Hybrid transmission, in particular a dual-clutch hybrid transmission

Abstract

Hybrid transmissions (10), in particular dual-clutch hybrid transmissions, - with an electric machine (12) which has a stator (14) and a rotor (16), - with a first clutch (K1) which has a first input side (K11) which can be connected to an output shaft of an internal combustion engine (22), a first output side (K12) which is non-rotatably connected to the rotor (16) of the electric machine (12), and a first power transmission area (K13), - with a first actuating unit (B1) which has a first actuating pressure chamber (B11) for actuating the first clutch (K1), - with a first sub-transmission (G1) which has a first sub-transmission input shaft (W1), with a second sub-transmission (G2) which has a second sub-transmission input shaft (W2), - with a double clutch (18) comprising a second clutch (K2) with a second input side (K21), a second output side (K22) and a second power transmission area (K23) and a third clutch (K3) with a third input side (K31), a third output side (K32) and a third power transmission area (K33), - with a second actuating unit (B2) which has a second actuating pressure chamber (B21) for actuating the second clutch (K2) and with a third actuating unit (B3) which has a third actuating pressure chamber (B31) for actuating the third clutch (K3), - wherein the second input side (K21) of the second clutch (K2) and the third input side (K31) of the third clutch (K3) are non-rotatably connected to the rotor (16) of the electric machine (12), wherein the second output side (K22) of the second clutch (K2) is non-rotatably connected to the first partial transmission input shaft (W1) and the third output side (K32) of the third clutch (K3) is non-rotatably connected to the second partial transmission input shaft (W2), - wherein the electric machine (12) radially surrounds the second clutch (K2) and the third clutch (K3), and wherein the second clutch (K2) radially surrounds the third clutch (K3), - wherein the second actuating unit (B2) and with it the second actuating pressure chamber (B21) are formed rotationally fixed to the rotor (16) and a second centrifugal oil chamber (B23) is provided, which is arranged on a side of a second actuating piston (B22) opposite the second actuating pressure chamber (B21), wherein a second centrifugal oil can be supplied to the second centrifugal oil chamber (B23) by means of a second centrifugal and cooling oil flow (38), characterized in that the second actuating pressure chamber (B21) of the second actuating unit (B2) lies radially completely outside the third actuating pressure chamber (B31) of the third actuating unit (B3).

Description

[0001] The invention relates to a hybrid transmission, in particular a dual-clutch hybrid transmission.

[0002] Dual-clutch hybrid transmissions are known from EP 2 287 487 A1 and WO 2018 / 054 413 A1, in which the power transmission areas of the clutches of a dual clutch are arranged radially surrounding each other. In these dual-clutch hybrid transmissions, housing-mounted hydraulic cylinders are used for actuating each respective dual clutch.

[0003] A dual-clutch hybrid transmission is already known from generic DE 10 2007 003 107 A1, comprising an electric machine having a stator and a rotor, a first clutch having a first input side that can be connected to an output shaft of an internal combustion engine, a first output side that is rotationally fixed to the rotor of the electric machine, a first actuating pressure chamber for actuating the first clutch and a first power transmission area, a first sub-transmission having a first sub-transmission input shaft, a second sub-transmission having a second sub-transmission input shaft, and a dual clutch comprising a second clutch with a second input side, a second output side, a second actuating pressure chamber and a second power transmission area, and a third clutch with a third input side and a third output side.comprising a third actuation pressure chamber and a third power transmission area, wherein the second input side of the second clutch and the third input side of the third clutch are rotationally fixed to the rotor of the electric machine, wherein the second output side of the second clutch is rotationally fixed to the first partial transmission input shaft and the third output side of the third clutch is rotationally fixed to the second partial transmission input shaft. The second actuation pressure chamber and the third actuation pressure chamber are rotationally fixed to the rotor. A second centrifugal oil chamber or "compensation chamber" is associated with the second actuation pressure chamber, and a third centrifugal oil chamber or "compensation chamber" is associated with the third actuation pressure chamber.

[0004] The invention is based in particular on the objective of providing an advantageously compact hybrid transmission, especially a dual-clutch hybrid transmission, with high efficiency. This objective is achieved by a hybrid transmission according to claim 1. Further developments of the invention are set forth in the dependent claims.

[0005] The invention relates to a hybrid transmission, in particular a dual-clutch hybrid transmission, with an electric machine comprising a stator and a rotor, a first clutch comprising a first input side connectable to an output shaft of an internal combustion engine, a first output side non-rotatably connected to the rotor of the electric machine, and a first power transmission area, a first actuating unit comprising a first actuating pressure chamber for actuating the first clutch, a first sub-transmission comprising a first sub-transmission input shaft, a second sub-transmission comprising a second sub-transmission input shaft, a dual clutch comprising a second clutch with a second input side, a second output side, and a second power transmission area, and a third clutch with a third input side.comprising a third output side and a third power transmission area, a second actuating unit having a second actuating pressure chamber for actuating the second clutch, and a third actuating unit having a third actuating pressure chamber for actuating the third clutch, wherein the second input side of the second clutch and the third input side of the third clutch are rotationally fixed to the rotor of the electric machine, wherein the second output side of the second clutch is rotationally fixed to the first partial transmission input shaft and the third output side of the third clutch is rotationally fixed to the second partial transmission input shaft, wherein the electric machine radially surrounds the second clutch and the third clutch, and wherein the second clutch radially surrounds the third clutch.

[0006] It is further assumed that the second actuating unit and with it the second actuating pressure chamber are designed to be rotationally fixed to the rotor and that a second centrifugal oil chamber is provided, which is arranged on a side of the second actuating piston opposite the second actuating pressure chamber, wherein a second centrifugal oil can be supplied to the second centrifugal oil chamber by means of a second centrifugal and cooling oil flow.

[0007] It is proposed that the second actuation pressure chamber of the second actuating unit be located radially completely outside the third actuation pressure chamber of the third actuating unit. Preferably, the distance of an innermost point of the second actuation pressure chamber to a rotational axis of the hybrid transmission is greater than the distance of an innermost point of the third actuation pressure chamber to a rotational axis of the hybrid transmission. Particularly preferably, a radially innermost point of the second actuation pressure chamber is arranged radially outside an outermost point of the third actuation pressure chamber and, in particular, is further away from a rotational axis of the hybrid transmission. This design of a hybrid transmission allows for high efficiency, especially in terms of installation space efficiency and / or component efficiency. In particular, and preferably with short electric motors, it enables a compact design with an advantageously short axial length.In particular, a more compact arrangement of the clutches can be achieved. By radially separating the actuating pressure chambers or arranging them one above the other, the supply of the pressure oil and the oil for the required centrifugal force compensation can be implemented in a shorter axial length, separated by plates, compared to two actuating pressure chambers arranged axially one behind the other. This also allows for axial and radial nesting of the double clutch within the installation space of the electric machine, with connection to the two sub-transmissions. Furthermore, an additional first clutch, in particular a disconnect clutch, can be provided.

[0008] In particular, the hybrid transmission is designed as a countershaft transmission and comprises a main axis of rotation and two secondary axes of rotation. A "main axis of rotation" is understood to be, in particular, an axis of rotation defined by at least one input shaft. A "secondary axis of rotation" is understood to be, in particular, an axis of rotation arranged parallel to the main axis of rotation and offset by a countershaft. The dual clutch is formed by the first clutch and the second clutch. Advantageously, the dual clutch is designed to be load-shiftable. The terms "axial" and "radial" in this context refer specifically to the main axis of rotation. In this context, a "rotational axis of the hybrid transmission" is understood to be, in particular, an axis of the main axis of rotation.

[0009] In this context, a "power transmission area" is understood to mean, in particular, an area in which, at least when the clutch is actuated, a power transmission, especially a positive and / or frictional power transmission, takes place between an input side of the respective clutch and the output side of the respective clutch. Preferably, the power transmission area is formed by a region of the clutch plates. In particular, the power transmission area is formed by a plate pack.

[0010] A rotationally fixed connection between two rotatably mounted elements means that the two elements are arranged coaxially and connected in such a way that they rotate at the same angular velocity. A rotationally fixed connection between a rotatably mounted element and a non-rotating housing part means that the element is connected to the housing in such a way that it can no longer rotate relative to the housing.

[0011] The first clutch is particularly designed as a first multi-plate clutch. Advantageously, the first clutch comprises a first inner plate carrier and a first outer plate carrier. Particularly advantageously, the first inner plate carrier carries at least one first inner plate and preferably a plurality of first inner plates. Furthermore, the first outer plate carrier particularly advantageously carries at least one first outer plate and preferably a plurality of first outer plates. Preferably, the at least one first inner plate and the at least one first outer plate, particularly preferably in an alternating arrangement, form a first plate pack. Preferably, the first plate pack forms the first power transmission area. Furthermore, the second clutch is particularly designed as a second multi-plate clutch. Advantageously, the second clutch comprises a second inner plate carrier and a second outer plate carrier.The second inner plate carrier advantageously carries at least one second inner plate and preferably a plurality of second inner plates. Furthermore, the second outer plate carrier advantageously carries at least one second outer plate and preferably a plurality of second outer plates. Preferably, the at least one second inner plate and the at least one second outer plate, particularly preferably in an alternating arrangement, form a second plate pack. Preferably, the second plate pack forms the second power transmission area. Furthermore, the third clutch is particularly well-designed as a third plate clutch. Advantageously, the third clutch comprises a third inner plate carrier and a third outer plate carrier. The third inner plate carrier advantageously carries at least one third inner plate and preferably a plurality of third inner plates.Furthermore, the third outer lamella carrier advantageously carries at least one third outer lamella and preferably a plurality of third outer lamellae. Preferably, the at least one third inner lamella and the at least one third outer lamella, particularly preferably in an alternating arrangement, form a third lamella pack. Preferably, the third lamella pack forms the third force transmission area.

[0012] Advantageously, the first and second sub-transmissions each comprise at least one shifting unit, and particularly advantageously a plurality of shifting units, at least one fixed gear, and advantageously a plurality of fixed gears, one of which is preferably configured as the output gear, and / or at least one loose gear, and advantageously a plurality of loose gears. In particular, the stator comprises a plurality of coils designed to generate a magnetic field. Furthermore, the rotor comprises, in particular, a plurality of magnets, advantageously permanent magnets, designed to interact with the magnetic field of the stator and to move the rotor relative to the stator. The term "designed" is understood to mean, in particular, specially designed and / or specially equipped.The fact that an object is intended for a specific function should be understood in particular to mean that the object fulfills and / or performs this specific function in at least one application and / or operating state.

[0013] Furthermore, it is proposed that the second actuation pressure chamber be arranged axially offset from the third actuation pressure chamber in the direction of the first sub-transmission. Preferably, the third actuation pressure chamber is arranged axially offset from the second actuation pressure chamber in the direction of the internal combustion engine. This allows for a compact design with an advantageously short axial length, particularly in the case of short electric motors. The supply of the pressure oil and the oil for the required centrifugal force compensation can be designed with a short, axially separated profile via plates. In particular, a reliable and compact oil flow can be achieved, bypassing the third actuation pressure chamber and leading to the second actuation pressure chamber.

[0014] Furthermore, it is proposed that the second and third actuation pressure chambers be arranged axially between the first sub-transmission and the dual clutch. Preferably, the second and third actuation pressure chambers are each arranged axially between the sub-transmissions and the dual clutch. This allows for a compact design with an advantageously short axial length, particularly in the case of short electric motors.

[0015] It is further proposed that the second power transmission area be arranged to completely overlap the second actuation pressure chamber radially. Preferably, the second power transmission area extends completely radially across the second actuation pressure chamber. It is particularly preferred that the second actuation pressure chamber is completely radially overlapped by the second power transmission area. It is especially preferred that the minimum distance of the second power transmission area to the axis of rotation of the hybrid transmission is less than or equal to the minimum distance of the second actuation pressure chamber to the axis of rotation of the hybrid transmission, and simultaneously, the maximum distance of the second power transmission area to the axis of rotation of the hybrid transmission is greater than or equal to the maximum distance of the second actuation pressure chamber to the axis of rotation of the hybrid transmission.The term "maximum distance" refers specifically to the distance of the furthest point from the rotational axis of the hybrid transmission. This allows for a particularly high degree of installation space efficiency.

[0016] It is further proposed that the third actuation pressure chamber be arranged to partially overlap the third force transmission area radially and extend partially into a region located radially within the third force transmission area. Preferably, the third actuation pressure chamber extends partially radially across the third force transmission area. Preferably, the third force transmission area is partially overlapped radially by the third actuation pressure chamber.Particularly preferred, this is understood to mean that the minimum distance of the third actuation pressure chamber to the rotational axis of the hybrid transmission is smaller than the minimum distance of the third power transmission area to the rotational axis of the hybrid transmission, and simultaneously, the maximum distance of the third actuation chamber to the rotational axis of the hybrid transmission is greater than the minimum distance of the third power transmission area to the rotational axis of the hybrid transmission. This allows for a particularly advantageously high installation space efficiency.

[0017] Furthermore, it is proposed that the first power transmission section be arranged radially within the rotor. Preferably, the first power transmission section is arranged radially completely within and axially at the level of the rotor. Preferably, the rotor completely overlaps the first power transmission section. This allows for an advantageously axially compact hybrid transmission. In particular, an advantageously compact arrangement of a disconnect clutch can be achieved.

[0018] Furthermore, it is proposed that the first power transmission area be arranged axially on a side of the second power transmission area facing away from the second actuation pressure chamber. Preferably, the first power transmission area is arranged axially on a side of the second power transmission area facing the combustion engine. Even more preferably, the first power transmission area is arranged radially at the same level as the second power transmission area. This allows for a suitably compact hybrid transmission.

[0019] It is further proposed that the first actuation pressure chamber be arranged radially within the first power transmission area. Preferably, a radially innermost point of the first power transmission area is arranged radially outside an outermost point of the first actuation pressure chamber and, in particular, further away from an axis of rotation of the hybrid transmission. This allows for an advantageously axially compact hybrid transmission.

[0020] It is further proposed that the third power transmission area be arranged radially within the second power transmission area and axially overlapping the second power transmission area. Preferably, the smallest distance of a radially innermost point of the second power transmission area is greater than or equal to the smallest distance of an outermost point of the third power transmission area. This allows for the provision of an advantageously axially compact hybrid transmission.

[0021] Furthermore, it is proposed that the first output side is formed by a first outer plate carrier and the first input side by a first inner plate carrier. It is further proposed that the second input side is formed by a second inner plate carrier. It is further proposed that the second output side is formed by a second outer plate carrier. It is further proposed that the third input side is formed by a third outer plate carrier. It is further proposed that the third output side is formed by a third inner plate carrier. It is also proposed that the second partial transmission input shaft be designed as a hollow shaft. Preferably, the first partial transmission input shaft is designed as a solid shaft. This design of a hybrid transmission allows for high efficiency, particularly in terms of installation space and / or component efficiency.In particular, especially with short electric machines, a compact design with an advantageously short axial length can be made possible.

[0022] In the following, a "gear plane" shall be understood to mean, in particular, a gear plane that has at least one gear pair with at least two meshing gears, which are provided for the transmission of power in at least one of the gear stages. Preferably, all gears within a gear plane are operatively connected to each other in pairs. For example, several gear pairs form a single gear plane if the different gear pairs have at least one common fixed gear or at least one common loose gear. In particular, the loose gears may have double teeth. A "double gear plane" shall be understood to mean, in particular, a gear plane with exactly two gear pairs.A "fixed gear" is understood to mean, in particular, a gear in a gear plane that is permanently and rotationally fixed to one of the input shafts or one of the countershafts, on which at least one loose gear is arranged. A "loose gear" is understood to mean, in particular, a single gear in a gear plane rotatably arranged relative to a shaft, which is only permanently and rotationally fixed to at least one coupling element of a switching unit.

[0023] The hybrid transmission according to the invention is not intended to be limited to the application and embodiment described above. In particular, the hybrid transmission according to the invention may, in order to fulfill a function described herein, have a different number of individual elements, components and units than the number mentioned herein.

[0024] Further advantages will become apparent from the following description of the figures. The figure illustrates an embodiment of the invention. The figure, the figure description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations.

[0025] Fig. Figure 1 shows a schematic representation of a hybrid drive system 11 of a motor vehicle not shown in detail. The hybrid drive system 11 is designed as a dual-clutch hybrid drive system. The hybrid drive system 11 includes the hybrid transmission 10. The hybrid transmission 10 is designed as a dual-clutch hybrid transmission.

[0026] The hybrid transmission 10 includes a drive shaft 20. Furthermore, the hybrid drive system 11 includes an internal combustion engine 22. The internal combustion engine 22 is designed to drive the drive shaft 20. The drive shaft 20 can be coupled to the internal combustion engine 22. The drive shaft 20 is coupled to the internal combustion engine 22. The internal combustion engine 22 includes a crankshaft. The crankshaft is permanently and rotationally fixed to the drive shaft 20. The crankshaft and the drive shaft 20 are coupled to each other without a disengaging clutch. The hybrid drive system 11 includes a dual-mass flywheel 24. The dual-mass flywheel 24 is designed to reduce torsional vibrations. The crankshaft and the drive shaft 20 are permanently and rotationally fixed to each other via the dual-mass flywheel 24. The dual-mass flywheel 24 allows a slight relative rotation of the drive shaft 20 relative to the crankshaft within a limited angular range.

[0027] The hybrid transmission 10 further comprises an electric machine 12. The electric machine 12 is ring-shaped. The electric machine 12 has a stator 14. The electric machine 12 has a rotor 16.

[0028] The hybrid transmission 10 comprises a first clutch K1. The first clutch K1 has a first input side K11, which can be connected to an output shaft of the internal combustion engine 22. The input side K11 is rotationally fixed to the drive shaft 20 of the hybrid transmission 10. The drive shaft 20 is guided radially within the first clutch K1 from a side connected to the internal combustion engine 22 to a side of the first clutch K1 facing axially away from the internal combustion engine 22. Furthermore, the first clutch K1 has a first output side K12. The first output side K12 is rotationally fixed to the rotor 16 of the electric machine 12. The first clutch K1 also comprises a first power transmission section K13. In an actuated state of the first clutch K1, the power transmission section K13 is designed to transmit power between the input side K11 and the output side K12. The first clutch K1 is designed as a first multi-plate clutch.The first coupling K1 comprises a first inner plate carrier and a first outer plate carrier. The first inner plate carrier carries a plurality of first inner plates. Furthermore, the first outer plate carrier carries a plurality of first outer plates. The first inner plates and the first outer plates form a first plate pack in an alternating arrangement. The first plate pack forms the first power transmission area K13. Furthermore, the first output side K12 of the first coupling K1 is formed by a first outer plate carrier, and the first input side K11 of the first coupling K1 is formed by a first inner plate carrier. However, a different configuration of the first output side K12 and the first input side K11, which would appear sensible to a person skilled in the art, would also be conceivable, in particular a reversed configuration.

[0029] The first power transmission area K13 of the first coupling K1 is arranged radially inside the rotor 16. The first coupling K1 is arranged entirely radially inside the rotor 16. Furthermore, the first coupling K1 is arranged axially at the level of the rotor 16 of the electric machine 12. The rotor 16 completely overlaps the first coupling K1 axially.

[0030] Furthermore, the hybrid transmission 10 comprises a first actuating unit B1. The first actuating unit B1 is designed as a first hydraulic actuating unit, in particular a first oil hydraulic actuating unit. The first actuating unit B1 is intended for actuating the first clutch K1.

[0031] A first actuating oil flow 26 can be supplied to the first actuating unit B1. This first actuating oil flow 26 can be supplied to the first actuating unit B1 from the side of the first actuating unit B1 facing the internal combustion engine 22. A centrifugal and cooling oil flow 28 can also be supplied to the first actuating unit B1. This centrifugal and cooling oil flow 28 can be supplied to the first actuating unit B1 from the side of the first actuating unit B1 facing the internal combustion engine 22. The centrifugal and cooling oil flow 28 runs in the same housing 54 as the first actuating oil flow 26, but in separate channels, until it reaches the first actuating unit B1. The first actuating unit B1 is rotationally fixed to the rotor 16.

[0032] The first actuating unit B1 comprises a first actuating piston B12. The first actuating piston B12 is arranged to be axially movable. The first actuating piston B12 is rotatably arranged relative to the housing 54. The first actuating unit B1 has a first actuating pressure chamber B11. The first actuating piston B12 axially delimits the first actuating pressure chamber B11 on a side facing away from the internal combustion engine 22. The first actuating pressure chamber B11 is provided for actuating the first clutch K1. The first actuating pressure chamber B11 is arranged radially within the first power transmission area K13. The first actuating pressure chamber B11 is arranged radially completely within the first power transmission area K13.

[0033] A first actuating oil can be supplied to the first actuating pressure chamber B11 by means of the first actuating oil flow 26. A first actuating oil pressure can be built up in the first actuating pressure chamber B11. The first actuating piston B12 can be actuated by means of this first actuating oil pressure. The axial position of the first actuating piston B12 can be controlled by means of this first actuating oil pressure. At a high first actuating oil pressure, the first actuating piston B12 is intended to compress the first clutch pack. At this high first actuating oil pressure, the first actuating piston B12 is intended to close the first clutch K1. At a low first actuating oil pressure, for example, a first return spring (not shown in detail) is intended to remove the first actuating piston B12 from the first clutch K1.

[0034] The first actuating unit B1 further comprises a first centrifugal oil chamber B13. The first centrifugal oil chamber B13 is arranged radially within the first power transmission area K13. The first centrifugal oil chamber B13 is arranged at least partially axially within a region of the first power transmission area K13. The first centrifugal oil chamber B13 is located on a side of the first actuating piston B12 opposite the first actuating pressure chamber B11. A first centrifugal oil can be supplied to the first centrifugal oil chamber B13 by means of the first centrifugal and cooling oil flow 28, particularly when the clutch K1 is in the open position. The first centrifugal oil chamber B13 is designed to compensate for centrifugal forces. A portion of the first centrifugal oil chamber B13 is configured as a first piston guide chamber for the first actuating piston B12.

[0035] The hybrid transmission 10 comprises a first sub-transmission G1. The first sub-transmission G1 is designed, for example, for shifting odd-numbered gears. The first sub-transmission G1 has a first input shaft W1. The first input shaft W1 is designed as a radially inner input shaft. The first input shaft W1 is designed as a solid shaft. Furthermore, the first sub-transmission G1 has a parking lock 30. However, it is also conceivable to design the first input shaft W1 as a hollow shaft. The hybrid transmission 10 comprises a second sub-transmission G2. The second sub-transmission G2 is designed, for example, for shifting even-numbered gears. The second sub-transmission G2 has a second input shaft W2. The second input shaft W2 is designed as a hollow shaft.The second partial transmission input shaft W2 partially surrounds the first partial transmission input shaft W1 and is arranged radially around the first partial transmission input shaft W1.

[0036] The sub-transmissions G1 and G2 have a total of five gear levels Z1-Z5, specifically a first gear level Z1, a second gear level Z2, a third gear level Z3, a fourth gear level Z4, and a fifth gear level Z5. The gear levels Z1-Z5 are numbered according to their arrangement, particularly with increasing axial distance from the internal combustion engine 22. The first gear level Z1 is designed as a double gear level. Furthermore, the fifth gear level Z5 is also designed as a double gear level. The first sub-transmission G1 has shift gears in the third gear level Z3, in the fourth gear level Z4, and in the fifth gear level Z5. Furthermore, the second sub-transmission G2 has shift gears in the first gear level Z1 and in the second gear level Z2.

[0037] The sub-transmissions G1 and G2 also have five switching units S1-S5. The switching units S1-S5 are designed to establish switchable torque-transmitting connections between fixed gears and loose gears of the sub-transmissions G1 and G2.

[0038] The hybrid transmission 10 comprises a first countershaft W3. The first countershaft W3 is arranged parallel to the partial transmission input shafts W1 and W2. The hybrid transmission 10 also comprises a second countershaft W4. The second countershaft W4 is arranged parallel to the partial transmission input shafts W1 and W2. The hybrid transmission 10 has a first output gear 32 located on the first partial transmission input shaft W1. Furthermore, the hybrid transmission 10 has a second output gear 34 located on the second partial transmission input shaft W2. The output gears 32 and 34 are arranged axially between the gear planes Z1-Z5 and the electric machine 12. Two of the five shift units S1-S5, S4 and S5, are located on the first countershaft W3. Three of the five shift units S1-S5, S1-S3, are located on the second countershaft W4.

[0039] Furthermore, the hybrid transmission 10 has a dual clutch 18. The dual clutch 18 is coupled to an output side K12 of the first clutch K1. The dual clutch 18 has a second clutch K2. The second clutch K2 is designed as a multi-plate clutch. The second clutch K2 has a second input side K21, a second output side K22, and a second power transmission area K23. In an actuated state of the second clutch K2, the second power transmission area K23 is designed to transmit power between the second input side K21 and the second output side K22. The second clutch K2 comprises a second inner plate carrier and a second outer plate carrier. The second inner plate carrier carries a plurality of second inner plates. Furthermore, the second outer plate carrier carries a plurality of second outer plates.The second inner lamellae and the second outer lamellae form a second lamella pack in an alternating arrangement. This second lamella pack forms the second power transmission area K23. Furthermore, the second input side K21 is formed by the second inner lamella carrier. The second output side K22 is formed by the second outer lamella carrier. The second input side K21 is rotationally fixed to the rotor 16.

[0040] The second clutch K2 is assigned to the first sub-transmission G1. The second output side K22 of the second clutch K2 is rotationally fixed to the first sub-transmission input shaft W1 of the first sub-transmission G1. The second output side K22 of the second clutch K2 is rotationally fixed to the first sub-transmission input shaft W1 of the first sub-transmission G1 on the side of the second clutch K2 facing the first clutch K1.

[0041] The dual clutch 18 further comprises a third clutch K3. The third clutch K3 is designed as a multi-plate clutch. The third clutch K3 has a third input side K31, a third output side K32, and a third power transmission area K33. In an actuated state of the third clutch K3, the third power transmission area K33 is designed to transmit power between the third input side K31 and the third output side K32. The third clutch K3 includes a third inner plate carrier and a third outer plate carrier. The third inner plate carrier carries a plurality of third inner plates. Furthermore, the third outer plate carrier carries a plurality of third outer plates. The third inner plates and the third outer plates form a third plate pack in an alternating arrangement. The third plate pack forms the third power transmission area K33.The third input side K31 is formed by the third outer vane carrier. Furthermore, the third output side K32 is formed by the third inner vane carrier. The third input side K31 is rotationally fixed to the rotor 16.

[0042] The third clutch K3 is assigned to the second sub-transmission G2. The third output side K32 of the third clutch K2 is rotationally fixed to the second sub-transmission input shaft W2 of the second sub-transmission G2.

[0043] The double clutch 18 consists of the second clutch K2 and the third clutch K3. The second clutch K2 radially surrounds the third clutch K3. The third clutch K3 is arranged radially inside the second clutch K2. The second clutch K2 and the third clutch K3 have essentially the same axial extent. The electric machine 12 radially surrounds the second clutch K2 and the third clutch K3. The third power transmission area K33 of the third clutch K3 is arranged radially inside the second power transmission area K23 of the second clutch K2 and axially overlapping the second power transmission area K23. Furthermore, the second input side K21 of the second clutch K2 and the third input side K31 of the third clutch K3 are rotationally fixed to the rotor 16 of the electric machine 12.The second input side K21 of the second coupling K2 and the third input side K31 of the third coupling K3 are rotationally fixed to the output side K12 of the first coupling K1 via the rotor 16. The second coupling K2 and the third coupling K3 share a common lamellar carrier to reduce the installation space required for the radial connection.

[0044] The hybrid transmission 10 comprises a second actuating unit B2. The second actuating unit B2 is arranged radially in the area of ​​the dual clutch 18. The second actuating unit B2 is arranged axially between the second power transmission area K23 and the sub-transmissions G1, G2. The second actuating unit B2 is designed as a second hydraulic actuating unit, in particular a second oil hydraulic actuating unit. The second actuating unit B2 is designed to actuate the second clutch K2. The second actuating unit B2 is rotationally fixed to the rotor 16.

[0045] A second actuating oil flow 36 can be supplied to the second actuating unit B2. This second actuating oil flow 36 is limited by walls and supplied to the second actuating unit B2 in a radial direction from the second partial transmission input shaft W2. The second actuating oil flow 36 runs section by section along the second partial transmission input shaft W2. A second centrifugal and cooling oil flow 38 can be supplied to the second actuating unit B2. This second centrifugal and cooling oil flow 38 is limited by walls and supplied to the second actuating unit B2 in a radial direction from the second partial transmission input shaft W2. The second centrifugal and cooling oil flow 38 runs section by section parallel to the second partial transmission input shaft W2. The second actuating oil flow 36 and the second centrifugal and cooling oil flow 38 run in separate channels section by section parallel to the second partial transmission input shaft W2.

[0046] The second actuating oil flow 36 is advantageously separated from the centrifugal and cooling oil flow 38 by a partition 52. The partition 52 is advantageously designed as a sheet metal wall. The partition 52 essentially has a disc shape, which is arranged perpendicular to the axis of rotation 50.

[0047] The second actuating unit B2 comprises a second actuating piston B22. The second actuating piston B22 is arranged to be axially movable. The second actuating unit B2 has a second actuating pressure chamber B21. The second actuating piston B22 axially delimits the second actuating pressure chamber B21 on a side facing the internal combustion engine 22. The second force transmission area K23 is arranged to completely overlap the second actuating pressure chamber B21 radially. The second force transmission area K23 extends radially completely across the second actuating pressure chamber B21.

[0048] The second actuating piston B22 is rotatably mounted relative to the housing 54.

[0049] A second actuating oil can be supplied to the second actuating pressure chamber B21 by means of the second actuating oil flow 36. A second actuating oil pressure can be built up in the second actuating pressure chamber B21. The second actuating piston B22 can be actuated by means of this second actuating oil pressure. The axial position of the second actuating piston B22 can be controlled by means of this second actuating oil pressure. At a high second actuating oil pressure, the second actuating piston B22 is intended to compress the second lamellar pack of the second power transmission area K23. At this high second actuating oil pressure, the second actuating piston B22 is intended to close the second clutch K2. The second actuating pressure chamber B21 is intended for actuating the second clutch K2.For example, in the case of a low second actuating oil pressure, a second return spring (not shown in detail) is provided to remove the second actuating piston B22 from the second clutch K2.

[0050] The second actuating unit B2 has a second centrifugal oil chamber B23. The second centrifugal oil chamber B23 is arranged axially between the dual clutch 18 and the sub-transmissions G1, G2. The second centrifugal oil chamber B23 is located on a side of the second actuating piston B22 opposite the second actuating pressure chamber B21. A second centrifugal oil can be supplied to the second centrifugal oil chamber B23 by means of the second centrifugal and cooling oil flow 38, particularly when the second clutch K2 is open. The second centrifugal oil chamber B23 is designed to compensate for centrifugal forces. A portion of the second centrifugal oil chamber B23 is configured as a second piston guide chamber for the second actuating piston B22.

[0051] The hybrid transmission 10 further comprises a third actuating unit B3. The third actuating unit B3 is arranged radially within the second actuating unit B2. The third actuating unit B3 is arranged axially between the first clutch K1 and the sub-transmissions G1, G2. The third actuating unit B3 is designed as a third hydraulic actuating unit, in particular a third oil-hydraulic actuating unit. The third actuating unit B3 is designed to actuate the third clutch K3. The third actuating unit B3 is rotationally fixed to the rotor 16.

[0052] A third actuating oil flow 40 can be supplied to the third actuating unit B3. This third actuating oil flow 40 can be supplied to the third actuating unit B3 in a radial direction from the second partial transmission input shaft W2. The third actuating oil flow 40 runs section by section along the second partial transmission input shaft W2. Furthermore, a third centrifugal and cooling oil flow 42 can be supplied to the third actuating unit B3. The third centrifugal and cooling oil flow 42 can be supplied to the third actuating unit B3 in a radial direction from the second partial transmission input shaft W2. The third centrifugal and cooling oil flow 42 runs section by section along the second partial transmission input shaft W2. The third actuating oil flow 40 and the third centrifugal and cooling oil flow 42 run section by section parallel to the second partial transmission input shaft W2.

[0053] The third actuating unit B3 comprises a third actuating piston B32. The third actuating piston B32 is arranged to be axially movable. The third actuating piston B32 is rotatably mounted relative to the housing 54. The third actuating piston B32 is arranged radially within the second actuating piston B22. The third actuating piston B32 is arranged axially, at least partially, within a region of the second actuating piston B22. The third actuating unit B3 has a third actuating pressure chamber B31. The third actuating piston B32 axially delimits the third actuating pressure chamber B31 on a side facing the internal combustion engine 22. The third actuating pressure chamber B31 is arranged to partially overlap the third power transmission region K33 radially and extends partially into a region located radially within the third power transmission region K33.The third actuation pressure chamber B31 extends radially partially over the third power transmission area K33. The maximum distance of the third actuation pressure chamber B31 to the rotation axis 50 of the hybrid transmission 10 is greater than the minimum distance of the third power transmission area K33 to the rotation axis 50 of the hybrid transmission 10.

[0054] The second actuation pressure chamber B21 of the second actuation unit B2 is located radially outside the third actuation pressure chamber B31 of the third actuation unit B3. The distance of an innermost point of the second actuation pressure chamber B21 to the axis of rotation 50 of the hybrid transmission 10 is greater than the distance of an innermost point of the third actuation pressure chamber B31 to an axis of rotation 50 of the hybrid transmission 10. A radially innermost point of the second actuation pressure chamber B21 is located radially outside an outermost point of the third actuation pressure chamber B31 and is further away from the axis of rotation 50 of the hybrid transmission 10. Furthermore, the second actuation pressure chamber B21 is axially offset relative to the third actuation pressure chamber B31 in the direction of the first sub-transmission G1. The second actuation pressure chamber B21 is axially completely offset relative to the third actuation pressure chamber B31 in the direction of the first sub-transmission G1.The second actuation pressure chamber B21 and the third actuation pressure chamber B31 are arranged axially between the second sub-gearbox G2 and the second power transmission area K23 and the third power transmission area K33, respectively.

[0055] A third actuating oil can be supplied to the third actuating pressure chamber B31 by means of the third actuating oil flow 40. A third actuating oil pressure can be built up in the third actuating pressure chamber B31. The third actuating piston B32 can be actuated by means of this third actuating oil pressure. The axial position of the third actuating piston B32 can be controlled by means of this third actuating oil pressure. At a high third actuating oil pressure, the third actuating piston B32 is intended to compress the third lamellar pack of the third power transmission area K33. At this high third actuating oil pressure, the third actuating piston B32 is intended to close the third clutch K3. The third actuating pressure chamber B31 is intended for actuating the third clutch K3.For example, in the case of a low third actuating oil pressure, a third return spring (not shown in detail) is provided to remove the third actuating piston B32 from the third clutch K3.

[0056] The third actuating unit B3 has a third centrifugal oil chamber B33. The third centrifugal oil chamber B33 is arranged radially within the second centrifugal oil chamber B23. The third centrifugal oil chamber B33 is arranged axially between the dual clutch 18 and the sub-transmissions G1, G2. The third centrifugal oil chamber B33 is located on a side of the third actuating piston B32 opposite the third actuating pressure chamber B31. A third centrifugal oil can be supplied to the third centrifugal oil chamber B33 by means of the third centrifugal and cooling oil flow 42, particularly when the third clutch K3 is open. The third centrifugal oil chamber B33 is designed to compensate for centrifugal forces. A portion of the third centrifugal oil chamber B33 is configured as a second piston guide chamber for the third actuating piston B32.

[0057] The second centrifugal and cooling oil flow 38 and the third centrifugal and cooling oil flow 42 run section by section over the second partial transmission input shaft W2.

[0058] The hybrid transmission 10 includes a cooling oil chamber 44. At least a radially inner part of the cooling oil chamber 44 is arranged radially within the third power transmission area K33. At least the radially inner part of the cooling oil chamber 44 is arranged axially between the third centrifugal oil chamber B33 and the first clutch K1. Cooling oil can be supplied to the cooling oil chamber 44 via a cooling oil flow 46. The cooling oil flow 46 is intended for cooling the dual clutch 18. The cooling oil flow 46 is specifically branched off from the second centrifugal and cooling oil flow 38 and the third centrifugal and cooling oil flow 38.

[0059] The dual clutch 18 is arranged axially entirely on a side of the first clutch K1 facing away from the internal combustion engine 22. Furthermore, the first power transmission area K13 is arranged axially on a side of the second power transmission area K23 facing away from the second actuation pressure chamber B21. The first power transmission area K13 is also arranged axially on a side of the second power transmission area K23 facing the internal combustion engine 22. In addition, the first power transmission area K13 is arranged radially at the same level as the second power transmission area K23.

[0060] Furthermore, the hybrid transmission 10 comprises a plurality of sealing elements 48, two of which are shown with a reference numeral as examples. The sealing elements 48 are designed to seal gaps between components of the actuating units B1, B2, B3 against actuating, centrifugal and / or cooling oil. Reference symbol list 10 Hybrid transmissions 11 Hybrid drive system 12 electric machine 14 Stator 16 Rotor 18 dual clutch 20 Drive shaft 22 Internal combustion engine 24 Dual-mass flywheel 26 Actuating oil flow 28 Centrifugal and cooling oil flow 30 Parking restrictions 32 Output gear 34 Output gear 36 Actuating oil flow 38 Centrifugal and cooling oil flow 40 Actuating oil flow 42 Centrifugal and cooling oil flow 44 Cooling oil room 46 Cooling oil flow 48 Sealing element 50 Rotation axis 52 Partition wall 54 cases B1 Actuating unit B11 Actuating pressure chamber B12 Actuating piston B13 centrifugal oil chamber B2 Actuating unit B21 Actuation pressure chamber B22 Actuating piston B23 centrifugal oil chamber B3 Actuating unit B31 Actuation pressure chamber B32 Actuating piston B33 centrifugal oil chamber G1 Sub-transmission G2 partial gearbox K1 clutch K11 Entrance page K12 Home page K13 Power transmission area K2 clutch K21 Entrance page K22 Home page K23 Power transmission area K3 clutch K31 Entrance page K32 Home page K33 Power transmission area S1 switching unit S2 switching unit S3 switching unit S4 switching unit S5 switching unit W1 partial transmission input shaft W2 partial gearbox input shaft W3 countershaft W4 countershaft Z1 gear plane Z2 gear plane Z3 gear plane Z4 gear plane Z5 gear plane

Claims

[1] Hybrid transmissions (10), in particular dual-clutch hybrid transmissions, - with an electric machine (12) which has a stator (14) and a rotor (16), - with a first clutch (K1) which has a first input side (K11) which can be connected to an output shaft of an internal combustion engine (22), a first output side (K12) which is non-rotatably connected to the rotor (16) of the electric machine (12), and a first power transmission area (K13), - with a first actuating unit (B1) which has a first actuating pressure chamber (B11) for actuating the first clutch (K1), - with a first sub-transmission (G1) which has a first sub-transmission input shaft (W1), with a second sub-transmission (G2) which has a second sub-transmission input shaft (W2), - with a double clutch (18) comprising a second clutch (K2) with a second input side (K21), a second output side (K22) and a second power transmission area (K23) and a third clutch (K3) with a third input side (K31), a third output side (K32) and a third power transmission area (K33), - with a second actuating unit (B2) which has a second actuating pressure chamber (B21) for actuating the second clutch (K2) and with a third actuating unit (B3) which has a third actuating pressure chamber (B31) for actuating the third clutch (K3), - wherein the second input side (K21) of the second clutch (K2) and the third input side (K31) of the third clutch (K3) are non-rotatably connected to the rotor (16) of the electric machine (12), wherein the second output side (K22) of the second clutch (K2) is non-rotatably connected to the first partial transmission input shaft (W1) and the third output side (K32) of the third clutch (K3) is non-rotatably connected to the second partial transmission input shaft (W2), - wherein the electric machine (12) radially surrounds the second clutch (K2) and the third clutch (K3), and wherein the second clutch (K2) radially surrounds the third clutch (K3), - wherein the second actuating unit (B2) and with it the second actuating pressure chamber (B21) are formed rotationally fixed to the rotor (16) and a second centrifugal oil chamber (B23) is provided, which is arranged on a side of a second actuating piston (B22) opposite the second actuating pressure chamber (B21), wherein a second centrifugal oil can be supplied to the second centrifugal oil chamber (B23) by means of a second centrifugal and cooling oil flow (38), characterized by , that the second actuation pressure chamber (B21) of the second actuation unit (B2) lies radially completely outside the third actuation pressure chamber (B31) of the third actuation unit (B3). [2] Hybrid transmission (10) according to claim 1, characterized by , that the second actuation pressure chamber (B21) and the third actuation pressure chamber (B31) are arranged axially between the first sub-transmission (G1) and the first actuation pressure chamber (B11) of the first clutch (K1). [3] Hybrid transmission (10) according to claim 1 or 2, characterized by , that the second force transmission area (K23) is arranged such that it completely overlaps the second actuation pressure chamber (B21) radially. [4] Hybrid transmission (10) according to any one of the preceding claims, characterized by , that the third actuation pressure chamber (B31) is arranged such that it radially partially overlaps the third force transmission area (K33) and partially extends into an area located radially within the third force transmission area (K33). [5] Hybrid transmission (10) according to any one of the preceding claims, characterized by , that the first power transmission area (K13) is arranged radially inside the rotor (16). [6] Hybrid transmission (10) according to any of the preceding claims, characterized by, that the first force transmission area (K13) is arranged axially on a side of the second force transmission area (K23) facing away from the second actuation pressure chamber (B21). [7] Hybrid transmission (10) according to any of the preceding claims, characterized by , that the first actuation pressure chamber (B11) is arranged radially within the first force transmission area (K13). [8] Hybrid transmission (10) according to any of the preceding claims, characterized by , that the third power transmission area (K33) is arranged radially within the second power transmission area (K23) and axially overlapping the second power transmission area (K23). [9] Hybrid transmission (10) according to any of the preceding claims, characterized by , that the first exit side (K12) is formed by a first outer lamella carrier and the first inlet side (K11) by a first inner lamella carrier. [10] Hybrid transmission (10) according to any of the preceding claims, characterized by , that the second entrance side (K21) is formed by a second inner lamella carrier. [11] Hybrid transmission (10) according to any of the preceding claims, characterized by , that the second exit side (K22) is formed by a second outer lamella carrier. [12] Hybrid transmission (10) according to any of the preceding claims, characterized by , that the third entrance side (K31) is formed by a third outer lamella carrier. [13] Hybrid transmission (10) according to any of the preceding claims, characterized by , that the third exit side (K32) is formed by a third inner lamella carrier. [14] Hybrid transmission (10) according to any of the preceding claims, characterized by , that the second partial transmission input shaft (W2) is designed as a hollow shaft.

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