the combustion engine VM is connected in a rotationally fixed manner to the planet carrier 23 of the planetary gear PG', so that the speed of the first input shaft GE1, which is rigidly connected to the sun gear 22 of the planetary gear PG', is increased compared to the speed of the drive shaft 2 of the combustion engine VM, which is rigidly connected to the planet carrier 23 of the planetary gear PG'. The ratio i H between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is obtained in this case according to the equation i H = 1 / (1 - i0). The gear ratio step i L / i H The front group 9.5 can thus also be calculated using the equation i L / i H = (1 - i0). This seventh embodiment of the hybrid drive 1.7 according to the invention is thus completely functionally identical to the second embodiment according to Fig. 2, so that the corresponding switching table of the Fig. 2a also for the seventh embodiment according to Fig. 7 applies or can be applied.

[0091] In Fig. 8 shows in schematic form an eighth embodiment of a hybrid drive 1.8 designed according to the invention, which differs from the third embodiment according to Fig. 3 by a different design and drive connection of the front-mounted group 9.6 and the associated third double shift element S3'. Although the front-mounted group 9.6 is also designed as a simple planetary gear PG' with a sun gear 25, a planet carrier 26 carrying several planet gears, and a ring gear 27, it has a different drive connection than in the embodiment according to Fig. 3 on.

[0092] In the present case, the ring gear 27 of the planetary gear PG' forms the input element of the front-mounted group 9.6, which is connected in a rotationally fixed manner to the drive shaft 2 of the internal combustion engine VM via the switching element F of the third double switching element S3', the planet carrier 26 of the planetary gear PG' forms the output element of the front-mounted group 9.6, which is connected in a rotationally fixed manner to the first input shaft GE1 and connectable in a rotationally fixed manner to the drive shaft 2 of the internal combustion engine VM via the switching element E of the third double switching element S3', and the sun gear 25 of the planetary gear PG' forms the intermediate element of the front-mounted group 9.6, which is fixedly locked to the housing. The rotor 8 of the second electric machine EM2 is also connected in a rotationally fixed manner to the first input shaft GE1 via the planet carrier 26 of the planetary gear PG'.

[0093] When the switching element E of the third double switching element S3' is closed, the drive shaft 2 of the combustion engine VM is rotationally fixedly coupled to the first input shaft GE1 and the planet carrier 26 of the planetary gear PG', which is rotationally fixedly connected to it, so that the ring gear 27 of the planetary gear PG' then rotates load-free. The transmission ratio i L between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is in this case equal to one (i H = 1). When the switching element F of the third double switching element S3' is closed, the drive shaft 2 of the combustion engine VM is connected in a rotationally fixed manner to the ring gear 27 of the planetary gear PG', so that the speed of the first input shaft GE1, which is rigidly connected to the planet carrier 26 of the planetary gear PG', is reduced compared to the speed of the drive shaft 2 of the combustion engine VM, which is rigidly connected to the ring gear 27 of the planetary gear PG'. The ratio iL between the drive shaft 2 of the combustion engine VM and the first input shaft GE1 is obtained in this case according to the equation i L = (1 - 1 / i0). The gear ratio step i L / i H of the front group 9.3 can be calculated using the equation i L / i H = 1 / (1 - 1 / i0). This eighth embodiment of the hybrid drive 1.8 according to the invention is thus completely functionally identical to the third embodiment according to Fig. 3, so that the corresponding switching table of the Fig. 3a also for the eighth embodiment according to Fig. 8 applies or can be applied.

[0094] Analogous to the fourth embodiment of a hybrid drive 1.4 designed according to the invention according to Fig. 4 is in Fig. 9 shows a ninth embodiment of a hybrid drive 1.9 designed according to the invention in schematic form, which differs from the sixth embodiment according to Fig. 6 essentially by the absence of the second electric machine EM2. Since this electric machine EM2 is therefore not available for the synchronization of the shifting elements A, B; E, F of the first and third double shifting elements S1, S3, these shifting elements A, B; E, F are designed as friction-synchronized shifting clutches. The gear shifting elements C, D of the second double shifting element S2, on the other hand, continue to be designed as unsynchronized claw clutches, since they can be synchronized by the remaining first electric machine. As a further difference from the sixth embodiment according to Fig. 6, the drive shaft 2 of the internal combustion engine VM can be connected to the third double switching element S3' via a starting clutch K1 designed as a friction clutch, whereby a slip-prone start with the internal combustion engine VM is possible. Since this ninth embodiment of the hybrid drive 1.9 according to the invention is completely functionally identical to the fourth embodiment according to Fig. 4, the corresponding switching table of the Fig. 4a also for the ninth embodiment according to Fig. 9 and can be applied to this. Reference symbol 1.1 - 1.10 Hybrid drive 2 Drive shaft of the combustion engine VM 3, 3' Rotor of the electric machine EM1, EM1' 4 main gearboxes 5 axle differential 6a, 6b drive wheel 7a, 7b axle shaft 8, 8' Rotor of the electric machine EM2, EM2' 9.1 - 9.6 Front group 10 Sun gear of planetary gear PG 11 planet carriers from planetary gears from PG 12 Ring gear of planetary gear PG 13 Sun gear of planetary gear PG 14 Planet carrier of planetary gear PG 15 Ring gear of planetary gear PG 16 Sun gear of planetary gear PG 17 Planet carrier of planetary gear PG 18 Ring gear of planetary gear PG 19 Sun gear of planetary gear PG' 20 planet carrier of planetary gear PG' 21 Ring gear of planetary gear PG' 22 Sun gear of planetary gear PG' 23 Planet carrier of planetary gear PG' 24 Ring gear of planetary gear PG' 25 Sun gear of planetary gear PG' 26 Planet carrier of planetary gear PG' 27 Ring gear of planetary gear PG' A gear shift element B Coupling switching element C, D gear shift element E, F switching element EM1, EM1' First electric machine EM2, EM2' Second electric machine G VM Gear driven by the combustion engine VM G1 - G6 gear GA output shaft GE1 First input shaft GE2 Second input shaft i0 Standby ratio of planetary gear PG, PG' i EM1 Gear ratio between electric motor EM1 and output shaft GA i EM2 Gear ratio between electric motor EM2 and output shaft GA i H Lower gear ratio of the front group i KE1 Translation of input constant KE1 i KE2 Translation of input constant KE2 i L Higher gear ratio of the front group i VM Gear ratio between combustion engine VM and output shaft GA i Z1 Gear ratio of spur gear stage Z1 i Z2 Gear ratio of spur gear stage Z2 i Z3 Gear ratio of spur gear stage Z3 K1 starting clutch KE1 First input constant on electric machine EM1' KE2 Second input constant to electric machine EM2' N Neutral position of double switching element S1, S2, S3, S3' PG, PG' planetary gear S1 First double switching element S2 Second double switching element S3, S3' Third double switching element TD torsional vibration damper VM combustion engine Z1 First spur gear stage Z2 Second spur gear stage Z3 Third spur gear stage Z4 Output spur gear stage z11 Drive gear, fixed gear of spur gear stage Z1 z12 drive gear, idler gear of spur gear stage Z2 z13 Drive gear, fixed gear of spur gear stage Z3 z21 Output gear, idler gear of spur gear stage Z1 z22 output gear, fixed gear of spur gear stage Z2 z23 Output gear, idler gear of spur gear stage Z3 z24 drive gear, fixed gear of spur gear stage Z4 z34 Output gear, fixed gear of spur gear stage Z4

Claims

[1] Hybrid drive of a motor vehicle, which has an internal combustion engine (VM) with a drive shaft (2), an electric machine (EM1, EM1') which can be operated as a motor and as a generator and which has a rotor (3, 3') and a multi-stage main gearbox (4) with two input shafts (GE1, GE2) and a common output shaft (GA) arranged axially parallel to the input shafts (GE1, GE2), wherein the first input shaft (GE1) has a two-stage front-mounted group (9.1 - 9.3) is connectable to the drive shaft (2) of the internal combustion engine (VM), wherein the second input shaft (GE2) is drive-connected to the rotor (3, 3') of the electric machine (EM1, EM1'), and wherein both input shafts (GE1, GE2) are arranged coaxially and axially adjacent to one another, are rotatably connected to one another by means of an engageable and disengageable coupling switching element (B), and are each drive-connected to the output shaft (GA) via at least one switchable spur gear stage (Z2; Z1, Z3), with the following further features:. a single spur gear stage (Z2) with medium gear ratio (i Z2 ) for the switchable connection of the first input shaft (GE1) to the output shaft (GA) with an arrangement of the relevant idler gear (z12) and the associated gear shift element (A) on the first input shaft (GE1), a combination of the gear shift element (A) of the spur gear stage (Z2) of the first input shaft (GE1) and the coupling shift element (B) in a first double shift element (S1), two spur gear stages (Z1, Z3), each with a higher or lower gear ratio (i) than the spur gear stage (Z2) of the first input shaft (GE1) Z1 , i Z3 ) for the switchable connection of the second input shaft (GE2) to the output shaft (GA) with an arrangement of the respective idler gears (z21, z23) and the associated gear shift elements (C, D) on the output shaft (GA), a combination of the gear shift elements (C, D) of the spur gear stages (Z1, Z3) of the second input shaft (GE2) in a second double shift element (S2), and a front-mounted group (9.1 - 9.3) designed as a simple planetary gear (PG) with a sun gear (10, 13, 16), a planet carrier (11, 14, 17) carrying several planetary gears, and a ring gear (12, 15, 18), which is arranged coaxially above the drive shaft (2) of the internal combustion engine (VM) and / or the first input shaft (GE1), wherein a gear component of the planetary gear (PG) acting as an input element is connected in a rotationally fixed manner to the drive shaft (2) of the internal combustion engine (VM), a gear component of the planetary gear (PG) acting as an output element is connected in a rotationally fixed manner to the first input shaft (GE1), and a gear component of the planetary gear (PG) acting as an intermediate element is alternatively lockable in a housing-fixed manner or in a rotationally fixed manner to one of the other gear components of the planetary gear (PG) or the gear shaft (2, GE1) connected thereto,characterized by that the planet carrier (11) of the planetary gear (PG) forms the input element of the front-mounted group (9.1) which is connected in a rotationally fixed manner to the drive shaft (2) of the internal combustion engine (VM), the ring gear (12) of the planetary gear (PG) forms the output element of the front-mounted group (9.1) which is connected in a rotationally fixed manner to the first input shaft (GE1), and the sun gear (10) of the planetary gear (PG) forms the intermediate element of the front-mounted group (9.1) which can be switched via the switching elements (E, F) of the third double switching element (S3). [2] Hybrid drive of a motor vehicle, which has an internal combustion engine (VM) with a drive shaft (2), an electric machine (EM1, EM1') which can be operated as a motor and as a generator and which has a rotor (3, 3') and a multi-stage main gearbox (4) with two input shafts (GE1, GE2) and a common output shaft (GA) arranged axially parallel to the input shafts (GE1, GE2), wherein the first input shaft (GE1) has a two-stage front-mounted group (9.4 - 9.6) is connectable to the drive shaft (2) of the internal combustion engine (VM), wherein the second input shaft (GE2) is drive-connected to the rotor (3, 3') of the electric machine (EM1, EM1'), and wherein both input shafts (GE1, GE2) are arranged coaxially and axially adjacent to one another, are connectable to one another in a rotationally fixed manner by means of an engageable and disengageable coupling switching element (B), and are each connectable to the output shaft (GA) via at least one switchable spur gear stage (Z2; Z1, Z3), with the following further features:. a single spur gear stage (Z2) with medium gear ratio (i Z2 ) for the switchable connection of the first input shaft (GE1) to the output shaft (GA) with an arrangement of the relevant idler gear (z12) and the associated gear shift element (A) on the first input shaft (GE1), a combination of the gear shift element (A) of the spur gear stage (Z2) of the first input shaft (GE1) and the coupling shift element (B) in a first double shift element (S1), two spur gear stages (Z1, Z3), each with a higher or lower gear ratio (i) than the spur gear stage (Z2) of the first input shaft (GE1) Z1 , i Z3 ) for the switchable connection of the second input shaft (GE2) to the output shaft (GA) with an arrangement of the respective idler gears (z21, z23) and the associated gear shift elements (C, D) on the output shaft (GA), a combination of the gear shift elements (C, D) of the spur gear stages (Z1, Z3) of the second input shaft (GE2) in a second double shift element (S2), and one as a simple planetary gear (PG') with a sun gear (19, 22, 25), a planet carrier (20, 23, 26) carrying a plurality of planet gears and a ring gear (21, 24, 27) formed front group (9.4 - 9.6), which is arranged coaxially above the drive shaft (2) of the internal combustion engine (VM) and / or the first input shaft (GE1), wherein a transmission component of the planetary gear train (PG') acting as an input element and a transmission component of the planetary gear train (PG') acting as an output element and connected in a rotationally fixed manner to the first input shaft (GE1) are alternatively rotatably connectable to the drive shaft (2) of the internal combustion engine (VM) via two gear shift elements (E, F) combined in a third double shift element (S3'), and a transmission component of the planetary gear train (PG') acting as an intermediate element is locked in place in the housing. [3] Hybrid drive according to claim 2, characterized bythat the planet carrier (20) of the planetary gear (PG') forms the input element of the front-mounted group (9.4) which can be switched via one switching element (F) of the third double switching element (S3'), the ring gear (21) of the planetary gear (PG') forms the output element of the front-mounted group (9.4) which is connected in a rotationally fixed manner to the first input shaft (GE1) and can be switched via the other switching element (E) of the third double switching element (S3'), and the sun gear (19) of the planetary gear (PG') forms the intermediate element of the front-mounted group (9.4) which is locked to the housing. [4] Hybrid drive according to claim 2, characterized bythat the planet carrier (23) of the planetary gear (PG') forms the input element of the front-mounted group (9.5) which can be switched via the one switching element (F) of the third double switching element (S3'), the sun gear (22) of the planetary gear (PG') forms the output element of the front-mounted group (9.5) which is connected in a rotationally fixed manner to the first input shaft (GE1) and can be switched via the other switching element (E) of the third double switching element (S3'), and the ring gear (24) of the planetary gear (PG') forms the intermediate element of the front-mounted group (9.5) which is locked to the housing. [5] Hybrid drive according to claim 2, characterized bythat the ring gear (27) of the planetary gear (PG') forms the input element of the front-mounted group (9.6) which can be switched via the one switching element (F) of the third double switching element (S3'), the planet carrier (26) of the planetary gear (PG') forms the output element of the front-mounted group (9.6) which is connected in a rotationally fixed manner to the first input shaft (GE1) and can be switched via the other switching element (E) of the third double switching element (S3'), and the sun gear (25) of the planetary gear (PG') forms the intermediate element of the front-mounted group (9.6) which is locked to the housing. [6] Hybrid drive according to claim 1 or 3, characterized by that the front-mounted group (9.1, 9.4) is designed as an overdrive splitter group, the gear ratio jump (i L / i H ) in about half of the step jump or the middle step jump ((i Z1 / i Z3 ) 1 / 2 ) of the spur gear stages (Z1, Z2, Z3) of the main gearbox (4) corresponds to (i L / i H = (i Z1 / i Z3 ) 1 / 4 ). [7] Hybrid drive according to claim 1 or 3, characterized by that the front-mounted group (9.1, 9.4) is designed as a staggered overdrive range group, the gear ratio jump (i L / i H ) approximately the height of the step jump or the middle step jump ((i Z1 / i Z3 ) 1 / 2 ) of the spur gear stages (Z1, Z2, Z3) of the main gearbox (4) corresponds to (i L / i H = (i Z1 / i Z3 ) 1 / 2 ). [8] Hybrid drive according to claim 1 or 3, characterized by that the front-mounted group (9.1, 9.4) is designed as an offset overdrive splitter group, the gear ratio jump (i L / i H ) approximately 1.5 times the step change or the average step change ((i Z1 / i Z3 ) 1 / 2 ) of the spur gear stages (Z1, Z2, Z3) of the main gearbox (4) corresponds to (i L / i H = (iZ1 / i Z3 ) 3 / 4 ). [9] Hybrid drive according to one of claims 1, 3 or 4, characterized by that the front-mounted group (9.1, 9.4, 9.5) is designed as a staggered overdrive range group, the gear ratio jump (i L / i H ) approximately twice the step change or the average step change ((i Z1 / i Z3 ) 1 / 2 ) of the spur gear stages (Z1, Z2, Z3) of the main gearbox (4) corresponds to (i L / i H = i Z1 / i Z3 ). [10] Hybrid drive according to claim 5, characterized by that the front-mounted group (9.6) is designed as an underdrive splitter group, the gear ratio jump (i L / i H ) in about half of the step jump or the middle step jump ((i Z1 / i Z3 ) 1 / 2 ) of the spur gear stages (Z1, Z2, Z3) of the main gearbox (4) corresponds to (i L / i H = (i Z1 / i Z3 ) 1 / 4 ). [11] Hybrid drive according to one of claims 1 to 10, characterized by that the first electric machine (EM1) is arranged coaxially above the second input shaft (GE2), and that the rotor (3) of the first electric machine (EM1) is directly connected in a rotationally fixed manner to the second input shaft (GE2). [12] Hybrid drive according to one of claims 1 to 10, characterized by that the first electric machine (EM1') is arranged axially parallel next to the second input shaft (GE2), and that the rotor (3') of the first electric machine (EM1') is in drive connection with the second input shaft (GE2) via an input constant (KE1) designed as a reduction stage. [13] Hybrid drive according to one of the preceding claims, characterized by that the first input shaft (GE1) is in drive connection with the rotor (8, 8') of a second electric machine (EM2, EM2'). [14] Hybrid drive according to claim 13, characterized bythat the second electric machine (EM2) is arranged coaxially above the drive shaft (2) of the internal combustion engine (VM) and / or the first input shaft (GE1), and that the rotor (8) of the second electric machine (EM2) is directly connected in a rotationally fixed manner to the first input shaft (GE1). [15] Hybrid drive according to claim 14, characterized by that the planetary gear (PG, PG') is arranged axially and radially at least partially within the second electric machine (EM2). [16] Hybrid drive according to claim 13, characterized by that the second electric machine (EM2') is arranged axially parallel next to the drive shaft (2) of the internal combustion engine (VM) and / or the first input shaft (GE1), and the rotor (8') of the second electric machine (EM2') is in drive connection with the first input shaft (GE1) via a second input constant (KE2) designed as a reduction stage. [17] Hybrid drive according to one of the preceding claims, characterized bythat the drive shaft (2) of the internal combustion engine (VM) is provided with a torsional vibration damper (TD). [18] Hybrid drive according to one of the preceding claims, characterized by that the drive shaft (2) of the internal combustion engine (VM) can be connected to the input element (11, 14, 18) of the front-mounted group (9.1 - 9.3) or to the third double switching element (S3') via a starting clutch (K1) designed as a friction clutch, depending on the design of the front-mounted group (9.1 - 9.3; 9.4 - 9.6). [19] Hybrid drive according to one of the preceding claims, characterized by that the switching elements (A, B, C, D, E, F) of the three double switching elements (S1; S2; S3, S3') are designed as unsynchronized claw clutches. [20] Hybrid drive according to one of the preceding claims, characterized by that at least the switching elements (A, B; E, F) of the first and third double switching elements (S1; S3, S3') are designed as friction-synchronized switching clutches.

Images