Manual transmission for a hybrid drive, method for controlling such a manual transmission, computer program product, control and / or regulating device and hybrid drive

Abstract

Manual transmission (100; 200) for a hybrid drive, for example of a motor vehicle, comprising a transmission input shaft (1) as the first shaft, a transmission output shaft (2) as the second shaft, a further transmission input shaft (3) as the third shaft, an electric machine (EM) which is connected or connectable to the further transmission input shaft (3), a main transmission (HG) comprising at least a fourth shaft (4) and several gear planes (R1, R2, R3, R4, R5) coupled thereto, a planetary gear set (PG) associated with the electric machine (EM) and coupled or connectable to the main transmission (HG), comprising a first gear element (1.1), a second gear element (1.2) and a third gear element (1.3), and several switching elements (10, 20, 30, 40, 50, 60, 70, I, J),the selective switching of which effects different transmission ratios between the transmission input shaft (1) and the transmission output shaft (2) and / or between the further transmission input shaft (3) and the transmission output shaft (2), wherein the transmission (100; 200) can be operated in a standstill gear in which the transmission output shaft (2) is disengaged, wherein the fourth shaft (4) has a coupling point (8) for coupling a power take-off (PTO) and in the standstill gear, by switching at least one of the switching elements (10, 20, 30, 40, 50, 60, 70, I, J), the fourth shaft (4) is connected to the transmission input shaft (1) and / or the further transmission input shaft (3) via one of the gear planes (R1, R2, R3, R4, R5) of the main transmission (HG), characterized in that in the standstill gear the planetary gear (PG) is switched to three-wave operation,in which the transmission input shaft (1) is non-rotatably connected to the third transmission element (1.3) and the further transmission input shaft (3) is non-rotatably connected to the first transmission element (1.1) of the planetary gear (PG) and the fourth shaft (4) is operatively connected to the second transmission element (1.2) of the planetary gear (PG).

Description

[0001] The invention relates to a manual transmission for a hybrid drive, for example, of a motor vehicle, with two transmission input shafts and an electric motor that is or can be drivenly connected to one of the transmission input shafts. The invention further relates to a method for controlling such a manual transmission, a computer program product, a control and / or regulating device, and a hybrid drive.

[0002] A manual transmission for a hybrid drive is known from DE 10 2010 063 582 A1. The hybrid drive is formed by an internal combustion engine and an electric motor, both of which are coupled to the manual transmission. For this purpose, the manual transmission has two transmission input shafts, one of which is connected to the internal combustion engine and the other to the electric motor. The manual transmission has a countershaft with a countershaft and several gear planes coupled to it. The manual transmission also has several shifting elements, the selective shifting of which effects different gear ratios between the transmission input shaft and the transmission output shaft and / or between the other transmission input shaft and the transmission output shaft.

[0003] Such manual transmissions allow two separate drives—an electric motor and, for example, a combustion engine—to act on a common drive train of a motor vehicle. This opens up a multitude of possibilities for the further development of these manual transmissions.

[0004] DE 10 2013 223 909 A1 discloses a method for operating a hybrid drive assembly. The drive assembly is equipped with a multi-stage, automated or automatic transmission, an electric motor comprising a stator and a rotor, and an input-side gear ratio that effectively connects the rotor of the electric motor to the transmission input shaft. Furthermore, a switchable PTO (Power Take Off) is provided for connecting auxiliary units to the first countershaft.

[0005] Document DE 10 2013 201 744 A1 discloses a hybridized motor vehicle transmission designed as a group and comprising a main section, a range-shift group downstream of the main section, and an electric motor. A drive side can be connected to an input shaft of the range-shift group via gear stages of the main section, thereby providing different gear ratios. In order to achieve the most compact axial length possible for the motor vehicle transmission, a rotor of the electric motor is arranged on a rotor shaft that is axially offset from the input shaft of the range-shift group. The rotor shaft carries a gear that is connected to the gear stage of the main section closest to the range-shift group. In a further development of the invention, a power take-off can also be directly driven via the electric motor.

[0006] One embodiment of the invention is based on the object of expanding the functional scope of a manual transmission of the type mentioned above. Furthermore, a method optimized for controlling such a manual transmission is to be proposed, and a computer program product, a control and / or regulating device is to be provided for this purpose. Furthermore, a hybrid drive is to be proposed that is suitable for use with such a manual transmission and / or such a method.

[0007] The object is achieved with a manual transmission having the features of claim 1. Furthermore, the object is achieved with a manual transmission having the features of claim 3. Furthermore, the object is achieved with a method having the features of claim 25. To achieve the object, a computer program product having the features of claim 26, a control and / or regulating device having the features of claim 27 and a hybrid drive having the features of claim 28 are also proposed. Advantageous embodiments of the invention emerge from the subclaims, the following description and the figures.

[0008] According to one embodiment of the invention, a manual transmission, in particular an automated manual transmission, is provided for a hybrid drive, for example, of a motor vehicle, in particular a commercial vehicle. The manual transmission has a transmission input shaft as the first shaft, a transmission output shaft as the second shaft, another transmission input shaft as the third shaft, and an electric motor that is or can be drivenly connected to the other transmission input shaft. In particular, the transmission input shaft is intended to be drivenly connected to a drive motor, such as an internal combustion engine.

[0009] The manual transmission further comprises a main transmission with at least one fourth shaft and several gear planes coupled or connectable thereto. In particular, the main transmission is designed as a countershaft transmission. For example, the fourth shaft then forms a countershaft. Two fourth shafts or countershafts can also be provided. In this case, power distribution is achieved by means of the two fourth shafts or countershafts.

[0010] Furthermore, the manual transmission has a planetary gear train assigned to the electric motor and coupled or couplable to the main transmission, comprising a first gear element, a second gear element, and a third gear element. For example, the first gear element is a sun gear, the second gear element is a planetary gear carrier, in particular a planetary gear carrier, and the third gear element is a ring gear. Furthermore, several shifting elements are provided, the selective switching of which effects different gear ratios between the transmission input shaft and the transmission output shaft and / or between the further transmission input shaft and the transmission output shaft.

[0011] The manual transmission can be operated in a standstill gear in which the transmission output shaft is decoupled, in particular, the transmission output shaft is not driven. Alternatively or additionally, the manual transmission can be operated in a driving gear in which the transmission output shaft is operatively connected to the transmission input shaft and / or the other transmission input shaft.

[0012] In the manual transmission, the fourth shaft is now provided with a coupling point for coupling a power take-off. Through the coupling point, an additional consumer can be connected to the manual transmission, which is or can be mechanically driven by the transmission input shaft or a drive coupled to it and / or the electric motor. The fourth shaft of the main transmission is used for this purpose. The coupling point thus provides the manual transmission with an additional drive function.

[0013] It is further provided that, in the standstill gear, by switching, in particular engaging or disengaging, at least one of the shifting elements, the fourth shaft is connected in a driving manner to the transmission input shaft and / or the further transmission input shaft via one of the gear planes of the main transmission. This drives the fourth shaft in a simple manner, namely via at least one of the gear planes of the main transmission. The fourth shaft can be driven by the electric motor and / or a drive coupled to the transmission input shaft, such as an internal combustion engine.

[0014] In particular, it is provided that by switching, in particular by closing or opening, at least one of the switching elements, one of the gear planes is selected, so that by selecting the gear plane, the drive power provided by the fourth shaft for the auxiliary output is set to a desired value. Based on the gear ratio provided by the respective gear plane, the power provided for the fourth shaft is thus specifically specified.

[0015] It is advisable for the planetary gear to be switched into three-shaft operation in the standstill gear, in which the gear input shaft is or becomes rotationally fixedly connected to the third gear element, the further gear input shaft is rotationally fixedly connected to the first gear element of the planetary gear, and the fourth shaft is or becomes operatively connected to the second gear element of the planetary gear. Due to the three-shaft operation, the output torque of the fourth shaft can be set, in particular regulated, in particular continuously regulated, to a desired value through the interaction of the electric motor and a drive connected to the gear input shaft, such as an internal combustion engine. A further manipulated variable for this purpose is the gear plane switched to the fourth shaft, by selecting this from the several available gear planes, the transmission ratio can be changed.

[0016] Alternatively or additionally, it is provided that in the drive gear, the fourth shaft is drivingly connected to the transmission input shaft and / or the additional transmission input shaft via one of the gear planes of the main transmission. This provides a simple way of driving the fourth shaft in the drive gear, providing the desired drive power for the power take-off via the coupling point. Thus, in the drive gear, both the transmission output shaft is driven and a power take-off coupled to the fourth shaft is driven or drivable.

[0017] It is advisable for the planetary gear to be switched to three-shaft operation in the drive gear, in which the gear input shaft is or becomes rotationally fixedly connected to the third gear element, the further gear input shaft is rotationally fixedly connected to the first gear element of the planetary gear, and the fourth shaft is or becomes operatively connected to the second gear element of the planetary gear. Due to the three-shaft operation, the output torque of the fourth shaft can be set, in particular regulated, in particular continuously regulated, to a desired value through the interaction of the electric motor and a drive connected to the gear input shaft, such as an internal combustion engine. A further manipulated variable for this purpose is the gear plane switched to the fourth shaft, by selecting this from the several available gear planes, the transmission ratio can be changed.

[0018] As explained above, in the drive gear, both the transmission output shaft is driven and a power take-off coupled to the fourth shaft is driven or drivable. This is achieved, for example, if, according to one embodiment of the invention, the drive gear is a forward gear or reverse gear in which the fourth shaft is driven or is driven via one of the gear planes. This drives a power take-off coupled to the fourth shaft in a technically simple manner, since the drive power applied to the fourth shaft in the forward gear or reverse gear is used to simultaneously drive the power take-off.

[0019] According to a further embodiment of the invention, it can be provided that the driving gear is a direct gear in which the transmission input shaft and / or the further transmission input shaft is operatively connected to the transmission output shaft, bypassing the gear planes, wherein in the direct gear, by switching, in particular closing or opening, at least one of the switching elements engages the fourth shaft, establishing a drive connection with the transmission input shaft and / or with the further transmission input shaft. As a result, one of the gear planes is or will be engaged in the load path to the transmission output shaft, which is formed by the direct gear. In the direct gear, therefore, both the transmission output shaft is driven and the power take-off is driven or drivable.

[0020] It can be provided that by switching at least one of the switching elements, one of the gear planes is selected, so that by selecting the gear plane, the drive power provided by the fourth shaft for the power take-off is set to a desired value. Based on the gear ratio provided by the respective gear plane, the power provided for the power take-off or a power take-off coupled to the fourth shaft can be specifically specified in this way.

[0021] For example, in direct gear, the fourth shaft is engaged via one of the gear planes with the highest gear ratio. This drives the power take-off at the lowest possible speed of the fourth shaft that can be provided by the manual transmission. If the power take-off is a pumping device, this allows for at least a minimal pumping capacity, while keeping any losses to a minimum.

[0022] It can also be provided that, in the direct drive, the fourth shaft is engaged via one of the gear planes with the smallest gear ratio. This drives the power take-off at the highest possible speed of the fourth shaft that can be provided by the manual transmission. If the power take-off is a pumping device, this operates the pumping device at the maximum possible output.

[0023] Furthermore, it can be provided that in the direct gear, the fourth shaft is engaged via one of the gear planes, which, with its gear ratio, lies between the gear plane with the smallest gear ratio and the gear plane with the largest gear ratio. This allows the power take-off to operate in the range between the maximum power and the minimum power, which is determined by the correspondingly provided speed of the fourth shaft.

[0024] One possible mechanical design of the manual transmission is that, with respect to the main transmission, a first gear plane, a second gear plane, a third gear plane, a fourth gear plane, and a fifth gear plane are provided, each with at least one fixed gear and an associated idler gear, in particular directly or indirectly engaging therewith, for example with the interposition of at least one intermediate gear, and the respective fixed gear is assigned to the fourth shaft, in particular is connected in a rotationally fixed manner to the fourth shaft. Due to the five gear planes, in particular a maximum of five gear planes, the manual transmission can be realized with relatively little construction effort, especially if the gear planes are designed as spur gear planes. If the main transmission is designed as a countershaft transmission, the five gear planes allow the at least one countershaft to be realized with little construction effort and of sufficient length.With regard to the planetary gear, it is provided, for example, that the first gear element is connected in a rotationally fixed manner to the further gear input shaft and the second gear element is connected in a rotationally fixed manner to a fifth shaft.

[0025] According to one embodiment of the invention, a possible interconnection of the components of the manual transmission can be realized such that the third gear plane, the fourth gear plane, and the fifth gear plane are assigned to the transmission input shaft, and the first gear plane and the second gear plane are assigned to the further transmission input shaft. For example, it can be provided that the first gear plane can be coupled to the fifth shaft via a first shifting element, and the second gear plane via a second shifting element, in particular can be connected in a rotationally fixed manner. The fifth shaft can be coupled to the transmission input shaft via a third shifting element, in particular can be connected in a rotationally fixed manner. The third gear plane can be coupled to the transmission input shaft via a fourth shifting element, and the fourth gear plane via a fifth shifting element, in particular can be connected in a rotationally fixed manner.The transmission input shaft is operatively connected, in particular rotationally fixed, to the transmission output shaft via a sixth shifting element, and the fifth gear plane via a seventh shifting element, and the transmission input shaft is coupled, in particular rotationally fixed, to the third transmission element of the planetary gear train via a first additional shifting element, and the third transmission element is coupled, in particular rotationally fixed, to a component fixed to the housing via a second additional shifting element. Such a mechanical design of the manual transmission and such an arrangement of its shifting elements achieves the standstill gear by opening the sixth shifting element and the seventh shifting element, thereby disengaging the transmission output shaft.

[0026] To drive the power take-off, one embodiment of the invention provides that in the standstill gear the fourth shaft is drivingly connected to the transmission input shaft and the further transmission input shaft, in particular using the planetary gear train, in that the first shifting element, the third shifting element and the second additional shifting element are closed or the second shifting element, the third shifting element, the fifth shifting element and the second additional shifting element are closed. As a result, the fourth shaft and the power take-off coupled to it can be driven purely electrically by means of the electric machine or purely by means of an internal combustion engine coupled to the transmission input shaft. This also enables combined operation in which the fourth shaft is driven by the internal combustion engine and the electric machine.

[0027] To drive the power take-off, it can alternatively be provided that, in the standstill gear, the fourth shaft is drivingly connected to the transmission input shaft without any operative connection to the other transmission input shaft, by engaging the fourth shift element or the fifth shift element and opening the first shift element and the second shift element. Additionally, the second additional shift element can be engaged. This allows the fourth shaft and the connected power take-off to be operated exclusively by a drive coupled to the transmission input shaft, such as an internal combustion engine.

[0028] The power take-off can also be driven by the fourth shaft being drive-connected to the transmission input shaft and the further transmission input shaft in the standstill gear, in particular using the planetary gear train, by the first shifting element, the fourth shifting element, and the second additional shifting element being closed, or the second shifting element, the fourth shifting element, and the second additional shifting element being closed, or the first shifting element, the fifth shifting element, and the second additional shifting element being closed, or the second shifting element, the fifth shifting element, and the second additional shifting element being closed. As a result, the fourth shaft and the power take-off coupled to it can be operated exclusively by a drive coupled to the transmission input shaft, such as an internal combustion engine.Furthermore, the fourth shaft and the connected power take-off can be operated by the drive coupled to the transmission input shaft with the assistance of the electric motor. When the first switching element is engaged, a slower drive of the fourth shaft for the power take-off is generated. When the second switching element is engaged, a faster drive of the fourth shaft for the power take-off is generated.

[0029] Alternatively, to drive the power take-off, it can be provided that in the standstill gear, the fourth shaft is drivingly connected to the transmission input shaft and the further transmission input shaft using the planetary gear in three-shaft operation, in which the first shifting element and the first additional shifting element are closed or the second shifting element and the first additional shifting element are closed. This switches the manual transmission into electrodynamic operation. In electrodynamic operation, it is possible to regulate the output torque applied to the fourth shaft and made available to the power take-off to desired values ​​between the electric motor and a drive coupled to the transmission input shaft, such as an internal combustion engine, and by selecting an appropriate gear plane.When the first switching element is closed, a slower drive to the fourth shaft for the power take-off is generated. When the second switching element is closed, a faster drive to the fourth shaft for the power take-off is generated.

[0030] For example, in standstill gear with electrodynamic operation, it is possible for a drive coupled to the transmission input shaft, such as an internal combustion engine, to drive the electric motor, which then operates as a generator, for example, to charge a vehicle battery or other electrical storage device. At the same time, the drive drives the fourth shaft; for example, the fourth shaft and thus the connected power take-off rotate slowly with high torque. It is also possible for both the drive or the internal combustion engine and the electric motor to drive the fourth shaft, in which case, for example, the fourth shaft and thus the connected power take-off rotate quickly.

[0031] In the mechanical design of the manual transmission and the arrangement of its shifting elements described above, the drive gear is implemented as a direct gear by engaging the sixth shifting element. Additionally, the second additional shifting element can be engaged. To drive the power take-off, according to one embodiment of the invention, the fourth shaft is driven in the direct gear by additionally engaging the first shifting element, the third shifting element, and the second additional shifting element, in particular to bring the fourth shaft to a relatively low speed, for example, the lowest possible speed level.

[0032] Alternatively, the fourth shaft can be driven in the direct gear by additionally engaging the seventh shifting element and the second additional shifting element, in particular in order to bring the fourth shaft to a relatively high speed, for example, the highest possible speed level. Alternatively, the fourth shaft can be driven in the direct gear by additionally engaging the fourth shifting element and the second additional shifting element, or by additionally engaging the second shifting element, the third shifting element, and the second additional shifting element, in particular in order to drive the fourth shaft at a speed that lies between the highest possible and the lowest possible speed level.

[0033] Alternatively, the fourth shaft can be driven in the direct gear by additionally engaging the first shifting element or the second shifting element and the second additional shifting element, while the third shifting element is open. This allows the fourth shaft and thus the connected power take-off to be driven exclusively by the electric motor. The desired speed level for the fourth shaft can thus be set directly via the speed of the electric motor, allowing the power take-off to be continuously adjusted as needed by the speed control of the electric motor.

[0034] Alternatively, to drive the power take-off, it can be provided that in the drive gear the fourth shaft is operatively connected to the transmission output shaft and the planetary gear is switched into a three-shaft operation, so that the planetary gear is operatively connected to the transmission input shaft, the further transmission input shaft and via the fourth shaft to the transmission output shaft, in that the first switching element or the second switching element, the seventh switching element and the first additional switching element are closed.In three-shaft operation, the manual transmission is in the electrodynamic operation already described above, in which it is possible to adjust the output torque applied to the fourth shaft and provided to the power take-off between the electric machine and a drive coupled to the transmission input shaft, such as an internal combustion engine, to desired values, in particular to adjust it continuously, by selecting a corresponding gear plane.

[0035] In particular, electrodynamic operation is initiated by closing the first additional shift element, while the second additional shift element is open, and one of the gear planes of the main transmission is also engaged. The fourth shaft, and thus the connected power take-off, is driven via one of the gear planes. The transmission output shaft is driven via another gear plane, which serves as the output constant.

[0036] By alternatively engaging the first shift element and thus the first gear plane, or the second shift element and thus the second gear plane of the main transmission, the drive speed of the fourth shaft of the connected power take-off is varied or can be varied. For example, in this way, it is possible to select between a high speed and a slow speed of the fourth shaft when the first gear plane forms a first gear and the second gear plane forms a fourth gear.

[0037] For example, the first shift element is engaged, thus selecting the first gear plane for first gear, when sufficient electrical energy is stored in the electrical storage device, so that the electric motor operates more like a motor and drives the fourth shaft and the transmission output shaft. In contrast, the second shift element can be engaged, thus selecting the second gear plane for fourth gear, when there is too little electrical energy stored in the electrical storage device, so that the electric motor operates more like a generator and charges the electrical storage device.

[0038] According to a further embodiment of the invention, it is provided that the manual transmission has a range group which is coupled or can be coupled to the main transmission and which has at least one planetary gear set with a first transmission element, a second transmission element and a third transmission element, wherein the first transmission element is connected in a rotationally fixed manner to a sixth shaft and the second transmission element is connected in a rotationally fixed manner to the transmission output shaft, wherein the transmission input shaft can be coupled to the sixth shaft via the sixth shifting element, in particular can be connected in a rotationally fixed manner, the fifth gear plane can be coupled to the sixth shaft via the seventh shifting element, the fifth gear plane can be coupled to the second transmission element of the planetary gear set via an eighth shifting element, in particular can be connected in a rotationally fixed manner,The third gear element of the planetary gear set can be coupled, in particular non-rotatably connected, to a housing-fixed component or the housing-fixed component via a ninth shifting element, and the third gear element of the planetary gear set can be coupled, in particular non-rotatably connected, to the transmission output shaft via a tenth shifting element. The range-change group, in combination with the main transmission, enables a larger number of gear stages to be engaged. For example, with five gear planes provided in the main transmission, the range-change group can double the number of engageable gear stages from five to ten. For example, the first gear element is a sun gear, the second gear element is a planetary gear carrier, in particular a planetary gear carrier, and the third gear element is a ring gear.

[0039] In the configuration of the manual transmission with the range group, the standstill gear, i.e., the decoupling of the transmission output shaft, is achieved, for example, by opening the sixth shift element and the seventh shift element and / or the eighth shift element, or by opening the ninth shift element and the sixth shift element, or the seventh shift element, or the eighth shift element. Furthermore, in the drive gear, the fourth shaft is driven by additionally closing the ninth shift element or the tenth shift element.

[0040] Because the ninth switching element or the tenth switching element can be switched alternatively with regard to the range group, it is possible to choose between the fast group and the slow group and thus extend the adjustment range with regard to the speed of the transmission output shaft.

[0041] In this embodiment, the power take-off can be driven in the standstill gear of the manual transmission by the fourth shaft being drivingly connected to the transmission input shaft without any operative connection to the other transmission input shaft. This is achieved by the sixth shift element and the seventh shift element being closed and the first shift element, the second shift element and the eighth shift element being open. This allows the fourth shaft and the power take-off coupled to it to be operated exclusively by a drive coupled to the transmission input shaft, such as an internal combustion engine. At the same time, a gear ratio is realized from the transmission input shaft to the fourth shaft, in which the fourth shaft rotates at a significantly higher speed than the transmission input shaft, for example by approximately 2.2 to 2.5 times.

[0042] The power take-off can further be driven by the fourth shaft being drivingly connected to the transmission input shaft and the further transmission input shaft in the standstill gear, in particular using the planetary gear train, by the first shifting element, the sixth shifting element, the seventh shifting element and the second additional shifting element being closed or the second shifting element, the sixth shifting element, the seventh shifting element and the second additional shifting element being closed. This creates a gear ratio from the transmission input shaft to the fourth shaft in which the fourth shaft rotates at a significantly higher speed than the transmission input shaft, for example by approximately 2.2 to 2.5 times. It is possible to operate the fourth shaft and the power take-off coupled to it exclusively by a drive coupled to the transmission input shaft, such as an internal combustion engine.Furthermore, it is possible for the fourth shaft and the power take-off coupled to it to be operated by the drive coupled to the transmission input shaft with the assistance of the electric motor. By engaging the first switching element, a slower drive of the fourth shaft is generated. By engaging the second switching element, a faster drive of the fourth shaft for the power take-off is generated.

[0043] In this configuration, the power take-off can be driven by engaging the eighth shift element instead of the seventh shift element in the drive gear used as the direct gear. Thus, in the direct gear, in addition to the sixth shift element and the second additional shift element, the eighth shift element and the ninth shift element or the tenth shift element are additionally engaged. This brings the fourth shaft to a relatively high speed, for example, the highest possible speed level.

[0044] Two of the switching elements can each be designed as double switching elements. At least one of the double switching elements can be brought into a neutral position in which the two switching elements are open. For example, the first switching element and the second switching element can be combined to form a double switching element, the third switching element and the fourth switching element can be combined to form a double switching element, and the fifth switching element and the sixth switching element can be combined to form a double switching element. The seventh switching element and the eighth switching element can also be combined to form a double switching element, and the ninth switching element and the tenth switching element can be combined to form a double switching element. Furthermore, the first additional switching element and the second additional switching element can be combined to form a double switching element. All of these double switching elements can be brought into the neutral position.

[0045] The power take-off can be mounted or already mounted on the manual transmission from the outside. For this purpose, the coupling point on the fourth shaft should be accessible from the outside. In principle, the power take-off can also be located within the housing of the manual transmission, for example, by being permanently connected to the fourth shaft. The power take-off can then be, for example, an oil pump or other working machine. A so-called power take-off (PTO) can also be provided as a power take-off, or can be or is connected to the coupling point.

[0046] According to a further embodiment of the invention, a method is provided for controlling a manual transmission for a hybrid drive, for example, of a motor vehicle, in particular a commercial vehicle. The manual transmission can be the manual transmission described above in one of the above-described embodiments.

[0047] The manual transmission has a transmission input shaft as the first shaft, a transmission output shaft as the second shaft, a further transmission input shaft as the third shaft, and an electric motor which is drivingly connected to the further transmission input shaft. The manual transmission also has a main transmission with at least a fourth shaft and a plurality of gear planes coupled thereto. Furthermore, the manual transmission has a planetary gear train assigned to the electric motor and coupled or coupleable to the main transmission, said planetary gear train comprising a first gear element, a second gear element, and a third gear element. In addition, the manual transmission has a plurality of shifting elements whose selective shifting effects different gear ratios between the transmission input shaft and the transmission output shaft and / or between the further transmission input shaft and the transmission output shaft.

[0048] The manual transmission is operable in a standstill gear in which the transmission output shaft is decoupled, in particular, the transmission output shaft is not driven. Alternatively or additionally, the manual transmission is operable in a driving gear in which the transmission output shaft is operatively connected to the transmission input shaft and / or the additional transmission input shaft.

[0049] In the method, to drive a power take-off, the fourth shaft is drivingly connected to the transmission input shaft and / or the additional transmission input shaft via one of the gear planes of the main transmission when the manual transmission is operated in the standstill gear or the drive gear. This allows the manual transmission to be used in a technically simple manner to drive a connectable or connected power take-off via the fourth shaft by means of the electric motor and / or a drive coupled to the transmission input shaft, in particular an internal combustion engine, whereby the transmission output shaft can also drive simultaneously. The power take-off can be the power take-off described above.

[0050] Furthermore, the invention comprises a computer program product with a program code stored on a computer-readable medium for carrying out the method described above.

[0051] The invention also includes a control and / or regulating device with the computer program product described above.

[0052] Furthermore, the invention comprises a hybrid drive for a motor vehicle with the manual transmission described above and / or the computer program product described above.

[0053] Further objects, advantages, features, and possible applications of the present invention will become apparent from the following description of several exemplary embodiments with reference to the drawings. All described and / or illustrated features, individually or in any meaningful combination, constitute the subject matter of the present invention, regardless of their summary in the claims or their reference to the claims.

[0054] They show: Fig. 1 a possible embodiment of a manual transmission for a hybrid drive with an electric motor, a main transmission, a planetary gear transmission upstream of the main transmission and a power take-off associated with the main transmission in a schematic representation, Fig. 2 a tabular overview of possible operating conditions in which the power take-off of the manual transmission is operated according to the Fig. 1 is operable or operated and the switching elements to be operated for this purpose, Fig. 3 a modification of the manual transmission according to Fig. 1 with an additional area group in schematic representation and Fig. 4 a tabular overview of possible operating conditions in which the power take-off of the manual transmission is operated according to the Fig. 3 is or can be operated in a standstill gear and the switching elements to be operated for this purpose.

[0055] Fig. 1 shows a possible embodiment of a manual transmission 100, in particular an automated manual transmission 100, which can be used, for example, in or on a drive train of a motor vehicle, in particular a commercial vehicle. The manual transmission 100 is designed for a hybrid drive and has a transmission input shaft 1 as the first shaft, a transmission output shaft 2 as the second shaft, a further transmission input shaft 3, and an electric machine EM, which is drive-connected or can be drive-connected to the further transmission input shaft 3. The manual transmission 100 is connected via the transmission input shaft 1 to a (in the Fig. 1) drive machine, such as an internal combustion engine, and can, for example, be connected or connected in a rotationally fixed manner to an output shaft of the drive machine. The transmission input shaft 1 can be designed as a solid shaft. The further transmission input shaft 3 can be designed as a hollow shaft.

[0056] The manual transmission 100 has a main transmission HG with a plurality of gear planes, which preferably comprise a first gear plane R1, a second gear plane R2, a third gear plane R3, a fourth gear plane R4, and a fifth gear plane R5, of which at least some of the gear planes R1, R2, R3, R4, and R4 are coupled or can be coupled to a fourth shaft 4. The main transmission HG has, for example, two sub-transmissions, of which one sub-transmission comprises the first gear plane R1 and the second gear plane R2, and the other sub-transmission comprises the third gear plane R3, the fourth gear plane R4, and the fifth gear plane R5. For example, the fifth gear plane R5 forms an output constant.

[0057] The main transmission HG is preferably designed as a countershaft transmission, with the fourth shaft 4 forming a countershaft. In principle, the main transmission HG can also have two fourth shafts 4. In the event that the main transmission HG is designed as a countershaft transmission, the main transmission HG then has two countershafts. The first gear plane R1, the second gear plane R2, the third gear plane R3, the fourth gear plane R4 and the fifth gear plane R5 preferably have at least one fixed gear 11' or 12' or 13' or 14' or 15' and an associated idler gear 11 or 12 or 13 or 14 or 15, wherein the respective fixed gear 11' or 12' or 13' or 14' or 15' is assigned to the fourth shaft 4, in particular is connected to the fourth shaft 4 in a rotationally fixed manner.

[0058] The manual transmission 100 further comprises a planetary gear PG, which is preferably assigned to the electric machine EM and preferably forms an electric machine group EMG with the electric machine EM. The planetary gear PG is coupled or can be coupled to the main transmission HG. The planetary gear PG has a first gear element 1.1, a second gear element 1.2, and a third gear element 1.3. Preferably, the first gear element 1.1 is rotationally fixedly connected to the further transmission input shaft 3, and the second gear element 1.2 is rotationally fixedly connected to a fifth shaft 5. Preferably, the first gear element 1.1 is a sun gear, the second gear element 1.2 is a planetary gear carrier, in particular a web, and the third gear element 1.3 is a ring gear.

[0059] Furthermore, the manual transmission 100 has a plurality of shifting elements, preferably a first shifting element 10, a second shifting element 20, a third shifting element 30, a fourth shifting element 40, a fifth shifting element 50, a sixth shifting element 60, a seventh shifting element 70 as well as a first additional shifting element I and a second additional shifting element J, the selective switching of which effects different gear ratios between the transmission input shaft 1 and the transmission output shaft 2 and / or between the further transmission input shaft 3 and the transmission output shaft 2. One of the shift elements 10, 20, 30, 40, 50, 60, 70 of the main transmission HG, for example the sixth shift element 60, is provided to couple the transmission output shaft 2, in particular bypassing the gear planes R1, R2, R3, R4, R5, to the transmission input shaft 1, so that the manual transmission 100 is then in a direct gear.

[0060] In detail, the shift elements 10, 20, 30, 40, 50, 60, 70, 80 as well as the additional shift elements I and J can be arranged and switchable as follows. The first gear plane R1 can be coupled, in particular rotationally fixed, to the fifth shaft 5 via the first shift element 10 and the second gear plane R2 can be coupled, in particular rotationally fixed, to the fifth shaft 5 via the second shift element 20. The fifth shaft 5 can be coupled, in particular rotationally fixed, to the transmission input shaft 1 via the third shift element 30. Furthermore, the third gear plane R3 can be coupled, in particular rotationally fixed, to the transmission input shaft 1 via the fourth shift element 40 and the fourth gear plane R4 can be coupled, in particular rotationally fixed, to the transmission input shaft 1 via the fifth shift element 50. In addition, the transmission input shaft 1 can be coupled, in particular connected in a rotationally fixed manner, to the transmission output shaft 2 via the sixth switching element 60 and the fifth gear plane R5 via the seventh switching element 70.Furthermore, the transmission input shaft 1 can be coupled, in particular rotationally fixed, to the third transmission element 1.3 of the planetary gear transmission PG via the first additional shifting element I, and the third transmission element 1.3 of the planetary gear transmission PG can in turn be coupled, in particular rotationally fixedly connected, to a component G fixed to the housing. Preferably, the component G fixed to the housing is a component fixedly connected to the housing of the manual transmission 100 or an integral part of the housing itself.

[0061] The first shifting element 10 and / or the second shifting element 20 and / or the third shifting element 30 and / or the fourth shifting element 40 and / or the fifth shifting element 50 and / or the sixth shifting element 60 and / or the seventh shifting element 70 and / or the first additional shifting element I and / or the second additional shifting element J can be designed as an unsynchronized claw shifting element. With respect to the first shifting element 10, the second shifting element 20, the seventh shifting element 70, the first additional shifting element I, and the second additional shifting element J, synchronization can be actively carried out by means of the electric machine EM by utilizing a speed control of the electric machine EM.With regard to the third shifting element 30, the fourth shifting element 40, the fifth shifting element 50, and the sixth shifting element 60, synchronization can be actively carried out by means of a drive coupled to the transmission input shaft 1, for example, an internal combustion engine, by utilizing speed control of the internal combustion engine and / or superimposed operation of the planetary gear transmission PG. In superimposed operation, which is also referred to as EDS operation, the first transmission element 1.1 and the third transmission element 1.3 of the planetary gear transmission PG each form an input, and the second transmission element 1.2 forms an output, which is generated from a superimposition of the torques and / or movements of the first transmission element 1.1 and the third transmission element 1.3.

[0062] In addition to its power-transmitting function with respect to the transmission output shaft 2, the manual transmission 100 has another function. This function consists in the fact that a power take-off (PTO) can be driven or is driven by the manual transmission 100. For this purpose, the fourth shaft 4 has a coupling point 8 to which such a power take-off (PTO) can be coupled. In principle, the power take-off (PTO) can also be permanently connected to the coupling point 8.

[0063] The fourth shaft 4, and thus the PTO via the coupling point 8, can be driven when the manual transmission 100 is in a standstill gear. In the standstill gear, the transmission output shaft 2 is decoupled. If the manual transmission 100 is installed in a vehicle, the vehicle is thus at a standstill or in a non-driven state in the standstill gear.

[0064] By switching at least one of the switching elements 10, 20, 30, 40, 50, 60, 70, I, J, the fourth shaft 4 and thus the power take-off PTO can be connected to the transmission input shaft 1 and / or to the additional transmission input shaft 3 in the standstill gear, resulting in a series of possible drive states for the fourth shaft 4 and thus for the power take-off PTO. The drives are the electric motor EM coupled to the additional transmission input shaft 3 and / or a drive coupled to the transmission input shaft 1, such as an internal combustion engine.

[0065] Additionally or alternatively, it can be provided that the fourth shaft 4 and thus, via the coupling point 8, the power take-off (PTO) connected to it can be driven when the manual transmission 100 is in a drive gear. In the drive gear, the transmission output shaft 2 is operatively connected to the transmission input shaft 1 and / or the further transmission input shaft 3. If the manual transmission is installed in a vehicle, the vehicle is thus in a driving state in the drive gear.

[0066] In the drive gear, the fourth shaft 4 and thus the power take-off PTO can be or become drive-connected to the transmission input shaft 1 and / or to the additional transmission input shaft 3, resulting in a range of possible drive states for the fourth shaft 4 and thus for the power take-off PTO. The drives in the drive gear are the electric motor EM coupled to the additional transmission input shaft 3 and / or a drive coupled to the transmission input shaft 1, such as an internal combustion engine.

[0067] Fig. 2 shows a table overview of possible operating states in which the PTO coupled to the coupling point 8 of the fourth shaft 4 can be operated, for example, can be operated selectively. Fig. 2 shows the switching combinations to be carried out with regard to the first switching element 10, the second switching element 20, the third switching element 30, the fourth switching element 40, the fifth switching element 50, the sixth switching element 60 and the seventh switching element 70 as well as the first additional switching element I and the second additional switching element J. The first column shows the various operating states of the fourth shaft 4 for the power take-off PTO. The subsequent columns show the position of the switching elements 10, 20, 30, 40, 50, 60, 70, I, J, with crosses indicating that the respective switching element 10 or 20 or 30 or 40 or 50 or 60 or 70 or I or J is in a closed switch position. If no cross is indicated, the corresponding switching element 10 or 20 or 30 or 40 or 50 or 60 or 70 or I or J is open.

[0068] The Fig. 2 shows various operating states of the fourth shaft 4 for driving the power take-off PTO when the manual transmission 100 is in the standstill gear in which the transmission output shaft 2 is decoupled. Such a decoupling of the transmission output shaft 2 is achieved by at least the sixth shifting element 60 and the seventh shifting element 70 being opened. In the standstill gear, the fourth shaft 4 and thus the power take-off PTO coupled thereto can now be engaged in a driven manner, whereby the fourth shaft 4 or the power take-off PTO can also be engaged in a driving manner simultaneously with the engagement of the standstill gear.

[0069] In the operating conditions described in the Fig. 2 are designated PTO 1-E and PTO 4-E, the fourth shaft 4 and thus the power take-off PTO are drivingly connected to the transmission input shaft 1 and the further transmission input shaft 3 by the first shifting element 10, the third shifting element 30 and the second additional shifting element J being or being closed (PTO 1-E). Alternatively, in the standstill gear, the fourth shaft 4 and thus the power take-off PTO are drivingly connected to the transmission input shaft 1 and the further transmission input shaft 3 by the second shifting element 20, the third shifting element 30, the fifth shifting element 50 and the second additional shifting element J being or being closed (PTO 4-E).

[0070] In the PTO 1-E operating state and also in the PTO 4-E operating state, the fourth shaft 4 and thus the PTO power take-off can each be driven exclusively electrically via the electric motor EM or exclusively by a drive coupled to the transmission input shaft 1, such as an internal combustion engine. Combined operation by the electric motor EM and the drive coupled to the transmission input shaft 1 to drive the fourth shaft 4 is also possible. The PTO 1-E and PTO 4-E operating states differ in that in PTO 1-E the fourth shaft 4 is driven via the first gear plane R1 and in PTO 4-E the fourth shaft 4 is driven via the second gear plane R2.

[0071] In the operating conditions described in the Fig. 2 are designated PTO 2.1 and PTO 3.1, in the standstill gear the fourth shaft 4 is drivingly connected to the transmission input shaft 1 without an operative connection to the further transmission input shaft 3, in that the fourth shifting element 40 is or becomes closed (PTO 2.1) or the fifth shifting element 50 is or becomes closed (PTO 3.1), whereby the first shifting element 10 and the second shifting element 20 are or remain open. If necessary, the second additional shifting element J is or becomes closed. However, due to the open position of the first shifting element 10 and the second shifting element 20, it has no influence on the load path in the direction of the fourth shaft 4.

[0072] In the PTO 2.1 and PTO 3.1 operating states, the fourth shaft 4 and thus the PTO power take-off can be or are driven exclusively via the drive coupled to the transmission input shaft 1, such as an internal combustion engine. The PTO 2.1 operating state differs from the PTO 3.1 operating state in that in PTO 2.1 the gear plane for shifting the second gear of the manual transmission 100, namely the third gear plane R3, is used, via which the fourth shaft 4 and thus the PTO power take-off is or will be driven. In the PTO 3.1 operating state, by closing the fifth shift element 50, the gear plane of the third gear, namely the fourth gear plane R4, is used to drive the fourth shaft 4 and thus the PTO power take-off.

[0073] In the operating conditions described in the Fig. 2 are designated PTO 2.2, PTO 2.3, PTO 3.2 and PTO 3.3, the fourth shaft 4 and thus the power take-off PTO is drivingly connected to the transmission input shaft 1 and the further transmission input shaft 3 in that the first shifting element 10, the fourth shifting element 40 and the second additional shifting element J are or become closed (PTO 2.2) or the second shifting element 20, the fourth shifting element 40 and the second additional shifting element J are or become closed (PTO 2.3) or the first shifting element 10, the fifth shifting element 50 and the second additional shifting element J are or become closed (PTO 3.2) or the second shifting element 20, the fifth shifting element 50 and the second additional shifting element J are or become closed (PTO 3.3).

[0074] In the operating states PTO 2.2, PTO 2.3, PTO 3.2, and PTO 3.3, the fourth shaft 4 and thus the PTO power take-off can be driven exclusively via the drive coupled to the transmission input shaft 1, such as the internal combustion engine. In these operating states, by incorporating the planetary gear PG, the fourth shaft 4 and thus the PTO power take-off can also be driven by the drive coupled to the transmission input shaft 1 and, for example, additionally driving the electric motor EM.

[0075] In this combined operation, by closing the first shifting element 10 (PTO 2.2, PTO 3.2), the gear plane for the first gear, namely the first gear plane R1, is switched to the fourth shaft 4. Alternatively, by closing the second shifting element 20 (PTO 2.3, PTO 3.3), the gear plane for the fourth gear, namely the second gear plane R2, is switched to the fourth shaft 4. The electric motor EM is thus operatively connected to the fourth shaft 4. By closing the fourth switching element 40 (PTO 2.2, PTO 2.3) or by closing the fifth switching element 50 (PTO 3.1, PTO 3.2, PTO 3.3), the drive or the combustion engine coupled to the transmission input shaft 1 is connected to the fourth shaft 4 via the third gear plane R3 (PTO 2.2, PTO 2.3) or via the fourth gear plane R4 (PTO 3.2, 3.3).

[0076] In the operating conditions described in the Fig. 2 are designated EDP-1 and EDP-2, the fourth shaft 4 is in each case drive-connected to the transmission input shaft 1 and the further transmission input shaft 3 using the planetary gear PG in three-shaft operation. For this purpose, the first shifting element 10 and the first additional shifting element I are or will be closed (EDP-1). Alternatively, the second shifting element 20 and the first additional shifting element I are or will be closed (EDP-2). In the operating states EDP-1 and EDP-2, an electrodynamic drive is realized with respect to the fourth shaft 4 and thus to the power take-off PTO in the standstill gear of the manual transmission 100. This is made possible by the first additional shifting element I being or becoming closed and the second additional shifting element J being or will be opened.

[0077] The transmission input shaft 1 is then connected in a rotationally fixed manner to the third transmission element 1.3 of the planetary gear PG, so that the third transmission element 1.3 is used as the first input, the first transmission element 1.1 as the second input via the further transmission input shaft 3, and the fifth shaft 5 is used as the output or output of the planetary gear PG. In addition, the fifth shaft 5 is rotationally connected to the fourth shaft 4 via the gear plane for the first gear, namely the first gear plane R1 (EDP-1), or via the gear plane for the fourth gear, namely the second gear plane R2 (EDP-2). The fourth shaft 4 and thus the power take-off PTO can be set to the superposition operation described above within limits, in particular can be adjusted continuously by means of the speed or torque of the drive coupled to the transmission input shaft 1, the speed orthe torque of the electric machine EM and the gear plane connected to the fourth shaft 4, namely the first gear plane R1 or the second gear plane R2.

[0078] For example, the drive connected to the transmission input shaft 1, such as the internal combustion engine, can drive the vehicle, while the electric motor EM operates as a generator, generating electrical energy for an electrical storage device. In this operating state, the PTO rotates slowly with high torque. Alternatively, the drive connected to the transmission input shaft 1 and the electric motor can act as a drive, with the electric motor EM then being powered by electrical energy from the electrical storage device. In this case, the PTO rotates quickly.

[0079] In the Fig. 2 also shows various operating states of the fourth shaft 4 for driving the power take-off PTO for the case where the manual transmission 100 is shifted into the drive gear described above. The drive gear can be a forward gear or reverse gear, in which the fourth shaft 4 is or is driven via one of the gear planes R1, R2, R3, R4 and R5. Such a drive gear is, for example, the first forward gear, the second forward gear, the third forward gear, etc. In this operating state, the speed or torque of the fourth shaft 4 that occurs when shifting the forward gear or reverse gear is used and tapped via the coupling point 8 to drive the power take-off PTO. Additional actuation of switching elements is not required for this purpose.

[0080] In the Fig. 2 shows four such operating states by way of example, namely PTO 1, PTO 2, PTO 3 and PTO 4. In the PTO 1 operating state, the first shifting element 10, the third shifting element 30, the seventh shifting element 70 and the second additional shifting element J are closed. As a result, the gear plane for the first gear, namely the first gear plane R1, is switched to the fourth shaft 4. In the PTO 2 operating state, the fourth shifting element 40, the seventh shifting element 70 and the second additional shifting element J are closed. In this operating state, the gear plane for the second gear, namely the third gear plane R3, is switched to the fourth shaft 4. In the PTO 3 operating state, the fifth shifting element 50, the seventh shifting element 70 and the second additional shifting element J are closed. In this operating state, the gear plane for the third gear, namely the fourth gear plane R4, is switched to the fourth shaft 4.In the PTO 4 operating state, the second shift element 20, the third shift element 30, the seventh shift element 70, and the second additional shift element J are closed. In this operating state, the gear plane for the fourth gear, namely the second gear plane R2, is connected to the fourth shaft 4.

[0081] Further options for driving the fourth shaft 4 and thus the power take-off PTO in the drive gear of the manual transmission 100 exist in the event that the drive gear is a direct gear. In the direct gear, the transmission input shaft 1 and / or the further transmission input shaft 3 is operatively connected to the transmission output shaft 2, bypassing the gear planes R1, R2, R3, R4 and R5. By switching at least one of the switching elements 10, 20, 30, 40, 50, 60, 70, I, J, the fourth shaft 4 is now engaged in the load path for the direct gear, establishing a drive connection with the transmission input shaft 1 and / or with the further transmission input shaft 3, or the engagement of the fourth shaft 4 takes place simultaneously with the switching of the direct gear.

[0082] By switching at least one of the switching elements 10, 20, 30, 40, 50, 60, I, J, one of the gear planes R1, R2, R3, R4, R5 is selected, so that by selecting the gear plane R1 or R2 or R3 or R4 or R5, the drive power provided by the fourth shaft 4 for the power take-off PTO is or will be set to a desired value. For example, in the direct gear, the speed of the power take-off PTO can be varied compared to the speed of a drive coupled to the drive shaft 1, such as an internal combustion engine. For this purpose, a desired gear plane, which corresponds to a desired gear, is switched to the fourth shaft 4, whereby a speed factor of between approximately 0.5 and approximately 2.4 is generated.

[0083] In the direct gear, the fourth shaft 4 and thus the PTO are initially decoupled. This operating state is in the Fig. 2 is referred to as PTO 0. The direct gear enables the power take-off PTO to be deactivated as needed. As required, the fourth shaft 4, which is connected to the power path of the direct gear, can be decoupled without thereby canceling the set drive gear, namely the direct gear. The decoupling of the fourth shaft 4 is achieved, for example, when the seventh shift element 70 and the first additional shift element I as well as the second additional shift element J are open. In principle, it is also possible for the second additional shift element J to be closed, since the connection thereby established between the third transmission element 1.3 of the planetary gear PG and the component G fixed to the housing has no influence on the direct gear.

[0084] Alternatively or additionally, decoupling of the fourth shaft 4 is achieved when the first shifting element 10 and the second shifting element 20 are open, whereby the third shifting element 30 can be closed. Alternatively, the third shifting element 30 and the fourth shifting element 40 can also be open. In this case, either the first shifting element 10 or the second shifting element 20 is closed, provided the first additional shifting element 1 is open. In this case, the direct gear remains engaged.

[0085] In the operating state, which in the Fig. 2 is designated PTO 5.1, the fourth shaft 4 is driven in the direct gear by engaging the sixth shift element 60, the first shift element 10, the third shift element 30, and the second additional shift element J. As a result, the fourth shaft 4 is set to the lowest possible speed level. Accordingly, the PTO power take-off is driven at the lowest possible speed. In this operating state, the PTO power take-off is set to a minimum power output. The seventh shift element 70 is open in the PTO 5.1 operating state.

[0086] In the operating state, which in the Fig. 2 is designated PTO 5.4, the fourth shaft 4 is driven in direct gear by engaging the sixth shift element 60, the seventh shift element 70, and the second additional shift element J. In this case, the first shift element 10, the second shift element 20, the third shift element 30, and the fourth shift element 40 are open. As a result, the fourth shaft 4 is set to the highest possible speed level. The PTO power take-off is driven at the highest possible speed, so that the PTO power take-off is set to maximum power.

[0087] In the operating state, which in the Fig. 2 is designated PTO 5.2, the fourth shaft 4 is driven in the direct gear by closing the sixth switching element 60, the fourth switching element 40 and the second additional switching element J. In the operating state, which is shown in the Fig. 2 is designated PTO 5.3, the fourth shaft 4 is driven in the direct gear by the sixth shift element 60, the second shift element 20, the third shift element 30 and the second additional shift element J being closed. The PTO 5.2 and PTO 5.3 operating states are further adjustable operating states for the fourth shaft 4 and the PTO power take-off, respectively, in which the speed level is between the speed level of the PTO 5.1 operating state and the PTO 5.4 operating state. The PTO 5.2 and PTO 5.3 operating states provide further gradations by means of which the adjustability of the speed level for driving the PTO power take-off is expanded.

[0088] In the operating states PTO 5.1, PTO 5.2, PTO 5.3, PTO 5.4, the power take-off PTO is connected to the power flow acting on the transmission output shaft 2. In addition, with the manual transmission 100, it is also possible for the power take-off PTO to be selectively connected to a power flow generated exclusively by the electric motor EM. The power take-off PTO is then driven exclusively by the electric motor EM. This is achieved by the operating states described in the Fig. 2 are designated PTO 5.5 and PTO 5.6. The fourth shaft 4 is driven by the sixth shift element 60, the first shift element 10 and the second additional shift element J (PTO 5.5) or the second shift element 20 and the second additional shift element J (PTO 5.6) being closed, with the third shift element 30 being open. In the PTO 5.5 and PTO 5.6 operating states, the desired speed level for driving the power take-off PTO is set exclusively via the speed of the electric motor EM.

[0089] To drive the fourth shaft 4 or the power take-off PTO, electrodynamic operation in the drive gear is also possible - as already in the standstill gear. In this drive gear, the fourth shaft 4 is then operatively connected to the transmission output shaft 2 and the planetary gear PG is engaged in a three-shaft transmission, so that the planetary gear PG is operatively connected to the transmission input shaft 1, the further transmission input shaft 3 and, via the fourth shaft 4, to the transmission output shaft 2. The operating states that can be set for this purpose with the manual transmission 100 are described in the Fig. 2 are designated EDP-1 and EDP-2. If the manual transmission 100 is installed in a vehicle, the vehicle is in electrodynamic driving mode during EDP-1 and EDP-2 and is performing, for example, maneuvering or crawling.

[0090] In the EDP-1 operating state, the seventh shifting element 70 and the first additional shifting element I, as well as the first shifting element 10, are closed, while the second shifting element 20 is open. In the EDP-2 operating state, the seventh shifting element 70 and the first additional shifting element I, as well as the second shifting element 20, are closed, while the first shifting element 10 is open. In the EDP-1 and EDP-2 operating states, the third gear element 1.3 of the planetary gear PG is connected in a rotationally fixed manner to the gear input shaft 1 via the first additional shifting element I, so that the third gear element 1.3 is used as the first drive and the first gear element 1.1 of the planetary gear PG is used as the second drive, which is connected in a rotationally fixed manner to the electric motor via the additional gear input shaft 3. The second gear element 1.2 of the planetary gear PG is used as the output, which acts via the fifth shaft 5 with one of the switched gear levels and the switched gear level R1 or R2 on the fourth shaft 4. The drive speed of the power take-off PTO, i.e. the speed of the fourth shaft 4, is now dependent on the speed or speed of the transmission output shaft 2, but can be changed from slow (second gear level R2) to fast (first gear level R1) by selecting the first gear level R1 or the second gear level R2 of the main transmission HG. With regard to the electric motor EM, it is possible in this case to continuously adjust its operating mode by selecting the gear stage or gear level, the speed and power of the drive coupled to the transmission input shaft depending on the speed of the transmission output shaft and the desired input power for the power take-off PTO.

[0091] If the desired speed of the power take-off PTO is specified, selecting the first switching element 10 instead of the second switching element 20 can specifically specify whether the electric machine EM is or will be operated as a motor or generator. The first switching element 10 is engaged when the electric machine EM is supplied with sufficient electrical energy to operate. The second switching element 20 is engaged when the electric machine EM is supplied with insufficient electrical energy. The electric machine EM is then operated as a generator and driven by the drive coupled to the transmission input shaft 1 in order to recharge the electrical storage unit for the electric machine with electrical energy.

[0092] Fig. 3 shows a further embodiment of a manual transmission 200 for a hybrid drive, for example of a motor vehicle, which is a modification of the manual transmission 100 according to the Fig. 1. Components of the manual transmission 200, which are connected to components of the manual transmission 100 according to the Fig. 1 are identical or functionally equivalent, are provided with the same reference numerals; in this respect, reference is made to the description of the manual transmission 100 according to Fig. 1.

[0093] The manual transmission 200 according to the Fig. 3 differs from the manual transmission 100 according to the Fig. 1, among other things, in that it has a range group GP, which is coupled or can be coupled to the main transmission HG. The range group GP has at least one planetary gear set PS with a first gear element 2.1, a second gear element 2.2, and a third gear element 2.3. Preferably, the first gear element 2.1 is a sun gear, the second gear element 1.2 is a planetary gear carrier, in particular a planetary gear carrier, and the third gear element 2.3 is a ring gear.

[0094] It is provided that the first transmission element 2.1 is connected to a sixth shaft 6 and the second transmission element 2.2 is connected to the transmission output shaft 2 in a rotationally fixed manner. It is further provided that the transmission input shaft 1 can be coupled to the sixth shaft via the sixth shifting element 60, in particular can be connected in a rotationally fixed manner, the fifth gear plane R5 can be coupled to the sixth shaft 6 via the seventh shifting element 70, in particular can be connected in a rotationally fixed manner, the fifth gear plane R5 can be coupled to the second transmission element 2.2 of the planetary gear set PS via an eighth shifting element 80, in particular can be connected in a rotationally fixed manner, the third transmission element 2.3 of the planetary gear set PS can be coupled to a component fixed to the housing or the component G fixed to the housing via a ninth shifting element L, and the third transmission element 2.3 of the planetary gear set PS can be coupled to the transmission output shaft 2 via a tenth shifting element S, in particular can be connected in a rotationally fixed manner.

[0095] By means of the eighth shifting element 80, the ninth shifting element L, and the tenth shifting element S, the planetary gear set PS can be operated in superposition mode, in which the first transmission element 2.1 and the third transmission element 2.3 of the planetary gear set PS each form an input, and the second transmission element 2.2 forms the output, which is generated from a superposition of the torques and / or movements of the first transmission element 2.1 and the third transmission element 2.3. For this purpose, for example, at least the sixth shifting element 60 and the eighth shifting element 80 must be shifted. The manual transmission 200 can thus be shifted into gear stages, as required, in which the planetary gear set PS is operated without superposition or with superposition. By switching the planetary gear set PS to superposition mode, additional gear stages can be realized.

[0096] Preferably, the eighth shifting element 80 is designed as an unsynchronized claw shifting element. As with the manual transmission 100, synchronization can also be actively performed by means of the electric motor EM in the manual transmission 200 by utilizing or using a speed control of the electric motor EM. For this purpose, the eighth shifting element 80 is used in addition to the first shifting element 10, the second shifting element 20, the seventh shifting element 70, the first additional shifting element I, and the second additional shifting element J. Preferably, the ninth shifting element L and / or the tenth shifting element S are designed as synchronized shifting elements.

[0097] In the manual transmission 200, the standstill gear is achieved, for example, by the sixth shift element 60 and the seventh shift element 70 and / or the eighth shift element 80 being opened, or, for example, by the ninth shift element L and the sixth shift element 60 or the seventh shift element 70 or the eighth shift element 80 being opened. This achieves the decoupling of the transmission output shaft 2 intended for the standstill gear.

[0098] Fig. 4 shows a table overview of possible operating states in which the PTO coupled to the coupling point 8 of the fourth shaft 4 can be operated, for example, can be operated selectively. Fig. 4 is identical to the Fig. 2, but extended with regard to the eighth switching element 80, the ninth switching element L and the tenth switching element S.

[0099] The above to the Fig. 2, in which the PTO can be operated in the standstill gear of the manual transmission 100, are identically also in the manual transmission 200 according to the Fig. 3. For this purpose, the eighth shift element 80, the ninth shift element L and the tenth shift element S, which are additionally provided in the manual transmission 200 compared to the manual transmission 100, can remain open, so that the transmission output shaft 2 is decoupled.

[0100] The manual transmission 200 also enables the operating conditions in the standstill gear, which are in the Fig. 4 are designated PTO 5.1, PTO 5.2 and PTO 5.3. In the operating state PTO 5.1, the fourth shaft 4 and thus the power take-off PTO are drivingly connected to the transmission input shaft 1 without an operative connection to the further transmission input shaft 3, in that the sixth shift element 60 and the seventh shift element 70 are or will be closed and the first shift element 10, the second shift element 20 and the eighth shift element 80 are or will be opened. If necessary, the second additional shift element J is closed or will be closed, wherein due to the open position of the first shift element 10 and the second shift element 20, the closing of the additional shift element J has no effect on the switched load path in PTO 5.1. In this operating state, the fourth shaft 4 and thus the power take-off PTO can be driven exclusively via the transmission input shaft 1 and one or morethe drive connected to it, such as an internal combustion engine. For this purpose, the gear plane for the fifth gear, namely the fifth gear plane R5, is used, which can serve as the output constant in the manual transmission 100. In the PTO 5.1 operating state, the fifth gear plane R5 then serves as the drive constant with respect to the fourth shaft 4. In the PTO 5.1 operating state, a gear ratio with a large speed increase, for example, with a factor of approximately 2.4, is achieved between the transmission input shaft 1 and the fourth shaft 4 in the standstill gear of the manual transmission 100.

[0101] In addition, the electric motor EM can contribute to the fourth shaft 4 and thus to the power take-off PTO via the additional transmission input shaft 3. This is possible in the operating states PTO 5.2 and PTO 5.3 of the Fig. 4. In the operating states PTO 5.2 and PTO 5.3, the fourth shaft 4 is drivingly connected to the transmission input shaft 1 and the further transmission input shaft 3 using the planetary gear PG. For this purpose, the first shift element 10, the sixth shift element 60, the seventh shift element 70, and the second additional shift element J are closed or will be closed (PTO 5.2). Alternatively, this can also be achieved by the second shift element 20, the sixth shift element 60, the seventh shift element 70, and the second additional shift element J being closed or will be closed (PTO 5.3). The eighth shift element 80 remains open in PTO 5.2 and PTO 5.3.

[0102] To drive the PTO in the drive gear of the manual transmission 200, the Fig. 2 described operating states of the fourth shaft 4 also in the manual transmission 200 according to the Fig. 3. Regarding the operating states PTO 1, PTO 2, PTO 3 and PTO 4, the manual transmission 200 is or will be in accordance with the Fig. 3 In addition, either the ninth switching element L or the tenth switching element S is closed, depending on whether the slow group (ninth switching element L closed) or the fast group (tenth switching element S closed) is to be switched. In the Fig. 4 are marked with "[X]" for both the ninth shift element L and the tenth shift element S for the sake of simplicity, to indicate that either the ninth shift element L or the tenth shift element S is closed. The same applies to the operating states of the fourth shaft 4 in the direct gear as a drive gear (PTO 0, PTO 5.1, PTO 5.2, PTO 5.3, PTO 5.4.1, PTO 5.4.2, PTO 5.5, PTO 5.6).

[0103] Compared to the manual transmission 100 according to the Fig. 1 is in the manual transmission 200 according to the Fig.3 As an alternative to operating state 5.4, the fourth shaft 4 can be operated in the PTO operating state 5.4.2. In this PTO operating state 5.4.2, the fourth shaft 4 is driven by the fact that, in addition to the sixth shift element 60, the eighth shift element 80 and the second additional shift element J are or will be closed in order to drive the PTO power take-off with maximum power. Also with regard to the EDP-1 and EDP-2 operating states, in which the PTO power take-off is electrodynamically driven, due to the additional range group GP in the manual transmission 200, either the ninth shift element L or the tenth shift element S is closed, depending on whether the driving gear in question is to be implemented in the slow group or the fast group. Reference symbol 1 gearbox input shaft (first shaft) 2 Gearbox output shaft (second shaft) 3 additional transmission input shafts (third shaft) 4 fourth wave 5 fifth wave 6 sixth wave 8 coupling point HG main gearbox GP Area Group EMG Electrical Machinery Group EM electric machine PTO power take-off PG planetary gear PS planetary gear set 1.1 first gear link 1.2 second gear link 1.3 third gear link 2.1 first gear link 2.2 second gear link 2.3 third gear link R1 first wheel level R2 second wheel plane R3 third wheel plane R4 fourth wheel plane R5 fifth wheel level 11 first loose wheel 12 second idler gear 13 third idler gear 14 fourth idler gear 15 fifth idler gear 11' first fixed gear 12' second fixed gear 13' third fixed gear 14' fourth fixed gear 15' fifth fixed gear 10 first switching element 20 second switching element 30 third switching element 40 fourth switching element 50 fifth switching element 60 sixth switching element 70 seventh switching element 80 eighth switching element L ninth switching element S tenth switching element I first additional switching element J second additional switching element 100 manual transmissions 200 manual transmissions G Housing, housing-fixed component

Claims

[1] Manual transmission (100; 200) for a hybrid drive, for example of a motor vehicle, with a transmission input shaft (1) as the first shaft, a transmission output shaft (2) as the second shaft, a further transmission input shaft (3) as the third shaft, an electric machine (EM) which is drivingly connected or can be drivingly connected to the further transmission input shaft (3), with a main transmission (HG) having at least one fourth shaft (4) and a plurality of gear planes (R1, R2, R3, R4, R5) coupled thereto, with a planetary gear transmission (PG) assigned to the electric machine (EM) and coupled or capable of being coupled to the main transmission (HG), having a first transmission element (1.1), a second transmission element (1.2) and a third transmission element (1.3), and with a plurality of shifting elements (10, 20, 30, 40, 50, 60, 70, I, J), the selective switching of which effects different gear ratios between the transmission input shaft (1) and the transmission output shaft (2) and / or between the further transmission input shaft (3) and the transmission output shaft (2), wherein the manual transmission (100; 200) is operable in a standstill gear in which the transmission output shaft (2) is uncoupled, wherein the fourth shaft (4) has a coupling point (8) for coupling a power take-off (PTO) and in the standstill gear by switching at least one of the shifting elements (10, 20, 30, 40, 50, 60, 70, I, J), the fourth shaft (4) is connected via one of the gear planes (R1, R2, R3, R4, R5) of the main transmission (HG) with the transmission input shaft (1) and / or the further transmission input shaft (3) is connected in a drive-connected manner, . characterized bythat in the standstill gear the planetary gear (PG) is switched into a three-shaft operation in which the gear input shaft (1) is connected in a rotationally fixed manner to the third gear element (1.3) and the further gear input shaft (3) is connected in a rotationally fixed manner to the first gear element (1.1) of the planetary gear (PG) and the fourth shaft (4) is operatively connected to the second gear element (1.2) of the planetary gear (PG). [2] Manual transmission according to claim 1, characterized by that by switching at least one of the switching elements (10, 20, 30, 40, 50, 60, 70, I, J) one of the gear planes (R1, R2, R3, R4, R5) is selected, so that by selecting the gear plane (R1; R2; R3; R4; R5) the drive power provided by the fourth shaft (4) for the power take-off (PTO) is set to a desired value. [3] Manual transmission (100; 200) for a hybrid drive, for example of a motor vehicle, according to one of the preceding claims, with a transmission input shaft (1) as the first shaft, a transmission output shaft (2) as the second shaft, a further transmission input shaft (3) as the third shaft, an electric machine (EM) which is drivingly connected or can be drivingly connected to the further transmission input shaft (3), with a main transmission (HG) having at least one fourth shaft (4) and a plurality of gear planes (R1, R2, R3, R4, R5) coupled thereto, with a planetary gear transmission (PG) assigned to the electric machine (EM) and coupled or capable of being coupled to the main transmission (HG), having a first transmission element (1.1), a second transmission element (1.2) and a third transmission element (1.3), and with a plurality of shift elements (10, 20, 30, 40, 50, 60, 70, I, J), the selective switching of which brings about different gear ratios between the transmission input shaft (1) and the transmission output shaft (2) and / or between the further transmission input shaft (3) and the transmission output shaft (2), wherein the manual transmission (100; 200) is operable in a driving gear in which the transmission output shaft (2) is operatively connected to the transmission input shaft (1) and / or the further transmission input shaft (3). characterized by that the fourth shaft (4) has a coupling point (8) for coupling a power take-off (PTO) and in the drive gear the fourth shaft (4) is drivingly connected to the transmission input shaft (1) and / or the further transmission input shaft (3) via one of the gear planes (R1, R2, R3, R4, R5) of the main transmission (HG). [4] Manual transmission according to claim 3, characterized bythat in the drive gear the planetary gear (PG) is switched into a three-shaft operation in which the transmission input shaft (1) is connected in a rotationally fixed manner to the third transmission element (1.3) and the further transmission input shaft (3) is connected in a rotationally fixed manner to the first transmission element (1.1) of the planetary gear (PG) and the fourth shaft (4) is operatively connected to the second transmission element (1.2) of the planetary gear (PG). [5] Manual transmission according to claim 3 or 4, characterized by that the driving gear is a forward gear or reverse gear in which the fourth shaft (4) is driven via one of the wheel planes (R1, R2, R3, R4, R5). [6] Manual transmission according to claim 3 or 4, characterized bythat the driving gear is a direct gear in which the transmission input shaft (1) and / or the further transmission input shaft (3) is operatively connected to the transmission output shaft (2) bypassing the gear planes (R1, R2, R3, R4, R5), wherein in the direct gear by switching at least one of the switching elements (10, 20, 30, 40, 50, 60, 70, I, J) the fourth shaft (4) is switched on, establishing a drive connection with the transmission input shaft (1) and / or with the further transmission input shaft (3). [7] Manual transmission according to claim 6, characterized by that by switching at least one of the switching elements (10, 20, 30, 40, 50, 60, 70, I, J) one of the gear planes (R1, R2, R3, R4, R5) is selected, so that by selecting the gear plane (R1; R2; R3; R4; R5) the drive power provided by the fourth shaft (4) for the power take-off (PTO) is set to a desired value. [8] Manual transmission according to claim 6 or 7, characterized bythat in the direct gear the fourth shaft (4) is connected via one of the gear planes (R1, R2, R3, R4, R5) with the largest transmission ratio. [9] Manual transmission according to claim 6 or 7, characterized by that in the direct gear the fourth shaft (4) is connected via one of the gear planes (R1, R2, R3, R4, R5) with the smallest transmission ratio. [10] Manual transmission according to claim 6 or 7, characterized by that in the direct gear the fourth shaft (4) is connected via one of the gear planes (R1, R2, R3, R4, R5) which, with its gear ratio, lies between the gear plane (R5) with the smallest gear ratio and the gear plane (R1) with the largest gear ratio. [11] Manual transmission according to one of the preceding claims, characterized bythat with regard to the main transmission (HG), a first gear plane (R1), a second gear plane (R2), a third gear plane (R3), a fourth gear plane (R4) and a fifth gear plane (R5) are provided, each with at least one fixed gear (11', 12', 13', 14', 15') and an associated idler gear (11, 12, 13, 14, 15), and the respective fixed gear (11', 12', 13', 14', 15') is assigned to the fourth shaft (4), and with regard to the planetary gear transmission (PG), the first transmission element (1.1) is connected to the further transmission input shaft (3) and the second transmission element (1.2) are connected in a rotationally fixed manner to a fifth shaft (5), wherein the first gear plane (R1) is connectable to the fifth shaft (5) via a first shifting element (10) and the second gear plane (R2) via a second shifting element (20), the fifth shaft (5) is connectable to the transmission input shaft (1) via a third shifting element (30), the third gear plane (R3) is connectable to the transmission input shaft (1) via a fourth shifting element (40) and the fourth gear plane (R4) is connectable to the transmission input shaft (1) via a fifth shifting element (50), the transmission input shaft (1) is connectable to the transmission output shaft (2) via a sixth shifting element (60) and the fifth gear plane (R5) is connectable to the transmission output shaft (2) via a seventh shifting element (70), and the transmission input shaft (1) is connectable to the third transmission element (1.3) of the planetary gear train (PG) via a first additional shifting element (I) and the third transmission element (1.3) can be coupled to a housing-fixed component (G) via a second additional switching element (J). [12] Manual transmission according to claim 11, characterized by that in the standstill gear the transmission output shaft (2) is decoupled by the sixth switching element (60) and the seventh switching element (70) each being opened. [13] Manual transmission according to claim 11 or 12, characterized by that in the standstill gear the fourth shaft (4) is drivingly connected to the transmission input shaft (1) and the further transmission input shaft (3) in that the first switching element (10), the third switching element (30) and the second additional switching element (J) are closed or the second switching element (20), the third switching element (30), the fifth switching element (50) and the second additional switching element (J) are closed. [14] Manual transmission according to claim 11 or 12, characterized bythat in the standstill gear the fourth shaft (4) is drivingly connected to the transmission input shaft (1) without an operative connection to the further transmission input shaft (3) in that the fourth switching element (40) or the fifth switching element (50) is closed and the first switching element (10) and the second switching element (20) are open. [15] Manual transmission according to claim 11 or 12, characterized bythat in the standstill gear the fourth shaft (4) is drivingly connected to the transmission input shaft (1) and the further transmission input shaft (3) in that the first switching element (10), the fourth switching element (40) and the second additional switching element (J) are closed or the second switching element (20), the fourth switching element (40) and the second additional switching element (J) are closed or the first switching element (10), the fifth switching element (50) and the second additional switching element (J) are closed or the second switching element (20), the fifth switching element (50) and the second additional switching element (J) are closed. [16] Manual transmission according to claim 11 or 12, characterized bythat in the standstill gear, the fourth shaft (4) is drive-connected to the transmission input shaft (1) and the further transmission input shaft (3) using the planetary gear transmission (PG) in three-shaft operation, in that the first switching element (10) and the first additional switching element (I) are closed or the second switching element (20) and the first additional switching element (I) are closed. [17] Manual transmission according to one of claims 11 to 16, characterized by that in the direct gear the sixth switching element (60) is closed. [18] Manual transmission according to claim 17, characterized byin that in the direct gear the fourth shaft (4) is driven by the first switching element (10), the third switching element (30) and the second additional switching element (J) being additionally closed or the seventh switching element (70) and the second additional switching element (J) being closed or the fourth switching element (40) and the second additional switching element (J) being closed or the second switching element (20), the third switching element (30) and the second additional switching element (J) being closed or when the third switching element (30) is open the first switching element (10) or the second switching element (20) and the second additional switching element (J) are closed. [19] Manual transmission according to one of claims 11 to 16, characterized bythat in the drive gear the fourth shaft (4) is operatively connected to the transmission output shaft (2) and the planetary gear transmission (PG) is switched into three-shaft operation, so that the planetary gear transmission (PG) is operatively connected to the transmission input shaft (1), the further transmission input shaft (3) and via the fourth shaft (4) to the transmission output shaft (2) by the first switching element (10) or the second switching element (20), the seventh switching element (70) and the first additional switching element (I) being closed. [20] Manual transmission according to one of the preceding claims, characterized bythat the manual transmission (200) has a range group (GP) which is coupled or can be coupled to the main transmission (HG), which has at least one planetary gear set (PS) with a first transmission element (2.1), a second transmission element (2.2) and a third transmission element (2.3), wherein the first transmission element (2.1) is connected in a rotationally fixed manner to a sixth shaft (6) and the second transmission element (2.2) is connected in a rotationally fixed manner to the transmission output shaft (2), wherein the transmission input shaft (1) can be coupled to the sixth shaft (6) via the sixth shifting element (60), the fifth gear plane (R5) can be coupled to the sixth shaft (6) via the seventh shifting element (70), the fifth gear plane (R5) can be coupled to the second transmission element (2.2) of the planetary gear set (PS) via an eighth shifting element (80), the third transmission element (2.3) of the planetary gear set (PS) via a ninth switching element (L) with a housing-fixed component (G) and the third transmission element (2nd3) of the planetary gear set (PS) can be coupled to the transmission output shaft (2) via a tenth switching element (S). [21] Manual transmission according to claim 20, characterized by that in the standstill gear the transmission output shaft (2) is decoupled by the sixth shift element 60 and the seventh shift element 70 and / or the eighth shift element 80 being opened or the ninth shift element (L) and the sixth shift element (60) or the seventh shift element 70 or the eighth shift element 80 being opened. [22] Manual transmission according to claim 20 or 21, characterized by that in the standstill gear the fourth shaft (4) is drivingly connected to the transmission input shaft (1) without an operative connection to the further transmission input shaft (3) in that the sixth switching element (60) and the seventh switching element (70) are closed and the first switching element (10), the second switching element (20) and the eighth switching element (80) are open. [23] Manual transmission according to claim 20 or 21, characterized by that in the standstill gear, the fourth shaft (4) is drivingly connected to the transmission input shaft (1) and the further transmission input shaft (3) using the planetary gear train (PG) in that the first switching element (10), the sixth switching element (60), the seventh switching element (70) and the second additional switching element (J) are closed or the second switching element (20), the sixth switching element (60), the seventh switching element (70) and the second additional switching element (J) are closed. [24] Manual transmission according to claim 20 or 21, characterized by that in the driving gear as a direct gear the fourth shaft (4) is driven by the sixth switching element (60) being closed and additionally the ninth switching element (L) or the tenth switching element (S) being closed. [25] Method for controlling a manual transmission (100; 200) for a hybrid drive, for example of a motor vehicle, according to one of the preceding claims, with a transmission input shaft (1) as the first shaft, a transmission output shaft (2) as the second shaft, a further transmission input shaft (3) as the third shaft, an electric machine (EM) which is drivingly connected or can be drivingly connected to the further transmission input shaft (3), with a main transmission (HG) having at least one fourth shaft (4) and a plurality of gear planes (R1, R2, R3, R4, R5) coupled thereto, with a planetary gear transmission (PG) assigned to the electric machine (EM) and coupled or capable of being coupled to the main transmission (HG), having a first transmission element (1.1), a second transmission element (1.2) and a third transmission element (1.3), and with a plurality of shift elements (10, 20, 30, 40, 50, 60, 70, I, J), the selective switching of which brings about different gear ratios between the transmission input shaft (1) and the transmission output shaft (2) and / or between the further transmission input shaft (3) and the transmission output shaft (2), wherein the manual transmission (100; 200) is operable in a standstill gear in which the transmission output shaft (2) is decoupled, and / or wherein the manual transmission (100; 200) is operable in a driving gear in which the transmission output shaft (2) is operatively connected to the transmission input shaft (1) and / or the further transmission input shaft (3). characterized byin that, in order to drive a power take-off (PTO), the fourth shaft (4) is drivingly connected to the transmission input shaft (1) and / or the further transmission input shaft (3) via one of the gear planes (R1, R2, R3, R4, R5) of the main transmission (HG) when the manual transmission (100; 200) is operated in the standstill gear or the drive gear. [26] A computer program product comprising a program code stored on a computer-readable medium for carrying out a method according to claim 25. [27] Control and / or regulating device with a computer program product according to claim 26. [28] Hybrid drive for a motor vehicle with a manual transmission according to one of the preceding claims 1 to 24 and / or a computer program product according to claim 26.

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